(2) Functional description - A reasonable altitude is verified in one of two ways:
 -for the ILS approaches, the glide slope deviation is used to verify a "normal" approach,
 -when the ILS information is not available, terrain and altitude
 matching is used to verify a "normal" approach.
 The following input data are used for airport recognition:

 -latitude position from the FMGC or the ADIRU,
 -longitude position from the FMGC or the ADIRU,
 -glide slope deviation from the ILS portion of the MMR,
 -localizer deviation from the ILS portion of the MMR,
 -aircraft magnetic track angle from the FMGC or the ADIRU,
 -runway course from the ILS portion of the MMR,
 -corrected barometric altitude from the ADIRU,
R 1EFF : 001-049, 051-060, 101-104, 1 34-48-00Page 34 1 1 Config-2 May 01/05 1 1 1CES 1

 -QNH or QFE mode of baro altitude correction via program pin. QNH mode is the baro altitude correction to sea level. QFE mode is selected with a program pin for baro altitude correction to the airport field elevation.
 -radio altitude. Latitude and longitude data are continuously monitored for the airport locations. Additional data processing for envelope modulation is not required until the aircraft approaches one of the airports. Then the other data inputs are checked for a "normal" approach before any warning envelopes are modulated. The FMGC is the preferred source for latitude and longitude data because these data were corrected for the normal drift of the ADIRU
R basic latitude and longitude data. If the FMGC data are invalid, or R missing, then the GPWC will automatically switch back to the ADIRU data.
 (3)
 Types of envelope modulation - There are currently four types of envelope modulation required for the airport approaches causing problems for the GPWC.

 -bias the Mode 1 warning boundaries for SINK RATE and PULL UP to the right to allow greater altitude descent rate before a warning is generated. (Ref. Fig. 007)
 -
lower the maximum upper limit for Mode 2A and Mode 2B. This limits the maximum radio altitude, or the minimum terrain clearance required to generate a warning. (Ref. Fig. 008)

 -
lower the maximum upper limit for Mode 4 to allow less minimum terrain clearance before a warning is generated. (Ref. Fig. 010)

 -expand the maximum Mode 5 radio altitude level where a warning can begin. This will allow GLIDE SLOPE warnings for higher radio altitudes. The gear down requirement is also removed during warning expansion, to allow gear up warnings.

 (4)
 List of envelope modulation airports The following list represents the status of airports with Envelope Modulations. The majority of the identified areas require Mode 2A envelope modulations.

 (a) EUROPE ALICANTE SPAIN ILS RWY 11 GENEVA SWITZERLAND ILS RWY 05 NURNBERG GERMANY R.V. TO ILS OR NDB RWY 28 TENERIFE CANARY IS. ILS RWY 30
R 1EFF : 001-049, 051-060, 101-104, 1 34-48-00Page 35 1 1 Config-2 May 01/05 1 1 1CES 1

 (b)
 NORTH AMERICA
 NORTH BAY ONTARIO I.A. TO VOR DME YYB
 ONTARIO CA VOR RWY 26R
 RENO NV LOC DME B/C-B
 SAN DIEGO CA LOC DME B/C RWY 27

 (c)
 SOUTH AMERICA
 CUENCA EQUADOR ILS/DME RWY 23
 QUITO EQUADOR DEP RWY 17/ILS RWY 35

 (d)
 FAR EAST
 HONG KONG (A) B.C.C. IGS/NDB RWY 13
 KAGOSHIMA JAPAN ILS RWY 34
 SEOUL S. KOREA I.A. VOR DME RWY 32

 (e)
 PACIFIC
 AGANA NAS (A) GUAM IS. ILS RWY 6L
 AGANA NAS (B+C) GUAM IS. ILS RWY 6L
 HIROSHIMA JAPAN I.A. NDB LOC RWY 4
 TAIPEI TAIWAN ILS-1 RWY 10

R **ON A/C 001-049, 051-060, 101-104,
 D. Warning Generation and Inhibition (Ref. Fig. 012) Warning triggers from modes 1 thru 5 computations are applied to the voice warning circuits. The outputs from these are processed by an isolation transformer and audio amplifier to provide an 8-ohm impedance output at Captain and First Officer loud speakers. Should triggers from two or more modes be present, the highest priority trigger is accepted and the associated aural warning is produced as defined by the audio program discrete. Aural warnings and their priority rate are as follows :
 PRIORITY TRIGGER WARNING MODE 1 No warn --2 Pull-up WHOOP WHOOP, PULL UP 1, 2 3 Terrain TERRAIN 2 4 Too low TOO LOW 3 5 Too low terrain TOO LOW TERRAIN 4 6 Too low gear TOO LOW GEAR 4 7 Too low flaps TOO LOW FLAPS 4 8 N/A N/A N/A 9 Sink rate SINK RATE 1
 10 Don't sink gear DON'T SINK GEAR 3 11 Don't sink DON'T SINK 3 12 Glide slope GLIDE SLOPE 5
 The voice warning circuits also contain logic elements which ensure that:
　
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