Gps Adirs Nav CBT

CONTROLS & NORMAL ABNORMAL
GPS ADIRS NAV 1 of 111 OVERVIEW

INDICATORS OPERATION OPERATION
DIFFERENCES QUIZ
Welcome to this GPS /

ADIRS / NAV presentation.
This lesson will cover the
advance navigation systems
on the A320 Series aircraft.
Those systems include
Global Positioning Systems
(GPS), an Air Data Inertial
Reference System (ADIRS),
and a Flight Management
System (FMS).
The function and operation of
these systems will be
covered in this presentation.
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The GPS , ADIRS, and FMS

components work in concert
to provide the pilots with
aircraft location during ground
operations and navigation
capabilities during flight
operations.
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In the CONTROLS &

INDICATORS section you will
learn the location and
function of the ADIRS control
panel and the various
components crews use to
input data into the navigation
system.
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In the NORMAL OPERATION

section you will learn the
architecture of the various
systems and their operation
in a typical ground and flight
scenario.
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In the ABNORMAL
OPERATION section you will
see examples of ADIRS
component failures and the
results of those failures.
We will also cover the

operation of the navigation Single Chime
system without the aid of
GPS.
Before we jump into controls
and indicators, let’s overview
the ADIRS portion of the
navigation system.
NAV IR 1 FAULT
- ATT HDG SWT. . . CAPT 3
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ADIRS
ADIRS
A – Air
D – Data and
I – Inertial ADIRU 1 ADIRU 2 ADIRU 3
R – Reference
S – System
The ADIRS consists of three
identical and separate Air
Data and Inertial Reference
Units (ADIRUs).
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Each ADIRU consists of an Air

ADIRS
Data Reference (ADR) portion
and an Inertial Reference (IR)
portion.
Either portion can operate ADIRU 1
separately from the other if a
ADIRU 2 ADIRU 3
malfunction occurs.
The ADR portion of each

ADIRU provides pitot/static
information, such as A A A
I I D I
airspeed and altitude.
D D
R R R R
The IR portion of each
ADIRU provides gyro type R R
information, such as attitude
and heading.
Also, a navigation portion of
each IR calculates aircraft
position. More on this later.
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The ADIRS supplies

information to numerous
aircraft systems. Systems
that use ADIRS data include:
• Electronic Instrument
System (EIS)
• Flight Management System
(FMS)
• Engine computers
• Flight control computers
• Warning computers
Information provided by the
ADIRS includes temperature,
ADIRS
wind speed and direction,
barometric and inertial data.
Now that you have a basic
understanding of the ADIRS,
it’s time for CONTROLS &
INDICATORS.
FMGC, FADEC, ELAC, SEC, FAC, FWC, SFCC, ATC, GPWS, CFDIU, CPC
(You are not required to memorize these acronyms)
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The CONTROLS &

INDICATORS section of this
lesson will cover the:
- ADIRS Control and Display
Unit (CDU) CDU
- Barometric Reference
Selectors
- Multifunction Control and
Display Units (MCDUs)
BARO
MCDUs
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The ADIRS CDU has three IR

mode rotary selectors.
These selectors are used to
turn on and off each Air Data
Inertial Reference Unit
(ADIRU).
There will be more on the
guts of the ADIRUs later in
the lesson. For now, let’s
focus on the controls.
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Remember, the Air Data &

Inertial Reference SYSTEM
consists of three individual Air
Data Inertial Reference
UNITS (ADIRUs).
Each ADIRU consists of an
Air Data Reference (ADR)
and Inertial Reference (IR)
portion.
ADIRU 1 ADIRU 3 ADIRU 2
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Mode rotary selector knob 1

is used to turn on or off
ADIRU 1 entirely – both the
IR and ADR portions.
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The ADR pbs are used to turn

off only the AD portion of an
individual ADIRU in the event
of an AD fault.
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The IR indicator lights are

used to monitor the alignment
status and indicate a fault in
the respective IR.
We will cover IR alignment
and the associated
indications later in this
lesson.
NOT
pushbuttons
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Each IR has an associated

FAULT light.
If the FAULT is illuminated

steady, all functions (gyro and
nav) of that IR are lost. IR
recovery is not possible.
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A flashing IR FAULT light

indicates that only the
navigation functions are lost.
It may be possible to recover

the attitude and heading
(gyro) functions of the IR.
Following procedure, the

crew may use the CDU key CDU key pad and
pad to attempt a recovery of
the attitude and heading display window
functions of effected IR.
Recovery of the attitude and

heading functions is
important because, if another
IR subsequently fails, other
systems would also degrade
(e.g., flight controls)
You will see the effects of a

multiple IR fault on the flight
controls system in the Flight
Controls lesson.
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The DISPLAY DATA and

DISPLAY SYS knobs can be
used to display navigation
data and ADIRS status in the
display window.
The DISPLAY DATA knob is

used to select the type of
data displayed in the
window.
The DISPLAY SYS knob is

used to select which ADIRU’s
data is displayed.
NOTE: The display window

is not normally used to
display data in flight. This
information is also displayed
on the PFDs and NDs.
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To provide accurate
navigation (position)
information, the IRs must be
aligned at a known point
while the aircraft is stationary
(e.g., gate).
In this example, the ADIRS

alignment process has
begun. This is indicated by
the illuminated ALIGN lights.
The ALIGN lights extinguish

when the alignment is
complete.
More on IR alignment later in

this lesson.
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The DISPLAY DATA and SYS

knobs can be used to display
information from individual
ADIRUs.
Advance to move the

DISPLAY DATA knob to the
STS position
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Now let’s move the DISPLAY

SYS knob to the 1 position to
display the status of ADIRU 1
The STS – ENTER PPOS

message indicates that the
ADIRS is waiting for the crew
to enter the present position.
Once it has lat / long

information, it can complete
the alignment process on
schedule.
The present position is

normally entered using the
MCDU.
More on this later in this

lesson.
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You could also view the status

of ADIRU 3 and 2 by moving
the SYS knob to the 2 and 3
positions.
Advance to see the status

messages for ADIRU 3 and 2.
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If you were to pause the

DISPLAY SYS selector at a
position (SYS 1, 3, or 2), you
might see an additional
message in the display
window.
For example, let’s suppose

there is more than one status
message for ADIRU 2.
The STS – ENTER PPOS

message would be replaced
by the new message(s).
The messages cycle back

and forth every few seconds.
Advance to see additional

messages for ADIRU 2
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Now we will move the

DISPLAY DATA selector back
to PPOS, ending our
interaction with the CDU.
This concludes our

discussion of the ADIRS
panel.
We will now proceed to the

barometer reference
selectors (baro knobs).
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The baro knobs have a black

setting ring at the base that is
used to select a
measurement value of inches
of mercury (Hg) or
hectopascals (hPa).
It also has an extended knob

that is used to set the
barometric reference value.
The set value is displayed in

the window above the knob.
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The ADIRS requires a

barometric reference to
display the appropriate
information on the PFD
altimeter tape.
The value in the display

window is changed between
inches of mercury (in Hg) and
hectopascals (hPa) by
moving the black ring at the
base of the knob.
Advance to select
hectopascals (hPa) using the
the captain’s baro knob.
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Pulling on the knob sets

standard altimeter. STD will
be displayed in the window
above the knob.
Advance to set standard

altimeter using the first
officer’s baro knob.
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Pushing on the knob sets the

previously selected altimeter
setting.
Advance to push on the first

officer’s baro knob.
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Once the manual setting is

displayed, you can rotate the
knob to change the setting.
Let’s change the first officer’s

altimeter setting to 29.97” Hg.
That enough on the baro

knobs. Let’s move on to the
MCDUs.
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The crew provides data to the

ADIRS through the Multi
function Control and Display
Units (MCDUs).
The MCDUs are used to

enter the ICAO departure and
destination airport. The
LAT/LONG fields default to
the lat/long of the departure
airport reference point.
They can be modified if

necessary. This might be
required if GPS is not
available.
Once the aircraft position is

entered, selecting the ALIGN
IRS prompt allows the
alignment process to
complete.
The alignment process will be

covered in the NORMAL
OPERATION section. And
that’s what’s next.
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This section will cover:

- ADIRS inputs.
- Basic ADIRS outputs.
- Normal ADIRS alignment.
- Normal FMS navigation
principles.
We will start with ADIRS
inputs.
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The ADIRS receives inputs

that are:
USER
• Externally generated SYSTEMS
(e.g., temperature)
• Pilot generated
(e.g., FCU inputs)
• From other sources
(e.g., GPS).
The ADIRS uses these
inputs to provide information
to the Electronic Instrument
System (EIS) and various
ADIRS
user systems.
External Inputs Pilot Inputs Other Inputs

• Pitot Tubes • FCU • Ring Laser Gyros
• Static Ports • MCDU • Accelerometers
• TAT, AOA • CDU • GPS
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External inputs to ADIRU 1

include:
• CA’s Angle Of Attack (AOA)
probe
• CA’s Total Air Temperature
(TAT) probe
• CA’s pitot probe and static
ports
Three Air Data Modules
(ADMs) convert pneumatic
data into numerical data for
ADIRU 1.
ADM
ADM
ADM
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include:
• FO’s Angle of Attack (AOA)
probe
• FO’s Total Air Temperature
(TAT) probe
• FO’s pitot probe and static
ports
Three ADMs convert
pneumatic data into
numerical data for ADIRU 2.
ADIRU 1 ADIRU 3 ADIRU 2 ADM
ADM
ADM
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include:
• Standby AOA probe
• CA’s TAT probe
• Standby pitot probe
• Two standby static ports
Two ADMs convert pneumatic
data into numerical data for
ADIRU 3.
ADM
ADM
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Other inputs to the ADIRS

include ring laser gyros. Yaw Axis
There is one ring laser gyro Roll
per axis in each Inertial
Reference unit (IR). Axis
Since we have three IRs, and
each has three ring laser
gyros, the total number of
ring laser gyros on the
Pitch Axis
airplane is nine.
The ring laser gyros detect
angular changes and provide
that information to the ADIRS.
G G
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In addition to the ring laser

gyros, accelerometers also Yaw Axis
provide inputs to the ADIRS. Roll
There is one accelerometer
per axis for each IR. Axis
Once again, we have three
IRs, and each has three
accelerometers, so the total
number of accelerometers on
Pitch Axis
the airplane is nine.
The accelerometers detect
linear changes and provide
that information to the ADIRS.
A A
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With the ability to sense

angular and linear changes,
each IR is able to
independently determine:
- Pitch
- Roll
- Heading
- G-Forces
- Acceleration
- Aircraft position, provided
the IRs are given an accurate
starting point.
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Information provided by the

ring laser gyros and
accelerometers is important;
however, another significant
ADIRS input is the Global
Positioning System (GPS).
GPS is a satellite based radio
navigation aid.
Worldwide, 24 satellites
broadcast accurate
navigation data that aircraft
can use for precise position
determination.
How GPS interacts with the
ADIRS and the navigation
system will be covered in
more detail later in this
lesson.
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Other ADIRS inputs are

provided by the crew. ADIRS ADIRS Control &
inputs are provided using: Display Unit
- Barometer Reference (CDU)
Selectors
- ADIRS Control and Display
Unit (CDU)
- Multifunction Control and
Barometer
Display Units (MCDUs)
Reference Selectors
We have thoroughly covered
the baro knobs so we will
move right to the CDU and
discuss how you interact with
it in normal operations.
MCDUs
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The crew can control many

functions of the ADIRS using
the CDU.
Its main function is to start the
IR alignment process.
We will now discuss a full ten-
minute alignment and a fast re-
alignment (30 seconds).
ADIRS Control &

Display Unit (CDU)
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The mode rotary selectors

are used to align the IRs.
Moving an ADIRU mode

rotary selector from OFF to
NAV begins the alignment
process.
NOTE: It is not important that

the IRs be selected to NAV in
the specific order used here.
We just thought it was
simpler this way.
Advance to move the ADIRU

1 mode rotary selector to the
NAV position and begin the
alignment process.
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Next we begin the IR 3

alignment process by rotating
the ADIRU 3 mode rotary
selector from OFF to NAV.
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Finally, we will rotate the

ADIRU 2 mode rotary
selector to NAV.
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The ON BAT light indicates

that the ADIRS are capable of
being powered by the aircraft
batteries.
The aircraft batteries provide

a back-up power source for
the ADIRS if normal power
fails.
The ON BAT light remains

illuminated for five seconds
after the last selector is
moved to NAV.
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The ALIGN lights indicate that

the respective IR is operating
normally and is in the
alignment process.
A full alignment takes ten

minutes.
The aircraft must not be

moved (e.g., towed or pushed
back) during the alignment
process.
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A countdown is displayed on
the Engine Warning Display
(E/WD) during the alignment.
It is a ten minute alignment

process; however, the first
three minutes pass without
any indication.
As the remaining seven

minutes pass, the countdown
timer will change.
That’s the end of our IRS IN ALIGN > 7MN

discussion on how you use
the CDU as an ADIRS input
during normal operations.
Now let’s move on to the IRS IN ALIGN 1 MN
MCDUs.
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The crew enters the

departure and destination
airport in the MCDU.
Once entered, the lat/long of
the departure airport
reference point is displayed.
Selecting the ALIGN IRS
prompt sends the lat/long
data to the ADIRS.
The ADIRS use this position
information as a starting point
in calculating the aircraft’s
position.
Once this is done, the ALIGN
IRS prompts are no longer
displayed and the ADIRS MCDU’s
alignment process finishes on
schedule.
Advance to select the ALIGN
IRS prompt.
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The ALIGN lights flash if a

present position has not been
entered in the MCDU and the
countdown has reached one
minute.
IRS IN ALIGN 1 MN
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When a present position is

entered and the alignment
process is complete:
- The ALIGN lights extinguish.
- The message on the E/WD

is no longer displayed.
- A present position is
displayed in the CDU window.
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The message is displayed in

amber if an engine is started
before the alignment is
complete.
IRS IN ALIGN 1 MN
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A shorter alignment process

is also available. It is known
as a fast re-alignment.
A fast re-alignment requires

thirty seconds to complete
and refines the ADIRS
heading and attitude
information without
depowering the ADIRS.
A fast re-alignment is done by

moving all three mode rotary
selectors on the CDU from
NAV to OFF and then back to
NAV.
Each knob must be moved

back to NAV within five
seconds after moving it to
OFF or a full alignment will
occur.
Advance to see a fast re-

alignment take place.
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Once all three IR mode rotary

selectors are back in the NAV
position, an IRS IN ALIGN 1
MN memo is displayed on the
E/WD.
This memo indicates that the

alignment will be complete in
less than one minute.
IRS IN ALIGN 1 MN
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A departure airport must be

entered and the ALIGN IRS
prompt selected for the fast re-
alignment process to finish on
schedule.
All of the following occur once
the ALIGN IRS prompt is
selected and the fast re-
alignment countdown finishes:
- The ALIGN lights extinguish.
- The message is no longer
displayed on the E/WD.
- A present position is
displayed in the CDU display
window.
Advance to simulate selecting
the ALIGN IRS prompt and see
the countdown finish.
IRS IN ALIGN 1 MN
That concludes our discussion

of ADIRS inputs. It’s time to
move on to the ADIRS outputs
in normal operations.
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ADIRS outputs are used for

EIS display.
ADIRU 1 sends information to
Display Management
Computer 1 (DMC 1).
DMC 1 manages the
information sent to the
captain’s PFD, ND, and the
upper ECAM.
DMC 1 DMC 3 DMC 2
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ADIRU 2 sends information to

DMC 2.
DMC 2 manages the
information sent to the FO’s
PFD, ND, and the lower
ECAM.
ADIRU 3 is a backup for
ADIRU 1 and 2.
DMC 3 is a backup for DMC 1
and 2. DMC 1 DMC 3 DMC 2
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In addition to supplying data

to cockpit instruments, the
ADIRS sends data to various
other systems.
How other systems use
ADIRS data will be covered in
the respective lesson.
Let’s take a close look at the
ADIRS provided information
displayed on the cockpit
screens. DMC 1 DMC 3 DMC 2
FMGS, ELAC, SEC, FAC, FADEC, ATC,

GPWS, SFCC, BSCU, FWC, etc
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IR information is displayed on
the EIS as follows:
IR = Inertial Reference - think
gyros and accelerometers.
• Airspeed trend arrow (where
the airspeed will be in ten
seconds)
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the EIS as follows:
seconds)
• Attitude indicator and beta
target (slip / skid indicator)
“Ball” to the right “Ball” centered “Ball” to the left
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the EIS as follows:
seconds)
• Instantaneous VSI
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the EIS as follows:
seconds)
• Heading information
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the EIS as follows:
seconds)
• All ND information except
TAS
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the EIS as follows:
seconds)
• All ND information except
the TAS
• G load meter
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AD information is displayed
on the EIS as follows:
AD = Air Data – think
pitot/static instruments of a
conventional aircraft.
• Airspeed
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• Airspeed
• Altitude
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• Airspeed
• Altitude
• Backup vertical speed - if
the instantaneous VSI (IR
info) fails, a traditional VSI is
displayed with an amber box
around the numerical data.
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• Airspeed
• Altitude
info) fails a traditional VSI is
displayed with no numerical
data available.
• True Airspeed (TAS)
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AD = Air Data – think pitot
static instruments of a
• Airspeed
• Altitude
info) fails a traditional VSI is
displayed with no numerical
data available.
• True Airspeed (TAS)
• Total Air Temp and
Saturated Air Temperature
(TAT and SAT)
Much of the information we
have just discussed can also
be seen on the ADIRS CDU
panel. Let’s look at that now.
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Information that is routinely

seen on the EIS can also be
seen in the CDU window.
Some information is not

directly seen on the EIS.
In this example, the present

position calculated by ADIRU
2 is displayed in the window.
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With the DISPLAY DATA

knob in the WIND position,
the true winds calculated by
the selected ADIRU are
displayed.
Wind information is also
displayed on the NDs.
NOTE: On the ND, true winds

are displayed numerically.
The arrow indicates magnetic
winds.
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With the DISPLAY DATA

knob in the HDG position, the
current heading calculated by
the selected ADIRU is
displayed.
The current heading is also
displayed on the PFD and
ND.
This concludes our
discussion of the inputs and
outputs of the ADIRS.
Let’s move on to the FMS
and how the aircraft uses this
information to navigate.
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F - Flight
M - Management
S - System
Navigation
The FMS is the primary

navigation tool on the Airbus.
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The FMS consists of two

Flight Management and
Guidance Computers
(FMGCs).
The FMGCs are essentially

the brains of the navigation
system.
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The FMS determines the

aircraft’s present position
(PPOS) using information from
four sources. AD IR AD IR AD IR
The four sources of PPOS ADIRU 1 ADIRU 3 ADIRU 2

information are:
• ADIRS calculated hybrid of the

GPS and IRS positions
• IRS position only (backup if
GPS fails)
• Radio navigation FMS
• Internal NAV database FMGC 1
We will finish the NORMAL FMGC 2
OPERATION section with more
details on the GPS / IRS hybrid ILS DME Data Base
position.
In the ABNORMAL
OPERATION section we will
discuss IR position, radio
navigation, and the internal
NAV database.
On to GPS.
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The aircraft has two

independent GPS receivers.
Each receiver is integrated into
a Multi Mode Receiver (MMR).
The GPS 1 receiver is in MMR 1
and the GPS 2 receiver is in
MMR 2.
GPS position information is MMR 1 MMR 2
processed by each MMR and GPS 1 GPS 2
sent to an ADIRU.
MMR 1 sends GPS position
data to ADIRU 1 and 3.
MMR 2 sends GPS position
data to ADIRU 2.
Each ADIRU uses this GP-IRS GP-IRS GP-IRS
information to independently Hybrid Hybrid Hybrid
create a GP – IRS hybrid Position Position Position
position.
The GP – IRS hybrid position is
the PRIMARY source of position
information for the FMS.
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Each FMGC uses one of the

three independently calculated
GP-IRS positions in the
following hierarchy:
• On-side GP-IRS position
• GP-IRS 3 position
• Off-side GP-IRS position
MMR 1 MMR 2
The small yellow aircraft on the GPS 1 GPS 2
NDs represents the FMS
determined present position.
GP-IRS GP-IRS GP-IRS

Hybrid Hybrid Hybrid
Position Position Position
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The GP – IRS position is the

PRIMARY source of position
information for the FMS as
long as four or more satellites
are being received.
A GPS PRIMARY message is

normally displayed in the
MCDU scratchpad during the
IR alignment process. GPS PRIMARY
The GPS PRIMARY message

indicates the GP-IRS position
is being used by the FMS and
the GPS data is accurate.
Advance to align the IRs and

see the GPS PRIMARY
message.
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The GP-IRS position is used

by the FMGCs to calculate
present position during the
entire flight.
This provides highly accurate

position information over water
as well as over land.
With GPS, navigation

downgrade issues associated
with flight beyond the range of
land based radio navigation
aids are a thing of the past.
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The GP-IRS position is used

throughout the flight, even in
the terminal area.
You could fly from LAX to

JFK with EVERY navaid in
the U.S. out of service
without any problem.
The aircraft is using the lat /

long position of points from
the navigation database to go
from point to point, not radio
signals.
Basically, the airplane is

navigating using math.
There is one time when the

aircraft navigates based on
external signals from the
earth. Let’s discuss that next.
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When cleared for an ILS

approach you will push the
APPR pb. In the case of a
localizer approach, you will
push the LOC pb.
In either case, the navigation

system is armed to capture and
track the external signals for
navigation to the runway.
This is the only time the aircraft

captures and tracks an external
signal.
NOTE: The APPR pb is also

used when conducting VOR, 838
NDB, and RNAV approaches.

In those cases the aircraft is
NOT capturing the radio
signal. The aircraft can only
capture localizer and
glideslope signals.
That concludes the NORMAL

OPERATION section of this
lesson. Let’s move on to the
ABNORMAL OPERATION
section.
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The ABNORMAL
OPERATION section of this
lesson will cover:
- ADIRS alignment problems
- IR and AD failures
- FMS navigation abnormals
EXIT TO
SECTION - ABNORMAL OPERATION MAIN MENU
DIFFERENCES QUIZ
The ALIGN lights flash for

several reasons. The first
one we will cover is rather
normal.
The ALIGN lights flash if the

IR alignment countdown
reaches one minute and the
ADIRS have not received a
present position.
Four reasons you

will get flashing
IRS IN ALIGN 1 MN
ALIGN lights:
- Minute
- Measurement
- Memory
- Motion
EXIT TO
DIFFERENCES QUIZ
A second reason the ALIGN

lights may flash is due to a
situation called a position
mismatch (Δ PPOS).
During alignment, each IR

calculates its current latitude.
A position mismatch occurs if
the pilot entered position
differs significantly from the
IR calculated position.
For example, assume the

aircraft is in KFLL and the
pilot has inadvertently
entered KMSP as the FROM
airport.
Four reasons you
If the pilot selects the ALIGN
IRS prompt, the ADIRS will will get flashing
not allow an alignment even if ALIGN lights:
the prompt is selected a
second time. - Minute
Advance to select the ALIGN - Measurement
IRS prompt with the incorrect
FROM airport entered. - Memory
- Motion
EXIT TO
DIFFERENCES QUIZ
A single ALIGN light may flash

if the position remembered
when the ADIRU was
shutdown and the pilot entered
position differ by more than 1º
latitude or 1º longitude.
For example, assume the

aircraft is shutdown in KDTW
and ADIRU 1 is removed and
shipped to KFLL.
In KFLL, the ADIRU is installed

in our aircraft as ADIRU 1.
The position entered in the

MCDU is correct but differs
from the position remembered Four reasons you
at shutdown.
will get flashing
In this example, the ADIRU 1
Selecting the ALIGN IRS prompt a
ALIGN lights:
ALIGN light will flash when the
ALIGN IRS prompt is selected. second time overrides this check
and proceeds with the alignment.
- Minute
Advance to select the ALIGN - Measurement
IRS prompt and see the ADIRU Advance to select the ALIGN IRS
1 ALIGN light flash prompt a second time. - Memory
- Motion
EXIT TO
DIFFERENCES QUIZ
The ALIGN lights will also

flash if the aircraft is moved
during the alignment
(e.g., tug).
The ADIRS will automatically

restart a full ten minute
alignment when aircraft
movement has stopped.
All indications will be the

same as a normal ten minute
alignment.
Let’s move on to some more

interesting abnormals related
to the ADIRS.
Four reasons you
will get flashing
IRS IN ALIGN > 7MN
ALIGN lights:
- Minute
- Measurement
- Memory
- Motion
EXIT TO
DIFFERENCES QUIZ
If an IR fault occurs, the

following items will alert the
crew:
- The appropriate ECAM

message is displayed on the
E/WD.
Single Chime
- A single chime sounds.
- The MASTER CAUT lights
illuminate.
- The amber FAULT light on
the ADIRS CDU panel for the
respective IR illuminates.
In this example, an IR1 fault is

displayed with a steady FAULT
light illuminated.
A steady FAULT light indicates

a total failure of that IR.
NAV IR 1 FAULT
A flashing FAULT light - ATT HDG SWT. . . CAPT 3
indicates that the NAV
functions are lost; the attitude
and heading functions MAY be
recoverable.
EXIT TO
DIFFERENCES QUIZ
If an IR 1 fault occurs, the

captain’s PFD and ND are
affected.
IR (gyro) data is lost.
The first officer’s PFD and

ND are unaffected because
they receive their information
from ADIRU 2.
The captain’s PFD and ND

have lost:
• Airspeed trend arrow
• Attitude indicator and the
beta target
• ND information
NAV IR 1 FAULT
NOTE: The DDRMI and
ISIS have also lost IR
(attitude and heading)
information.
EXIT TO
DIFFERENCES QUIZ
Data provided by the IR

portion of ADIRU 1 is no
longer available to the
captain’s PFD, ND, or any
systems.
Moving the ATT HDG knob on
the switching panel to the
CAPT 3 position restores the
captain’s PFD, and ND.
They will receive IR data from
ADIRU 3.
Advance to select the ATT
HDG knob to the CAPT 3
position.
The ECAM action step is no

longer displayed. AD IR AD IR AD IR
The captain’s instruments are

now receiving AD information ADIRU 1 ADIRU 3 ADIRU 2
from ADIRU 1 and IR
information from ADIRU 3. NAV IR 1 FAULT
EXIT TO
DIFFERENCES QUIZ
If an AD fault occurs the

following items will alert the
crew:
- The appropriate ECAM
message is displayed on the
E/WD.
- A single chime sounds. Single Chime
- The MASTER CAUT lights
illuminate.
- The amber FAULT light in
the respective ADR pb
illuminates.
In this example, an AD 2 fault

has occurred.
NAV ADR 2 FAULT

- AIR DATA SWTG . . F/O 3
- ATC. . . . . . . . . . . . . SYS 1
- ADR 2 . . . . . . . . . . . . OFF
EXIT TO
DIFFERENCES QUIZ
If an AD 2 fault occurs the

first officer’s PFD and ND are
affected.
AD data is lost – think pitot

static.
The captain’s PFD and ND

are unaffected.
The FO’s PFD and ND have

lost:
- Airspeed information
- Altitude information
- True Airspeed (TAS)
The lower ECAM has lost

TAT and SAT information.
NAV ADR 2 FAULT

- ATC. . . . . . . . . . . . . SYS 1
- ADR 2 . . . . . . . . . . . . OFF
EXIT TO
DIFFERENCES QUIZ
Data provided by the AD

portion of ADIRU 2 is no
available to the FO’s PFD,
ND, or any user systems.
Moving the AIR DATA knob
on the SWITCHING panel to
the FO 3 position restores the
FO’s PFD and ND.
Advance to select the AIR
DATA knob to the FO 3
position.
The ECAM action step is no

longer displayed.
The first officer’s instruments
are now receiving AD AD IR AD IR AD IR
information from ADIRU 3
and IR information from
ADIRU 2. ADIRU 1 ADIRU 3 ADIRU 2
NAV ADR 2 FAULT

- ATC.
AIR DATA
. . . . .SWTG . . . . . .. . SYS F/O 31
- ADR
ATC. 2. . .. .. .. .. .. .. .. .. .. .. .SYS
. OFF
1
- ADR 2 . . . . . . . . . . . . OFF
EXIT TO
DIFFERENCES QUIZ
The ATC …SYS1 action step

is next.
This step requires that
transponder 1 be used
because transponder 2 is no
longer available.
The transponder switch is not
monitored by the ECAM so
we will have to assume the
step has been completed.
Which brings us to the last
ECAM step - ADR 2 … OFF.
Advance to select the ADR2
pb OFF.
Selecting the ADR2 pb OFF

extinguishes the FAULT light.
The ADR pbs allow the crew
to select ADs OFF without
effecting IR operation. NAV ADR 2 FAULT
- ATC. . . . . . . . . . . . . SYS 1
- ADR 2 . . . . . . . . . . . . OFF
EXIT TO
DIFFERENCES QUIZ
This portion of the

ABNORMAL OPERATIONS
section will cover navigation
in the event that GPS primary
is lost.
EXIT TO
DIFFERENCES QUIZ
The IRs are capable of

accurately determining position AD IR AD IR AD IR
without the aid of GPS.
EXIT TO
DIFFERENCES QUIZ
The IRs are aligned to a

starting point (lat/long) on
every flight.
That is the starting point the

IRs use for position
calculation.
Without GPS, the difference

is that the IRS position will GPS PRIMARY LOST
not be combined with the
GPS position into a hybrid.
Without GPS, the FMS uses

the IRs as the primary source
of position information.
A GPS PRIMARY LOST

message is displayed during
the alignment if GPS is not
available.
EXIT TO
DIFFERENCES QUIZ
All three IRs begin at the

same starting point after IR 1
alignment.
As time passes, each IR IR 2

MIX IRS
position drifts a slight amount.
The FMS computes and uses

IR 3
an average of the three IR
positions.
This is known as the MIX IRS

( ) position.
The IRs DO NOT calculate

the MIX IRS position. It is an
FMS calculation.
EXIT TO
DIFFERENCES QUIZ
The MIX IRS ( ) position

can be seen on the IR 1
POSITION MONITOR page.
IR 2
MIX IRS
IR 3
EXIT TO
DIFFERENCES QUIZ
With only IR position

information, the FMS position
( ) is in exactly the same
location as the MIX IRS
position ( ) created by the
FMS.
At this point, the FMS position

may not accurately represent
the actual location of the
aircraft ( ). Although, it is
very close.
MIX IRS and FMS Physical

position are identical Location of
locations at this point the real aircraft
EXIT TO
DIFFERENCES QUIZ
As the aircraft is taxied, the

MIX IRS position is updated
and the FMS position ( )
moves as the MIX IRS
position ( ) moves.
Again, the MIX IRS / FMS

position may be slightly
different than the actual
location of the aircraft ( ).
EXIT TO
DIFFERENCES QUIZ
Even when the aircraft is

taxied onto the runway, the
FMS position ( ) remains
identical to the MIX IRS
position ( ).
Again, the MIX IRS / FMS

position may be slightly
different than the actual
location of the aircraft ( ).
EXIT TO
DIFFERENCES QUIZ
Thrust Levers
Using the lat / long of the at TOGA
runway threshold from the NAV
database, the FMS updates its
position calculation to the
runway threshold when the
thrust levers are moved to the
TOGA or FLEX detent.
Advance to move the thrust
levers to TOGA. Watch the
FMS position ( ) move to the
runway threshold.
A BIAS ( ) is created when
the thrust levers are moved to
the TOGA or FLEX detent.
MIX IRS
The BIAS ( ) is the measured
difference between the FMS
position ( ) and the MIX IRS
position ( ).
EXIT TO
DIFFERENCES QUIZ
In flight, the NAV database

aids the FMS in position DUNKS
calculation by supplying it KDTW
with lat / long information for:
XYZ LM
• SIDS
• Airways
• Navaids
• Intersections DXO
• STARS
• Etc.
The internal NAV database is

customized and changes
every 28 days.
It is basically an electronic
Jeppesen airway manual. FMS
FMGC 1
FMGC 2
Data Base
EXIT TO
DIFFERENCES QUIZ
In flight, radio navaids are

received and a radio position
is established.
Navaid
If the FMS determines that and DME
NAVAIDS are reliable, more
weight is gradually given to
the radio position.
After time, the radio position is
heavily relied upon by the RADIO
POSITION
FMS for the present position
calculation. Navaid
and DME
This is, of course, assuming
reliable signals are available.
As the FMS position ( ) is
updated, so to is the
BIAS ( ).
IR 1
Advance to see the FMS IR 2
position ( ) update and move NOTE: Neither the individual
toward the radio position. IR positions nor the MIX IRS
position ( ) is updated. IR 3 ILS DME
Once aligned, the IRs are
free to drift as they see fit.
The MIX IRS is merely an
KFLL
FMS calculated average of
the three IR positions. 27R
EXIT TO
DIFFERENCES QUIZ
The FMS determines radio DME/DME

position using two methods:
• DME/DME (preferable) Navaid

• VOR/DME and DME
RADIO
POSITION
Navaid
and DME
IR 1
IR 2
IR 3 ILS DME
KFLL
27R
EXIT TO
DIFFERENCES QUIZ
The FMS determines radio VOR/DME

position using two methods:
• DME/DME (preferable)
• VOR/DME
Navaid radial RADIO

and DME POSITION
IR 1
IR 2
IR 3 ILS DME
KFLL
27R
EXIT TO
DIFFERENCES QUIZ
Without GPS, and if a radio

position can no longer be
established, the FMS uses
the MIX IRS position, with the
last known BIAS applied, for
its position calculation
After a delay, an IRS ONLY

NAVIGATION message is
displayed in the MCDU IRS ONLY NAVIGATION
scratchpad.
EXIT TO
DIFFERENCES QUIZ
With no radio navigation aids

available to update the FMS
position ( ), as the MIX IRS
position ( ) incrementally
drifts, so to does the FMS
position ( ).
The FMS position is more

accurate with the BIAS ( )
applied than it would be if it
used only the MIX IRS position IRS ONLY NAVIGATION
( ).
Advance to see the FMS

position ( ) drift as the MIX
IRS position ( ) drifts.
EXIT TO
DIFFERENCES QUIZ
When a radio position can

once again be established, DME/DME
the FMS position ( ) slowly
migrates from the MIX IRS
position ( ) toward the radio
position.
Again, the MIX IRS position

does not update.
Only the FMS position ( )

and the BIAS ( ) are
updated.
Advance to see the update

occur.
That’s the end of our

simulated flight. Let’s discuss
how navigation accuracy is
displayed in the MCDU.
EXIT TO
DIFFERENCES QUIZ
The FMS is always self-

evaluating.
FL390
Its predicted level of accuracy
is based on the availability of
GP-IRS information, radio
position, phase of flight, and
the length of the BIAS.
The FMS computed LOW 3. 5 0 N M

estimated accuracy is
displayed in the ESTIMATED
field on the PROG page.
The required accuracy is

displayed in the REQUIRED FL390
field on the PROG page and
varies based on phase of
flight.
0.20NM
EXIT TO
DIFFERENCES QUIZ
The FMS compares the

estimated and required
accuracy to determine if NAV FL390
accuracy is HIGH or LOW.
The current level of accuracy

is displayed in the ACCUR
field on the PROG page.
If GPS PRIMARY is active, LOW 3. 5 0 N M

the accuracy level is HIGH.
FL390
0.20NM
EXIT TO
DIFFERENCES QUIZ
If NAV accuracy changes

from HIGH to LOW, a NAV
ACCUR DOWNGRAD FL390
message is displayed in the
MCDU scratchpads and on
the NDs.
If NAV accuracy changes

from LOW to HIGH, a NAV
ACCUR UPGRAD message LOW 3. 5 0 N M
is displayed.
NAV ACCUR DOWNGRAD
FL390
0.20NM
NAV ACCUR UPGRAD
EXIT TO
DIFFERENCES QUIZ
There are no significant

navigation system
differences.
EXIT TO
SECTION - DIFFERENCES MAIN MENU
GPS ADIRS NAV OVERVIEW
DIFFERENCES QUIZ
EXIT TO
SECTION - QUIZ MAIN MENU
DIFFERENCES QUIZ
How much time is required for a full

alignment of the ADIRS?
Approximately 1 minute.
Approximately 3 minutes.
EXIT TO
DIFFERENCES QUIZ
How much time is required for a full

alignment of the ADIRS?
EXIT TO
DIFFERENCES QUIZ
How much time is required for a fast

re-alignment of the ADIRS?
Approximately 10 seconds.
EXIT TO
DIFFERENCES QUIZ
How much time is required for a fast

re-alignment of the ADIRS?
EXIT TO
DIFFERENCES QUIZ
The IR alignment has counted down

to one minute and the ALIGN lights
are flashing. Why is this?
It is an indication that there is a

disagreement between the IRs and the
alignment must be restarted.
It is an indication that alignment has

stopped because present position data
has not been entered.
It is an indication that the alignment is

complete and must be acknowledged.
The ALIGN lights flash during the

during the entire alignment process.
EXIT TO
DIFFERENCES QUIZ
The IR alignment has counted down

to one minute and the ALIGN lights
are flashing. Why is this?
It is an indication that there is a

disagreement between the IRs and the
alignment must be restarted.
It is an indication that alignment has

stopped because present position data
has not been entered.
It is an indication that the alignment is

complete and must be acknowledged.
The ALIGN lights flash during the

during the entire alignment process.
EXIT TO
DIFFERENCES QUIZ
What is indicated by a steady amber

IR FAULT light?
This is a normal indication until the

respective ADIRU is fully aligned.
A partial failure of the respective IR.
A complete failure of the respective IR.
Failure during the alignment process

due to aircraft movement.
EXIT TO
DIFFERENCES QUIZ
What is indicated by a steady amber

IR FAULT light?
This is a normal indication until the

respective ADIRU is fully aligned.
A partial failure of the respective IR.
A complete failure of the respective IR.
Failure during the alignment process

due to aircraft movement.
EXIT TO
DIFFERENCES QUIZ
The ECAM displays a NAV IR 1

FAULT message. How can the
captain recover IR information?
Select the ATT HDG switch to CAPT 3.
Select the ATT HDG switch to F/O 3.
NAV IR 1 FAULT
Select the AIR DATA switch to CAPT 3.
Select the AIR DATA switch to F/O 3.
EXIT TO
DIFFERENCES QUIZ
The ECAM displays a NAV IR 1

FAULT message. How can the
captain recover IR information?
AD IR AD IR AD IR
EXIT TO
DIFFERENCES QUIZ
The ECAM displays a NAV ADR 2

FAULT message. How can the FO
recover AD information?

NAV ADR 2 FAULT
- ATC. . . . . . . . . . . . . SYS 1
- ADR 2 . . . . . . . . . . . . OFF
EXIT TO
DIFFERENCES QUIZ
The ECAM displays a NAV ADR 2

FAULT message. How can the FO
recover AD information?
AD IR AD IR AD IR
EXIT TO
DIFFERENCES QUIZ
You have completed the

GPS / ADIRS / NAV
lesson.
Click here to
exit to the main menu.
EXIT TO

Gps Adirs Nav CBT

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CONTROLS & NORMAL ABNORMAL

GPS ADIRS NAV 1 of 111 OVERVIEW

Welcome to this GPS /

The GPS , ADIRS, and FMS

In the CONTROLS &

In the NORMAL OPERATION

We will also cover the

Each ADIRU consists of an Air

The ADR portion of each

The ADIRS supplies

The CONTROLS &

The ADIRS CDU has three IR

Remember, the Air Data &

ADIRU 1 ADIRU 3 ADIRU 2

Mode rotary selector knob 1

ADIRU 1 ADIRU 3 ADIRU 2

The ADR pbs are used to turn

The IR indicator lights are

Each IR has an associated

If the FAULT is illuminated

A flashing IR FAULT light

It may be possible to recover

Following procedure, the

Recovery of the attitude and

You will see the effects of a

The DISPLAY DATA and

The DISPLAY DATA knob is

The DISPLAY SYS knob is

NOTE: The display window

In this example, the ADIRS

The ALIGN lights extinguish

More on IR alignment later in

The DISPLAY DATA and SYS

Advance to move the

Now let’s move the DISPLAY

The STS – ENTER PPOS

Once it has lat / long

The present position is

More on this later in this

You could also view the status

Advance to see the status

If you were to pause the

For example, let’s suppose

The STS – ENTER PPOS

The messages cycle back

Advance to see additional

Now we will move the

This concludes our

We will now proceed to the

The baro knobs have a black

It also has an extended knob

The set value is displayed in

The ADIRS requires a

The value in the display

Pulling on the knob sets

Advance to set standard

Pushing on the knob sets the

Advance to push on the first

Once the manual setting is

Let’s change the first officer’s

That enough on the baro

The crew provides data to the