ATTITUDE, HEADING AND POSITION - DESCRIPTION AND OPERATION

** ON A/C NOT FOR ALL

1. General
The Inertial Reference (IR) part of the Air Data/Inertial Reference Unit (ADIRU) supplies the primary data that follows to the aircraft avionic systems:

Precision attitude
Magnetic heading references
Navigation data.
The IR part also supplies data from the selected Global Positioning System (GPS) and the accurate GPIR hybrid position.
The attitude, heading and navigation data is shown on the displays of the Electronic Flight Instrument System (EFIS):
Primary Flight Display (PFD)
Navigation Display (ND).

The Inertial Reference (IR) portion of the Air Data/Inertial Reference Unit (ADIRU) provides main data sources which are precision attitude, magnetic heading references and navigation data to the aircraft avionics systems.
The IR portion also provides selected GPS data and accurate GPIR hybrid position.
Attitude, heading and navigation data are displayed on the Electronic Flight Instrument System (EFIS) displays Primary Flight Display (PFD); Navigation Display (ND)) and on the VOR/ADF/DME RMI which recopies the heading data.

** ON A/C NOT FOR ALL

2. System Description

A. General
The IR portion is a strapdown inertial system which provides a quality reference for attitude, heading (true and magnetic), angular rates and accelerations.
The IR software also computes:

the inertial position
the ground velocities
the baro inertial vertical speed
the drift angle
the wind data
the flight path data.

B. Digital Inputs

(1) FMGC inputs
The IR portion is provided with two ARINC 429 low-speed buses from the two ARINC 702 Flight Management and Guidance Computers (FMGCs). These buses transmit the following data words:

label 041: SET LATITUDE
label 042: SET LONGITUDE
label 270: FMGC DISCRETES.

These data words are used for initialization and BITE purposes.

(2) ADR inputs
The IR portion is provided with three ARINC 429 low-speed buses from the other two ADIRUs (ADR portion) and from its associated ADR. These buses transmit the following data words:

label 203: ALTITUDE
label 210: TRUE AIRSPEED
label 241: CORRECTED AOA (only from internal ADR bus).

(3) GPS inputs
The IR portion is provided with two ARINC 429 high-speed buses from the GPS portion of the Multi-Mode Receivers (MMRs).
These buses transmit the following data words:

label 060: MEASUREMENT STATUS
label 061: PSEUDO RANGE
label 062: PSEUDO RANGE FINE 4
label 063: RANGE RATE
label 064: DELTA RANGE
label 065: SV POSITION X
label 066: SV POSITION X FINE 4
label 070: SV POSITION Y
label 071: SV POSITION Y FINE 4
label 072: SV POSITION Z
label 073: SV POSITION Z FINE 4
label 074: UTC MEASURE TIME
label 076: GPS ALTITUDE (MSL)
label 101: HDOP
label 102: VDOP
label 103: GPS TRACK ANGLE TRUE
label 110: GPS LATITUDE 2
label 111: GPS LONGITUDE
label 112: GPS GROUND SPEED
label 120: GPS LATITUDE LSBS 2
label 121: GPS LONGITUDE LSBS
label 125: GPS UTC BCD
label 130: GPS INTEGRITY LIMIT
label 136: VERTICAL FIGURE OF MERIT
label 140: UTC BIN FINE 4
label 141: UTC BIN FRACTION 4
label 150: GPS UTC BIN
label 165: GPS VERTICAL VELOCITY
label 166: GPS NORTH VELOCITY
label 174: GPS EAST VELOCITY
label 247: HORIZ FIGURE OF MERIT
label 260: GPS DATE
label 273: GPS SENSOR STATUS
label 377: EQUIPMENT IDENT

C. Analog Inputs
The IR portion is provided with analog inputs for power supply and GPS/IRS synchronization purposes.
For more details Ref. 34-12-00.

D. Discrete Inputs
The IR portion is provided with the following discrete inputs:

---------------------------------------------------------------------

! INPUT SIGNAL ! INPUT ! INPUT !

! ! ! DEFINITION !

---------------------------------------------------------------------

! Mounting position 1 ! Open/GND ! see table 2 !

! Mounting position 2 ! Open/GND ! see table 2 !

! SDI MSB (Middle insert) ! Open/GND ! 0/1 !

! SDI LSB (Middle insert) ! Open/GND ! 0/1 !

! IR OFF ! Open/GND ! Momentary action !

! IR mode select M1 ! Open/GND ! see table 3 !

! IR mode select M2 ! Open/GND ! see table 3 !

! Auto ADR.DADS select ! Open/GND ! see table 4 !

! Manual ADR.DADS select ! Open/GND ! see table 4 !

! Aircraft Ident Code 1/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code 2/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code 4/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code 8/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code 16/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code 32/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code 64/0 ! Open/GND ! 0/1 !

! Aircraft Ident Code Parity ! Open/GND ! 0/1 !

! IR remote test ! Open/GND ! No test/test !

! GPSSU 1 present ! Open/GND ! GND = present !

! GPSSU 2 present ! Open/GND ! GND = present !

! GPS priority select ! Open/GND ! Normal priority/ !

! ! ! Reserved priority !

---------------------------------------------------------------------

Table 1 : IR Discrete Inputs

(1) Mounting positions 1 and 2
These discrete inputs provide the IR with the unit orientation data which give the longitudinal and lateral axis of the aircraft.
Table 2 below gives the unit position according to the discrete selection.

---------------------------------------------------------------

! Mounting ! Mounting ! Connector Position/Aircraft !

! Position 1 ! Position 2 ! !

---------------------------------------------------------------

! Open * ! Open * ! FWD * !

! Ground ! Open ! AFT !

! Open ! Ground ! RIGHT !

! Ground ! Ground ! LEFT !

---------------------------------------------------------------

Table 2 : Mounting Position Discretes

*These discretes are wired in FWD position.

(2) IR mode select
The IR portion uses these discrete inputs to know the position of the OFF/NAV/ATT selector switch as follows:

----------------------------------------------

! M1 ! M2 ! OFF/NAV/ATT !

! ! ! Selector Switch Position !

!--------------------------------------------!

! Open ! Open ! OFF !

! Ground ! Open ! NAV !

! Open ! Ground ! ATT !

----------------------------------------------

Table 3 : IR Mode Select

(3) ADR DADS select
The IR portion uses these discrete inputs to know which air data source to use:

--------------------------------------------------------------------

! Auto ! Manual ! IR Selection !

! ADR DADS ! ADR DADS ! !

--------------------------------------------------------------------

! Open ! Open ! The IR uses the air data received !

! ! ! on port 1 !

!-------------!----------------!-----------------------------------!

! Open ! Ground ! The IR uses the air data received !

! ! ! on port 2 !

!-------------!----------------!-----------------------------------!

! Ground ! Not applicable ! The IR goes automatically from one!

! ! ! air data source to the others !

! ! ! according to their validity and !

! ! ! priority. !

--------------------------------------------------------------------

Table 4 : ADR DADS Select

The A/C is wired in the automatic ADR selection mode with the following priority:
1: its own ADR unit
2: ADR received on port 1
3: ADR received on port 2.

(4) SDI program pins
These discretes code the installation side of the ADIRU.
The following table gives the IR side according to the SDI.

--------------------------------------------

! SDI-MSB ! SDI-LSB ! ADIRU NUMBER !

--------------------------------------------

! OPEN ! GROUND ! 1 !

! GROUND ! OPEN ! 2 !

! GROUND ! GROUND ! 3 !

--------------------------------------------

Table 5 : IR SDI Code

(5) Aircraft ident
The IR portion uses input discretes to identify the aircraft (type, engine model) on which the ADIRU is installed, and to select the appropriate set of filters for inertial data.
To perform this coding, the IR wires seven input discretes and one discrete for parity to a common.

(6) IR remote test
The IR portion uses one discrete to select the remote test by external control.
When this discrete is open, the test is not activated.
When this discrete is grounded, the test is activated.
In normal operation this discrete is open (unused), but can be also activated via the CFDIU (on ground).

(7) GPS present
These discretes are used to activate the GPS/IRS hybridization function (computation, BITE output).

(8) GPS priority select
The GPIRS function uses this discrete to modify the GPS priority. Each ADIRU receives data from the GPS portion of the two MMRs on the primary and secondary inputs.
For each ADIRU, the primary and secondary GPS inputs are defined as follows:

----------------------------------------------------------

! ADIRU SDI ! PRIMARY INPUT ! SECONDARY INPUT !

!---------------------------------------------------------

! 1 ! GPS 1 (MMR1) ! GPS 2 (MMR2) !

! 2 ! GPS 2 (MMR2) ! GPS 1 (MMR1) !

! 3 ! GPS 1 (MMR1) ! GPS 2 (MMR2) !

----------------------------------------------------------

Depending on the GPS validity and GPS priority select input discrete status, the GPS source is defined as follows:

-------------------------------------------------------------------------------

! Priority ! Primary ! Secondary ! GPS source !

! Status ! GPS ! GPS !--------------------------------------!

! ! ! ! GPS priority ! GPS priority !

! ! ! ! select : open ! select : GND !

-------------------------------------------------------------------------------

! 1 ! Valid ! Valid ! Primary ! Secondary !

! 2 ! Valid ! Fail ! Primary ! Primary !

! 3 ! Fail ! Valid ! Secondary ! Secondary !

! 4 ! Fail ! Fail ! Primary ! Secondary !

-------------------------------------------------------------------------------

E. Software Computation - General

ADIRU - IR Block Diagram ** ON A/C NOT FOR ALL

The software contains the program memory and provides the following basic functions:

real-time executive
attitude integration
velocity integration
position integration
GPS/IRS hybridization
output computation
built-in test (Ref. AMM D/O 34-18-00-00).

The IR architecture utilizes two processors:

DSP C25 for interface with sensors
INTEL 80960 for I/O and maintenance functions.

The IR software operates in one of three basic modes: alignment, navigation, or a reversionary attitude mode. These modes include various portions of the major functions. The real-time executive and built-in test functions interface with each function in each mode.
The GPIR function computes a hybrid GPS/IRS solution utilizing inputs received from the IR function and GPSSUs. The GPIR function has two operating modes: GPIR NAV mode and GPIR ATT mode, as indicated by IR mode command. In GPIR NAV mode, all the system state transitions are slaved to the IR function (Align, NAV).

F. Software Computation - Alignment Mode
The alignment is the initialization mode for the IR. Its primary function is to initialize the attitude, velocity and position integration functions implemented in the navigation mode. This mode operates on the ground only.
The IR alignment mode is divided into three parts:

coarse level processing
The coarse level processing is engaged during the first 30 seconds of the IR alignment mode. This processing estimates the local vertical using the three accelerometers and the measured gravity.
During coarse level processing of the alignment mode, the software computes the level coordinate frame, pitch and roll, and associated rates and accelerations.
gyro-compass (or azimuth) processing and level processing
Gyro-compass processing is engaged after the 30 seconds of the IR alignment mode (coarse level complete) and runs for a minimum of 5 minutes. The ADIRU alignment time will be reduced from 10 minutes fixed alignment time to a variable time based on aircraft latitude.
Gyro-compass processing is used to orient body frame to North (using earth rotation detection by gyros).
During this alignment submode, an estimated latitude is computed using local vertical component of the earth rotation.
During this submode, the results of the coarse level processing are sharpened to have a better knowledge of the coordinate frame.

The alignment is the initialization mode for the IR. Its primary function is to initialize the attitude, velocity and position integration functions implemented in the navigation mode. This mode operates on the ground only.
The IR alignment mode is divided into three parts: coarse level processing
The coarse level processing is engaged during the first 30 seconds of the IR alignment mode. This processing estimates the local vertical using the three accelerometers and the measured gravity.
During coarse level processing of the alignment mode, the software computes the level coordinate frame, pitch and roll, and associated rates and accelerations.

Gyro-compass (or azimuth) processing and level processing.
Gyro-compass processing is engaged after the 30 seconds of the IR alignment mode (coarse level complete) and runs for a minimum of 9.5 minutes.
Gyro-compass processing is used to orient body frame to North (using earth rotation detection by gyros).
During this alignment submode, an estimated latitude is computed using local vertical component of the earth rotation.
During this submode, the results of the coarse level processing are sharpened to have a better knowledge of the coordinate frame.

position entry data processing
This position initialization can take place in coarse level processing or gyro-compass processing.
The latitude and longitude pair processed for position initialization is received from the same source (FMGC 1, FMGC 2, CDU, GPSSU1/MMR1 or GPSSU2/MMR2).
.If a GPS position data is available and if there is no pilot entry, the GPS data is used to perform the alignment.
.If a GPS position data is available and if there is a pilot entry, the pilot entry is compared with the GPS position. The discrepancies between the two latitudes and the two longitudes must be within 5Nm. If the discrepancies exceed 5Nm, the ALIGN annunciator flashes.
. If no GPS position data is available, the software performs a BITE test to check if the entered latitude and longitude are within the following limits versus the position recorded at the end of the last power- up cycle:

Abs val( lat entered - lat recorded ) less than or equal to 1 deg.

Abs val( long entered - long recorded ) less than or equal to 1 deg (Ref. 34-18-00).

A second BITE test is performed on the entered latitude when an estimated latitude is available during the gyro-compass processing:

Abs val(cos (lat est) - cos (lat ent)) less than or equal to 0.01234.

Abs val(sin (lat est) - sin (lat ent)) less than or equal to 0.01234.

The alignment is completed if a valid position data has been received and verified by the IR.
The typical alignment time will be calculated for a given latitude as follows:

ABS (5.0 minutes/cosine (latitude)) for latitudes between 60S and 60N

10.0 minutes at a latitude more than or equal to 73.0S and less than 60S

10.0 minutes at a latitude more than 60N and less than or equal to 73.0N

17 minutes at latitude less than 73.0S

17 minutes at latitude more than 73.0N

ADIRU - Alignment Time in North Hemisphere ** ON A/C NOT FOR ALL

If not, the automatic sequencing to the NAV mode will be delayed (up to 1 minute) after position data is received.
The operations to enter position and the warnings associated to the tests performed in alignment mode are described in para. 3 (operation/control and indicating).
The IR also offers the possibility to enter into a variant of the alignment mode called "rapid realign" or "30-second realign". This mode is selected by moving the MSU selector switch from NAV to OFF, then to NAV within five seconds, when the aircraft is on ground (ground speed less than 20 knots). Valid position data must be received. During the "rapid realign" mode, all computed velocities are set to zero and a fine tuning of the alignment is performed using the attitude reference vertical and the heading data available from the last NAV phase as initial conditions.
During the alignment mode, the IR outputs on the ARINC 429 bus may not be available. The chronology of the validation of the outputs during the alignment is given in para. 2-D (IR output data).

Position entry data processing
This position initialization can take place in coarse level processing or gyro-compass processing.
The latitude and longitude pair processed for position initialization is received from the same source (FMGC 1, FMGC 2 or CDU).
As soon as a valid position initialization pair is received, the software performs three BITE tests to check if the entered latitude and longitude are within the following limits versus the position recorded at the end of the last power-up cycle:

3+3T test: the entered position and the position from the previous navigation mode must not differ by more than 3NM+(3NM/HR)*T, where T is the duration in hours of the previous navigation mode.

Abs val( lat entered - lat recorded ) less than or equal to 1 deg.

Abs val( long entered - long recorded ) less than or equal to 1 deg/cos(latitude) (Ref. AMM D/O 34-18-00-00).

A third BITE test is performed on the entered latitude when an estimated latitude is available during the gyro-compass processing:

Abs val(lat est) - (lat ent) less than or equal to 0.5°.

The alignment is completed after 10 minutes if a valid position data has been received and verified by the IR.
If not, the automatic sequencing to the NAV mode will be delayed after position data is received.
The operations to enter position and the warnings associated to the tests performed in alignment mode are described in para. 3 (operation/control and indicating).
The IR also offers the possibility to enter into a variant of the alignment mode called "rapid realign" or "30-second realign". This mode is selected by moving the CDU selector switch from NAV to OFF, then to NAV within five seconds, when the aircraft is on the ground (ground speed less than 20 knots). Valid position data must be received. During the "rapid realign" mode, all computed velocities are set to zero and a fine tuning of the alignment is performed using the attitude reference vertical and the heading data available from the last NAV phase as initial conditions.
During the alignment mode, the IR outputs on the ARINC 429 bus may not be available.

Position initialization of the ADIRU is transmitted to the GPSSU for its own initialization . In addition to position, the GPSSU requires initialization data of date and UTC. The IR portion receives date and UTC from the FMGC and transmits the data to the GPSSUs.
The GPIR NAV mode alignment performs coarse level and ground align processing. All the system state transitions are slaved to the IR functions. The coarse level processing of the GPIR NAV mode initializes a parallel virtual platform to provide hybrid navigation data. The GPIR NAV mode ground align processing duplicates to the IR gyro-compass processing. The chronology of the validation of the outputs during the alignment is given in para. 2-D (IR output data).

G. Software Computation - Attitude Mode
The attitude mode is a reversionary mode that can be activated only by manual selection of the ATT mode on the MSU.
The mode can be activated on the ground or in flight and is intended to provide a rapid attitude/heading restart capability if the IR has experienced total power shutdown or failures which do not disable the mechanization of the attitude computation. The necessity of selecting ATT is indicated by the IR in its action code (label 350 - code 04 = select ATT) and this data is used by the FWC to display a message on the ECAM displays, and by the FMGC to display a message on the MCDU.
This mode needs a 30-second initialization phase with the aircraft in level flight. During this phase, all the ARINC bus outputs are sent with their status matrix coded NCD (No Computed Data). At the end of the initialization phase, the IR sends valid outputs:

body axis accelerations and angular rates
pitch and roll attitude and rate
vertical acceleration
vertical velocity
baro-inertial altitude and vertical speed.
The magnetic heading may also be valid if an initialization value has been sent by the FMGC (through the MCDU) (Ref. para. D - IR output data for the complete list of valid outputs).
The GPIR ATT mode is activated when the IR is in ATT mode after manual selection on the ADIRS MSU.
A GPIR ATT mode alignment processing is performed before Pseudo Range or Delta Range measurement are used to update the 21-state Kalman filter. The measurements and measurement matrices used for updating are the same as those used in the GPIR NAV processing.

The attitude mode is a reversionary mode which can be activated only by manual selection of the ATT mode on the CDU.
The mode can be activated on the ground or in flight and is intended to provide a rapid attitude/heading restart capability if the IR has experienced total power shutdown or failures which do not disable the mechanization of the attitude computation. The necessity of selecting ATT is indicated by the IR on its action code (label 350 - code 04 = select ATT) and this data is used by the FWC to display a message on the ECAM displays and by the FMGC to display a message on the MCDU.
This mode needs a 30-second initialization phase with the aircraft in level flight. During this phase, all the ARINC bus outputs are sent with their status matrix coded NCD (No Computed Data). At the end of the initialization phase, the IR sends valid outputs of:

Body axis accelerations and angular rates
Pitch and roll attitude and rate
Vertical acceleration
Vertical velocity
Baro-inertial altitude and vertical speed
The magnetic heading may also be valid if an initialization value has been sent by the FMGC (through the MCDU) or the CDU (Ref. para. D - IR output data for the complete list of valid outputs).

H. Software Computation - Hybrid Partition
The ADIRU receives Global Position System Sensor data as defined by ARINC 743 and integrates it with the inertial reference data to produce a hybrid navigation solution.
The Northrop Grumman ADIRU ensures the integrity of the hybrid solution using a unique GPS/IRS integration technique called Autonomous Integrity Monitored Extrapolation (AIME). The key to this mechanization is the ability to detect and isolate slowly drifting satellite clock drifts with as few as four satellites. AIME accomplishes this through a set of Kalman filter operations and a Failure Detection and Exclusion (FDE) mechanization.
The ADIRS operational modes are slaved to the IR operational modes of Align, Navigate and Attitude Reference. The AIME function is not available if the IR is in the Attitude Reference Mode.
When two MMR are installed on the aircraft, the ADIRU will select the primary input unless a fault is detected.
In the case of a primary MMR fault, the secondary MMR will be selected for the hybrid solution.
If both MMR are fault, the AIME may be able to extrapolate the GPIRS data depending on the flight phase.

I. IR Output Data - Digital Output Characteristics
IR, GPS and GPIRS Output Data
The IRs have four independently buffered high-speed ARINC 429 digital output buses, designated bus output 1, 2, 3 and 4

digital output table:
This table contains all the output parameters in the digital form. They are sorted as per the numerical order of their output label.
The following table gives:
EQ.SYS.LAB.SDI : (SDAC, FWC, DMC...) output label for which the parameter is available
PARAMETER DEFINITION: parameter name
RANGE ACCURACY : measurement range maximum value transmitted. When the digital value changes, the change step is equal to the accuracy
UNIT : unit in which the digital value is transmitted
SIG BIT : indicates whether a sign bit is available
BITS : number of bits used by the parameter in the label
UPD/MSEC : output transmission interval. The refresh rate is given in milliseconds.
CODE:
BNR: binary data word
BCD: binary coded decimal data word
ISO: data word coded in ISO5 code
DIS: discrete data word
HEX: hexadecimal coded
HYB: mixed code.
ALPHA CODE: indicates the parameter mnemonic code
SOURCE ORIGIN: parameter source computer or system.

When the GPS PRESENT programming pins input discretes are grounded (indicating GPS present), both the GPSSU outputs and the GPIRS integrated navigation solution outputs are transmitted on the IR output buses with the IR output data.

-------------------------------------------------------------------------------

| PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |

-------------------------------------------------------------------------------

-------------------------------------------------------------------------------

! 010 !PPOS LAT !W +/- 180 !Deg ! ! 6 !500 !BCD !LATP ! !

! ! !90S-90N !& ! ! ! ! ! ! !

! ! !0.1 !mn ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 011 !PPOS LONG !W +/- 180 !Deg ! ! 6 !500 !BCD ! ! !

! ! !180E-180W !& ! ! ! ! ! ! !

! ! !0.1 !mn ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 012 !GROUND !W 0 to 4096 !Kts ! ! 4 !500 !BCD ! GS ! !

! !SPEED !0 to 1000 ! ! ! ! ! ! ! !

! ! !R 1 ! ! ! ! ! ! ! !

! ! !+/- 8 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 013 !TRK ANGLE !W 0 to 359 !Deg ! ! 4 !500 !BCD ! ! !

! !TRUE !R 0.1 ! ! ! ! ! ! ! !

! ! !+/- 2.3 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 014 !MAG HDG !W 0 to 359.9!Deg ! ! 4 !500 !BCD ! MH ! !

! ! !R 0.1 ! ! ! ! ! ! ! !

! ! !+/- 3 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 015 !WIND SPEED!W 0 to 256 !Kts ! ! 3 !500 !BCD ! WS ! !

! ! !R 1 ! ! ! ! ! ! ! !

! ! !+/- 9 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 016 !WIND DIR !W 0 to 359 !Deg ! ! 3 !500 !BCD ! WD ! !

! !TRUE !R 1 ! ! ! ! ! ! ! !

! ! !+/- 10 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 041 !SET LAT !W +/- 180 !Deg ! ! 6 ! * !BCD ! ! !

! ! !90S-90N !& ! ! ! ! ! ! !

! ! !R 0.1 min !mn ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 042 !SET LONG !W +/- 180 !Deg ! ! 6 ! * !BCD ! ! !

! ! !R 0.1 min !& ! ! ! ! ! ! !

! ! ! !mn ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 043 !SET MAG !W 0 to 359 !Deg ! ! 3 ! ** !BCD ! ! !

! !HDG !R 1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 044 !TRUE HDG !W 0 to 359.9!Deg ! ! 4 !500 !BCD !THDG ! !

! ! !R 0.1 ! ! ! ! ! ! ! !

! ! !+/- 0.4 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 046 !SOFTWARE ! ! ! ! 19 !1000!DIS ! ! !

! !IDENT ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 052 !PITCH !W +/- 64 !Deg/! 29 ! 15 ! 20 !BNR ! ! !

! !ANGULAR !R 0.002 !sec2! ! ! ! ! ! !

! !ACCEL ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 053 !ROLL !W +/- 64 !Deg/! 29 ! 15 ! 20 !BNR ! ! !

! !ANGULAR !R 0.002 !sec2! ! ! ! ! ! !

! !ACCEL ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 054 !YAW !W +/- 64 !Deg/! 29 ! 15 ! 20 !BNR ! ! !

! !ANGULAR !R 0.002 !sec2! ! ! ! ! ! !

! !ACCEL ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 310 !PPOS LAT !W +/- 180 !Deg ! 29 ! 20 !200 !BNR ! ! !

! ! !+/- 90 !& ! ! ! ! ! ! !

! ! !R 0.00017 !min ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 311 !PPOS LONG !W +/- 180 !Deg ! 29 ! 20 !200 !BNR !LONP ! !

! ! !R 0.00017 !& ! ! ! ! ! ! !

! ! ! !min ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 312 !GROUND !W 0 to 4096 !Kts ! ! 15 ! 40 !BNR ! ! !

! !SPEED !0 to 1000 ! ! ! ! ! ! ! !

! ! !R 0.125 ! ! ! ! ! ! ! !

! ! !+/- 8 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 313 !TRK - TRUE!W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 2.3° ! ! ! ! ! ! ! !

! ! !at 200 Kts ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 314 !TRUE HDG !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 0.4 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 315 !WIND !W +/- 256 !Kts ! ! 15 !100 !BNR ! ! !

! !SPEED !0 to 256 ! ! ! ! ! ! ! !

! ! !R 0.0078 ! ! ! ! ! ! ! !

! ! !+/- 9 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 316 !WIND DIR !W +/- 180 !Deg ! 29 ! 15 !100 !BNR ! ! !

! !- TRUE !+/- 180 ! ! ! ! ! ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 10 with ! ! ! ! ! ! ! !

! ! !50 Knots ! ! ! ! ! ! ! !

! ! !wind ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 317 !TRK - MAG !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 3 at ! ! ! ! ! ! ! !

! ! !200 Kts ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 320 !MAG HDG !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! ! !

! ! !82 N to 60 S! ! ! ! ! ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 3 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 321 !DRIFT !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! DA ! !

! !ANGLE !+/- 90 ! ! ! ! ! ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 3° at ! ! ! ! ! ! ! !

! ! !200 Kts ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 322 !FLIGHT !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! FPA ! !

! !PATH !+/- 90 ! ! ! ! ! ! ! !

! !ANGLE !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 0.24 at ! ! ! ! ! ! ! !

! ! !200 Kts ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 323 !FLT PATH !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR !FPAC ! !

! !ACCEL !R 0.0001 ! ! ! ! ! ! ! !

! ! !+/- 10 % of ! ! ! ! ! ! ! !

! ! !outp over ! ! ! ! ! ! ! !

! ! !0.5 g ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 324 !PITCH !W +/- 180 !Deg ! 29 ! 15 ! 20 !BNR !PTCH ! !

! !ANGLE !-90 to + 90 ! ! ! ! ! ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 325 !ROLL !W +/- 180 !Deg ! 29 ! 15 ! 20 !BNR !ROLL ! !

! !ANGLE !-90 to + 90 ! ! ! ! ! ! ! !

! ! !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 326 !BODY AXIS !W +/- 128 !Deg/! 29 ! 15 ! 20 !BNR !PTCR ! !

! !PITCH RATE!+/- 128 !s ! ! ! ! ! ! !

! ! !R 0.0039 ! ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 327 !BODY AXIS !W +/- 128 !Deg/! 29 ! 15 ! 20 !BNR !ROLR ! !

! !ROLL RATE !+/- 128 !s ! ! ! ! ! ! !

! ! !R 0.0039 ! ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 330 !BODY AXIS !W +/- 128 !Deg/! 29 ! 15 ! 20 !BNR !YAW ! !

! !YAW RATE !+/- 128 !s ! ! ! ! ! ! !

! ! !R 0.0039 ! ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 331 !BODY LONG !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR !LONG ! !

! !ACCEL !+/- 4.000 ! ! ! ! ! ! ! !

! ! !R 0.0001 ! ! ! ! ! ! ! !

! ! !+/- 0.01 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 332 !BODY LAT !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR !LATG ! !

! !ACCEL !+/- 4.000 ! ! ! ! ! ! ! !

! ! !R 0.0001 ! ! ! ! ! ! ! !

! ! !+/- 0.01 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 333 !BODY NORM !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR !VRTG ! !

! !ACCEL !+/- 4.000 ! ! ! ! ! ! ! !

! ! !R 0.0001 ! ! ! ! ! ! ! !

! ! !+/- 0.01 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 334 !PLATFORM !W +/- 180 !Deg ! 29 ! 15 !100 !BNR ! ! !

! !HEADING !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 0.40 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 335 !TRK ANGLE !W +/- 32 !Deg/! 29 ! 15 ! 20 !BNR ! ! !

! !RATE !R 0.001 !s ! ! ! ! ! ! !

! ! !+/- 0.15 at ! ! ! ! ! ! ! !

! ! !200 Knots ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 336 !PITCH ATT !W +/- 128 !Deg/! 29 ! 15 ! 20 !BNR ! ! !

! !RATE !R 0.0039 !s ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 337 !ROLL ATT !W +/- 128 !Deg/! 29 ! 15 ! 20 !BNR ! ! !

! !RATE !R 0.0039 !s ! ! ! ! ! ! !

! ! !+/- 0.1 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 340 !TRACK !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! ! !

! !ANGLE !R 0.0055 ! ! ! ! ! ! ! !

! !GRID !+/- 2.3 at ! ! ! ! ! ! ! !

! ! !200 Kts ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 341 !GRID !W +/- 180 !Deg ! 29 ! 15 ! 40 !BNR ! ! !

! !HEADING !R 0.0055 ! ! ! ! ! ! ! !

! ! !+/- 0.4 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 360 !POTENTIAL !W +/- 32768 !ft /! 29 ! 15 ! 20 !BNR ! ! !

! !V/S !R 1.0 ! min! ! ! ! ! ! !

! ! !+/- 30 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 361 !INERTIAL !W +/- 131072!ft ! 29 ! 20 ! 40 !BNR ! ! !

! !ALT !R 0.125 ! ! ! ! ! ! ! !

! ! !+/- 5 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 362 !ALONG TRK !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR ! ! !

! !HORIZ !R 0.00012 ! ! ! ! ! ! ! !

! !ACCEL !+/- 10 % ! ! ! ! ! ! ! !

! ! !of outp ! ! ! ! ! ! ! !

! ! !over 0.5 g ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 363 !CROSS TRK !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR ! ! !

! !HORIZ !R 0.00012 ! ! ! ! ! ! ! !

! !ACCEL !+/- 10 % ! ! ! ! ! ! ! !

! ! !of outp ! ! ! ! ! ! ! !

! ! !over 0.5 g ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 364 !VERTICAL !W +/- 4 ! g ! 29 ! 15 ! 20 !BNR !VACC ! !

! !ACCEL !+/- 4.000 ! ! ! ! ! ! ! !

! ! !R 0.00012 ! ! ! ! ! ! ! !

! ! !+/- 0.01 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 365 !INERTIAL !W +/- 32768 !ft /! 29 ! 15 ! 40 !BNR !IVV ! !

! !V/S !R 1.0 !min ! ! ! ! ! ! !

! ! !+/- 30 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 366 !N - S !W +/- 4096 !Kts ! 29 ! 15 !100 !BNR ! ! !

! !VELOCITY !R 0.125 ! ! ! ! ! ! ! !

! ! !+/- 8 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 367 !E - W !W +/- 4096 !Kts ! 29 ! 15 !100 !BNR ! ! !

! !VELOCITY !R 0.125 ! ! ! ! ! ! ! !

! ! !+/- 8 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 270 !DSCRT DATA! ! ! ! !500 !DIS ! ! !

! !WORD 1 ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 275 !DSCRT DATA! ! ! ! !500 !DIS ! ! !

! !WORD 2 ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 276 !DSCRT DATA! ! ! ! !500 !DIS ! ! !

! !WORD 3 ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 277 !IRS TEST ! ! ! ! !*** !HYB ! ! !

! !WORD ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 350 !ACTION ! ! ! ! !500 !HYB ! ! !

! !CODE ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 354 !LRU IDENT ! ! ! ! !500 !ISO ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 356 !FAULT STAT! ! ! ! !****!ISO ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 377 !EQUIP ! ! ! ! !1000!HEX ! ! !

! !IDENT ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 076 !GPS ALT - !W +/- 131072! ft ! ! 20 !1000!BNR ! ! !

! !MSL !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 101 !HDOP !W 0 to 1024 ! ! ! 15 !1000!BNR ! ! !

! ! !R 0.031 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 102 !VDOP !W 0 to 1024 ! ! ! 15 !1000!BNR ! ! !

! ! !R 0.031 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 103 !GPS TRACK !W +/- 180 !DEG ! ! 15 !1000!BNR ! ! !

! !ANGLE TRUE!R 0.005493 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 110 !GPS PRES !W +/- 180 !DEG ! ! 20 !1000!BNR ! ! !

! !POS - LAT !R 0.000172 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 111 !GPS PRES !W +/- 180 !DEG ! ! 20 !1000!BNR ! ! !

! !POS - LON !R 0.000172 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 112 !GPS GROUND!W +/- 4096 !Kts ! ! 15 !1000!BNR ! ! !

! !SPEED !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 120 !GPS PRES !W +/- 000172!Deg ! ! 11 !1000!BNR ! ! !

! !POS - LAT !R 8.38E-8 ! ! ! ! ! ! ! !

! !FRAC !R 0.000172 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 121 !GPS PRES !W +/- 000172!Deg ! ! 11 !1000!BNR ! ! !

! !POS - LON !R 8.38E-8 ! ! ! ! ! ! ! !

! !FRAC !R 0.000172 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 125 !GPS !W 0.23:59:9 !H / ! ! 5 !1000!BCD ! ! !

! !UTC-BCD !R 0.1 min !min ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 130 !GPS INTEG !W 0 - 16 !NM ! ! 18 !1000!BNR ! ! !

! !LIMIT HORI!R 6.1E-5 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 131 !HYB INTEG !W 0 - 16 !NM ! ! 17 !1000!BNR ! ! !

! !LIMIT HORI!R 1,22 E-4 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 132 !HYB TRUE !W +/- 180 !Deg ! ! 15 ! 40 !BNR ! ! !

! !HEADING !R 5,5 E-3 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 133 !GPS INTEG !W 0 - 32768 ! ft ! ! 18 !1000!BNR ! ! !

! !LIMIT VERT!R 0,125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 135 !HYB VERT !W 0 - 32768 ! ft ! ! 18 !1000!BNR ! ! !

! !FOM !R 0,125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 136 !GPS VERT !W 0 - 32678 ! ft ! ! 18 !1000!BNR ! ! !

! !FOM !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 137 !HYB TRACK !W +/- 180 !Deg ! ! 15 ! 40 !BNR ! ! !

! !ANGLE TRUE!R 5,5E-3 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 150 !GPS !W 0-23:59:59!H / ! ! 17 !1000!BNR ! ! !

! !UTC-BNR !R 1 sec !min/! ! ! ! ! ! !

! ! ! !sec ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 165 !GPS VERT !w +/- 32768 !Ft/ ! ! 15 !1000!BNR ! ! !

! !SPEED !R 1.00 !mn ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 166 !GPS N-S !W +/- 4096 !Kts ! ! 15 !1000!BNR ! ! !

! !VELOCITY !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 174 !GPS E-W !w +/- 4096 !Kts ! ! 15 !1000!BNR ! ! !

! !VELOCITY !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 175 !HYBRID !W +/- 4096 !Kts ! ! 15 ! 40 !BNR ! ! !

! !GROUND-SPD!R 0,125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 247 !HORIZ FIG !W 0 - 16 !Nm ! ! 18 !1000!BNR ! ! !

! !OF !R 6.1E-5 ! ! ! ! ! ! ! !

! !MERIT-GPS ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 254 !HYB PRES !W +/- 180 !Deg ! ! 20 ! 100!BNR ! ! !

! !POS - LAT !R 1.72E-4 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 255 !HYB PRES !W +/- 180 !Deg ! ! 20 ! 100!BNR ! ! !

! !POS - LON !R 1.72E-4 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 256 !HYB PRES !W+/-0,000172!Deg ! ! 11 ! 100!BNR ! ! !

! !POS-LAT FR!R 8,38E-8 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 257 !HYB PRES !W+/-0,000172!Deg ! ! 11 ! 100!BNR ! ! !

! !POS-LON FR!R 8,38E-8 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 260 !GPS DATE !R 1 DAY !D:M:! ! 6 !1000!BCD ! ! !

! ! ! !Y ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 261 !HYBRID !W +/- 131072! ft ! ! 20 ! 40 !BNR ! ! !

! !ALTITUDE !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 263 !HYB FLIGHT!W +/- 180 !Deg ! ! 12 ! 40 !BNR ! ! !

! !PATH ANGLE!R 0.044 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 264 !HYB HORIZ !W 0 - 16 !NM ! ! 18 !1000!BNR ! ! !

! !FOM !R 6,1e-5 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 266 !HYB N - S !W +/- 4096 !Kts ! ! 15 ! 100!BNR ! ! !

! !VELOCITY !R 0,125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 267 !HYB E - W !W +/- 4096 !Kts ! ! 15 ! 100!BNR ! ! !

! !VELOCITY !R 0,125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 273 !GPS SENSOR!W N/A ! ! ! 19 !1000!DIS ! ! !

! !STATUS !R N/A ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 274 !GPADIRS !W N/A ! ! ! 19 !1000!DIS ! ! !

! !STATUS !R N/A ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 345 !HYBRID !W +/- 32768 !ft/ ! ! 15 ! 40 !BNR ! ! !

! !VERT SPEED!R 1 ! mn ! ! ! ! ! ! !

-------------------------------------------------------------------------------

Table 6 :IR Digital Output Characteristics

NOTE: * Initialization retransmission for verification consists of bit by bit retransmission of data in four bursts.
** Retransmission for display only.
*** As required for ARINC Output Data Bus Wraparound Testing
**** As required for CFDS Communication. Never faster than 333 Hz.

-----------------------------------------------------------

! BIT ! FUNCTION !

! No. ! !

-----------------------------------------------------------

! 9 ! SDI !

! 10 ! SDI !

! 11 ! Reserved !

! 12 ! DADS Status* Present=0 , Not Present=1 !

! 13 ! DADS Source* Primary=0 , Secondary=1 !

! 14 ! IR/FMS Status Present=0 , Not Present=1 !

! 15 ! IR/FMS Source Primary=0 , Secondary=1 !

! 16 ! -- !

! 17 ! ! - NUMBER OF SATELLITES !

! 18 ! ! VISIBLE (0 - 15) !

! 19 ! -- !

! 20 ! -- !

! 21 ! ! - NUMBER OF SATELLITES !

! 22 ! ! TRACKED (0 - 15) !

! 23 ! -- !

! 24 ! SPARE !

! 25 ! SPARE !

! 26 ! -- !

! 27 ! ! - GPSSU OPERATIONAL !

! 28 ! -- MODE (Ref. Table Below) !

! 29 ! RESERVED !

! 30 ! SSM !

! 31 ! SSM !

! 32 ! PARITY (Odd) !

-----------------------------------------------------------

Table 7 : GPS Discrete Word 273 Output Format

* DADS input not required if altitude is received from IR/FMS inputs.

------------------------------------------------------

! GPSSU MODE ! BIT 28 ! BIT 27 ! BIT 26 !

!-------------------!----------!----------!----------!

! SELF TEST ! 0 ! 0 ! 0 !

! INITIALIZATION ! 0 ! 0 ! 1 !

! ACQUISITION ! 0 ! 1 ! 0 !

! NAVIGATION ! 0 ! 1 ! 1 !

! ALTITUDE AIDING ! 1 ! 0 ! 0 !

! SPARE ! 1 ! 0 ! 1 !

! SPARE ! 1 ! 1 ! 0 !

! FAULT ! 1 ! 1 ! 1 !

------------------------------------------------------

-------------------------------------------------------------------------------

| PARAMETER LIST PARAMETER CHARACTERISTICS (NUMERIC) |

-------------------------------------------------------------------------------

-------------------------------------------------------------------------------

! 131 !HYBRID !W 0 - 16 !Nm ! ! 18 !1000! ! ! !

! !INTEG !R 6.1E-5 ! ! ! ! ! ! ! !

! !LIMIT ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 132 !HYBRID !W +/- 180 !Deg ! ! 15 ! 40 ! ! ! !

! !TRUE HDG !R 5.5E-3 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 135 !VERT !W 0-32,678 !M ! ! 18 !1000! ! ! !

! !FOM-HYBRID!R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 137 !HYBRID !W +/- 180 !Deg ! ! 15 ! 40 ! ! ! !

! !TRACK !R 5.5E-3 ! ! ! ! ! ! ! !

! !ANGLE TRUE! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 175 !HYBRID !W +/- 4096 !Kts ! ! 15 ! 40 ! ! ! !

! !GND SPEED !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 254 !HYBRID !W +/- 180 !Deg ! ! 20 ! 100! ! ! !

! !PRES !R 1.72E-4 ! ! ! ! ! ! ! !

! !POS - LAT ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 255 !HYBRID !W +/- 180 !Deg ! ! 20 ! 100! ! ! !

! !PRES !R 1.72E-4 ! ! ! ! ! ! ! !

! !POS - LON ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 256 !HYBRID !W +/-.000172!Deg ! ! 11 ! 100! ! ! !

! !LAT !R 8.38E-8 ! ! ! ! ! ! ! !

! !FRACTIONS ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 257 !HYBRID !W +/-.000172!Deg ! ! 11 ! 100! ! ! !

! !LON !R 8.38E-8 ! ! ! ! ! ! ! !

! !FRACTIONS ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 261 !HYBRID !W +/- 131072!Ft ! ! 20 ! 40 ! ! ! !

! !ALTITUDE !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 263 !HYBRID !W +/- 180 !Deg ! ! 12 ! 40 ! ! ! !

! !FLIGHT !R 0.044 ! ! ! ! ! ! ! !

! !PATH ANGLE! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 264 !HORIZ FIG !W 0 - 16 !Nm ! ! 18 !1000! ! ! !

! !OF MERIT -!R 6.1E-5 ! ! ! ! ! ! ! !

! !HYBRID ! ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 266 !HYBRID N-S!W +/- 4096 !Kts ! ! 15 ! 100! ! ! !

! !VELOCITY !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 267 !HYBRID E-W!W +/- 4096 !Kts ! ! 15 ! 100! ! ! !

! !VELOCITY !R 0.125 ! ! ! ! ! ! ! !

!--------------!----------!------------!----!----!----!----!----!-----!-------!

! 345 !HYBRID !W +/- 32768 !Ft/ ! ! 15 ! 40 ! ! ! !

! !VERT !R 1.00 !mn ! ! ! ! ! ! !

! !VELOCITY ! ! ! ! ! ! ! ! !

-------------------------------------------------------------------------------

Table 8 : GPIRS Digital Output Characteristics

------------------------------------------------------------------------------

! BIT ! FUNCTION !

! No. ! !

!-------!--------------------------------------------------------------------!

! 9 ! SPARE !

! 10 ! SPARE !

! 11 ! SPARE !

! 12 ! SPARE !

! 13 ! SPARE !

! 14 ! SPARE !

! ! _ !

! 15 ! ! SECONDARY GPSSU VALIDITY (See Table Below) !

! 16 ! _! !

! ! _ !

! 17 ! ! PRIMARY GPSSU VALIDITY (See Table Below) !

! 18 ! _! !

! 19 ! GPSSU SOURCE (SECONDARY = '1', PRIMARY = '0') !

! 20 ! -- LSB !

! 21 ! ! - No. OF SATELLITES TRACKED (0-15) !

! 22 ! ! !

! 23 ! -- MSB !

! 24 ! SPARE !

! 25 ! SPARE !

! 26 ! -- !

! 27 ! ! -GPIRS OPERATIONAL MODE (See Table Below) !

! 28 ! -- !

! 29 ! RESERVED !

! 30 ! SSM !

! 31 ! SSM !

! 32 ! PARITY (ODD) !

------------------------------------------------------------------------------

Table 9 : GPIRS Status - Label 274

-------------------------------------------

! SECONDARY GPSSU ! BIT 16 ! BIT 15 !

! VALIDITY ! ! !

!-------------------!----------!----------!

! VALID ! 0 ! 0 !

! INACTIVE ! 0 ! 1 !

! FUNCTIONAL TEST ! 1 ! 0 !

! FAIL ! 1 ! 1 !

-------------------------------------------

! PRIMARY GPSSU ! BIT 18 ! BIT 17 !

! VALIDITY ! ! !

!-------------------!----------!----------!

! VALID ! 0 ! 0 !

! INACTIVE ! 0 ! 1 !

! FUNCTIONAL TEST ! 1 ! 0 !

! FAIL ! 1 ! 1 !

-------------------------------------------

------------------------------------------------------

! GPIRS ! BIT 28 ! BIT 27 ! BIT 26 !

! OPERATIONAL MODE ! ! ! !

!-------------------!----------!----------!----------!

! SELF TEST MODE ! 0 ! 0 ! 0 !

! INITIALIZATION ! 0 ! 0 ! 1 !

! ACQUISITION ! 0 ! 1 ! 0 !

! NAVIGATION ! 0 ! 1 ! 1 !

! ALT/CLK AIDING ! 1 ! 0 ! 0 !

! SPARE ! 1 ! 0 ! 1 !

! SPARE ! 1 ! 1 ! 0 !

! FAULT MODE ! 1 ! 1 ! 1 !

------------------------------------------------------

GPIRS Hybrid Parameter Sign Status Matrix Requirements ** ON A/C NOT FOR ALL

J. IR Output Data - Discrete Outputs

IR - Binary Output Word 1/2 ** ON A/C NOT FOR ALL

IR - Binary Output Word 2/2 ** ON A/C NOT FOR ALL

IR - BCD and Special Output Words ** ON A/C NOT FOR ALL

The IR provides three discrete outputs.
The table below defines the characteristics of these discretes.

---------------------------------------

! SIGNAL ! OUTPUT ! DEFINITION !

!----------!-------------!------------!

! ON BAT ! OPEN/+28VDC ! NO/YES !

! IR FAULT ! OPEN/+28VDC ! NO/YES !

! IR OFF ! OPEN/GROUND ! NO/YES !

---------------------------------------

ON BAT
When the IR is powered with batteries, this discrete delivers a 28 VDC state and sets the ON BAT light to on.
IR FAULT
When a failure is detected by the IR, this discrete delivers a 28 VDC state and sets the FAULT legend to on.
IR OFF
When the IR is set to off, this discrete delivers a ground and sets the OFF legend to on.

IR - Binary Output Word 1/2 ** ON A/C NOT FOR ALL

IR - Binary Output Word 2/2 ** ON A/C NOT FOR ALL

IR - BCD and Special Output Words ** ON A/C NOT FOR ALL

The IR provides three discrete outputs.
The table below defines the characteristics of these discretes.

---------------------------------------

! SIGNAL ! OUTPUT ! DEFINITION !

!----------!-------------!------------!

! ON BAT ! OPEN/+28VDC ! NO/YES !

! IR FAULT ! OPEN/+28VDC ! NO/YES !

! IR ALIGN ! OPEN/GROUND ! NO/YES !

---------------------------------------

ON BAT
When the IR is powered with batteries, this discrete delivers a 28 VDC state and sets the ON BAT light to on.
IR FAULT
When a failure is detected by the IR, this discrete delivers a 28 VDC state and sets the FAULT legend to on.
IR ALIGN
When the IR is aligning, this discrete delivers a ground and sets the ALIGN legend to on.

** ON A/C NOT FOR ALL

3. Operation/Control and Indicating

A. Control

IR - Operation/Control and Indicating ** ON A/C NOT FOR ALL

(1) Modes of operation
The operation interface with the IR is provided through the Multipurpose Control and Display Unit 1(2) (MCDU) and the MSU. The MCDU 1(2) is used for entering initialization data and displaying IR data.

IR - Alignment Procedure from the MCDU ** ON A/C NOT FOR ALL

The MSU is used for mode selection and IR annunciation (FAULT, OFF).
The IR has three selectable modes: OFF, NAV and ATT.
The relation between the mode selection and system response is shown in the figure.

IR - Mode State Diagram ** ON A/C NOT FOR ALL

(2) OFF mode
When the OFF/NAV/ATT selector switch on the MSU is in the OFF position, all circuitry in the ADIRU is de-energized except for any logic associated with the power-off function. When the ADIRU is off, its consumption is less than 10 milliamps (needed for power supply switch-on control). The power supply of the ADMs is switched off.
A period is required between switching to OFF and actual power-off. During this sequence, the last position computed is stored.

(3) Modes of operation
Operation interface with the IR is performed through the Multipurpose Controland Display Unit 1(2) (MCDU) or the CDU. The MCDU 1(2) is used for entering initialization data and displaying IR data.

IR - Alignment Procedure from the MCDU ** ON A/C NOT FOR ALL

The CDU is used for mode selection, IR annunciation (FAULT, ALIGN), for entering initialization data and displaying IR data.
The IR has three selectable modes: OFF, NAV and ATT.
The relation between the mode selection and system response is shown in the figure.

IR - Mode State Diagram ** ON A/C NOT FOR ALL

(4) OFF mode
When the OFF/NAV/ATT selector switch on the CDU is in the OFF position, all circuitry in the ADIRU is de-energized except for any logic associated with the power-off function. When the ADIRU has turned off, it consumes less than 10 milliamps (needed for power supply turn-on control). The power supply of the ADMs is switched off.
A period is required between switching to OFF and actual power-off. During this sequence, the last position computed is stored.

(5) NAV (Navigation) mode
After selection of the NAV mode on the ground, the IR automatically enters the NAV mode if a self-determined satisfactory alignment has been completed. If alignment is not completed, the IR remains in the Align submode.
No updating of the IR present position latitude and longitude is allowed once the IR has completed the Align submode.
The IR latitude and longitude entered during alignment is the starting point for its computation.
The following logical processes are mechanized:

OFF to NAV provides automatic alignment in 10 minutes for latitudes between 73°N and 60°S, with automatic entry to NAV mode. Requires initial position data to be entered.

NOTE: The automatic alignment requires a delay of 15 min for latitudes between 73°N and 82°N.
For high latitudes, the alignment is provided by an operational procedure which delays the entry of the initial position by the crew. Accuracies of the system are slightly degraded.

A message on the UPPER ECAM DU indicates that the IRs are in ALIGN submode with the maximum time until NAV.
In the NAV mode, rapid realignment of the IR is initiated by switching the OFF/NAV/ATT selector switch from NAV to OFF and back to NAV within 5 seconds. The IR starts a 30-second realignment submode with existing attitude and heading angles and rezeroed velocities.
The system does not enter the rapid realignment sequence if the ground speed is greater than 20 knots.

(a) Initialization data

MCDU - INIT Page ** ON A/C NOT FOR ALL

IR alignment is carried out on the ground before takeoff and after the entry of the current aircraft coordinates on the INIT page of the MCDU 1(2) (Ref. 22-72-00).
Valid initial position data must be received and verified by the IR during the 10-minute alignment, or automatic sequencing to the NAV mode will be delayed after position data is received.
Initial position data is verified by the IR (Ref. Para. 2.C.(1)-Position entry data processing).
The position data is verified by the IR when:

the last two Set Latitudes received by the IR are identical and the last two Set Longitudes received by the IR are identical, or
the last Set Latitude and Set Longitude received by the IR compare within one degree (or one degree divided by cos(latitude)) of the latitude and longitude from the previous flight.

(b) Latitude comparison
The IR compares the Set Latitude with a self-computed gyro-compass latitude after 10 minutes into alignment or any subsequent time when a valid Set Latitude is available.
A discrepancy exists when:

the entered latitude differs from the computed latitude by more than 0.5°.

The miscompare is removed if a subsequent entry of Set Latitude passes the test.
If the latitude test fails two times with identical set latitude inputs then:

the IR FAULT legend flashes on the MSU
the message IR FAULT appears on the MCDU
a warning message appears on the upper ECAM DU:
NAV IR 1(2)(3) FAULT.

(c) Excessive motion
The IR performs an excessive motion test during the Align submode.
If taxiing or towing causes a step input which exceeds 0.2 ft/s in the X or Y velocity, then:

the following message is displayed on the upper ECAM DU:
NAV
IR 1(2)(3) NOT ALIGN
EXCESS MOTION
IR 1(2)(3) IN ALIGN
the attitude information is flagged on the PFD.

Thirty seconds after motion detection, the system reverts to a full alignment (time to the end of alignment will revert to 9 min 30 s).
It is not necessary to re-enter the position.

(d) Thirty-second rapid realignment
A thirty-second rapid realignment is provided by moving the OFF/NAV/ATT selector switch on the MSU from NAV to OFF and back to NAV within five seconds.
A subsequent switching of the selector switch from NAV to OFF and back to NAV within 5 seconds during the 30-second realignment causes the system to start the 30-second realignment again.
The realignment is initialized with existing attitude and heading angles. Velocities are zeroed.
Valid position data must be received and verified by the IR during the 30-second realignment.

(6) NAV (Navigation) mode
After selection of the NAV mode on the ground, the IR automatically enters the NAV mode if a self-determined satisfactory alignment has been completed. If alignment is not completed, the IR remains in the Align submode.
No updating of the IR present position latitude and longitude is allowed once the IR has completed the Align submode.
The IR latitude and longitude entered during alignment is the starting point for its computation.
The following logical processes are mechanized:

OFF to NAV provides automatic alignment in 10 minutes for latitudes between 73°N and 60°S, with automatic entry to NAV mode. Requires initial position data to be entered.

A message on the UPPER ECAM DU indicates that the IRs are in ALIGN submode with the maximum time until NAV.
In the NAV mode, rapid realignment of the IR is initiated by switching the OFF/NAV/ATT selector switch from NAV to OFF and back to NAV within 5 seconds. The IR starts a 30-second realignment submode with existing attitude and heading angles and rezeroed velocities.
The system does not enter the rapid realignment sequence if the ground speed is greater than 20 knots.

The CDU permits to observe some particular parameters (Ref. AMM D/O 34-12-00-00). IR alignment is

(a) Initialization data

MCDU - INIT Page ** ON A/C NOT FOR ALL

IR alignment is carried out on the ground before take off and after the entry of the current aircraft coordinates on the INIT page of the MCDU 1(2) (Ref. 22-72-00) or on the CDU (DATA DISPLAY selector switch in PPOSposition).
Valid initial position data must be received and verified by the IR during the 10-minute alignment, or automatic sequencing to the NAV mode will be delayed after position data is received.
Initial position data is verified by the IR (Ref. Para. 2.C.(1)-Position entry data processing).
The position data is verified by the IR when:

The last two Set Latitudes received by the IR are identical and the last two Set Longitudes received by the IR are identical, or
The last Set Latitude and Set Longitude received by the IR compare within one degree (or one degree divided by cos(latitude)) of the latitude and longitude from the previous flight.

The message ENTER PPOS is displayed on the CDU(DATA DISPLAY selector switch in STS position).
The discrepancy exists when:
The entered latitude differs from the computed latitude by more than 0.5°

The miscompare is removed if a subsequent entry of Set Latitude passes the test.
If the latitude test fails two times with identical set latitude inputs then:

The IR FAULT legend flashes on the CDU
The message IR FAULT appears on the CDU liquid crystal display (DATA DISPLAY selector switch in STS position)
A warning message appears on the upper ECAM DU:
NAV IR 1(2)(3) FAULT.

(c) Excessive motion
The IR performs an excessive motion test during the Align submode.
If taxiing or towing causes a step input which exceeds 0.2 ft/s in the X or Y velocity, then:

The EXCESS MOTION message is displayed on the CDU (DATA DISPLAY selector switch in STS position)
The following message is displayed on the upper ECAM DU:
NAV
IR 1(2)(3) NOT ALIGN
EXCESS MOTION
IR 1(2)(3) IN ALIGN
The attitude information is flagged on the PFD.

Thirty seconds after motion detection, the system reverts to a full alignment (time to the end of alignment will revert to 9 min 30 s).
It is not necessary to re-enter the position.

(d) Thirty-second rapid realignment
A thirty-second rapid realignment is provided by moving the OFF/NAV/ATT selector switch on the CDU from NAV to OFF and back to NAV within five seconds.
A subsequent switching of the selector switch from NAV to OFF and back to NAV within 5 seconds during the 30-second realignment causes the system to start the 30-second realignment again.
The realignment is initialized with existing attitude and heading angles. Velocities are zeroed.
Valid position data must be received and verified by the IR during the 30-second realignment.

(7) ATT (Attitude) mode
The IR has a reversionary mode that can be activated only by manual selection of the ATT mode on the MSU. The mode can be activated on the ground or in flight and is intended to provide a rapid attitude/heading restart capability in the event that the IR has experienced a total power shutdown or a failure has occurred resulting in the following:

IR FAULT legend flashing on the MSU
IR 1(2)(3) FAULT message displayed on the upper ECAM DU:
IR x MODE SEL...ATT
SELECT ATT message displayed on the MCDU on the IRS MONITOR page.

The IR is designed so that the ATT mode can be used after the BITE has detected failures which will cause excessive NAV mode data errors but do not disable the ATT mode mechanization. However, it is recommended to stay in the NAV mode even with excessive navigation errors because of higher accuracy of attitude signals and more complete signal processing. The ATT mode must always be used after loss of power or a similar situation in flight where a new alignment/leveling is required.
The ENTER HEADING message is displayed on the MCDU when the ATT mode is selected until valid heading initialization is received from the MCDU.
The ATT mode is normally engaged with the aircraft in level flight.
A 30-second period is needed with the aircraft in level flight to perform an attitude erection to initialize a "level" attitude. During this period, the data normally computed in ATT mode has SSMs set to NCD.

(8) ATT (Attitude) mode
The IR has a reversionary mode that can be activated only by manual selection of the ATT mode on the MSU. The mode can be activated on the ground or in flight and is intended to provide a rapid attitude/heading restart capability in the event that the IR has experienced a total power shutdown or a failure has occurred resulting in the following:

IR FAULT legend flashing on the CDU
IR 1(2)(3) FAULT message displayed on the upper ECAM DU:
IR x MODE SEL...ATT
SELECT ATT message displayed on the CDU (DATA DISPALY selector switch in STS position).

The IR is designed so that the ATT mode can be used after the BITE has detected failures which will cause excessive NAV mode data errors but do not disable the ATT mode mechanization. However, it is recommended to stay in the NAV mode even with excessive navigation errors because of higher accuracy of attitude signals and more complete signal processing. The ATT mode must always be used after loss of power or a similar situation in flight where a new alignment/leveling is required.
The ENTER HEADING message is displayed on the CDU (DATA DISPLAY selector switch in STS position) when the ATT mode is selected until valid heading initialization is received from the MCDU or the CDU.
The ATT mode is normally engaged with the aircraft in level flight.
A 30-second period is needed with the aircraft in level flight to perform an attitude erection to initialize a "level" attitude. During this period, the data normally computed in ATT mode has SSMs set to NCD.

B. Indicating
The ADIRU (IR part) calculates the attitude and heading data. Then the related DMC processes this data. The attitude data is shown on the PFD and the heading data is shown on the PFD and the ND.
The vertical speed (V/S) is shown on the PFD and the ground speed and wind indications on the ND.
In normal configuration, with the ATT/HDG selector switch in the NORM position, the IR1 data is shown on the CAPT PFD and ND. The IR2 data is shown on the F/O PFD and ND.
Attitude and heading information is computed by the ADIRU (IR portion) and processed by the associated DMC. The attitude data are displayed on the PFD and the heading data are displayed on the PFD, the ND and the VOR/ADF/DME RMI.
In addition, vertical speed (V/S) is displayed on the PFD and Ground Speed and wind indications are displayed on the ND.
In normal configuration, with the ATT/HDG selector switch in NORM position, the IR1 data are displayed on the CAPT PFD, ND and the VOR/ADF/DME RMI (Ref. ATA 34-57-00). The IR2 data are displayed on the F/O PFD and ND.
Attitude and heading information is computed by the ADIRU (IR portion) and processed by the associated DMC. The attitude data are displayed on the PFD and the heading data are displayed on the PFD, the ND and the VOR/ADF/DME RMI.
In addition, vertical speed (V/S) is displayed on the PFD and Ground Speed and wind indications are displayed on the ND.
In normal configuration, with the ATT/HDG selector switch in NORM position, the IR1 data are displayed on the CAPT PFD, ND and the VOR/ADF/DME RMI (Ref. ATA 34-57-00). The IR2 data are displayed on the F/O PFD and ND.
The following parameters can be displayed on the CDU liquid crystal display according to the position of the DATA DISPLAY selector switch on the CDU:

Wind (WIND)
Present position (PPOS)
True heading (HDG)
Status of selected system conditions (STS)
Track and ground speed (TK/GS)
Test values (TEST).

The sources of the data displayed are controlled by the SYS DISPLAY selector switch on the CDU.

C. Indicating - Attitude Information

IR - Attitude Information Display ** ON A/C NOT FOR ALL

The aircraft roll and pitch attitude is indicated in the center part of the PFD by a sphere representing a conventional ADI drum. (Ref. 31-64-00 for sphere definition and display).

(1) Pitch angle information (item A)
The A/C present pitch angle is given by the vertical displacements of the pitch attitude scale with respect to the center of the A/C reference. The scale moves behind the cut-sphere shaped window, limited by the lines of an upper and a lower sector. The scale rotates around the center of the A/C reference in accordance with the A/C present roll angle.
The pitch scale comprises white reference lines and associated pitch angle values. The lines are given every 2.5 degrees from 0 to 30 degrees, then for the 50 degrees and 80 degrees values for positive pitch angles. For negative pitch angles, the lines are given every 2.5 degrees from 0 to 10 degrees, then for the 15 degrees, 20 degrees, 30 degrees, 50 degrees and 80 degrees values. Beyond 30 degrees, red large arrow heads (V-shaped) indicate an excessive attitude and the direction to follow in order to reduce it (item B).

(2) Roll angle information (item A)
A yellow triangle which remains on the line going through the center of the A/C reference and which is perpendicular to the horizon line, moves against the fixed roll scale on the upper contour of the attitude sphere.
This fixed roll scale comprises white marks for the 10 degrees, 20 degrees, 30 degrees and 45 degrees significant values, on either side of the zero position (horizontal wings) which is indicated by a small fixed triangle. The 60 degrees roll indication corresponds to the limits of the upper contour of the cut-sphere shaped window.

(3) Attitude failure
In case of attitude failure concerning the pitch and/or roll information, the attitude sphere goes out of view and is replaced by a red ATT flag which flashes for a few seconds then remains steady (item C).
In case of discrepancy detected by the FWC between the pitch or roll attitude information presented on the CAPT and F/O PFDs, a CHECK ATT amber message flashes for a few seconds on both PFDs, then remains steady (item D).

D. Indicating - Heading Information

IR - Heading Information Display on the PFD ** ON A/C NOT FOR ALL

The aircraft magnetic or true heading is shown on the PFD and the ND.

IR - Heading Information Display on the PFD ** ON A/C NOT FOR ALL

The aircraft magnetic or true heading is displayed on the PFD, the ND and the VOR/ADF/DME RMI.

IR - Heading Information Display on the PFD ** ON A/C NOT FOR ALL

The aircraft magnetic or true heading is displayed on the PFD, the ND and the VOR/ADF/DME RMI.
The true heading can be displayed on the CDU.

(1) On the PFD
When true heading is displayed, a TRUE white message appears above the heading scale (item A).
A blank heading scale (with 10 deg. spaced marks without any indicated value) is provided on the horizon line. The marks are just under this line.
This scale moves as the aircraft heading varies. For important nose-up or nose- down the heading graduations remain at the lower or upper sector limit.
Below the sphere, a heading scale provides the pilot with the aircraft actual track and relative selection. This heading scale is graduated every 5 deg. (item A).
In case of failure, the heading graduation disappears on the two scales and a red HDG flag appears on the lower heading scale (item B). It flashes for a few seconds, then remains steady.
Furthermore, in case of discrepancy detected by the FWC between CAPT and F/O heading indications, with the heading signal valid, a CHECK HDG amber message is displayed at the center of the heading scale (item C).

(2) On the ND

IR - Heading Information Display on the ND ** ON A/C NOT FOR ALL

The heading data is displayed on the ND in the three following operating modes: ROSE, ARC and PLAN.
The ROSE mode and the ARC mode are oriented with respect to the aircraft heading, while the PLAN mode is oriented with respect to the true north.

(a) True heading display
In ROSE or ARC mode, when true heading is displayed, a cyan TRUE message appears at the top of the ND.

(b) ROSE mode (item A)
In this mode, each pilot has three different sub-modes of presentation on his ND: ROSE-ILS/ROSE-VOR/ROSE-NAV.
In the three ROSE sub-modes, the ND provides a display which is similar to that of a conventional HSI, i.e. a rotating heading dial orientated to the North and giving to the pilot the aircraft actual magnetic or true heading with as reference the fixed yellow lubber line at the top of the dial.

(c) ARC mode (item B)
In this mode, the ND displays a 90 deg. heading sector ahead of the aircraft giving the aircraft actual magnetic or true heading with respect to the fixed yellow lubber line at the top of the scale.

(d) PLAN mode
The ND displays a static map orientated with respect to the true North.

(e) Heading failure (items C and D)
In case of heading failure, the scale and all symbols positioned on the ROSE and ARC scales go out of view; a red HDG flag comes into view below the scale after flashing for a few seconds, when the DMC has detected an anomaly concerning the heading parameter.
In addition, if a discrepancy between CAPT and F/O sides is detected by the comparison inside the FWCs, the CHECK HDG message is displayed in amber on both NDs (item E).

(3) On the VOR/ADF/DME RMI

IR - Heading Information Display on the VOR/ADF/DME RMI ** ON A/C NOT FOR ALL

The heading indication is given by a dial which rotates in front of a fixed index (item A).
In case of heading failure, the fire orange warning flag with the black HDG inscription comes into view at the top of the compass card (item B).
For more details ref. 34-57-00.

(4) On the VOR/ADF/DME RMI

IR - Heading Information Display on the VOR/ADF/DME RMI ** ON A/C NOT FOR ALL

(5) On the CDU
The time heading can be displayed on the CDU if the DATA DISPLAY selector switch is placed in the HDG position.

E. Indicating - Ground Speed

IR - GS, Wind, vertical Speed Information Display ** ON A/C NOT FOR ALL

The ground speed is displayed in the left upper corner of the ND for ROSE, ARC or PLAN mode (item A).
The GS title is displayed in white color and the ground speed value in green.
In case of failure or NCD, the ground speed value is replaced by three dashedlines (item B).
The ground speed can also be displayed on the CDU if the DATA DISPLAY selector switch is placed in the TK/GS position.

F. Indicating - Wind Indications

IR - GS, Wind, vertical Speed Information Display ** ON A/C NOT FOR ALL

The wind origin, force and direction is displayed in the left upper corner of the ND, for the ROSE, ARC and PLAN modes (item A):

the wind origin is displayed in green color in degrees with respect to the true North
the wind force is displayed in green color in knots
the wind direction, in analog form, is represented by means of a green arrow orientated with respect to the north reference in use.
This arrow is displayed only if the wind force is greater than 2 knots.
In case of failure or NCD, the digital data is replaced by three dashed lines and the wind direction arrow disappears (item B).

IR - GS, Wind, vertical Speed Information Display ** ON A/C NOT FOR ALL

The wind origin, force and direction is displayed in the left upper corner of the ND, for ROSE, ARC and PLAN mode (item A):

The wind origin is displayed in green color in degrees with respect to the true North
The wind force is displayed in green color in knots
The wind direction, in analog form, is represented by means of a green arrow orientated with respect to the north reference in use.
This arrow is displayed only if the wind force is greater than 2 knots.
In case of failure or NCD, the digital data are replaced by three dashed lines and the wind direction arrow disappears (item B). The wind indications can also be displayed on the CDU if the DATA DISPLAY selector switch is placed in the WIND position.

G. Indicating - Vertical Speed

IR - GS, Wind, vertical Speed Information Display ** ON A/C NOT FOR ALL

The inertial vertical speed is displayed in the right side of the PFD (item C).
The vertical speed scale consists of:

a trapezoidal grey background colored surface
a fixed white scale with 500 ft/mn spaced marks from -2000 ft/mn to +2000 ft/mn
a needle giving in analog form the actual vertical speed value
a number in a moving blanking window. This window accompanies the needle (above the needle if V/S > 0, below if V/S < 0).
The number gives the V/S value in hundreds of ft/mn.
Between -200 ft/mn and +200 ft/mn, both the window and the number disappear.
above +6000 ft/mn (or below -6000 ft/mn), the needle remains stopped where it is.

When the vertical speed exceeds +6000 ft/mn or -6000 ft/mn, the digital indication and the analog needle change from green to amber.
In addition, those indications change to amber in approach, in the following cases:

V/S less than -2000 ft/mn below 2500 ft RA.
V/S less than -1200 ft/mn below 1000 ft RA.

In case of failure, the inertial vertical speed display is automatically replaced by the baro vertical speed display (Ref. AMM D/O 34-13-00-00).

H. Indicating - Reconfiguration Display
In case of loss of inertial parameters on the CAPT or F/O PFD and ND, the IR3 can be used as a back up source by placing the ATT HDG selector switch in CAPT/3 position for the CAPT PFD and ND or in F/O/3 position for the F/O PFD and ND.

I. Warnings

NAV IR 1 (2) (3) FAULT Message ** ON A/C NOT FOR ALL

NAV IR 1+2 FAULT Message ** ON A/C NOT FOR ALL

NAV IR 1+3 (2+3) FAULT Message ** ON A/C NOT FOR ALL

NAV ATT DISCREPANCY Message ** ON A/C NOT FOR ALL

NAV HDG DISCREPANCY Message ** ON A/C NOT FOR ALL

NAV IR 1 (2) (3) FAULT Message ** ON A/C NOT FOR ALL

NAV IR 1+2 FAULT Message ** ON A/C NOT FOR ALL

NAV IR 1+3 (2+3) FAULT Message ** ON A/C NOT FOR ALL

NAV ATT DISCREPANCY Message ** ON A/C NOT FOR ALL

NAV HDG DISCREPANCY Message ** ON A/C NOT FOR ALL

(1) In addition to the ATT or HDG flags displayed on the PFDs and NDs, warning messages are displayed on the lower part of the upper ECAM DU.

(a) NAV IR 1(2)(3) FAULT
NAV IR 1(2) + 2(3) FAULT
When these messages are displayed:

the MASTER CAUT lights on the glareshield come on
the Single Chime (SC) sounds
the IR FAULT legend flashes on the MSU.

(b) NAV ATT DISCREPANCY
This message is displayed when a difference higher than 5 deg. is detected by comparison inside the FWCs between the roll angle or the pitch angle provided by two IRs. When it is displayed:

the MASTER CAUT lights on the glareshield come on
the Single Chime (SC) sounds
the CHECK ATT message appears on the PFD.

(c) NAV HDG DISCREPANCY
This message is displayed when a difference higher than 7 deg. (or 5 deg. in true heading) is detected by comparison inside the FWCs between the heading value provided by two IRs. When it is displayed:

the MASTER CAUT lights on the glareshield come on
the Single Chime (SC) sounds
the CHECK HDG message appears on the PFDs and NDs.

(d) NAV GPS 1(2) FAULT

NAV GPS - Fault Messages ** ON A/C NOT FOR ALL

The GPSSUs are monitored by the three ADIRUs using the status word sent by the GPSSU and the BITE of the IR portion.
This message is accompanied by:

activation of the MASTER CAUT lights on the glareshield panel
aural warning: single chime (SC).

(2) When the CLR key is pushed on the ECAM control panel, a STATUS page is displayed on the lower ECAM DU and indicates the STATUS and INOP SYS (systems).

(3) In addition to the ATT or HDG flags displayed on the PFDs, NDs and on the CDU, warning messages are displayed on the lower part of the upper ECAM DU.

(a) NAV IR 1(2)(3) FAULT
NAV IR 1(2) + 2(3) FAULT
When these messages are displayed:

The MASTER CAUT lights on the glareshield come on
The Single Chime (SC) sounds
The IR FAULT legend flashes on the CDU.

The MASTER CAUT lights on the glareshield come on
The Single Chime (SC) sounds
The CHECK ATT message appears on the PFD.

The MASTER CAUT lights on the glareshield come on
The Single Chime (SC) sounds
The CHECK HDG message appears on the PFDs and NDs.

(4) When the CLR key is pushed on the ECAM control panel, a STATUS page is displayed on the lower ECAM DU and indicates the STATUS and INOP SYS (systems).

J. ADIRUs Performance Criteria

(1) History
The inertial parameters to be considered to evaluate the level of performance of an inertial system after flight completion are:

the radial position error (in NM)
the residual ground speed error (in kts).

Depending on their magnitude noticed at the end of the flight, the concerned inertial system(s) shall or shall not be removed from the aircraft.

(2) Radial position error
In order to address the statistical term of this requirement with the most relevant approximation, the removal criteria use a limit based on the recording of the radial position error on two consecutive flights.
The use of a two-strike method presents the advantage to decrease the removal rate of healthy units that have shown, by chance, or by an inaccurate position entry at alignment, a radial position error beyond the specified criterion.
The removal boundaries described on the figure present three different areas:

ADIRU RPE Removal Criteria ** ON A/C NOT FOR ALL

Area 1 - ADIRU OK all the time
Area 2 - ADIRU to be checked after second flight
Area 3 - ADIRU to be replaced.

NOTE: Area 2 is applicable when the residual radial position error ranges within the limits described in following Para.

(a) Lower limit for removal criteria
The integration of the drift rate results in a lower limit for the radial position error:
Radial position error (NM) = (2 (NM/h) * T (h)) + Offset (NM)
The presence of an offset is necessary to avoid the unjustified removal of healthy units subject to the natural Schuler effects and to the Present Position inaccuracies entered during initialization.
It should be pointed out that the adverse impacts of such inaccuracies over the radial position error will reveal stronger for short flight durations (below 1.5 hour).

Flight duration < 1.5 FH:
The lower limit of the grey band is fixed at 5 NM.
1.5 FH < Flight duration < 10 FH:
The lower limit of the grey band is fixed at 2T + 2.
Flight duration > 10 FH:
The lower limit of the grey band is fixed at 22 NM.

(b) Upper limit for removal criteria

Flight duration < 1.5 FH:
The upper limit of the grey band is fixed at 7.5 NM.
1.5 FH < Flight duration < 10 FH:
The upper limit of the grey band is fixed at 3T + 3.
Flight duration > 10 FH:
The upper limit of the grey band is fixed at 33 NM.

(3) Residual Ground Speed Error
The residual ground speed for each IR is determined at the end of the flight when the aircraft has come to a complete stop.

(a) Check of the residual ground speed can be made on the CAPT (IR1) and F/O (IR2) Navigation Displays (ND). The residual ground speed of the IR3 can be read on the CAPT ND by setting the ATT HDG selector switch to CAPT/3.

(b) Compare the recorded ground speed values with the following limits:

if the residual ground speed error is 15 kts or greater after each of two consecutive flights, replace the ADIRU
if the residual ground speed error is 21 kts or greater at the end of any one flight, replace the ADIRU.

(4) Residual Ground Speed Error
The residual ground speed for each IR is determined at the end of the flight when the aircraft has come to a complete stop.

(a) Check of the residual ground speed can be made:

On the CAPT (IR1) and F/O (IR2) Navigation Displays (ND):
The residual ground speed of the IR3 can be read on the CAPT ND by setting the ATT HDG selector switch to CAPT/3.
On the ADIRS CDU:
. Set the DATA DISPLAY selector switch to TK/GS
. Set the SYS DISPLAY selector switch to 1, 2, 3
. Read the respective ground speed in the CDU display.

(b) Compare the recorded ground speed values with the following limits:

If the residual ground speed error is 15 kts or greater after each of two consecutive flights, replace the ADIRU
If the residual ground speed error is 21 kts or greater at the end of any one flight, replace the ADIRU.

[Rev.10 from 2021] 2026.04.02 06:23:11 UTC