2 GPWS (Tas)
2 GPWS (Tas)
2 GPWS (Tas)
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Controlled Flight into Terrain (CFIT) is the most common
cause and phase of fatal accidents to aircrafts. This is when an
ac is in the close proximity of the ground .
Radio altimeter helped in giving the warning about the
proximity of ground to certain extent, as it was limited to give
the clearance above the ground directly beneath the a/c.
Radio altimeters inability to i) identify the terrain ahead and ii)
giving false alarms,were two limitations which needed to be
addressed by the GPWS.
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These problems were addressed in the
EGPWS.
EGPWS (Enhanced GPWS) has
i) Computer data base containing
terrain structure.
ii) GPS receiver to provide warning of
trouble ahead.
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ICAO spells out the capabilities of this
enhanced system and incorporates
them as requirement for a Terrain
Awareness and Warning System
(TAWS).
ICAO has made it mandatory for all
medium and large transport
aeroplanes to have this system
incorporated.
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GPWS Principle
GPWS Inputs are from a/c sensors and navigation equipment
these are fed into a Computer or CPU (Central Processing
Unit), this is the brain of the GPWS.
CPU collates and compares the inputs to the stage of flight
the a\c is in and decides which are relevant.
In the event of the likely-hood of an impending
dangerous/conflicting situation the CPU then provides
warning to the pilot in two levels depending upon the
urgency required to resolve that conflict.
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1st Level: ‘Alert’ – warns the pilot
that he is approaching a dangerous
situation. Action should be taken to
return to safe condition.
2nd Level: ‘Warning’ – A more
critical situation demanding
immediate, standard actions to remedy
the critically dangerous condition.
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GPWS Inputs
GPWS inputs to CPU are from:
i) Radio Altimeter – giving constant feed of height above the
ground.
ii) Vertical Speed Sensor – it digitises the VSI information (in
fact the feed is taken from ADC Air Data Computer)
iii) Under Carriage Position – providing position of under
carriage.
iv) Flaps Position – providing the position of flaps and their
various setting – or position of various high lift devices.
v) Glide Path – providing a/c deviation from the Glide Path.
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GPWS Outputs
All inputs are processed in the CPU which decides that there is
a potential danger of colliding with the terrain, if so, it puts out
warning signals in both Visual and Aural forms – warning the
pilot of the situation.
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Mode-1: Comes into play when Radio Altitude is
indicating less than 2500’ and there is excessive sink
rate.
First
Alert using the words ‘sink rate, sink rate’.
Then
Warning uses the words ‘PULL UP, PULL UP’ coupled
with ‘Whooping’ noise and a flashing red lamp.
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“SINKRATE SINKRATE”
“PULL UP”“
SINKRATE
SINKRATE
“PULLUP,PULL UP”
Mode-2:
Inputs same as Mode-1 plus position of flaps and
under carriage.
Mode 2A - Radio Altitude less than 1800 ft. with gear
and flaps up and there is excessive sink rate.
PULL UP,
PULL UP
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Mode-4:
Comes into operation when a/c is below a certain Height
without being in the Landing Configuration mainly for
Terrain Clearance.
– an ‘Alert’ is sounded.
4A–applies for a/c below 500’ with the landing gear up.
“TOO LOW ,
TERRAIN”
WARNING
AREA
“TOO LOW, FLAPS”
WARNING AREA
MODE - 4C
This mode alert is to prevent inadvertent CFIT during
take-off climb when terrain is such that it produces
insufficient closure rate for a mode 2 alert.
After take-off, modes 4A & B provide this protection.
This mode is based on EGPWS computed MTC. It is
active after take-off when gear or flaps are not in
landing configuration and during low, go-around (<
245 feet)
MODE - 4C (contd..)
At take-off MTC is 0 feet. As aircraft ascends, MTC is
increased to 75% of Aircraft Radio Altitude (Average
of previous 15 seconds) . This value is not allowed to
decrease, and is limited to 500 feet below 190K. From
190K to 250K, MTC increases linearly to a limit of 1000
feet.
Any time Radio Altitude falls to MTC, EGPWS caution
lights illuminate and “Too Low, Terrain” is
annunciated.
Caution lights will extinguish and aural message
ceases when mode 4C envelope is exited.
MODE - 5
This mode provides protection against excessive
deviation below glide slope.
Two levels of alerting are provided.
First Level (Soft “Glideslope”) occurs when below
1000 feet Radio Altitude, and aircraft 1.3 dots or more
below glide slope, caution light illuminates and “Glide
slope” is enunciated at half volume
Each additional 20% deviation causes “Glide slope”
enunciation at a progressively faster rate.
Second Level (Hard Alert “Glide Slope”) occurs when
below 300 feet Radio Altitude with 2 dots or more
deviation below glide slope. A louder “Glide slope”
message is enunciated, every 3 seconds until the “Hard”
envelope is exited. The caution lights remain on until a
glide slope deviation less than 1.3 dots is achieved.
MODE - 6
A
L
T.
F 150
E
E
T 30
40 10 10 40
BANK ANGLE - DEGREES
GPWS Summary
Fully computerized, fully automatic monitoring and alerting
system.
Gives pilot visual & aural indications when Flight profile is
becoming potentially dangerous.
Operates generally between 50’ to 2450’ AGL.
The system gives two levels of warnings:
i. Alert - indicator of approach of dangerous situation which
warrants action to return to safe condition.
ii. Warning - indicates to pilot that he is already in a
dangerous situation – Action should be immediate and
standard to return to safety.
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The system shall ‘Alert’ to the pilot when in
Mode 1 – An excessive barometric sink/descent rate
below 2500’ AGL.
Mode 2 – An excessive terrain closure rate is
observed below 1800’ (Gear & Flaps up).
Aural indication in mode 1 and 2 shall be ‘Sink Rate
Sink Rate’ or ‘Don’t Sink Don’t Sink’
2B - High sink rate below 790’ (even with Gear &
Flaps selected).
Audio alert – ‘Terrain Terrain’.
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Mode 3 – Loss of altitude after take off or overshoot
before 700’ AGL is reached
Audio Alert ‘Don’t Sink Don’t Sink’ or ‘Terrain Terrain’
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Mode 4 – Unsafe Terrain clearance occurs and the
aircraft not in Landing configuration ( below 500 ft
AGL for U/C - Mode 4A, below 150/200 ft AGL for
flaps – Mode 4B )
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Mode 5 – a/c too far below glide slope soft warning –
1.3 dots below glide slope.
Hard warning – 2 dots below glide slow.
Audio warning – ‘Glide Slope’ repeated more and
more frequently as deviation below the glide slope
increases.
Visual – steady amber Glide Slope light.
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Mode 6 –a/c descends below the selected Decision
Height.
Audio Alert – Minimums
PULL UP BELOW
LIGHT G/S
OVRD FLAP
INOP
NORM OVRD
Note
i. Mode 1 and 2: A descent rate acceptable at 2000 ft
might not be so at 200 ft.
Mode 2 may also occur in level Flight with rising ground.
ii. No warning on GPWS if flying directly towards a
vertical cliff.
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iii. Warnings of Modes 1-4 consist of both Steady Red
PULL UP Light and Aural Warning “WHOOP-PULL
UP”.
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ICAO stipulates all a/c having maximum certified take
off mass of 5700 Kgs or a max approved passenger
seating configuration of more than 9 passengers must
be equipped with a GPWS.
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Serviceability – the equipment has a built in test
equipment BITE monitoring the GPWS serviceability.
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GPWS Problem
False alarms while flying Approach Procedures in
Hilly Terrain.
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