1、GROUND PROXIMITY WARNING SYSTEM ARINC CHARACTERISTIC 594-4 PUBLISHED: MARCH 12,1984 AN ARINC DOCUMENT Prepared by AIRLINES ELECTRONIC ENGINEERING COMMITTEE Published by AERONAUTICAL RADIO, INC. 2551 RIVA ROAD, ANNAPOLIS. MARYLAND 21401 This document is based on material submitted by various particip
2、ants during the drafting process. Neither AEEC nor ARMC has made any determination whether these materials could be subject to valid claims of patent, copyright or other proprietary rights by third parties, and no representation or warranty, express or implied, is made in this regard. Any use of or
3、reliance on tius document shall constitute an acceptance thereof “as is“ and be subject to this disclaimer. CopynghtO 1997 by AERONAUTICAL RADIO, INC. 2551 Riva Road Annapolis, Maryland 24101-7465 ARINC CHARACTERISTIC 594-4“ GROUND PROXIMITY WARNING SYSTEM Published: March 12, 1984 Prepared by the A
4、irlines Electronic Engineering Committee Characteristic 594 Characteristic 594-1 Characteristic 594-2 Characteristic 594-3 Characteristic 594-4 Adopted by the Airlines Electronic Engineering Committee: Adopted by the Airlines Electronic Engineering Committee: Adopted by the Airlines Electronic Engin
5、eering Committee: Adopted by the Airlines Electronic Engineering Committee: Adopted by the Airlines Electronic Engineering Committee: February 11, 1975 December 11, 1975 September 2, 1976 July 21,1977 December 9, 1982 FOREWORD Activities of AERONAUTICAL RADIO, INC. (ARINC) and the Purpose of ARTNC C
6、haracteristics Aeronautical Radio, Inc. is a corporation in which the United States scheduled airlines are the principal stockholders. Other stockholders include a variety of other air transport companies, aircraft manufacturers and non-U. S. airlines. Activities of ARINC include the operation of an
7、 extensive system of domestic and overseas aeronautical land radio stations, the fulfilment of systems requirements to accomplish ground and airborne compatibility, the allocation and assignment of frequencies to meet those needs, the coordination incident to standard airborne compatibility, the all
8、ocation and assignment of frequencies to meet those needs, the coordination incident to standard airborne communications and electronics systems and the exchange of technical information. ARINC sponsors the Airlines Electronic Engineering Committee (AEEC), composed of airline technical personnel. Th
9、e AEEC formulates standards for electronic equipment and systems for the airlines. The establishment of Equipment Characteristics is a principal function of this Committee. An ARINC Equipment Characteristic is finalized after investigation and coordination with the airlines who have a requirement or
10、 anticipate a requirement, with other aircraft operators, with the Military services having similar requirements, and with the equipment manufacturers. It is released as an AlUNC Equipment Characteristic only when the interested airline companies are in general agreement. Such a release does not com
11、mit any airline or ARINC to purchase equipment so described nor does it establish or indicate recognition of the existence of an operational requirement for such equipment, not does it constitute endorsement of any manufacturers product designed or built to meet the Characteristic. An ARINC Characte
12、ristic has a twofold purpose, which is: (1) To indicate to the prospective manufacturers of airline electronic equipment the considered opinion of the airline technical people, coordinated on an industry basis, concerning requisites of new equipment, and (2) To channel new equipment designs in a dir
13、ection which can result in the maximm possible standardization of those physical and electrical characteristics which influence interchangeability of equipment without seriously hampering engineering initiative. 11 REPLACEMENT PAGE REVISED: Ist January 1976 ARINC CHARACTERISTIC 594 TABLE OF CONTENTS
14、 ITEM I .o - 1.1 1.2 1.3 1.4 1.5 2.0 2. I 2.2 2.3 2.4 2.5 2.6 2.7 2.8 .3.0 3. I 3.1.1 3.1.2 3.1.3 3.2.1 3.2 3.2.2 3.2.3 3.2.4 3.3.1 3.3.2 3.3.3 3.3.4 3.3.5 3.3.6 3.3.7 3.3.8 3.4.1 3.4.2 3.4.3 3.4.4 3.3 3.4 3.5 3.6 3.6. I 3.6.2 4.0 4. I 4.1.1 4.1.2 4.1.3 4. I .4 4.1.5 4.1.6 4.1.7 4.1.8 4.1.8.1 4.1.8.
15、2 4.1.9.1 4.1.9.2 4.1.9 4.1.10 4.1.11 4.1.12 4.1.13 SUBJECT INTRODUCTION AND DESCRIPTION Puroose of This Document - - - - - Summary of GPW S Operational Characteristics Brief Description of the System Interchangeability Regulatory Approval INTERCHANGEABILITY STANDARDS Introduction Form Factor, Conne
16、ctors and Index Pin Coding Interwiring Primary Power Input System Functions and Signal Characteristics Environmental Conditions Cooling Grounding and Bonding SYSTEM DESIGN CONSIDERATIONS CPWS Operation Ground Proximity Audible Warning Ground Proximity Visual Warning Glide Slope Deviation Audible Ale
17、rt Operating Modes Alternate Mechanizations for Mode 3 Glide Slope Mode Automatic Enabling and Deactivation Glide Slope Mode Manual Inhibit Function Glide Slope Mode Re-Arming Signal Inputs Radio Height and Validity Altitude Rate and Validity Landing Gear and Flap Discretes Glide Slope Deviation and
18、 Validity Self -Test Inhibit (All Modes) Glide Slope Mode Automatic Enabling and Deactivation Glide Slope Mode Manual Inhibit Signai .ate alerts at radio heights below the maximum shown fo- Mode 5 operation in Part 2 of Appendix 2 to this Chari8:teristic when it detects an excessive downward departc
19、,e from an ILS glide slope (Mode 5). The CPW computer should be designed to accomplish automatically (i.e., without the need for action by the flight crew) all necessary ni,de selections from aircraft take-off to landing. COMMiiVTARY - The airlines have chosin not to be specific in this Characterisr
20、ic CO cerning the conditions under which warnings s- ould be generated. For the guidance of manuf.tcturers planning CPWS designs, however, Appel dix 2 to this Character- istic includes typical -irning envelopes for the above modes. - 3.2.1 Alternate Mechanizatic-is for Mode 3 The generation of Mode
21、3 warnings may be based on sensing (i) the onset of a negativi: rate of dimb or (ii) the accumulation of altitude 1,:s after take-off or missed approach. Warning envelope: for both of these approaches will be found in Part 2 of Ap1:endix 2 to this Characteristic. An airline will state its pref4:renc
22、e for one approach or the other when it procures equipi-ient. Equipment manufacturers mil f elect to mechanize either or both of these approaches to ,Aode 3 in their equipment. In equipment in which one mecl-snization only is incorporated, it should be operational rega .dless of the logic state of t
23、he Mode 3 program pin reserved on the CPWS service connector (TP6). In equipment in which both approaches are mechanized, the negatik e climb rate approach should be operational when TP6 is open circuit and the altitude loss approach should be opi:ational when this pin is con- nected to program pin
24、comm m. 3.2.2 Glide Slope Mode Aut! natic Enabling and Deactiva- The glide slope mode (mote 5) should be enabled auto- matically when an ILS charnel is selected on the ILS or VHF NAV receiver supplyirg the CPWS with glide slope deviation information, a valid“ glide slope deviation validity signal ac
25、companie. that information, a “valid“ radio height validity signai sccompanies the height above terrain information from the radio altimeter, the .landing gear is selected to the larding position and the manual inhibit function (see Sectior 3.2.3) has not been operated. The mode should become aztive
26、 as the aircraft descends tion - REPLACEMENT PAGE REVISED: 13th October 1976 ARINC CHARACTERISTIC 594 - Page 5 3.0 SYSTEM DESIGN CONSIDERATIONS (cEd) - 3.2.2 GLdL:oge Mode Automatic Enabling and De- act i vat i o.i(contd)- - through 1000 feet height above terrain. Mode 5 should be deactivated automa
27、tically when either the landing gear or the flaps are selected to the not landing pmition from the landing position, GPW computer con- c-2-1 nector pin BP2 is connected to a source of +28VDC, or - I CPW computer connector pin TP5 is connected to ground. c- 1 COMMENTARY The ILS channel selection logi
28、c input is provided to permit Mode 5 to be enabled for the approach phase of flight and disabled at all other times. Such disabling is desired to preclude nuisance Mode 5 alerts when the mode is not required to be active. During certain types of approaches, only the localizer element of the ILS is u
29、sed. In such cases it is desirable to not enable the glide slope mode even though an ILS channel is se- lected. The logic inputs specified on connector pins BP2 and TP5 are provided for this purpose. They may be derived from switching provided in the aircraft to configure instrumentation, autopilots
30、, etc. for the execution of such ap- - . proaches. It IS the installation designers re- sponsibility to determine the actual logic sources used for these functiork. 3.2.3 Glide Slope Mode Manual Inhibit Function it should be possible for the pilot to inhibit the output of glide slope mode alerts by
31、operating a momentary switch or push-button. This manual inhibit function should be effective both before and after the mode is activated (i.e. aircraft descent through 1000 feet height above terrain). COMMENTARY The capability to inhibit the glide slope mode manually is desired to enable intentiona
32、l ap- proaches below the glide slope (e. should also accept the validity (“flag“) signal 3.3.1 Rad Height and )_alaly (contd) . ipplied by this unit from BPI Also, manufacturers are cau- tio-ned that lamps will most probably be used for visual warning annunicators, and theref ore their equipments mu
33、st be capable f supplying the necessary. inrush current. - c 4.2.2 Audible Warning and Alert Outputs (Low Level) Types of Output The ground proximity audible warning output should consist of the swept audio tone plus voice command specified in Sections 3.1.1 and 3.4.2 of this Char- acteristic. The g
34、lide slope deviation audible alert should consist of the voice annunica- tion specified in Sections 3.1.3 and 3.4.3 of this Characteristic. Power Levels a) Ground Proximity 50 milliwatts RMS minimum. Warning (See commentary following Section 4.2.3 concerning ad- justment.) b) Glide Slope Deviation S
35、hop adjustable to any value Alert O to 4dB below the value se- lected for the ground proximity warning signal, or variable per Section 3.4.3 - Load Impedance 600 ohms 4.2.3 Audible Warning and Alert Outputs (High Level) Types of Output Identical to Low Level Audible Warning and Alert Power Levels a)
36、 Ground Proximity 2 Watts RMS minimum (See Warning Commentary following this Sec- tion concerning adjustment.) b) Glide Slope Deviation Shop adjustable to any value Alert O to 4dB below the value se- lected for the ground proximity warning signal, or variable per Section 3.4.3. Load Impedance Standa
37、rd Output: 8 ohms Re- served Output: 32 ohms. 4.2.3 Audible Warning and Alert Outputs (High Lev) (contd) COMMENTARY The “standard“ high level audio output of the ARINC 594 CPW computer should appear on pin TP33 of the equipments service connector. This pin will be connected to an 8 ohm loud- speaker
38、 in the cockpit, for which pin BPI4 will provide the return. In order to preserve the capability to use the ARINC 594 equipment in aircraft installations designed prior to the publication of this Characteristic (see Note 6 to Attachment 2), it should also be able to supply equivalent power to a 32 o
39、hm .load connected across pins BPI5 and BPl4. This is the “reserved“ output specified above. The GPW computer may contain service adjust- ments for both the low and high audible warn- ing/alert output levels. The computer should . contain a service adjustment to permit the the level differential bet
40、ween the first three ground proximity warning cycles and those those that follow to be set to the appropriate value. . Section 3,4.2 of this Charaaeristic describes the desired programmable audible warning level reduction feature. Note that this feature is not desired to. function for glide slope de
41、viation alerts. In order to ensure that selected audible warn- ing/alert levels produce similar sound power levels in the cockpits of different aircraft types where the noise levels may be dissimilar, airlines expect additional level adjustement facilities to be provided in each airframe as part of
42、the GPWS installation. -e- 1 -e- I 4.2.4 Monitor Output Type of Output Signal Status Switch Closure to Ground Switch “contacts“ open for GPW computer in normal operating condition, closed for failed con- dition. “Open“ voltage hold-off 30VDC Potential across “closed IVDC max. switch ability 4.2.5 Gr
43、owth Outputs 4.2.5.1 Flashing Visual Warning Output Current handling cap- 250 mA. DC max. lamp load (does not indude lamp inrush current). . Type of Output ,Open* voltage hold-off 30VDC Potential across IVDC “dosed“ switch Switching Rate . 70 +20 cydeslminute Duty Cyde 50% Current handling cap- abil
44、ity NOTE The switching rate and tolerance specified above accommodate values reported to be in use and those pro- posed for future service. Periodically interrupted switch closure to ground 500mA lamp load (does not indude lamp inrush current). See “Special Note“ overleaf REPLACEMENT PAGE REVISED: 1
45、3th October 1976 ARINC CHARACTERISTIC 594 - Page 14 C-1- 4.0 STANDARD SIGNAL CHARACTERISTICS (contd) - 4.2.5.2 Glide Slope Visual Alert Output SPECIAL NOTE: Since this Characteristic was first written, airlines and airframe manufacturers have identifi- ed needs fa greater current handling capabiiiti
46、es for the monitor output, flashing visual warning output, glide slope visual alert and glide slope mode manual inhibit active “switches“ than the values specified above. Equipment manufacturers commencing new CPW computer designs therefore, should aim to provide 2 amperes handling capability for ea
47、ch switch, as specified for the ground proximity discrete output in Section 4.2.1 of- this Type of Output “Open“ Voltage hold-off 30VDC - Potential across “dosed“ IVDC max switch Current handling cap- Switch Closure to Ground 250mA DC max lamp load (does not include lamp inrush current). c-1-1 abili
48、ty COMMENTARY I. c- 1 Different GPWS installations in which the glide slope visual alert might be used may impose a range of current loads on the switch from very low - values (“dry circuits“) to the full rated value. Because mechanical relays capable of handling high currents are seldom appropriate
49、 for dry circuit applications, equipment manu- facturers are encouraged to use a solid state component for the switch. Also, manufacturers are cautioned that lamps will most probably be- used as visual alert annunciators, and therefore their equipments must be capable of supplying the necessary inrush current. 4.2.5.3 Glide Slope Mode Manual Inhibit Active Output Type of Output Switch closure to ground (switch dosed when glide slope mode manual inhibit is- ac- tive.) “Open“ voltage hold-off 30VDC Potential across “dosed“ IVDC switch Current handling cap- 500
