section

6 Ground
Proximity
Warning System

www.flyaoamedia.com
 The material covered in this document is based off information obtained
from the original manufacturers’ Pilot and Maintenance manuals. It is to
be used for simulation purposes only.

Copyright © 2011 by Angle of Attack Productions,

LLC All rights reserved

Page 6-1
Rev 1.0 Dec 11 Ground Proximity Warning System www.flyaoamedia.com
Table of contents Table of Illustrations
GPWS/EGPWS Overview 4 Figure 6-1. GPWC Diagram 8
G’nd Proximity Warning Computer 5 Figure 6-2. Mode 1 Alert Envelopes 10
GPWS Operating Modes Overview 9 Figure 6-3. Mode 1 Diagram 10
GPWS Operating Modes 10 Figure 6-4. Mode 2A Alert Envelopes 12
Mode 1 – Excessive Descent Rate 10 Figure 6-5. Mode 2A Diagram 12
Mode 2 – Excessive Terrain Closure Rate 11 Figure 6-6. Mode 2B Alert Envelope 13
Mode 3 – Excessive Alt’ Loss after Takeoff or GA 14 Figure 6-7. Mode 2B Diagram 13
Mode 4 – Unsafe Terrain Clearance 15 Figure 6-8. Mode 3 Alert Envelope 14
Mode 5 – Excessive Deviation below ILS Glideslope 19 Figure 6-9. Mode 3 Alert Envelope 14
Mode 6 – Advisory Callouts 21 Figure 6-10. Mode 4A Alert Envelopes 16
Mode 7 – Reactive Windshear 23 Figure 6-11. Mode 4A Diagram 16
EGPWS Functions Overview 26 Figure 6-12. Mode 4B Alert Envelopes 17
Envelope Modulation 27 Figure 6-13. Mode 4B Diagram 17
Terrain Clearance Floor 28 Figure 6-14. Mode 4C Alert Envelope 18
Runway Field Clearance Floor 30 Figure 6-15. Mode 4C Diagram 18
Look Ahead Terrain Alerting 31 Figure 6-16. Mode 5 Alert Envelopes 20
ND Terrain Display 32 Figure 6-17. Mode 5 Diagram 20
Controls and Indications 37 Figure 6-18. Mode 6 Callouts Diagram 22
Figure 6-19. Mode 7 Windshear Alert Diagram 24
Figure 6-20. TCF Alert Envelopes 29
Figure 6-21. Runway Field Clearnce Floor Diagram 30
Figure 6- Look Ahead Terrain Alerting Diagram 31
22.
Table of Illustrations (cont.)
Figure 6-23. Low Altitude Terrain Colours 34 Notes
Figure 6-24. High Altitude Terrain Colours 36
Figure 6-25. GPWS Control Panel 37
GPWS/eGPWS Overview
A more advanced system – Enhanced GPWS (EGPWS) –
GPWS stands for Ground Proximity Warning System. EGPWS was developed during the 1990s by Honeywell.
stands for Enhanced Ground Proximity Warning System.
Enhanced GPWS was introduced in 1996 and uses
Both systems are designed to help prevent GPS derived positioning information married to a digital
accidents caused by CFIT – Controlled Flight Into terrain
Terrain. This
is defined by a pilot flying unknowingly into water or
obstacles.

Following a string of deadly CFIT accidents in the

1960s and a subsequent enquiry into what could be
done about it, the original GPWS system was
developed and subsequently made mandatory for part
121 aircraft by the US FAA in 1974.

The original GPWS systems had a critical weakness

however. They used the radio altimeter as their core
reference, which only monitors terrain directly below the
aircraft. Very steep rising terrain could therefore trigger
warnings far too late for the pilots to react in time.
database to overcome the limitations of the earlier
GPWS systems. This allows the system to look ahead of
the aircraft and anticipate collision risks well in
advance of projected impact.

EGPWS has been instrumental in increasing air safety in

the past decade. The database also allows for terrain
data to be displayed on the Navigation Display,
greatly increasing situational awareness.

The 737NG is equipped with Enhanced GPWS.

G’nd Proximity Warning computer
The heart of GPWS on the 737NG is the Ground Notes
Proximity Warning Computer, or GPWC.

The GPWC is located on the E1-1 shelf in the

Electronic Equipment compartment (top left on the
forwardmost shelf as you look forward). (Figure 6-1)

The GPWC receives inputs from many systems and

components on the aircraft, including the following
systems.

Air Data Inertial Reference System (ADIRS):

● Air data
○ Computed airspeed
○ True airspeed
○ Uncorrected altitude
○ Barometric altitude
○ Barometric altitude rate
● Inertial data
○ Inertial altitude
○ Inertial vertical speed (IVS)
○ Pitch attitude
○ Roll attitude
○ Body longitudinal acceleration
GPWc (cont.)
● Inertial data (Cont.) Multi-Mode Receivers (MMRs):
○ Body normal acceleration ● Glideslope deviation
○ Inertial vertical acceleration ● Localizer deviation
○ Pitch rate
○ Ground speed Flight Management Computer System (FMCS):
○ True track ● Latitude
○ True heading ● Longitude
○ Inertial reference mode ● Magnetic track
● If FMC input is invalid, ADIRS also supplies: ● If FMC input is invalid, the ADIRS supplies this data
○ Latitude
Mode Control Panel (MCP):
○ Longitude
● Selected approach course.
○ Magnetic track
Display Electronic Units (DEUs):
Stall Management Yaw Damper computers
(SYMDs): ● Selected display range,
● Indicated AOA ● TERR selection,
● Corrected AOA ● DATA selection,
● Stick shaker AOA ● Radio minimums,
● Flap position ● Baro minimums.
● Minimum operating speed. (VMIN)
Weather Radar (WXR):
Radio Altimeters ● Aural prioritization logic – the GPWC prioritizes the
GPWS,
● Radio Altitude
GPWc (cont.)
TCAS and PWS systems to prevent conflicts. Flight Data
The model of GPWC
and warning Recorder
Ground Proximity installed on the
data for (FDR).
Warning Module 737NG is also
(GPWM): display on the available on other
Display Additionally to
● Crew-selected aircraft types, so a
Electronic performing calculations
FLAP/GEAR/T number of ‘Program
Units for the generation of
ERRAIN Pins’ are used to define
inhibits, (DEUs). GPWS alerts, the
the operational
initiation of ● Terrain GPWC incorporates
environment of the
system test. display terrain and airport
system.
● Located on the data for databases used by the
First Officer’s the DEUs GPWS Enhanced
for display During installation of
forward panel. Functions.
on the the unit, Program Pins
Display are positioned to
The GPWC uses GPWS is a very versatile
Units via specify several
these inputs to system available on many
the parameters, including
generate alerts and types of aircraft.
Terrain/ aircraft make and
terrain data on the Weather model, electrical
Navigation Display. Relays. interfaces and feature
● Flight Data selections. Airlines may
The GPWC also Acquisition adjust GPWS features
outputs data to Unit passes such as the range of
several aircraft system status Mode 6 approach
systems, including: and caution callouts to suit their
● System status and warning operation and SOPs.
and caution data to the
GPWc (cont.)
Many more
customizations are
possible. These
selections are
made on the
ground by
maintenance via
the Program Pins
on the GPWC.
They are not pilot
alterable.
L ADIRU
GPWS EXTERNAL
FAULT
ENHANCED
R ADIRU COMPUTER
OK
COMPUTER
FAIL

PUSH
RA 1 TO DEU 1
EJECT

PRESS TO
SELF TEST
RA 2
OK
PROG
HEADPHONES

MMR 1
CARD
CHNG
TERR/WXR
XFER
COMP
RELAYS
MMR 2 XFER
FAIL

DEU 2

FMC

DFCS MCP

SMYD 1

FDAU
SMYD 2

WXR

GPWC
Figure 6-1. GPWC Diagram
GPWS Operating Modes Overview The aircraft’s barometric altimeters use those changes

The Ground Proximity Warning System on the 737NG

monitors and provides alerts for seven different sets of
conditions. There are also several enhanced functions,
introduced in the 1990s with EGPWS.

These are the seven ‘classic’ GPWS operating modes:

● Mode 1 – Excessive Descent Rate, page 10
● Mode 2 – Excessive Terrain Closure Rate, page 11
● Mode 3 – Excessive Alt’ Loss after Takeoff
or GA, page 14
● Mode 4 – Unsafe Terrain Clearance, page 15
● Mode 5 – Excessive Deviation below ILS, page 19
● Mode 6 – Advisory Callouts, page 21
● Mode 7 – Reactive Windshear, page 23

Modes 2, 4 and 6 have various sub-modes. These

are discussed in detail later.

To understand GPWS properly, you need to know

the difference between radio and barometic altitude.
Both terms will be used when outlining the various GPWS
modes.

Atmospheric pressure drops with an increase in altitude.

in atmospheric pressure to indicate altitude.
Barometric altitude is therefore a distance above a
pre-determined datum, usually sea level. This
altitude is indicated on the Primary Flight Display
altitude tape.

Radio altitude is determined by transmitting radio

waves downwards beneath the aircraft and
timing how long
it takes them to be reflected back again. Because
the speed of the waves is a known quantity, the
distance can then be calculated to determine
radio altitude.

Radio altitude is therefore the altitude above the

terrain directly beneath the aircraft.

It is important to understand these differences, as the

GPWC uses both barometric and radio altitude as
inputs. The GPWC also uses inertial altitude as an
input for Modes 2 and 3.

Inertial altitude is an ADIRU derived altitude used by

several aircraft systems, including the Flight Control
Computers (FCCs), Flight Management Computers
(FMCs) and the GPWC.
GPWS Operating Modes
Mode 1 – excessive Descent Rate 3000
5007 FPM 7125 FPM
Mode 1 provides alerts for excessive descent rates 2450
SINK RATE
with respect to altitude above ground level. 2000 ALERT AREA
RADIO
ALTITUDE WARNING AREA
(FEET)
The ‘descent rate’ input for Mode 1 is inertial 1000 1710 FPM WHOOP WHOOP
PULL UP

vertical speed (IVS), an ADIRU derived quantity not

10
prone to the lag of barometric vertical speed. 1000 1500 2000 3000 4000 5000 6000 7000
DESCENT RATE (FEET PER MINUTE)

If inertial vertical speed is not available, the GPWC

uses an internally calculated altitude rate. If both the Should an excessive rate of descent
IVS and the internally calculated rates are invalid, the develop for the
barometric altitude rate from the ADIRS is used.

When barometric altitude rate is used, the base of

the Mode 1 envelopes changes from 10 feet to 30
feet. The rate of descent at which an alert is
triggered is dependent on the current radio altitude.
The greater the
radio altitude, the greater the rate of descent
needed to trigger a Mode 1 alert. (Figure 6-2)

Mode 1 has two alert envelopes – a caution

envelope and a warning envelope. Envelope
dimensions are defined by radio altitude and
descent rate. (Figure 6-3)
Figure 6-2. Mode 1 Alert Envelopes

"SINKRATE SINKRATE"

"PULL UP"
"SINKR
ATE"

"PULL
UP"

Figure 6-3. Mode 1 Diagram

GPWS Operating Modes (cont.) barometric altitude.

aircraft’s current radio altitude, a SINK RATE aural caution

message will be triggered. This occurs in the caution
envelope.

If the rate of descent continues or worsens, a

continuous PULL UP aural warning message will be
triggered once the aircraft enters the warning
envelope.

When any Mode 1 alert is triggered, PULL UP

annunciates red on the Primary Flight Displays as a
visual alert.
The PULL UP visual alert is also relayed through the Head-
up Guidance System (HGS) if installed.

Mode 2 – excessive Terrain closure Rate

Mode 2 provides alerts for rapidly rising terrain with
respect to the aircraft.

This detection is based on the current radio altitude

and the terrain closure rate. ‘Terrain closure rate’ in this
case is a rate of change of radio altitude.

This differs from ‘descent rate’ monitored by Mode

1. Mode 1 is based on the rate of change of
 dependent on airspeed. At higher airspeeds the time
to impact will be reduced, so the envelopes expand to
Mode 2 is based on the rate of change of radio
provide increased alert times. For airspeed less than
altitude. A positive closure rate means that the
220 knots, the caution
aircraft is rapidly approaching the ground, as sensed
by the radio altimeter.

Mode 2 exists in two forms: 2A and 2B.

These two sub-modes are selected as a function of

flap
position.
● Mode 2A when Flaps < 30
● Mode 2B when Flaps ≥ 30

Mode 2A provides alerts for excessive terrain closure

rate during climbout, cruise, and initial approach with
flaps 25 or less and glideslope deviation more than
2 dots.

Mode 2A has two alert envelopes – a caution

envelope and a warning envelope. Envelope
dimensions are defined by radio altitude and terrain
closure rate. The greater the radio altitude, the greater
the terrain closure rate needed to trigger a Mode 2A
alert. (Figure 6-4)

The size of the Mode 2A alert envelopes is

GPWS Operating Modes (cont.) 2500 2450 FEET

envelope tops out at 1650ft radio altitude. For airspeed TOP LIMIT GOES TOCAUTION AREA
2450 FT FOR AIRSPEED
greater than 220 knots (220-310kts), the RADIO
2000
BETWEEN 220 AND 310 KTS
envelopes expand to a maximum of 2450ft. ALTITUDE 1650 FEET
(FEET) 1500 TERRAIN TERRAIN
WARNING AREA
If the aircraft penetrates the Mode 2A caution envelope,
1000
a
TERRAIN, TERRAIN aural caution message is generated. 500
WHOOP
If the condition is not corrected and the aircraft WHOOP
PULL UP
penetrates the Mode 2A warning envelope, a PULL UP 30
aural warning message sounds, and is repeated FEET
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
continuously until the aircraft exits the warning
envelope. (Figure 6-5)
landing approach maneuvers close to
Once the aircraft has exited the Mode 2A terrain without triggering unwanted alerts. It
envelopes, PULL UP continues to show on the PFD is inevitable during approach and landing
until barometric altitude has increased by 300ft or that the aircraft will approach terrain.
after 45 seconds has elapsed. A TERRAIN aural
caution message will sound during this period if radio
altitude continues to decrease.

Mode 2B provides alerts for excessive terrain closure

rate when the flaps are in the landing configuration. (30
or 40). It is also active for the first 60 seconds after
takeoff.

The Mode 2B envelope is desensitized to permit normal

 RADIO ALTITUDE CLOSURE RATE (FPM)

Figure 6-4. Mode 2A Alert Envelopes

Figure 6-5. Mode 2A Diagram

GPWS Operating Modes (cont.) 1000

RADIO 799 FEET
In some cases, the runway threshold may be in ALTITUDE
close proximity to rapidly rising terrain, resulting in radio (FEET) 600 FEET
LOWER LIMIT
altitude spikes on approach that could potentially 500
DEPENDS ON TERRAIN TERRAIN
trigger nuisance alerts. IVS CLOSURE
RATE AND OR
FLAP CONFIG. WHOOP WHOOP,
The Mode 2A alerting envelope could trigger 30 FEET PULL UP
nuisance alerts during this phase, so Mode 2B is
automatically activated upon selection of flaps 30 1000 2000 3000 4000 5000 6000
or 40, or once established on an ILS approach RADIO ALTITUDE CLOSURE RATE
with localizer and (FPM)
glideslope deviation less than 2 dots. This reduces
the
Mode 2B has a single envelope. Envelope
potential for nuisance alerts during an approach. (Figure 6-
6)
dimensions are
defined by radio altitude and
Mode 2B is also active for the first 60 seconds after terrain closure rate. The greater
takeoff the radio altitude, the greater the
to prevent nuisance alerts during this period. terrain closure rate needed to
trigger a Mode 2B alert. Figure 6-6. Mode 2B Alert Envelope

The upper limit of the envelope is fixed at 789ft radio

altitude, however the lower limit varies between 600ft “TERRAIN TERRAIN”
and 30ft as a function of inertial vertical speed and flap
configuration. “PULL UP”

Figure 6-7. Mode 2B Diagram

GPWS Operating Modes (cont.)
If the aircraft penetrates the Mode 2B envelope with
either the gear or flaps not in the landing configuration RADIO
ALTITUDE
a TERRAIN, TERRAIN aural caution message is (FEET)
generated. If this condition lasts for more than 1.6 1500 1500
seconds, a PULL UP aural warning message will FEET
BASELI
sound. NE
1000 DONT
If the aircraft enters the envelope with the landing gear SINK

down, there will be no aural PULL UP messages, but a

30
TERRAIN message will be repeated until the envelope is
exited. 50 100 150 200 250 300
LOSS OF INERTIAL ALTITUDE (FEET)

When any Mode 2 alert is triggered, PULL UP Figure 6-8. Mode 3 Alert Envelope
annunciates red on the Primary Flight Displays as a
visual alert. The PULL UP visual alert is also relayed
through the Head-up Guidance System (HGS) if
installed.

Mode 3 – excessive Alt’ Loss after Takeoff or GA

Mode 3 provides alerts for excessive altitude loss after
takeoff or go around below 245ft.

There is a single Mode 3 envelope. Envelope dimensions altitude loss needed to trigger a Mode 3
are defined by radio altitude and altitude loss. The alert.
altitude loss permitted is a function of radio altitude.
The greater the radio altitude, the greater the
GPWS Operating Modes (cont.)

Figure 6-9. Mode 3 Alert Envelope

 Notes
If the aircraft penetrates the Mode 3 envelope, a
DON’T SINK aural caution message is generated.
The DON’T SINK aural message is enunciated twice
for each 20% degradation in altitude. The message
will cease once a positive rate of climb is established.
(Figure 6-8)

When a Mode 3 alert is triggered, PULL UP

annunciates red on the Primary Flight Displays as a
visual alert. The PULL UP visual alert is also relayed
through the Head-up Guidance System (HGS) if
installed.

Mode 4 – Unsafe Terrain clearance

Mode 4 provides alerts for insufficient terrain
clearance with respect to phase of flight, aircraft
configuration and speed.

Modes 1 and 2 are based around rates of descent

and terrain closure, while mode 4 prevents inadvertent
flight into terrain where the rate of descent or terrain
closure is too gradual to trigger a Mode 1 or 2 alert.

Mode 4 exists in three forms: 4A, 4B and 4C. These

three modes are selected as a function of gear and
flap position and phase of flight.
Mode 4A is active during cruise and approach with TERRAIN.
the gear up and flaps not in the landing configuration
(30 or 40). It provides alerting for inadvertent flight For either Mode 4A aural alert, further alert messages are
into terrain where the aircraft is not descending generated for each 20% degradation in altitude.
excessively and terrain closure is not excessive. (Figure 6-
11)

Mode 4A has two alerting envelopes. Envelope dimensions

are defined by radio altitude and computed
airspeed. Below 500ft radio altitude and less than
190 knots airspeed, the Mode 4A aural alert is TOO
LOW GEAR.

Below 190 knots airspeed, the envelope upper limit

is 500ft radio altitude. Above 190 knots airspeed,
the envelope is shaped by increasing terrain
clearance, and generates a different aural
message.

As airspeed increases, the envelope expands to

incorporate greater terrain clearances. The envelope
expands to 1000ft at 250 knots. This airspeed
compensation ensures a more timely alert, as the time
to impact reduces at higher airspeeds. Above 190
knots airspeed the Mode 4A aural alert is TOO LOW
 100 200 300 COMPUTED
1000 AIRSPEED
RADIO (KNOTS)
ALTITUD Figure 6-10. Mode 4A Alert Envelopes
E (FEET)
500

TOO LOW - GEAR TOO LOW - TERRAIN

30 Figure 6-11. Mode 4A Diagram

Mode 4B is active during cruise and approach with (radio
the gear down and flaps not in the landing altitude), As airspeed increases, the envelope
configuration (30 or 40). and expands to incorporate greater terrain
generat clearances. The envelope expands to
Like Mode 4A, Mode 4B provides alerting for es a 1000ft at 250 knots. Above 159 knots
inadvertent flight into terrain where the aircraft is not different airspeed the Mode 4B aural alert is TOO
descending excessively and terrain closure is not aural LOW TERRAIN.
excessive. (Figure 6-12)

Mode 4B has two alerting envelopes. Envelope dimensions “TOO LOW

TERRAIN”
are defined by radio altitude and computed “TOO LOW
GEAR”
airspeed. Below 245ft radio altitude and less than
159 knots airspeed, the Mode 4B aural alert is TOO
LOW FLAPS.

Below 159 knots airspeed, the envelope upper limit

is 245ft radio altitude. Above 159 knots airspeed, the messag
envelope is shaped by increasing terrain clearance e. For either Mode 4B aural alert, further alert
messages are generated for each 20% degradation in
1000
altitude.
RADIO
ALTITUDE
(FEET)
500

245
TOO LOW - FLAP TOO LOW - TERRAIN
30
100 200 300 COMPUTED
AIRSPEED
(KNOTS)
Figure 6-12. Mode 4B Alert Envelopes

“TOO LOW
TERRAIN”
“TOO LOW
159 FLAPS”

FLAPS

Figure 6-13. Mode 4B Diagram

Mode 4C is active during the takeoff phase or during 1000
a low altitude go around with the gear or flaps not TOP LIMITS
in the landing configuration. OF ALTITUDE
THE FILTER
CAN STORE MODE 4C LIMIT
The Mode 4C envelope is constructed dynamically as 500
the aircraft climbs, using radio altitude and computed
THE FILTER TOO LOW TERRAIN
airspeed to define the top limit of the envelope.
ACTIVATES
AT APPROX 30
During the takeoff roll the minimum terrain clearance 150 FEET 190 250
is zero feet. As the aircraft climbs, the minimum COMPUTED AIRSPEED (KNOTS)
clearance is Mode 4C Alert Envelope
increased to 75% of the aircraft’s Radio Altitude, based Figure 6-
14.
on an average taken over the previous 15 seconds.
This value is not allowed to decrease, and forms the
top of the Mode 4C alert envelope.

The envelope is limited to 500ft radio altitude

for airspeeds less than 190 knots. Above 190
knots, the envelope expands to a limit of 1000ft
at 250 knots.
If the aircraft’s radio altitude enters the envelope, a
TOO LOW TERRAIN alert is generated. The alerts
cease once the envelope is exited. (Figure 6-14)

When any Mode 4 alert is triggered, PULL UP the Primary Flight Displays as a visual
annunciates on HGS (if installed) and shows in red on alert.
 Figure 6-15. Mode 4C Diagram
Mode 5 – excessive Deviation below ILS Glideslope dots)
Mode 5 provides alerts for excessive deviation
below the ILS glideslope. It uses radio altitude and
glideslope deviation as its references.

There are two levels of Mode 5 alerting – soft alerts

and hard alerts.

A soft alert occurs when the aircraft is below 1000ft

radio altitude with an ILS deviation 1.3 dots or
greater below glideslope. In this case, a reduced
volume GLIDESLOPE audio message is triggered.

A hard alert occurs when the aircraft is below 300ft

radio altitude with an ILS deviation 2 dots or greater
below glideslope. In this case, a full volume
GLIDESLOPE audio message is triggered. (Figure 6-16)

As deviation below glideslope increases, additional

GLIDESLOPE alerts are generated at a progressively faster
rate.

Mode 5 alerts are enabled only when:

● Aircraft is below 1000ft radio altitude
● Localizer signal is captured (deviation within 2
Notes
● Glideslope signal is valid altitud 1000

● Landing gear is down e. GLIDE SLOPE

LOW VOLUME AREA: 6DB
Additio
MESSAG

● A front course approach is selected. RA

E
INTERVA
BELOW NORMAL INTERVAL
BETWEEN MESSAGES: 5.15
nally, DIO
ALTI
LS
1.55
SEC
1.0
SEC
SEC
0.59
SEC
300

both
TUD

The Ground Proximity Warning Computer identifies a E

(FE
GLIDE SLOPE

front course approach by comparing the aircraft’s hard ET) NORMAL

VOLUME AREA
150

magnetic track to the ILS approach course. If the and 30

difference is less than 90 degrees, it assumes that a soft

front course approach is being conducted, and Mode modes
5 alerts will be available. are
progre
If the difference is greater than 90 degrees, it ssively
assumes that a back course approach is being desen
flown, and Mode 5 alerts will be inhibited to prevent sitized
nuisance alerts. below
150
The upper boundary of the Mode 5 envelope is feet
affected by aircraft descent rate. For descent rates radio
greater than 500 feet per minute, the upper altitud
boundary is set to the normal 1000ft radio altitude. A e to
vertical speed greater than 500 feet per minute is to allow
be expected on a normal ILS approach, so this is the for
normal condition.

For descent rates less than 500 feet per minute, the
upper boundary is reduced to a minimum of 500ft radio
 i Mode 5 Diagram
g
u
r
e

6
-
1
1.3 DOTS 2.0 DOTS 2.7 DOTS 3.4 DOTS DEVIATION BELOW 7
GLIDESLOPE SIGNAL .
Figure 6-16. Mode 5 Alert Envelopes F
normal ILS glideslope variations near to the ground. This ● Bank angle callouts
reduces the possibility of nuisance alerts.
The set of callouts used is selectable by program
A Mode 5 alert causes the below glideslope pins on the Ground Proximity Warning Computer. This
SOFT ALERT
switches to illuminate on the left and right forward allows HARD ALERT
panels. Pushing airlines to customize Mode 6 callouts to their
either switch inhibits Mode 5 glideslope alerts when operational environment. (Figure 6-18)
below 1000ft radio altitude.
Mode 6 provides altitude callouts during approach based
on radio and barometric altitudes.
Mode 6 – Advisory callouts
Mode 6 provides advisory callouts based on
barometric altitude, radio altitude and bank angle.
This modes callouts include the following:
● Radio and barometric altitude callouts
● Minimums callout
● Approaching minimums callout
The callouts at 1000ft and 500ft are based on MINIMUMS or
barometric altitude above the landing field elevation.
The rest are based on radio altitude.

A ‘smart’ 500ft callout is also available, which

sounds only during a non-precision approach. When
the ‘smart’ 500ft callout is selected, 500 is only
called during a non-precision approach – it is
removed from precision approaches.

The Ground Proximity Warning Computer determines a

non- precision approach when glideslope deviation is
greater than two dots, or if a back course approach is
being flown.

Mode 6 also provides callouts for Decision Height

or Minimum Descent Altitude based on the altitude set
by the captain’s Minimums Selector on the EFIS
control panel.
These callouts may be based on radio or
barometric altitude depending on the position of
the Minimums Reference Selector.

There are four callouts available, up to two of which

will sound during an approach: PLUS HUNDRED sounds
100 feet above the DH or MDA. APPROACHING
MINUMUMS sounds 80 feet above the DH or MDA.
2500 FEET TWENTY FIVE HUNDRED...OR...RADIO ALTIMETER
2000 FEET ONE THOUSAND
DECISION HEIGHT PLUS 100 FEET PLUS HUNDRED
DECISION HEIGHT PLUS 80 FEET APPROACHING MINIMUMS
DECISION HEIGHT MINIMUMS, MINIMUMS...OR..MINIMUMS
500 FEET FIVE HUNDRED
400 FEET FOUR HUNDRED
300 FEET THREE HUNDRED
200 FEET TWO HUNDRED
100 FEET ONE HUNDRED
50 FEET FIFTY
40 FEET FORTY
30 FEET THIRTY
30 FEET TWENTY
10 FEET TEN

NOTE: All

possible altitude callouts shown

Figure 6-18. Mode 6 Callouts Diagram
GPWS Operating Modes (cont.)
MINIMUMS MINIMUMS or DECISION HEIGHT sounds bank angle must reduce below 30 degrees for the
when system to be reset before additional bank angle
passing through the DH or MDA. callouts will be

The MINIMUMS callout has priority over other

altitude callouts. For example, if the DH is set to
200ft and both TWO HUNDRED and MINIMUMS are
valid callouts, then only MINIMUMS will be called out
at 200ft.

Mode 6 provides bank angle callouts to advise

of an excessive roll angle. Between 30 and 130
feet radio altitude, a BANK ANGLE, BANK
ANGLE callout is generated when the aircraft bank
angle exceeds 10 degrees.

Above 130 feet radio altitude, the callout occurs at

35 degrees, 40 degrees and 45 degrees of bank. The
callout sounds once as the aircraft passes through each
threshold. (In other words), a callout will sound as the
aircraft passes through 35 degrees, but will not be
given again until the bank angle passes through 40
degrees. A further callout will then be given when 45
degrees is exceeded.

When any one of the thresholds is exceeded, the

GPWS Operating Modes (cont.)
provided. microburst is a localized, very concentrated column
of sinking cool air,
If the roll rate is so great that the next threshold is
reached before the previous threshold’s callout is
complete, then no callout is given for the bypassed
limit.

The vertical extent of the bank angle alert

envelope is limitless.
Mode 7 – Reactive Windshear
Mode 7 is designed to provide alerts if the aircraft
enters windshear.

The term ‘windshear’ refers to a sudden and

drastic change in wind direction or speed over a
relatively short distance along the aircraft’s flight
path.

Most wind usually travels more or less horizontally, but

under certain conditions can be provoked to travel in
a vertical direction.

The most dangerous phenomenon associated with

windshear is microburst, as it poses a great threat to
aircraft on approach or shortly after departure. A
usually emitting from the base of a thunderstorm. As the
air strikes the ground, it spreads horizontally.

An aircraft flying through a microburst will first see an

increase in airspeed as it enters the zone of increased
headwinds. It will also experience an increased sink rate as
the sinking air pushes it down.
CAUTION WINDSHEAR
As the aircraft flies through the core of the
microburst, tailwinds start to increase, with a
corresponding decrease in airspeed. The combination
WINDSHEAR! WINDSHEAR! WINDSHEAR!
of reduced airspeed and the downdraft from the
microburst may force the aircraft into terrain if prompt
correction is not applied. (Figure 6-19)

Several airliners have been lost to this phenomenon. to Predictive Windshear. Mode 7 is purely
Mode 7 is designed to provide alerts if the aircraft reactive, and provides
enters windshear.

Two alerting envelopes provide either a

Windshear Caution or Windshear Warning
alert.

Mode 7 windshear alerting is based on rapid rates

of change of headwind, tailwind, updraft and
downdraft. Note that this is an entirely different system
 Figure 6-19. Mode 7 Windshear Alert Diagram
alerts based on currently occurring changes, rather than Other inputs to the warning envelope include:
conditions detected ahead of the aircraft. ● Available climb performance
● Flight path angle
An increasing headwind and/or increasing updraft
● Airspeed significantly different to normal approach
may result in the aircraft entering the windshear caution
speed
envelope. This would trigger a Windshear Caution alert,
which generates a CAUTION, WINDSHEAR aural ● Unusual fluctuations in Static Air Temperature
message. This would be indicative of the aircraft
entering a microburst. Mode 7 windshear alerting is active under the following
flight conditions:
A decreasing headwind, which could also equate to an ● During takeoff; from rotation until 1500ft AGL
increasing tailwind, coupled with an increasing downdraft ● During approach from 1500ft down to 10ft AGL
is a far more dangerous situation. This region is ● During a missed approach until 1500ft AGL
covered by the warning envelope, penetration of which
will trigger a Windshear Warning, and the aural alert Remember that GPWS Mode 7 is an entirely separate
WINDSHEAR, WINDSHEAR, WINDSHEAR. system to Predictive Windshear. PWS uses the weather
radar to look ahead of the aircraft at wind trends that
When a Mode 7 windshear alert is triggered, WINDSHEAR signify the existence of windshear. Mode 7 is simply reactive
annunciates red on the PFDs and conveyed on HGS to current windshear conditions.
(if installed), both as a visual alerts.

The visual alert remains present for as long as the

aircraft is exposed to conditions that place it in the
warning envelope.
eGPWS Functions Overview
Additionally to the seven classic GPWS modes already Notes
discussed, EGPWS adds several enhanced functions.

These enhanced functions are made possible by

an internal database in the GPWC, that consists
of four general subsets:
● A worldwide terrain database
● A frequently updated obstacles database
● A worldwide airport database containing information on
runways 3500 feet or longer
● An Envelope Modulation database referenced by the
Envelope Modulation function covered later in the
lesson

The aircraft’s present position is overlaid on these

databases to determine proximity to terrain, obstacles
and areas that require envelope modulation. This allows
terrain alerts to be generated accordingly.

The GPWC determines aircraft position using inputs

primarily from the GPS 1 system. If GPS 1 position is not
valid, GPS
2 position is used. When neither GPS 1 nor GPS 2
positions are valid, ADIRU position may be used for
short periods.
envelope Modulation Ground Proximity Warning Computer looks at several
aircraft
Early GPWS equipment was plagued by nuisance
alerts, which could cause pilots to distrust the
equipment even when actual hazardous conditions
existed.

Certain airports around the world have terrain features

and approach procedures that have resulted in
nuisance or missed alerts in the past.

With the introduction of the EGPWS terrain and airport

database, it is possible to identify these areas and
adjust the normal alerting envelopes to compensate.
This is Envelope Modulation.

Envelope Modulation uses the database to both

desensitize and expand alerting envelopes where required
to provide alerting protection consistent with normal
approaches.

Data for airports that require envelope modulation

are stored in the Envelope Modulation database.
Each effected airport has a Snapshot Area and an
Envelope Modulation area, both defined by latitude and
longitude.

As the aircraft enters the Snapshot Area, the

parameters to verify that all the data required for flight
Envelope Modulation is valid and within tolerances. crew action.
Monitored inputs include:
● Latitude
● Longitude
● Radio altitude
● Localizer deviation
● Magnetic track
● Selected runway heading
● Barometric corrected altitude

Once the snapshot requirements have been verified,

one or more of the GPWS modes can be modified
upon entry to the Envelope Modulation Area.

The Envelope Modulation function adjusts the Mode

1, 2 4 and 5 envelopes to prevent nuisance or
missed alerts. Mode 1 – adjusted to allow greater
descent rates.
Mode 2 – adjusted to allow greater terrain closure
rates. Mode 4 – adjusted to allow less minimum terrain
clearance. Mode 5 – adjusted to allow glideslope
warnings at higher radio altitudes, including with the
landing gear up.

Envelope Modulation is automatic and requires no

Terrain clearance Floor factor which varies as a function of aircraft position
accuracy.
The Terrain Clearance Floor function alerts the pilots of
a
descent below a defined Terrain Clearance Floor.

The standard GPWS Modes 2 and 4 are desensitized

when the aircraft is in landing configuration, and thus
fail to trigger alerts when landings are attempted where
there is no airport.

Since EGPWS features a terrain and airport database

which contains the exact positions of all allowable
airport runways (3500ft or longer), it is possible to
define an additional alert envelope at all areas where
there are no runways. This is the Terrain
Clearance Floor.

When the aircraft is 15nm or more from a runway, the

floor is 700ft AGL. As the aircraft approaches an
airport in the database, the Terrain Clearance Floor
steps down closer to terrain. Between 12nm and 15nm
from the runway the envelope steps down gradually to
400ft AGL. The floor remains at 400ft AGL from 12nm
to 4nm, then steps down further. (Figure 6-20)

The lower limit of the Terrain Clearance Floor within 4nm

of the the runway is dependent on an envelope bias
The Terrain Clearance Floor function has been
progressively improved since the introduction of EGPWS in
the mid-1990s.

Construction of the Terrain Clearance Floor

envelope in the immediate vicinity of the runway
varies depending on the EGPWS version installed
on the aircraft.

When the aircraft descends into the Terrain

Clearance Floor envelope, a TOO LOW
TERRAIN voice alert
is generated. The alert is repeated with further 20%
decreases in radio altitude. Additionally to the aural
alert, TERRAIN is annunciated on the Navigation
Display in amber.
 245’ 700’
Improved TCF
Envelope 400’
4 NM 12 NM 15 NM

Figure 6-20. TCF Alert Envelopes

Runway Field clearance Floor
The Runway Field Clearance Floor function augments
the Terrain Clearance Floor by providing an additional
alert envelope for runways that are significantly higher 300 ft
than the surrounding terrain. RFCF Alert
Envelope

The envelope is contained within a circle within

5.5nm of the runway threshold, and extends to a
ceiling 300ft above field elevation. (Figure 6-21) TCF
Envelope

Penetrating the Runway Field Clearance Floor envelope 5.5 NM

results in a TOO LOW TERRAIN voice alert. The alert is
repeated with further 20% decreases in radio altitude. Figure 6-21. Runway Field Clearnce Floor Diagram
Additionally to the aural alert, TERRAIN is annunciated
on the ND in amber.
Look Ahead Terrain Alerting amber.
Look Ahead Terrain Alerting is accomplished based on
aircraft position, flight path angle, track, and speed
relative to the terrain database image ahead of the
aircraft.

Two alert ribbons are constructed ahead of the aircraft

to provide advanced warning of conflict with terrain
and obstacles. These ribbons project down, forward,
then up from the aircraft. They have a width starting at
¼ nm, and extend out at 3 degrees laterally. The
width extends if the aircraft is turning.

The look-down and look-up angles are a function of

aircraft flight path angle. The look-down distance is
a function of aircraft altitude with respect to the
nearest or destination runway. The look-ahead distance
is a function of aircraft speed and distance to the
nearest runway.
These measures prevent nuisance alerts when taking off
or landing.

A terrain conflict penetrating the caution ribbon

generates a CAUTION TERRAIN, CAUTION TERRAIN
aural message. This alert is typically given 40 to 60
seconds from projected impact. Additionally to the
aural alert, TERRAIN is annunciated on the ND in
 22)
WARNING
A terrain conflict penetrating the warning ribbon Equivalent alerts are generated in the event that an
generates obstacle in the EGPWS database should penetrate
a TERRAIN, TERRAIN, PULL UP aural message. the caution or warning envelopes. The aural messages
This alert is typically given 20 to 30 seconds from CAUTION
are CAUTION OBSTACLE, CAUTION OBSTACLE and
projected impact. Additionally to the aural alert, OBSTACLE, OBSTACLE, PULL UP.
TERRAIN is annunciated on the ND in red. (Figure 6-
Figure 6-22. Look Ahead Terrain Alerting Diagram
ND Terrain Display
Terrain data from the EGPWS terrain and obstacle Terrain displayed on the ND is colour coded. Colour and
database can be displayed on the Navigation density vary based on the relative altitude of the aircraft
Display. The Terrain Display is selected by pushing the to the terrain.
TERR select switch on the EFIS control panel.
The older type of EGPWS terrain display did not
The terrain display is available in the following display terrain greater than 2000ft below aircraft
Navigation Display modes: altitude.
● Expanded MAP The terrain display would thus typically be blank during
● Center MAP the
en-route portion of a flight.
● Expanded VOR
● Expanded APP
Later versions of EGPWS incorporate the ‘Peaks Display’
type of terrain display as a customer option selectable
It is not possible to have both the Terrain Display via a Program Pin.
and weather radar returns selected at the same time.
Selecting the Terrain Display ON deselects the The Peaks Display feature adds further terrain information
weather radar automatically. even for terrain greater than 2000ft below aircraft
altitude.
The Terrain Display is a graphical plan view of surrounding This allows the depiction of a mountain range
terrain designed to enhance vertical and horizontal below the aircraft in the cruise for example, useful for
situational awareness. situational awareness during an emergency
descent.
The display design was subject to human factors studies
which recommended a minimum of complexity to ensure The Peaks Display feature also provides a digital
easy interpretation. readout of the highest and lowest terrain elevation
currently displayed.
Terrain is displayed on the ND in varying densities of
green, amber and red. Each specific colour and
density
ND Terrain Display (cont.) altitude.
represents terrain below, at and above the
aircraft’s altitude based on the position of the aircraft
with respect to the terrain in the database.

Since the introduction of the Peaks Display feature,

there are now two sets of ‘rules’ that dictate the logic
used by the system to draw terrain:
● Aircraft at a low relative altitude to highest terrain on
the Terrain Display
● Aircraft at a high relative altitude to highest terrain on
the Terrain Display

We will first discuss the coloured terrain display

indications active when the aircraft is at a low
relative altitude to terrain. These indications are
active when the aircraft is 500ft (250ft with gear
down) or less above the highest terrain in view on
the display. (Figure 6-23)

Low density green indicates terrain from 2000ft

to 1000ft below aircraft altitude.

High density green indicates terrain from 1000ft

to 500ft below aircraft altitude. With the landing
gear down, the envelope expands to indicate
terrain from 1000ft to 250ft below aircraft
Low density amber indicates terrain from 500ft below to
1000ft above aircraft altitude. With the landing gear
down, the envelope shrinks to indicate terrain from
250ft below to 1000ft above aircraft altitude.

High density amber indicates terrain from 1000ft to

2000ft above aircraft altitude.

High density red indicates terrain greater than

2000ft above aircraft altitude.

Solid amber indicates terrain that has triggered a

look-ahead terrain caution condition.

Solid red indicates terrain that has triggered a look-

ahead terrain warning condition.

Magenta indicates that no terrain data is available for

that area.

Cyan indicates terrain identified as water. This is a

program pin-selectable customer option, available only
with the Peaks feature.
 High Density Red
+2000'
High Density
Yellow
+1000'
Low Density Yellow

-500’
High Density
Green
-1000'
Low Density
Green -2000'

Black

Figure 6-23. Low Altitude Terrain Colours

ND Terrain Display (cont.) the display - peaks.
Terrain greater than 2000ft below aircraft altitude is
not indicated – these areas are black. (Also,) terrain
within 400ft of the nearest airport runway elevation is
not indicated.

When the aircraft is at a high relative altitude to terrain

the Terrain Peaks feature adds additional colour
gradations to further define terrain below the aircraft.
These indications are active when the aircraft is
greater than 500ft (250ft with gear down) above the
highest terrain in view on the display. (Figure 6-24)

The shades of green displayed are based on the

distribution of terrain elevations within the display
range. This is a mathematical calculation based on
terrain elevation and is independent of aircraft
altitude. Each shade of green relates to a separate
band of terrain elevations.

Low density green indicates the lower terrain

band. High density green indicates the middle

terrain band.

Solid green indicates the highest terrain band on

Terrain below the lowest elevation band is not
displayed. This is typically terrain less than 50% of
aircraft altitude. This is variable!

The Peaks Display feature also provides a digital

readout of the highest and lowest terrain elevation
currently displayed. The elevation values are expressed
in hundreds of feet above sea level, the colour of
these values matches the corresponding terrain
bands on the display.

The Terrain Display automatically pops up when a

look- ahead terrain alert occurs.

The Terrain Display updates with a display sweep similar

to the weather radar display.

TERR is displayed in cyan on the left side of the

display whenever the Terrain Display is enabled.
 High
Densit High Density
y

Low
High
Densit
Density
y

Low
Density

Figure 6-24. High Altitude Terrain Colours

controls and Indications
Thus far the following controls and indications have
been discussed:
● TERR select switch on each EFIS control panel
● Below glideslope switches
● PULL UP and WINDSHEAR indications on the PFD
and HGS
GROUND
● EGPWS Terrain Display and TERRAIN annunciation GPW PROXIMITY
S
FLAPGEARTERR

The remainder of the GPWS controls and indications INO

INHIBITINHIBITINHIBIT

are located on the right forward panel. The three P

capped INHIBIT switches allow flight crew to manually
inhibit GPWS alerts. All three switches are capped to the
NORM position. (Figure 6-25) SYS
TEST

The FLAP INHIBIT switch simulates a flaps landing NORMNORM NOR

M
position in the GPWC, inhibiting the Mode 4B TOO
LOW FLAPS alert. Figure 6-25. GPWS Control Panel

The GEAR INHIBIT switch simulates the landing gear

in the extended position, inhibiting the Mode 4A TOO
LOW GEAR alert.

The TERR INHIBIT switch inhibits the look ahead

CAUTION TERRAIN, CAUTION TERRAIN and TERRAIN,
TERRAIN,
controls and Indications (cont.)
PULL UP alerts. It also inhibits the Terrain Display. Notes
The INOP light illuminates when the GPWC suffers a
malfunction or power loss. The INOP light illuminates
under four sets of conditions:
● GPWC has suffered a malfunction or power loss
● GPWC cannot calculate windshear conditions
● Failure of a critical input to the GPWC
● A GPWS self-test is active

The SYS TEST switch initiates a self-test of the

system. Pushing the SYS TEST switch quickly
gives a short confidence test, and pushing for 5
seconds gives a full vocabulary test. Several
indications on the flight deck cycle on and off as the
test completes:
● Below glideslope switches
● GPWS INOP light
● PULL UP alert on the PFD and HGS
● WINDSHEAR alert on the PFD and HGS
● WINDSHEAR annunciation on ND
● TERR FAIL annunciation on the ND
● TERR TEST annunciation on the ND
● EGPWS terrain display test pattern on the ND