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- 2 GPS antennas.
ILS FUNCTION
AUTO TUNING
In normal operation, each Flight Management and
Guidance Computer (FMGC) automaticaLly tunes its
ownside ILS part (Port A) of the MMR unit through its
ownside Radio Management Panel (RMP).
If an FMGC failure occurs, a discrete (A/B switching)
changes the tuning port (Port B) of the MMR unit, which
is directly connected to the opposite FMGC.
MANUAL TUNING
From each Multipurpose Control and Display Unit (MCDU)
both MMR units can be manually tuned through their
ownside FMGC.
NOTE: To return to the auto tuning mode, the manual
mode has to be cleared.
BACK-UP TUNING
In case of failure of both FMGCs, a back-up tuning is
provided by RMP 1 and 2.
Either RMP controls both MMR units, if STBY NAV mode
is activated on RMP 1 and 2 (RMP 3 not used for navaids
tuning).
In emergency electrical configuration RMP 1 only is supplied.
ANTENNAS
The Glide Slope (G/S) and Localizer (LOC) antennas are
common to both MMR units. Each antenna has two independent
connectors, for each MMR units.
TMUMMRC01-T01 LEVEL 3
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MMR DESCRIPTION/OPERATION - DATA ACQUISITION
TMUMMRC01-P01 LEVEL 3
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MMR DESCRIPTION/OPERATION
GPS FUNCTION
GPS OPERATION
The Global Positioning System (GPS) function is
achieved by a stand alone satellite navigation sensor
using the U.S GPS satellites constellation.
The GPS primary function is to track the RF signals
received from the satellites and compute its own
position and output the GPS data to the 3 ADIRUs.
Receiver Autonomous Integrity Monitoring (RAIM) or
Autonomous Integrity Monitored Extrapolation (AIME)
provide integrity and availability of this data.
The GPS provides three dimensional aircraft position,
velocities and exact time used for hybrid computations
by the 3 ADIRUs.
In case of failure of one GPS, the ADIRU automatically
selects the only operative GPS to compute hybrid GPIR
data.
ANTENNAS
The GPS antenna is an L-band active antenna, with an
integrated preamplifier and filter, providing an
omnidirectional upper hemispheric coverage.
The GPS antenna operates at a frequency of 1575.42 Mhz
called L1.
A second frequency of 1227.6 Mhz, called L2, is used
to estimate the propagation error of L1 and to suppress
it.
ADIRU
To reduce initialization time, MMR unit 1 and 2 receive
position data (lat, long), time and date from the
associated ADIRU.
In case of failure of ADIRU2 the primary source of
ADIRU3 being GPS1, it is necessary to select the second
input port of ADIRU3 (GPS2) by means of the ATT/HDG
switching to preserve the side 1/side 2 segregation.
- MMR1/ADIRU1/FMGC1,
- MMR2/ADIRU3/FMGC2.
FMGC
The IR portion of ADIRU1 or 2 provides FMGC1 or 2 with
pure IR data, pure GPS data and hybrid GPIR data for
position fixing.
The FMGC position is a mix of the hybrid GPS/IRS
position and the mixed IR position.
NOTE: As long as GPS/IRS mode is active, radio updating
DME/DME or VOR/DME is not allowed.
LGCIU
Each Landing Gear Control Interface Unit (LGCIU) sends
a Ground/Flight discrete signal which is used by the
receiver BITE module to count the flight legs in case
of CFDIU failure.
TMUMMRC01-T01 LEVEL 3
EFFECTIVITY 34-36-00 Page 4
Nov 30/98
_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 34 NAVIGATION
UF94200
EFFECTIVITY Page 178
ALL
TMUMMRC01-P01 LEVEL 3
MMR DESCRIPTION/OPERATION - DATA ACQUISITION
EFFECTIVITY 34-36-00 Page 5
Nov 30/98
_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 34 NAVIGATION
UF94200
EFFECTIVITY Page 179
ALL
MMR DESCRIPTION/OPERATION
CFDIU
The Centralized Fault Display Interface Unit (CFDIU)
enables tests and trouble shooting to be carried out
on the MMR system using the MCDU.
The test can be done only on ground.
USERS
The MMR data is sent to the FMGCs for aircraft guidance
during take off, approach and landing phases.
The MMR data is also sent to the ECAM for warnings.
The MMR 1 data is send to the Ground Proximity Warning
System (GPWS) for mode 5 computation (Descent below GS).
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