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. The EGPWS constantly monitors altitude AGL and its rate of
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 4. The aircraft’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 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 Warning(s)
1: Excessive rate of descent “Sinkrate” “Pull up!”
2: Excessive terrain closure rate “Terrain Terrain” “Pull up!”
3: Sink after takeoff “Don’t sink”
4: Too close to terrain “Too low – terrain/flaps/gear”
5: Excessive deviation below glideslope “Glideslope”
6: Excessive bank angle and altitude “Bank angle”
callouts “Five hundred”, “Minimums”, etc
7: Windshear “Windshear”
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/egpws-
documents/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/egpws-
documents/Operation-documents/060-4241-000.pdf
EGPWS Videos (2010). Honeywell International. Retrieved from
http://www51.honeywell.com/aero/Products-Services/Avionics-
Electronics/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
