1、AGROUND PROXIMITY WARNING SYSTEMARINC CHARACTERISTIC 723-3PUBLISHED: JANUARY 11, 1988AN A DOCUMENTPrepared byAIRLINES ELECTRONIC ENGINEERING COMMITTEEPublished byAERONAUTICAL RADIO, INC.2551 RIVA ROAD, ANNAPOLIS, MARYLAND 21401REPLACEMENT PAGE REVISED: December 14, 1984AERONAUTICAL RADIO, INC.2551 R
2、iva RoadAnnapolis, Maryland 2401ARINC CHARACTERISTIC 723-3GROUND PROXIMITY WARNING SYSTEMPublished: January 11, 1988Prepared by the Airlines Electronic Engineering CommitteeCharacteristic 723 Adopted by the Airlines Electronic Engineering Committee:August 29, 1979Characteristic 723 Adopted by the In
3、dustry: November 16, 1979Characteristic 723-1 Adopted by the Airlines Electronic Engineering Committee:June 19, 1980Characteristic 723-2 Adopted by the Airlines Electronic Engineering Committee:December 9, 1981Characteristic 723-3 Adopted by the Airlines Electronic Engineering Committee:October 12,
4、1983iiFOREWORDActivities of AERONAUTICAL RADIO, INC. (ARINC)and thePurpose of ARINC CharacteristicsAeronautical Radio, Inc. is a corporation in which the United States scheduled airlines arethe principal stockholders. Other stockholders include a variety of other air transport companies,aircraft man
5、ufacturers and foreign flag airlines.Activities of ARINC include the operation of an extensive system of domestic and overseasaeronautical land radio stations, the fulfillment of systems requirements to accomplish ground andairborne compatibility, the allocation and assignment of frequencies to meet
6、 those needs, thecoordination incident to standard airborne communications and electronics systems and theexchange of technical information. ARINC sponsors the Airlines Electronic EngineeringCommittee (AEEC), composed of airline technical personnel. The AEEC formulates standards forelectronic equipm
7、ent and systems for the airlines. The establishment of Equipment Characteristicsis a principal function of this Committee.An ARINC Equipment Characteristic is finalized after investigation and coordination withthe airlines who have a requirement or anticipate a requirement, with other aircraft opera
8、tors, withthe Military services having similar requirements, and with the equipment manufacturers. It isreleased as an ARINC Equipment Characteristic only when the interested airline companies are ingeneral agreement. Such a release does not commit any airline or ARINC to purchase equipmentso descri
9、bed nor does it establish or indicate recognition of the existence of an operationalrequirement for such equipment, not does it constitute endorsement of any manufacturers productdesigned or built to meet the Characteristic. An ARINC Characteristic has a twofold purpose,which is:(1) To indicate to t
10、he prospective manufacturers of airline electronic equipment theconsidered 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 direction which can result in the maximumpossible standardization
11、of those physical and electrical characteristics whichinfluence interchangeability of equipment without seriously hampering engineeringinitiative.REPLACEMENT PAGE REVISED: September 5, 1980iiiARINC CHARACTERISTIC 723TABLE OF CONTENTSITEM SUBJECT PAGE1.0 INTRODUCTION AND DESCRIPTION 11.1 Purpose of t
12、his Document 11.2 Summary of the GPWS Operational Characteristics 11.3 Brief Description of the System 11.4 Interchangeabili ty 11.5 Regulatory Approval 12.0 INTERCHANGEABILITY STANDARDS 22.1 Introduction 22.2 Form Factor, Connectors and Index Pin Coding 22.3 Interwiring 22.4 Power Circuitry 22.4.1
13、Primary Power Input 22.4.2 Power Control Circ uitry 22.4.3 The AC Common Cold 22.4.4 The Common Ground 22.5 System Functions and Signal Characteristics 22.6 Environmental Conditions 32.7 Cooling 32.8 Grounding and Bonding 33.0 SYSTEM DESIGN CONSIDERATIONS 43.1 GPWS Operation 43.1.1 Ground Proximity
14、Audible Warning 43.1.2 Ground Proximity Visual Warning 43.1.3 Glide Slope Deviation Audible Alert 43.1.4 Glide Slope Deviation Visual Alert 43.2 Operating Modes 43.2.1 Mechanization for Mode 3 43.2.2 Glide Slope Mode Automatic Enabling and Deactivation 4-53.2.3 Glide Slope Mode Inhibit 53.2.3.1 Glid
15、e Slope Mode Manual Inhibit Function 53.2.3.2 Glide Slope Mode Automatic Inhibit Function 53.2.4 Glide Slope Mode Re-Ar ming 53.3 Signal Inputs 53.3.1 Radio Height and Validity 53.3.2 Altitude Rate and Validity 53.3.3 Landing Gear and Flap Discretes 53.3.4 Glide Slope Deviation and Validity 63.3.5 S
16、elf - Test 63.3.6 Audio Output Suppression 63.3.7 Glide Slope Mode Automatic Enabling and Deactivation 63.3.8 Glide Slope Mode Manual Inhibit 63.4 Signal Outputs 63.4.1 Ground Proximity Warning Discrete (Visual) Warning 6-73.4.2 Ground Proximity Audible Warning 73.4.3 Glide Slope Mode Audible Alerts
17、 73.4.4 Monitor Output 73.5 Discrete Warning Mode/Maintenance Monitor Output 73.6 Growth Features 73.7 General Guidance 73.7.1 Barometric Altitude Rate Data Validity Close to the Ground 73.7.2 Operational Factors Affecting GPWS Installation Design 7a4.0 STANDARD SIGNAL CHARACTERISTICS 84.1 Input Sig
18、nals 84.1.1 Radio Height 84.1.2 Altitude Rate 84.1.3 Landing Gear/Flap Discrete (Ground) 84.1.4 Glide Slope Deviation 84.1.5 Self-Test Initiation 84.1.6 Audio Output Suppression/Inhibit All Modes 84.1.7 Glide Slope Mode Inhibit (Ground) 8-94.1.8 Glide Slope Mode Enable (Ground) 9REPLACEMENT PAGE REV
19、ISED: December 14, 1984ivTABLE OF CONTENTS (contd)ITEM SUBJECT PAGE4.1.9 Mach Number/Airspeed 94.1.10 Selected Runway Heading 94.1.11 Magnetic Heading 94.2 Output Signals 94.2.1 Ground Proximity Warning Discret (Visual) Warning 94.2.2 Audible Warning and Alert Outputs 94.2.2.1 Low Level Audible Warn
20、ing and Alert Outputs 94.2.2.2 High Level Audible Warning and Alert Outputs 9-104.2.3 Monitor Output 104.2.4 Glide Slope Visual Alert Output 104.2.5 Glide Slope Mode Manual Inhibit Active Output (Growth) 105.0 PROVISIONS FOR AUTOMATIC TEST EQUIPMENT 115.1 General 115.2 Unit Identification 115.3 Pin
21、Allocation 115.4 Use of ATLAS Language 116.0 BUILT-IN TEST EQUIPMENT 11A6.1 Built-In Test Equipment (BITE) 11A6.2 Display 11A6.3 Fault Monitor 11A6.4 Self-Test Initiation 11A6.5 Monitor Memory Output 11BATTACHMENTS1 GPW Computer Connector Positioning 122 Standard Interwiring 13-14Notes Applicable to
22、 the Interwiring 15-163 Environmental Test Categories 174 Logic Input Sneak Circuit Projection 185 Discrete Word Format 18aAPPENDICES1 Technical Standard Order for GPWS Equipment (Part 1) 19-24GPWS Warning Envelopes (Part 2) 25-362 GPWS Background 373 Bibliography 38ARINC CHARACTERISTIC 723 - Page 1
23、1.0 INTRODUCTION AND DESCRIPTION1.1 Purpose of this DocumentThis document sets forth the characteristics of aGround Proximity Warning System (GPWS) designedfor installation in civil turbine-powered aircraft.The intent of this document is to provide general andspecific design guidance for the develop
24、ment andinstallation of a GPWS for airline use. It will describethe desired operational capability of the system and thestandards necessary to ensure interchangeability.Equipment manufacturers should note that thisdocument encourages them to produce maintenance-free, high-performance equipment rathe
25、r than that ofminimum weight and size. They are at liberty toaccomplish this objective by means of the techniquesthey consider to be the most appropriate. Their airlinecustomers are interested primarily in the end resultrather than the means employed to achieve it.1.2 Summary of GPWS Operational Cha
26、racteristicsThe GPWS described herein is an aid to pilots. Ideally,it provides audible and visible warnings or alerts whenan aircraft approaches terrain more closely than, ordeviates downward from an ILS glide slope beyond, thelimits set into the system. It maintains these outputsuntil adequate terr
27、ain clearance has been restored, atwhich time it terminates them. Provisions are includedfor pilots to suppress the audio output from the systemin planned abnormal or emergency conditions.While the system is intended to provide warnings andalerts in as many undesired terrain proximity andexcessive g
28、lide slope deviations as possible, the state-ofthe-art is such that situations can be hypothesized inwhich warnings and alerts will not be given. Obviously,the GPWS is not intended to relieve pilots of theirresponsibility to maintain adequate terrain clearance atall times.1.3 Brief Description of th
29、e SystemThe ARINC 723 GPWS consists of a single rack-mounted computer unit that houses all of thecomponents, electronic circuitry etc., incident to thefunctioning of the system. This unit accepts inputs ofradio height, barometric altitude rate, glide slopedeviation and logic related to landing gear
30、and flappositions, which it manipulates mathematically todetermine the onset of terrain proximity or excessiveglide slope deviation. On sensing either of theseconditions it generates (i) two audio outputs and (ii) adiscrete output. The latter may be used to activate oneor more visual warning or aler
31、ting devices and, inaircraft in which the use of such a system is preferredfor this purpose, to trigger the generation of audiblewarnings and alerts by the ARINC 726 Flight WarningComputer or similar Audible Warning System.The manipulation equations and warning generationenvelopes for the system are
32、 not specified in thisARINC Characteristic. Manufacturers are referred tothe FAA Technical Standard Order (TSO) for thesystem, and its referenced airborne equipment Minimum1.3 Brief Description of the System (contd)Performance Standard (RTCA Document DO-161A)for guidance in the latter area. For the
33、readersconvenience, this material has been reproduced in thisdocument as Appendix 2.1.4 InterchangeabilityComplete unit interchangeability, as defined in Section2.0 of ARINC Report 403, “Guidance for Designers ofAirborne Electronic Equipment”, is desired for theGPWS. The standards necessary to ensur
34、e this level ofinterchangeability are set forth in Section 2 of thisCharacteristic.1.5 Regulatory ApprovalThe equipment should meet all applicable FAAregulatory requirements. This Characteristic does notand cannot set forth the specific requirements that anequipment must meet to be assured of FAA ap
35、proval. Such information must be obtained from the FAA itself.ARINC CHARACTERISTIC 723 - Page 22.0 INTERCHANGEABILITY STANDARDS2.1 IntroductionThis section of this Characteristic sets forth the specificform factor, mounting provisions, interwiring, input andoutput interfaces and power supply charact
36、eristicsdesired for the GPWS. These standards permit theparallel but independent design of compatible equipmentand airframe installations.Manufacturers should note that although thisCharacteristic does not preclude the use of standardsdifferent from those set forth herein, the practicalproblems of r
37、edesigning a standard airframe installationto accommodate a special equipment could very wellmake the use of the equipment prohibitively expensivefor the customer. They should recognize, therefore, thepractical advantages of developing equipment inaccordance with the standards set forth in this docu
38、ment.2.2 Form Factor, Connectors and Index Pin CodingThe GPW computer unit should comply with thedimensional standards in ARINC Specification 600, “AirTransport Avionics Equipment Interfaces (NIC Phase1)”, for the 2 MCU form factor. The computer shouldalso comply with ARINC 600 standards in respect
39、ofweight, racking attachments, front and rear projectionsand cooling.The GPW computer unit should be provided with a lowinsertion force, size 1 shell ARINC 600 serviceconnector. This connector, should accommodate serviceinterconnections in its middle insert (MP), automatic testequipment interconnect
40、ions in its top insert (TP) andcoaxial and power connections in its bottom insert (BP),should be located on the center grid of the computersrear panel. Index pin code 08 should be used.The ATE interconnection insert (TP) will not be includedin the mating half of the connector installed in the aircra
41、ftsince ATE interconnections are employed in the benchtesting of the GPW computer unit only. This insertshould be provided with a protective cover to preventcontamination of the contacts during the time thecomputer is installed in the aircraft. Further guidance onthe ATE interface will be found in C
42、hapter 5 of thisdocument.2.3 InterwiringThe interwiring for the ARINC 723 Ground ProximityWarning System is set forth in Attachment 2 to thisCharacteristic.COMMENTARYInterwiring is perhaps the heart of all ARINCCharacteristics. It is this feature that allows theairline customer to complete his negot
43、iations withthe airframe manufacturer so that the latter canproceed with installation engineering andfabrication prior to airline commitment on aspecific source of equipment. This provides theequipment manufacturer with many valuablemonths in which to put the final “polish on hisequipment in develop
44、ment.2.3 Interwiring (contd)COMMENTARY (contd)The readers attention is directed to the interwiringguidance in Section 5.0 of ARINC Report No. 414.This material defines the basic standards used inairframe wiring installations, and all equipmentmanufacturers should make themselves familiar withit.2.4
45、Power Circuitry2.4.1 Primary Power InputThe equipment must be designed to use 115 volt 400 Hzsingle phase AC power. This primary power will beprotected by a single circuit breaker, normally situated inthe aircraft power distribution center, of the size shownin Attachment 2.The aircraft power supply
46、characteristics, utilization,equipment design limitations, and general guidancematerial are set forth in ARINC Report No. 413A,“Guidance for Aircraft Electrical Power Utilization andTransient Protection”.2.4.2 Power Control CircuitryThere should be no master on/off power switching withinthe GPW comp
47、uter. Any user desiring power on/offcontrol for the unit should provide, through the mediumof a switching function installed in the airframe, means ofinterrupting the primary AC power to the equipment. Such switching may be accomplished in one of severalways, but in any case is to be activated when
48、the on/offwire is grounded at the control panel. It should be notedthat primary power on/off switches for the GPWcomputer will not be needed in most installations, andpower will be wired directly to the equipment from thecircuit breaker panel.2.4.3 The AC Common ColdThe wire connected to the GPW com
49、puter connector pinlabelled “115 VAC Cold” will be grounded to the samestructure that provides the DC chassis ground, but at aseparate ground stud. Airframe manufacturers areadvised to keep AC ground wires as short as practicablein order to minimize noise pick-up and radiation.2.4.4 The Common GroundThe wire connected to the GPW computer connector pinlabelled “Chassis Ground” should be employed as theDC ground return to aircraft structure. It is not intendedas a common return for circuits carrying heavy ACcurrents, and equipment manufacturers should designtheir equipment accord
