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EGPWS Inputs Altitude
The aircraft’s radio altimeter is required for all the traditional GPWS modes (Modes 1 through 6). The radio altimeter determines how crucial conflicts with terrain are by measuring the time a signal takes to travel from the aircraft to the ground and back. bac k. The EGPWS constantly monitors altitude AGL and its rate o f change to ensure sufficient terrain clearance for the aircraft’s current phase of flight. Barometric altitude and the aircraft’s vertical speed are also required for EGPWS. Although altitude AGL is known, additional information is needed in the case of Mode 2. Without ensuring the aircraft is not descending, an erroneous rapidly rising terrain warning could be given. Barometric altitude is gradually being replaced by geometric altitude as described below. Aircraft Attitude
Attitude data is taken from the Attitude and Heading Reference System and used for calculations in the EGPWS. Pitch attitude data helps determine a takeoff situation and thus is used in Modes 3 and a nd 4. The aircraft’s a ircraft’s angle of bank is used in Mode 6 to determine whether an aircraft is entering an excessive bank at low altitudes. Airspeed
Airspeed information is input into the EGPWS to provide appropriately-timed warning in Mode 2. If the aircraft is flying faster, rapidly rising terrain it is approaching will logically be more of a threat. The The faster the aircraft’s speed, the sooner an alert will be
given. Airspeed data is also used to determine which phase of flight the aircraft is in. For example, in addition to factors which show the aircraft is on the ground, increasing airspeed will signal that a takeoff is occurring. The EGPWS then uses the airspeed to set a sufficient terrain floor for each part of the flight. Mode 3 and 4 both use this method. Finally, the optional Mode 7 of EGPWS can detect windshear by rapid changes in airspeed from what is expected.
Glideslope
Information from the aircraft’s ILS Glideslope receiver is necessary for several of the EGPWS modes. Although primarily used in Mode 5 (Excessive Deviation below Glideslope), glideslope information is also used in modes 1 and 2. In Mode 5, the EGPWS provides alerting to pilots if they fly too far below the glideslope. The excessive rate of descent alert in Mode 1 is affected by glideslope: if the aircraft is excessively above the glideslope, the EGPWS tolerates a large rate of descent to return to profile. In Mode 2, the EGPWS permits closure with terrain if the glideslope shows the aircraft is on the correct path to the runway. Other components
Several other inputs are made to the EGPWS system. These include gear and flap information, for determining if the aircraft’s configuration is appropriate for the altitude and airspeed it is flying at. Also, the aircraft’s total air temperature (TAT) probe is used for windshear alerting in Mode 7 by detecting changes in air temperature that are characteristic of a microburst.
GPS
Enhanced Ground Proximity Warning System differs from the original GPWS because it compares aircraft position to a built in database. The aircraft’s geographic position over the earth is determined by the aircraft’s Global Positioning System receiver. If the aircraft does not already have a GPS receiver, the EGPWS unit can include an integral receiver. Having a GPS receiver allows additional database features to be used. The Terrain Alerting and Display System (TAD) shows a graphical representation of terrain the aircraft is approaching. Man made obstacles in the database will also appear on the display. Another feature is envelope modulation, which compares typical arrival and departure procedures at an airport to the aircraft’s position to avoid unnecessary GPWS alerts. The EGPWS creates a terrain clearance floor (TCF) by comparing the aircraft’s position to the closest runway in the database. As the aircraft’s position approaches the runway, the floor lowers. The GPS receiver is also used for altitude calculation. Barometric altimeters are subject to errors at any conditions other than the International Standard Atmosphere (ISA). Also, they can be incorrectly set by the flight crew. The EGPWS calculates Geometric Altitude, which is meant to mitigate these errors and provide an accurate altitude at all times.
EGPWS Outputs Visual Warnings
The main visual warning of the EGPWS is a GPWS light, which is prominently located on the flight deck. It is associated with Modes 1 to 4. If the EGPWS detects a conflict with terrain, the GPWS light will illuminate. Older versions had only a red light which illuminated when the conflict was detected. New systems are required to have an amber warning light which will change to a red warning light should the situation worsen. The system contains an amber GLIDESLOPE light which becomes illuminated if the aircraft is a certain margin below the glideslope on an ILS approach. There is usually also a WINDSHEAR light if mode 7 is installed Various lights may exist to alert pilots that they are not in the proper configuration (for example GEAR). EGPWS takes full advantage of GPS technology to compare the aircraft’s position to obstacles in its database. The information from the Terrain Alerting and Display System is typically shown on a screen in the flight deck. The information can be overlaid on existing displays such as multifunction displays and weather radar or can have a dedicated screen (as shown).
Audio Warnings
The EGPWS provides a wide variety of verbal alerts and tones to inform flight crew of terrain conflicts. The audio can be output from either a speaker in the flight deck or through the headsets of the pilots. EGPWS can override other audio outputs in the cockpit which are deemed less important. Modes and their aural warnings: Mode 1: Excessive rate of descent 2: Excessive terrain closure rate 3: S ink after takeoff 4: Too close to terrain 5: Excessive deviation below glideslope 6: Excessive bank angle and altitude callouts
The numbering of the modes does not refer to the priority but rather the time at which they were added. That is, Mode 1 is the oldest mode and the windshear alerting system is the most recent. There is a complex hierarchy system for which audio signal is most important. “Windshear” takes absolute priority over all other modes and will interrupt any other audio output. “Pull up” in mode 1 is the second most important output.
Sources:
MK V & MK VII EGPWS Specifications (2010). Honeywell International. Retrieved from http://www51.honeywell.com/aero/common/documents/egpwsdocuments/Operation-documents/965-0976-603.pdf MK V & MK VII EGPWS Pilot Guide (2010). Honeywell International. Retrieved from http://www51.honeywell.com/aero/common/documents/egpwsdocuments/Operation-documents/060-4241-000.pdf EGPWS Videos (2010). Honeywell International. Retrieved from http://www51.honeywell.com/aero/Products-Services/AvionicsElectronics/Egpws-Home3/GeneralInformation.html?c=21 Images: http://www.seaerospace.com/terra/tri40.htm http://www.verticalmag.com/control/news/templates/?a=14504 http://www.b927.com/Sim/Parts%20sold.htm http://www.aviationsafety.com/flight_cheetah_fl210.html
