MMR - ILS Warning Display
 Figure 011

 1EFF : ALL 1 34-36-00Page 32 1 1 Config-2 May 01/05R 1 1 1CES 1

 The ND shows the indications given after, when available, in its right top corner (item 8):
 -
the side of the displayed ILS receiver

 -
the frequency

 -
the course

 -
the identification. The ND shows the ILS APP message in its center top section (item 7) when the pilot has selected the ILS approach on the MCDU. LATERAL DEVIATION (item 6) A dagger-shaped pointer points to the selected ILS course. Its center part is the lateral deviation bar, which can move on a scale which is perpendicular to the pointer and has two dots on each side. The position of the bar on the scale gives the localizer deviation. The extreme dots correspond to plus or minus

 0.155 ddm (plus or minus 150 microA). With LOC fault a red LOC warning message comes into view in the middle of the LOC scale and the LOC deviation bar goes out of view. VERTICAL DEVIATION (item 9) A magenta lozenge gives the glide slope deviation on a vertical scale at the right of the heading dial if the aircraft is within the condition of reception of the ILS glide slope signal. The extreme dots of the vertical scale correspond to plus or minus 0.175 ddm (plus or minus 150 microA). With G/S fault, a red G/S warning message comes into view at the top of the scale and the index goes out of view.
 (c) On NDs in ARC and ROSE NAV modes When you push the ILS pushbutton switch in ARC or ROSE NAV mode, the ND shows the symbols given after (item 11):
 -a magenta dagger-shaped pointer which points to the selected QFU
 -an arrow which indicates the lateral deviation of the aircraft related to the localizer axis.
 (7) Warnings (Ref. Fig. 011) The warnings related to the ILS are:
 -local warning on the instruments that use the ILS information
 -MASTER CAUT lights on CAPT and F/O glareshield panels
 -aural warning: single chime (SC)
 -warning message shown on the upper display unit of the ECAM system.
 1EFF : ALL 1 34-36-00Page 33 1 1 Config-2 May 01/05R 1 1 1CES 1

 B. GPS Function
 (1) Normal operation
 (a)
 General To reduce initialization time, the MMR 1(2) receives position data, LAT/LONG (labels 310/311) from the ADIRU 1(2) and SET LAT, SET LONG (labels 041, 042) UTC/Date from the FMGC 1(2) through the ADIRU 1(2). Each MMR receives the GPS satellite RF signals from the active antenna to compute and provide the three ADIRUs with:

 -UTC, date
 -position, altitude
 -ground speed, track angle
 -N/S speed, E/W speed, vertical speed
 -horizontal and vertical dilution of precision, figure of merit
 -
satellite position

 -
satellite measurement (pseudo-range, delta range, range rate, UTC measurement time)

 -GPS measurement status, sensor status
 -real time and predictive integrity data.
 Within each ADIRU an hybridization function performs the following:
 -monitoring of the MMR using GPS status word and ADIRU BITE
 -generation of failure message for ECAM display
 -
use of pseudo-range/delta range data to compute GPS position

 -
use of inertial data to smooth GPS position/velocity

 -
use of a Kalman filter to estimate and minimize errors

 -
use of IR data to improve the robustness of the MMR RAIM algorithm.

 -transmission of GPS and GPIR data to the FMGC for position fixing and display purposes.

 (b)
 GPS primary navigation function principle in the FMGC A navigation mode with the least error is chosen based upon the mixed IR position and the best GPIR or radio position available.

 NOTE : The GPIR position used by the FMGC to determine the
____ aircraft position is computed in the GPIR partition of the ADIRU (hybrid solution).
 The FMS mode of navigation is selected according to the following hierarchy:
 -GPIR/Inertial
 -DME/DME/Inertial
 -DME/VOR/Inertial
 1EFF : ALL 1 34-36-00Page 34 1 1 Config-2 May 01/05R 1 1 1CES 1

 -Inertial only.
 The GPIR/INERTIAL mode is selected as long as the following
 conditions are satisfied:

 -
GPIR position is available and with an estimated accuracy consistent with the intended operation.

 -
GPIR integrity is available and compatible with the applicable phase of flight requirement. As long as the GPS/INERTIAL mode is active, no DME/DME or VOR/DME radio updating is allowed. However, LOC updating can apply to GPS/INERTIAL position. In this navigation mode, N IR/GPS indication is displayed on the POSITION MONITOR page with N being the number of IRs used to compute mixed IR position. The selected hybrid GPIRS position is displayed on the POSITION MONITOR page in place of the radio position. The mixed IR position and the IR deviations displayed on the POSITION MONITOR page do not change and are still computed using pure IR inputs. Aircraft position is generated by a series of filters which use inertial position, GPIR position or radio position, and aircraft velocity as input. A position bias is computed once every second through the position bias filter. This position bias is computed as the difference between the GPIR position (or radio position) and the inertial position. The aircraft position is finally computed every 200 ms based on the corrected inertial position and the aircraft velocity using the aircraft position filter. The GPS/INERTIAL mode can be manually inhibited by pushing the line key adjacent to the DESELECT GPS indication on the SELECTED NAVAIDS page. (Ref. Fig. 012) FMGC computed integrity: When the GPIR position is available in the FMGC but the GPIR integrity is not delivered by the ADIRS, the FMGC is capable of computing an equivalent integrity called AIM (Alternate Integrity Monitoring), using IR data, during a limited period of time. The goal of this FMGC functionality is to improve the availability of the GPS Primary function in the cockpit.
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：A320飛機維護手冊 AMM NAVIGATION 導航2(160)