ATR Pilots Guide 1-3

THALES AVIONICS
ATR 600 Series AVS

Pilots Guide
User guide for Engineers
De Rojas Florent
18/09/2011
This is a engineer oriented pilots guide for the ATR 600 series Avionic Suite develloped by Thales
Avionics
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AVS PILOTS GUIDE

FOR ATR 42 / 72 - 600
Nom
Dpartement
Department
Name
Written by:
Supported by :
Fonction/Function
De Rojas Florent
Date
Visa
18/09/2011
Ricaud Denis
AVS Architect
Gucemas Manuel
AVS Architect
Hugues Gamonet
AVS Architect
Eric Chevalier
AVS Architect
Fabien Guilley
AVS Architect
Damien Brocas
AVS Architect
Laurent Fillol
AVS Architect
Laurent Patau
AVS Architect
Olivier Lemoine
AVS Architect
Bouard
Dominique
Christian Reunier
Laurent Frede
Cyril Therrat
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LIST OF RECIPIENTS
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REVISIONS
REVISION
DATE
DESCRIPTION OF UPDATES
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Summary
Summary................................................................................................................................................................. 6
Generals.................................................................................................................................................................. 7
Cockpit Display Management .............................................................................................................................. 11
Primary References .............................................................................................................................................. 27
Radio Management .............................................................................................................................................. 45
Radio Navigation .................................................................................................................................................. 57
Aircraft System Parameters ................................................................................................................................. 73
Flight Warning ..................................................................................................................................................... 87
External Protections............................................................................................................................................. 95
Airport Navigation ............................................................................................................................................. 119
Flight Management System ............................................................................................................................... 125
Autoflight............................................................................................................................................................ 143
Function ............................................................................................................................................................. 143
Maintenance ....................................................................................................................................................... 199
Glossary .............................................................................................................................................................. 209
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Generals
1
SCOPE ............................................................................................................................................................ 7
REFERERENCED DOCUMENTS .............................................................................................................. 7
INTRODUCTION .......................................................................................................................................... 7
3.1
Whats New ? ......................................................................................................................................... 8
1 SCOPE
This document is the ATR 600 series AVS pilots guide made for engineers according to the AVS
Function Content List (FCL) point of view.
It describes for a user point of view the main AVS functionnalities and operational modes.
It is supplemented by a FMS an IESI User Manuals and System/Segment Specification (SSS) and
System / Segment Design Document (SSDD).
2 REFERERENCED DOCUMENTS
Document Title
Reference
User guide for the IESI
ASW/10/004799 rev01
FMS Users Manual
FMC2/ NAV/08/001108 00
Previous documents should be used at the latest issue approved.
3 INTRODUCTION
The major design objective of new ATR avionics suite is to provide the crew with the most
realistic picture of the in-flight situation and the most comprehensive displays of the aircraft systems.
The AVS provides the flight crew with information on:
Aircraft flight parameters

Aircraft systems
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Aircraft environment,
Navigation data and flight plan management
Guidance or automatic control of the aircraft path,
Communication with ground and other aircraft
The AVS also eases maintenance through an AVS Centralized Maintenance concept.
3.1 Whats New ?

The ATR avionics have been improved and developed during recent years essentially to face required
regulatory evolution, in connection with new required functionalities:
FM immunity, 8.33 KHz radio, B-RNAV, ACAS, TAWS
HF, ACARS,
The cockpit is designed in order to replace most of the present instruments by five 6 x 8 LCD
displays composed of:
2 Primary Flight Displays (PFD),

2 Multi-Function Displays (MFD),
1 Engine & Warning Display (EWD)
Improved Operation and Situational Awareness
Improved Dispatch Capability

RNP 0.3 ready with path for lower RNP
Enhanced Crew Alert System
Paper-Less cockpit with procedures and system page management
Basic WAAS capability
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Improved situational awareness and safety

Navigation Charts display with A/C position
Provision for Vertical Situation Display with terrain profile
Provision for ADS-B with CDTI for full traffic awareness
Enhanced maintenance abilities
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Cockpit
Display
Management
1
GENERALS.................................................................................................................................................. 12
MANAGE DISPLAYS.................................................................................................................................. 12
2.1
General description ............................................................................................................................. 12
2.1.1
PFDs ............................................................................................................................................ 13
2.1.2
MFDs ........................................................................................................................................... 14
2.1.3
Engine Warning Displays (EWD) ................................................................................................. 17
2.2
Display Control ................................................................................................................................... 18
2.3
Reconfigurations ................................................................................................................................. 20
2.4
Manage ND range and mode .............................................................................................................. 22
MANAGE COCKPIT LIGHTING .............................................................................................................. 23
MANAGE DH / MDA .................................................................................................................................. 24
MANAGE VIRTUAL CONTROL PANEL (VCP) ...................................................................................... 24
CAS MESSAGES ......................................................................................................................................... 25
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1 GENERALS
The Cockpit Display System constitutes the vital interface for the pilots, via which all the
information appears. It is thus essential to preserve a permanent readability of the presented
information and thus to supply to the pilots the means to adjust the luminance of their screens.
Better, an automatic adaptation of the luminance, will allow to take off and to cross a cloudy
coat and to keep the same data readability in cruise phase while they will be in very sunny
environment.
2 MANAGE DISPLAYS
2.1 General description
Five 6x8 Liquid

Crystal Display
Units (DUs,)
Called 1 to 5 from left to
right
Control panels for system settings
Two Multi Function Displays

(MFD) for Navigation and
aircraft system synoptic.
Two Primary Flight Displays

(PFD) for EFIS functions
(EADI/EHSI)
One Engine & Warning

Display (EWD) for Engine
Instruments and Crew Alerting
System, Checklists/
Procedures management and
permanent data.
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2.1.1 PFDs
PFD is the Primary Flight Display, attitude and and

basic navigation informations are diplayed on it.
PFDs integrate multiple conventional instruments :
EADI on top
o Digital ASI
o Radio altitude
o Lateral & vertical deviation
o FD guidance
EHSI on bottom
o Bearing pointers
o TAWS or WXR data
Rolling Air Speed Indicator with speed bugs

o V-speeds
o Low and over speeds
o Speed trend
o Managed/selected speeds
Rolling barometric altitude display
Vertical speed
Flight mode, icing conditions annunciations
Take a look at Primary References function part for

more informations
HSI or Navigation Display
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2.1.2 MFDs
The MFD upper area support following formats :
Navigation Display (ND),

System Display (SD),
Engine Run-up (RUN UP),
Perf Init (PERF),
Airport chart in option,
NAVIGATION DISPLAY (ND)

Navigation display format provides
o
o
o
o
o
o
Ground speed
True Airspeed
Actual & selected heading

Bearing pointers
FMS data
Navaids
TAWS or WXR image
TCAS data
FMS
messages
Wind data
Tuned
waypoint
information
Lat/Long
Aircraft reference
Navigation information
Map data
FMS
Traffic data
Weather data
Terrain data
HDG
selection
WXR/TAWS
messages
Radio
navigation aid
Temporary
Selections
TCAS messages
FMS optional data reminders
Radio
navigation aid
Navigation Display (ND) format is

configurable in 3 display format: ARC, PLAN
an ROSE.
When ND is not displayed on MFD (in case of
system page consultation for exemple), a mini
ND is displayed on bottom part of the PFD
COM Menu or VCP Menu
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A/C SYSTEM DISPLAY FORMAT (SD)

For more information, and precise description of each SD pages take a look at to A/C system
parameter Function
SD format includes following pages:
o
o
o
o
CABIN
AC/DC
HYD/ACW
ENGINE
ENGINE RUN-UP DISPLAY FORMAT
Display A/C maintenance page function provides

on 6 dedicated ENGINE RUN UP pages following
informations :
-
Conditions of current engine fixed
point
- Computed targets, marging and
rating value of following engines parameters
A/C maintenance page selection can be done
thanks to VCP RUN UP software menu displayed
on lower part of MFD format.
2.1.2.1.1.1.1.1.1 Only available on ground
PERF INIT FORMAT
PERF INIT Page display FMS fligh datas
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VIRTUAL CONTROL PANEL AND TEMPORARY SELECTION
MFD
UPPER
FORMAT
Temporary
Virtual Control Panel

Selections
Virtual control panel area supports several display and controls functions:
- VCP NAV,
- VCP COM,
- VCP SURV,
- VCP PERF,
- VCP RUN UP,
- VCP MAP
Temporary selection area Display basic A/C status function such as :

1.
2.
3.
4.
Fuel crossfeed control/failure device status

Anti-icing control/failure devices status
De-icing control/failure devices status
Cabin seat belt/No smoking message status
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2.1.3 Engine Warning Displays (EWD)
The EWD format provides:
Flight control
window
Warning and
Caution
window
Primary engine and fuel parameters and flight control

data (see A/C system parameter)
Emergency / abnormal procedures or specific checklist and warning / caution list (see FWS)
Primary
engine and
Permanent
Data window
Procedure
window
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2.2 Display Control

The Display Units DU1, DU2, DU3, DU4 and DU5
show to the flight crew the display images necessary
for the control, monitoring and safe navigation of the
aircraft. They have interfaces with most of the aircraft
systems.
The DU control embeds:
A power control switch;
A ON / OFF status light (white when
ON, dark when OFF);
A brightness control via a rocker
switch <+ / -> to increase / decrease
the brightness;
A contrast control via a rocker switch
<+ / -> to increase / decrease the
contrast;
2 luminance sensors for integrated
automatic dimming (night and day
shading)
Compact Flash
slot for Software
and database
loading
DU OPERATIONAL MODE MANAGEMENT

There are 9 DU modes:
6. PBIT, Power-on Built-In Test

Activity: safety test are in progress
1. OFF
Activity: none
Display: black screen
2. Pin prog hard ERROR

State: The hardware pin
prog parity check on pin
program is failed.
7. FAIL
State: A fatal failure has
been detected by DU
software or by hardware.
3. START
Display: At the DU start,
the screen stays black
during a maximum of
3 seconds.
4. EMPTY
State: The DU firmware
has detected that the DU
is empty i.e. has no
operational software.
8. DATA LOADING
Activity: data loading is in
progress on shop or on
board with data loading
compact flash inserted.
Display: Green Pattern L
5. OPERATIONAL
Activity: Operational
Display: a format is
displayed on the DU
9. END OF DATA LOADING

Activity: None, DU software
data loading is ended.
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DU OPERATIONS
On Ground Power on:
1 - POWER
DETECTION
4 OPERATIONAL
3 - PBIT (T during
a maximum of 40
seconds)
START (black display during

a maximum of 3 seconds)
This sequence is realized in less than 45 seconds.
In fligh Power on :
1 - POWER
DETECTION
4 OPERATIONAL
START (black
display during a
maximum of 3
seconds)
3 - PBIT (T during a
maximum of 7
seconds or 40 if last
safety test wasnt OK)
This
sequence is
realized in
less than 10
seconds or 45 if last safety test wasnt OK.
Dump BITE : allow to download failure report on Compact Flash on ground
1 - POWER
DETECTION
RESTART
START (black
display during a
maximum of 3
seconds)
IAD BITE
recording is
displayed in green
with progress
information
3 - PBIT
IAD BITE
completed is
displayed in white
Downloading a new software or AVS conf :
POWER ON
Failure has
occured
Failures
Flashing
RESTART
If DU cant restart
because of failure,
DU is lit off
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2.3 Reconfigurations
AUTOMATIC RECONFIGURATION
The CDS reversion system provides automatic DU reconfiguration in case of DU failure(s).
The leading rule of the automatic reconfiguration is: following PFD or EWD failure, MFD is
reconfigured in PFD or EWD.
The automatic reconfiguration takes into account the following parameters:
Flight/Gnd Status
Pilot Flying Side : Right or Left
The tables hereunder list all the DU automatic configurations :

Single DU loss :
Double DU loss :
For triple and quadruple automatic

reconfiguration look at the SSS
concerning CDM
DU1
DU2
DU3
DU4
DU5
PF - left side
PF - right side
X
PFD
PFD
PFD
PFD
PFD
PFD
MFD
MFD
EWD
X
MFD
EWD
EWD
X
X
EWD
EWD
MFD
PFD
EWD
MFD
MFD
X
PFD
X
PFD
PFD
PFD
PFD
DU1
DU2
DU3
DU4
DU5
X
PFD
X
PFD
X
X
PFD
PFD
PFD
PFD
X
MFD
PFD
EWD
PFD
PFD
X
X
EWD
X
EWD
EWD
X
X
EWD
EWD
EWD
X
X
EWD
MFD
X
EWD
PFD
PFD
X
PFD
EWD
X
X
PFD
X
PFD
X
X
PFD
X
PFD
PFD
PFD
Battery Power on :
During A/C power-up phase on ground, avionic can be only powered by batteries, in this case,
electrical distribution makes that only inner DUs are powered and then available.
As engines informations are the most important for this phase, EWD is displayed on DU2 and SD
Engine format page is displayed onDU 4
EMER ELEC :
In case of in-flight total loss of electric generators, Only DU2 and 4 are powered by batteries, PFD is
displayed on DU2 and EWD on DU 4. PFD is provided with left side informations
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MANUAL RECONFIGURATION
The CDS manual reconfiguration is controlled by PFD/EWD/MFD P/B on CAPT and F/O sides.
Manual reversion overrides a
DU automatic reconfiguration
but if a new automatic
reconfiguration occurs,
current manual reversion is
superseded by this new
configuration.
Press to execute manual
reconfiguration of DUs
If DU2/4 is available,
CAPT(F/O) PFD/EWD/MFD
P/B enables a circular
reversion of PFD/EWD/MFD
format on DU2/4.
If DU2/4 is out of order, DU1/5
takes into account the
reversion command.
MFD FORMAT SELECTION
MFD modes display is control through dedicated EFCP (left EFCP for left MFD, right for right)
Display ND on MFD
Display A/C
system pages
Display Perf page
on MFD
Display Video
(provision)
Display ENGINE
RUN UP pages
Display Airport Navigation

function page
Note : In all other mode than ND, ND is then displayed on PFD lower part
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2.4 Manage ND range and mode

ND MODE
Turn to display ND in ARC
ROSE or PLAN format
ND in ARC mode : A/C symbol

always pointing up, heading
scale turning around
ND in ROSE mode : A/C

symbol always pointing up,
heading scale turning around
ND in PLAN mode :
A/C symbol moving ,
heading scale pointing
North
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ND RANGE
Click on + to increase range on
ND / - to decrease.
Can be set from 5NM to 320 NM.
By default Range is set to 80 NM
Range
3 MANAGE COCKPIT LIGHTING

DISPLAY AND CONTROL PANEL DIMMING
The CDS constitutes the vital interface for the
pilots, via which all the information appears. It is
thus essential to preserve a permanent readability
of the presented information and thus to supply to
the pilots the means to adjust the luminance of
their screens.
Besides, an automatic adaptation of the
luminance, allow to take off and to cross a cloudy
coat and to keep the same data readability in
cruise phase while they will be in very sunny
environment.
The CDS is fully dimmable thought a dedicated
dimming function that manages DU front face
dimming and control panels dimming.
FGCP LAMP TEST
Manage cockpit dimming function shall allow crewmembers to test lamps of control panels. Not
implemented on SIB
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4 MANAGE DH / MDA
Decision Height is used for ILS approaches (Radio
altimeter values) while Minimum Descent Altitude
(baro
altitude
value)
is
used
for
non precisionapproaches, (LOC, VOR, ILS G/S out)
Turn the switch to select

DH or MDA.
Turn the upper rotary knob
to increase (right) or
decrease (left) DH, MDA.
To desactivate the use of

DH or MDA, decrease the
value to 0 and turn one
more click to the right
5 MANAGE VIRTUAL CONTROL PANEL

(VCP)
DH or MDA readout on
attitude sphere on PFD
The Multi-purpose Control Panel

allows cockpit crew to control the
VCP on MFD.
VCP is the lower part of the MFD, it

concentrates various controls and
functionalities for the crew.
CAUTION :
In this section it will only be explain
how to use VCP in general. For further
explanations on dedicated VCPs
consult the associated function part of
the document.
VCP PHILOSOPHY
There are two types of VCP : Tansverse VCP and
specific VCP
Transverse VCP
Specific VCP
Transverse VCP are NAV for Radio nav settings,

COM to tune radio, SURV for TCAS and XPDR
settings. They are accessible at all times on all
pages of MCP, even if that MCP page has an
associated VCP
These are the VCP associated to a specific page/function, like Airport Map VCP for example
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VCP MENU TREE MANAGEMENT

The example belows purpose is to explain how to use a generic VCP (VCP NAV in example).
Press NAV to display VCP NAV
on MFD.
Press again to change active tab
Use Arrow to select the box/

button you want to activate
inside the active tab.
ESC to cancel
current action
ENTER to select or activate.

Numbers to modify the
selected value
6 CAS MESSAGES
Crew Alerting Messages are displayed on EWD in warning and caution window (see above)
CAS MESSAGE
DESCRIPTION
ASSOCIATED AURAL
ALERT
DU TEMP HI
Only one DU TEMP HI and the other four DUs are in

normal operation mode and ON
SINGLE CHIME + Caution

light alert
MULTI DUs T HI
At least : 1 DU Overheat and 1 DU off or 2 DU overheat

light alert
PFD Critical Data DISCREPANCY

light alert
EWD Critical Data DISCREPANCY

light alert
SD Critical Data DISCREPANCY

light alert
DU
DISCREPENCY
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Primary
References
1
GENERALS.................................................................................................................................................. 28
AIR DATA FUNCTION .............................................................................................................................. 28

2.1
General ................................................................................................................................................. 28
2.2
Compute Air Data Parameters .......................................................................................................... 29
2.3
Provide Air Data To System ............................................................................................................... 29
2.4
System Operation ................................................................................................................................ 30
2.4.1
Air Data Function Control............................................................................................................. 30
2.4.2
Air Data Display ........................................................................................................................... 32
2.4.3
Air Data Function Alerts And Monitoring .................................................................................... 35
3
INERTIAL DATA FUNCTION .................................................................................................................. 36

3.1
General ................................................................................................................................................. 36
3.2
Compute And Provide Ahrs Data To Systems.................................................................................. 36
3.3
3.3.1
Initialisation And Alignment ......................................................................................................... 38
3.3.2
Data Display .................................................................................................................................. 38
3.3.3
Flags And Alerts ........................................................................................................................... 39
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1 GENERALS
The Primary REFerences function is the part of this AVS function which is in charge of providing the
primary flight parameters.
PREF aims to provide basic flight informations to pilots such as Airspeed and Attitude
indication
PREF function performs the following functions :
Inertial data function : it computes, displays and transmits the inertial data to the
avionics system (AVS) and to other Aircraft systems.
Air data function : it computes, displays and transmits the air data to the AVS and
to the other Aircraft systems
Stand-by data function : it computes and displays stand-by air data and attitude
data
2 AIR DATA FUNCTION

2.1 General
The Air Data function is supported by an air data system, including:
- 2 ADC
- 4 static pressure (Ps) probes
- 2 Pitot (Pt) probes,
- 2 TAT probes
The Air Data System measurements performed by the probes are supplied to the Air Data Computer
by :
4 Static Probes
2 Pitot Probes
2 Temperature Probes
The information from the Static probes, Pitot probes, and Temperature probes are processed by ADC
so as to obtain pressure Altitude, Vertical Speed (VS), Computed Airspeed (Vc,) True Airspeed (TAS),
Total Air Temperature (TAT) and Static Air Temperature (SAT) data
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2.2 Compute Air Data Parameters
The Total and Static Air Pressures

provided by the Pitot and Static
Probes are processed by the ADCs
which in turn supplies various aircraft
systems with Air Pressure Data.
The Air Data provides Calibrated Air

Speed (CAS), Altitude, Vertical Speed
and True Air Speed (TAS) and is
displayed to the cockpit crew on the
Control and Display System (CDS)
which constitutes display capabilities
and control means.
The Temperature Probe sends an
analog signal the ADC computes this
data and provides Total Air
Temperature and Static Air
Temperature.
2.3 Provide Air Data To System

ADC1 and ADC2 provide outputs directly to:
-
Display Units (DU) that makes

use of flight environment data
(airspeed, altitude, air
temperature).
Altitudes and Heading Reference

System (AHRS)
Air Traffic Control (ATC)
Multi Function Computer (MFC)
Multi Purpose Computer (MPC)
And indirectly to pressurization,

de-icing, Multi Function Computer
(MFC1 & 2) and Electronic
Engine Control (EEC) 1 & 2 via
Core Avionics Cabinet (CAC) 1 &
2.
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2.4 System Operation

2.4.1 Air Data Function Control
CONTROL OF AIR TEMPERATURE SOURCE THROUGH THE VCP
TAT is an essential input to an air data computer in order to enable computation of static air
temperature and hence true airspeed.
SAT is used in many calculations pertaining to flight planning, some of them
being takeoff performance, density altitude, cruise performance and go-around performance.
Click twice on PERF

on EFCP to display
ENG Outside Air
Temperature (OAT)
on VCP Perf page
Select Total Air

Temperature source :
Automatic selection, or
force pilot side (TAT1)
or F/O side (TAT2)
Enter ISA temperature
difference at Take off
with MCP
Choose the sign of the
difference between
ISA conditions by
clicking the right
ticking box.
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G U I D E
CONTROL THROUGH THE ADC REVERSION CONTROL PANEL
In case of problem on one ADC, you can choose to inhibit it :

The ADC source is defined by the ADC reversion control switches
If required pressing the ADC reversion

switch will enable the CAPT or F/O to
display data provided from their
opposite ADC.
The CAPTs switch (Item A) has
priority over the F/O reversion switch.
ADC 1 has been

forced to be the
ADC in use for both
sides
ADC 1 has been

forced to be the ADC in
use for both sides
CONTROL THROUGH ICP
The Index Control Panels (ICP), one L/H CAPT and one R/H F/O
is linked to the PFD format and controls baro setting.
Baro setting knob on ICP :
Turn to change barometric
pressure value of the
reference altitude
(QNH,QFE), displayed in
inHg and Hpa
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Push to change
pressure reference to
Standard (1013 Hpa)
Reference is now Standard (ie 1013 Hpa),

and target altitude is now displayed in
Flight Levels
2.4.2 Air Data Display
Air Data set is displayed through different CDS interfaces. It is organized in format to provide a
coherent set of information.
-
Primary Flight Display (PFD) provides Air Speeds, Altitude, Vertical Air Speed.
Multi-Function Display (MFD) True Air Speed along with Ground Speed.
Engine and Warning display Total Air Temperature and Static Air Temperature
ALTITUDE
In case of negative altitude, a

white NEG label is added in
place of the thousands digit for
negative values in the altitude
readout.
Displayed in ft
In case of displayed altitude

discrepancy CHECK ALT flag
is displayed.
Alt_gap (ft) = 60 (ft)+ (Hp1 +
Hp2)/460 with Hp1, Hp2 :
standard altitude in ft
computed by ADC1 and
ADC2
In the case of invalid
barometric altitude, a red
ALT FAIL label is
displayed on the altitude
vertical tape.
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You can also choose to display altitude in meters :
Press to select
altitude in
meters
VERTICAL SPEED : VS
VS readout
in hundreds
of ft/min
VS target bug and
readout (in hundreds
of ft/min)
VS pointer
In case of
invalid vertical
speed, a red
VS FAIL label
is displayed on
the speed
vertical tape
VS scale, in
thousands of
ft/min
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CALIBRATED AIRSPEED : CAS
Airspeed trend
indicator (next 10 s)
VMO warning indicator

VMO = min [250 kt ; 0.55 Mach]
Airspeed
indicator
In case of
displayed airspeed
discrepancy (10kt)
CHECK IAS flag
will be displayed.
In case of invalid
aircraft computed
speed, a red
Indicated Air Speed
Failed IAS FAIL
label is displayed
TRUE AIR SPEED : TAS
TAS is displayed on MFD/ND format & PFD format in normal conditions

Ground speed is
computed by FMS
application
True Air Speed
In case of failure dashes will be displayed in the corresponding numerical readout.

STATIC AIR TEMPERATURE TOTAL AIR TEMPERATURE
SAT and TAT is displayed on the EWD format in normal conditions
Total Air
Temperature
(measured)
In case of failure
dashes will be
displayed in the
corresponding
numerical
readout.
Static Air
Temperature
(computed)
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2.4.3 Air Data Function Alerts And Monitoring

SYSTEM CAS MESSAGES
The crew is alerted of a failure via the Crew Alerting System (CAS).
CAS Message
Label
Independent
failure case
Aural Signal
ADC
ADC fault
Single Chime
ADC 1+2
Both ADC fault
Single Chime
IAS DISAGREE
IAS disagree : 10 kt of
differcence between
ADC 1 and 2
Single Chime
ALT DISAGREE
Altitude disagree :
Alt_gap (ft) = 60 (ft)+
(Hp1 + Hp2)/460 with
Hp1, Hp2 : standard
altitude in ft computed
by ADC1 and
ADC2
Single Chime
PFD Visual
IAS,V/S,Alt Fail
SYSTEM MONITORING
ADC computer internal monitoring is performed automatically within the computation program through
self-tests :
-
An automatic Power-On Self Test (POST) : detected failures are stored in the Centralized
Maintenance System (CMS)
An automatic Continuous Built in Test (CBIT) and Initiated Built in Tests (IBIT) only if needed :
will be performed in operational mode, detected failures are stored in the Centralized
Maintenance System (CMS).
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3 INERTIAL DATA FUNCTION

3.1 General
The Inertial Data function is supported by the AHRS system, composed of :
Attitude & Heading

Reference Unit (AHRU)
which integrates the
inertial components, the
Heading, the Attitude and
the Vertical Speed
computation section.
Flux Valve which

detects the direction
of the earths
magnetic field line
with respect to the
aircraft centerline
(magnetic
heading).
Removabe Memory
Module (RMM) to
store compensation
parameters which
serve to correct the
magnetic field line
interference induced
by the aircraft.
The AHRS is a system which provides the crew and the autopilot with magnetic heading,
attitude, linear acceleration, angular rates and and Baroinertial Vzand Altitude required for flight
control and weather radar.
3.2 Compute And Provide Ahrs Data To Systems

The Inertial Data function computes and provide
- Heading with respect to magnetic north
- Pitch and Roll
- Linear accelerations along body axes (Jx, Jy, Jz)
- Angular rates along body axes ( roll, pitch , yaw)
- Baro-inertial altitude : ZBi
- Baro-inertial vertical speed : VzBi
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1) Input signals
Each AHRU receives the following signals:
ADC TAS and Baro Altitude are

respectively used by AHRU for Zbi
and VzBi (consolidation of
anemometrical data)
2) Output signals
Output data are transmitted to:
DCA : Roll angle, Pitch

angle and Heading are
transferred to Weather
Radar.
Compensated
Flux Valve
input
AFCA : Heading, Roll

, Pitch, the 3 angular
rates, the three
accelerations and the
VzBi for Auto Pilot
function.
MCDU
ALIGN / Maintenance : A
ground is delivered via MCDU,
from CMA to the computers to
command alignment
IAD : Roll, Pitch , VzBi, magnetic
heading, lateral acceleration for
display purpose
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3.3.1 Initialisation And Alignment
ALIGNMENT ON THE GROUND
On unit energization (energization of aircraft electrical network) the AHRU executes a 1 minute
alignment phase. During this time, the aircraft must remain strictly immobile. Any aircraft movement
may retrigger this alignment phase.
Self-test mode (hardware tests, functional initialization) is performed before alignment just after powerup.
The AHRS has to be in operational mode within a max time of 90 seconds after power-up (on ground
and in straight level flight), without any specific crew action.
IN-FLIGHT ALIGNMENT
In case of total loss of primary and secondary AHRU power supplies, the aircraft stability constraints to
be maintained are such that it is difficult to perform in flight realignment
ACCURACY OF DATA
Heading data: 1.5 degrees (included flux valve errors)

Pitch data: 0.5 degree
Roll data: 0.5 degree
3.3.2 Data Display

ATTITUDE
For high pitch angles, small,

medium, large red chevrons
are respectively displayed
Roll index
Pitch scale
Aircraft mockup
If roll or pitch angle is not valid,

ATT FAIL is displayed instead
of the attitude sphere
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LATERAL ACCELERATION
Slip/ skid indicator : is
situated under roll index
The slip/skid indicator moves left and right below the roll index according to lateral
acceleration.
The maximum displacement from the null position is one and half time the length of the
slip/skid indicator upper part, which corresponds to +/- 0.10g.
If the lateral acceleration is not valid, the slip/skid indicator is not displayed.
HEADING
Heading is displayed in the same way on PFD and ND format :

Static marker and aircraft
symbol
Rotating
heading dial
In case of invalid heading,

HDG FAIL is displayed
3.3.3 Flags And Alerts

MISMATCH FLAGS
CHECK ATT is displayed below the
lateral acceleration indicator when a
discrepancy (3) exists between pitch
or roll data of AHRS 1 and AHRS 2.
The flag flashes during 9 seconds and
becomes steady afterwards
CHECK HDG is displayed below the

lubber line when a discrepancy (8)
exists between heading data of AHRS 1
and AHRS 2.
The flag flashes during 9 seconds and
becomes steady afterwards
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ALERTS: CREW ALERTING SYSTEM MESSAGES
Alerts are displayed on the lower part of EWD.
CAS Message Label
Independent failure case
AHRS
AHRS 1+2
AHRS NOT ALIGN
ATT DISAGREE
HDG DISAGREE
AHRS 1 or 2 failure
Both AHRS failure
AHRS not aligned
Attitude disagree
Heading disagree
MANAGE ALERTS THROUGH THE ADC REVERSION CONTROL PANEL
In case of problem on one AHRS, you can choose to inhibit it (see ADC reversion) :
AHRS 1 has been
forced to be the
AHRS in use for
both sides
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4 STANDBY FLIGHT INFORMATION

4.1 General
The SNS is used by the flight crew in the event of loss of primary information from Air Data System,
Inertial System, Radio Communication System or Radio Navigation System.
The Standby Flight Information function is supported by :
1 Integrated Electronic Standby Instrument (IESI),
3 standby probes (2 PS and 1 Pt) installed on the nose forward fuselage,
which provide the IESI with air data information,
one standby compass installed under the glareshield

4.2.1 Power-Up Sequence
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4.2.2 Standby Attitude

Pitch angle is given by bicolor tape
moving below a fixed Aircraft
symbol.
A triangular pointer moving on a
graduated circular scale gives
aircraft roll angle.
Excessive pitch angle

Red chevrons pointed
to horizon
4.2.3 Standby Air Data

AIRSPEED
Airspeed moving
scale : graduation
every 10 kts
Airspeed pointer:
3 digits drum
No numerical display if less than 30 kts
ALTITUDE
Altitude scale graduated

every 100Ft
Numerical indication
every 500Ft
Black "N" letter on green
background indicates
negative altitude
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BARROMETRIC CORRECTION
Push to reset to standard

value (1013.25 hPa and
29.92 In.Hg) the barometric
correction
Barometric
correction values
(inHg or Hp)
Barometric correction value

is modified by turning
clockwise (increasing) or
turning counterclockwise
(decreasing) the BARO
knob.
To change
Baro units on
IESI, follow this
sequence
4.2.4 Secondary Functions

1) Lateral Acceleration
Slip skid indicator
2) VMO information
Airspeed values
greater than VMO
3) MACH number
Mach number
When MACH number / Airspeed greater
than MMO / VMO, MACH / IAS indication
turns red
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4.2.5 Failures Mode

IESI is not connected to the Flight warning System. It is a standalone equipment.
When the IESI monitoring function detects an internal failure which prevents information to be
displayed on the IESI operational page, a flag is displayed allowing the flight crew to know which
function is lost.
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Radio
Management
1
GENERALS.................................................................................................................................................. 46
RADIO MANAGEMENT ............................................................................................................................ 46

2.1
System Description .............................................................................................................................. 46
2.2
Control and Display ............................................................................................................................ 47
2.2.1
VCP / MCP : ................................................................................................................................. 47
2.2.2
Multi purpose control display unit (mcdu) : .................................................................................. 48
2.2.3
Integrated electronic standby instrument (IESI) :.......................................................................... 48
2.3
Normal Operation ............................................................................................................................... 50
2.3.1
Radio-communication tuning ........................................................................................................ 50
2.3.2
Radio-navigation tuning sub-function : ...................................................................................... 51
2.3.3
ATC/TCAS mode selection and control sub-function : .............................................................. 52
2.4
Degraded Operation (Backup Means) ............................................................................................... 52
2.4.1
MCDU Backup.............................................................................................................................. 52
3
RADIO COMUNICATION.......................................................................................................................... 56
3.1
Voice Communication ......................................................................................................................... 56
3.2
Datalink ................................................................................................................................................ 56
CAS MESSAGES ......................................................................................................................................... 56
Ref :
Thales users guide for the iesi PN : C16786VA02
DLM-900/CMU-900 Data Link Management and Communications Management Units Pilot's Guide (CPN 5230780471-101117)
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1 GENERALS
The Radio Management function provides pilots with a means to manage and tune radios (Radio
Communications and Radio Navigation) and external protection equipment (XPDR : Transponder,
TCAS : Traffic Collision Avoidance System) during flight.
Management of Radio COM, Radio NAV and External Protection functions from the cockpit are
performed by two Radio Management Applications (RMAs).The RMAs check validity of input data and
provide feedbacks.
The tuning of RMA information is provided :
Firstly via Multifunction Control Panels (MCP) associated with the Virtual Control Panel (VCP)
displayed on the Multi-Function Display (MFD).
Secondly via the Multipurpose Control Display Units (MCDU).
2 RADIO MANAGEMENT
2.1 System Description
The RMS (Radio Management System) is composed of two redundant RMAs and each RMA
manages its own side. However critical data are synchronized between the both RMAs upon new
command.
The RMAs (Radio Management Applications 1/2) are software applications hosted in Multi Function
Display MFD1 (DU2) and MFD2 (DU4) that manage radio parameters (frequencies, modes)
through VCP and MCDU.
The flight crew interact with the RMA software via the VCP and the MCDU.
The RMA is redundant and each RMA is affected as follows :

-
RMA1 (respectively RMA2) manages pilot interface with VCP1(resp VCP2) and MCDU 1 and
2 for radio tuning and for ATC/TCAS control. For ATC/TCAS control, RMA1 provides deported
commands to RMA 2 in
nominal conditions
SYSTEM LOCATION
The
two
Radio
Management
Applications (RMA1 and RMA2) are
software hosted inside Multi Function
Display MFD1 (DU2) and MFD2
(DU4)
The tuning means are listed below :
MCP (Multi function Control
Panel)
VCP (Virtual Control Panel)
MCDU (Multi purpose Control
Display Unit)
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2.2 Control and Display

The control of radio parameters sent to RMA and the display of radio feedback checked by RMA are
done via VCP and MCDU :
2.2.1 VCP / MCP :

VCP is a part of MFD (DUs 2 and 4). It is displayed on the bottom right of MFD (see CDS part).
The Multi Function Control Panel (MCP) provides the control of VCP. It permits to access to the Virtual
Control Panel on the same side.
The VCP page is displayed by :
-
Pressing COM button on MCP for radio-communication tuning,
Pressing NAV button on MCP for Radio-navigation tuning,
Pressing SURV button on MCP for TCAS/XPDR controls.
VHF is default page

when VCP COM is
in action
XPDR is default when

VCP SURV is active
VOR ILS is default page when VCP

NAV is active
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2.2.2 Multi purpose control display unit (mcdu) :

MCDU is a device used to tune several equipment.
To tune radio or TCAS/XPDR parameters, an RMS has to be
selected on the first menu page. Then Communication page is
displayed with the possibility to select the radiocommunication, Radio-navigation or TCAS/XPDR parameters
to be tuned.
MCDU use for radio com/nav management and use will be

explained in the degraded operation, as it is the same in
normal operation.
2.2.3 Integrated electronic standby instrument (IESI) :

The IESI belongs to Standby Navigation System (SNS, see IESI user guide and Primary references
part).
The SNS is used by the flight crew in the event of loss of primary information from Air Data System,
Inertial System, Radio Communication System or Radio Navigation System.
The IESI equipment provides:
-
Air Data Information: indicated air speed and altitude. IESI also provides baro-setting.
Inertial Information: Attitude parameters (Roll, Pitch and Lateral acceleration).
IESI is also interfaced with others systems in case of emergency mode for:
-
Tuning and display of Radio Communication information from VHF1.

Tuning and display of Radio Navigation information from VOR/ ILS1.
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2.3 Normal Operation

The Radio Management System manages radio tuning for the following sub-functions :
2.3.1 Radio-communication tuning
VHF is default page for

COM
Basic VHF-COM radios are tuned to provide

pilots with a means to communicate in voice
with the ground or another aircraft.
Use arrows key to select the
field you want inside the right
side of the VCP
Use keyboard to
enter a frequency
Press enter to
validate your
frequency / choice
Switch between
STBY and Active
frequency by pressing
enter
Optional HF-COM radios (Single HF, DUAL) are tuned to provide pilots with a means
to communicate in voice with the ground or another aircraft, when VHF coverage is
poor or unavailable.
Modulation mode, and

emission power, to be
selected via MCDU,
VCP only displays
current status in green
Press COM twice

to access HF 1
Press enter on + or to
increase or decrease
squelch : 3 level available
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2.3.2 Radio-navigation tuning sub-function :

-
VOR (VHF omnidirectional range) for bearing to the selected VOR ground station.
ILS (instrument landing system) for the vertical (glide slope) and the horizontal (localizer)
deviations to the ILS centerline.
DME (distance measurement equipment) : dme provides pilots with distance information with
the selected beacon. DME is usually associated with a VOR station.
Click DME HOLD to

hold a DME station
while another VOR is
active
Click the AUTO tick box

to active auto-tune of
VOR/ILS station (FMS)
ADF (automatic direction finder) for the relative bearing to the adf selected ground station.
VCP just displays current

status because ADF Tone
is note a critical
parameters and is
controlled by MCDU
Hear the morse code of

the station, selection via
MCDU pages, see
below.
ND/ OVLY to display traffic/ weather/ navaid/ airport info on nd

Click the tick box
you want to display
on
ND,
display
navaid (vor,) and
airport.
TRAFFIC : Traffic advisory display
option (see External protection
part)
WX/ TERR : Weather terrain
display option (see External
protection part)
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2.3.3 ATC/TCAS mode selection and control sub-function :

-
XPDR modes to provide aircraft parameters to the ground, and support the tcas function.
Flight ID
display, Flight
ID has to be
entered
through MCDU
Select the
desired
transponder
Enter XPDR
code with
keyboard
Click IDENT to make your

plane flash on ATC radar
screen
o
Click to engage mode A
only
(no
altitude
information)
TCAS to manage tcas mode
TCAS choose
what to display
Display only
Traffic Advisory
TCAS standby
2.4 Degraded Operation (Backup Means)

2.4.1 MCDU Backup
NORMAL OPERATION THROUGH MCD IS THE SAME
On loss of one RMA (degraded scenario in flight), two AFDX links between VCPs and RMAs
allow pilots to tune radios on their own VCPs with the RMA still available.
Moreover, the pilot can tune through his own side MCDU the RMA still available (both RMAs
are connected to each MCDU).
Any parameter or control that is no more available or failed will be displayed in amber; the
label will depend on the source of the error.
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The figure below explains the communications pages organization and utilization.
The default page is

COMMUNICATION, MCDU
displays it after A/C power
up and the last valid page in
another case
RMS 1 is piloted
by RMA 1, RMS2
by RMA2
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IESI backup
Integrated Electronic Standby Instrument (IESI) provides pilots with a backup means to tune radios
(only VHF COM1, VHF NAV1 (VOR1/ILS1/), DME1 and DME2 through VOR/ILS1 frequency in
addition to VCPs and MCDUs.
Allows
validating new
frequency
HOW TO TUNE A FREQUENCY

The SEL button shall be used to select the following
adjustable value:
- VHF frequency
- ILS or VOR frequency
- Course
- Reference barometric pressure
Adjust
value of
selected
data
To select the
adjustable value
RADIO COMMUNICATION DISPLAY :
THE RADIO COMMUNICATION

INDICATIONS FROM VHF1
ARE AUTOMATICALLY
DISPLAYED ON IESI AT
POWER ON.
The VHF1 transceiver is tuned in

the 118.00 to 136.975 MHz
range with 8.33 KHz spacing.
RADIO NAVIGATION DISPLAY
RADIO NAVIGATION INDICATIONS FROM ILS/VOR1 ARE NOT DISPLAYED ON IESI AT POWER
ON.
IN THE RANGE [108.00; 111.95] WITH A SPACING OF 50 KHZ:
When the NAV frequency type is odd (e.g.: 109.55), the ILS mode is displayed,
When the NAV frequency type is even (e.g.: 108.20), the VOR mode is displayed.
IN THE RANGE [111.95; 117.95] WITH A SPACING OF 50 KHZ:

-
NAV frequency type is always VOR.

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ILS indications :
VOR indications :
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Note:
IESI enables to tune the associated DME frequency via VOR/ILS tuning.
DME response (distance to the DME station) is not displayed on IESI but is displayed on each screen
of PFD (lower part, left and right corners) and ND.
Furthermore, an audio signal (Morse) is sent to the Remote Control Audio Unit to provide in the
cockpit an audio identification of the ground station.
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3 RADIO COMUNICATION
3.1 Voice Communication
Use your voice and speak into the microphone ( dont sing please)
3.2 Datalink
ACARS (Aircraft Communication Addressing and
Reporting System) is a system that provides for the
transmission of digital data to and from aircraft via VDL, and
SATCOM subnetworks. These messages, facilitate two-way
communication for applications such as digital ATIS,
clearances, weather/turbulence reports, delay reports, and
free text messaging with airline Dispatch and Maintenance.
AVS applications include automated OOOI (Out-Off-On-In)
reports, engine data reports, position reports, gate
assignment uplinks, and connecting gate uplinks, just to
name a few.
This equipement is provided by Rockwell Collins and is
interfaced through MCDU.
AOC Menu.
Datalink provides the following ATS (Air Traffic Services)
-
For more information on

datalink see the :
User guide provided by R&C for
DLM-900/CMU-900
Data Link Management and
Communications Management
Units
Automatic Terminal Information Services (ATIS),

Pre-Departure Clearance (PDC)
Oceanic Clearance (CC)
Flight Status Message (FSM) uplinks
Terminal Weather Information for pilots (TWIP)
Datalink provides the following AOC (Airline Operating control)

-
Free Text,
Engine Report
Maintenance Report
OOOI, etc
4 CAS MESSAGES
Displayed on EWD in warning area
CONDITION
If RMA1 or RMA2 is not healthy
If RMA1 and RMA2 are not healthy
ALERT MESSAGE
DISPLAYED
RMS 1 (or 2)
RMS 1+2
ASSOCIATED
AURAL ALERT
SINGLE CHIME
SINGLE CHIME
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S E R I E S
A V S
P I L O T S
G U I D E
Radio
Navigation
1
GENERALS.................................................................................................................................................. 58
MARKER SYSTEM ..................................................................................................................................... 59

2.1
General Description ............................................................................................................................ 59
2.2
Marker System Opration .................................................................................................................. 59
2.2.1
Marker control on mcdu ................................................................................................................ 59
2.2.2
Marker Display And Indicating ..................................................................................................... 60
3
VOR SYSTEM .............................................................................................................................................. 61

3.1
3.2
Vor System Operation ........................................................................................................................ 61
3.2.1
General operation .......................................................................................................................... 61
3.2.2
Vor control .................................................................................................................................... 61
3.2.3
Vor display on HSI and ND .......................................................................................................... 63
3.2.4
Vor Alerts ...................................................................................................................................... 64
4
ILS SYSTEM ................................................................................................................................................ 65

4.1
4.2
ILS System Operation......................................................................................................................... 65
4.2.1
ILS control .................................................................................................................................... 65
4.2.2
ILS display .................................................................................................................................... 66
4.2.3
ILS Alerts ...................................................................................................................................... 66
5
ADF SYSTEM .............................................................................................................................................. 66

5.1
5.2
ADF System Operation ....................................................................................................................... 67
5.2.1
ADF control .................................................................................................................................. 67
5.2.2
ADF Display On HSI And ND...................................................................................................... 68
5.2.3
ADF alerts ..................................................................................................................................... 69
6
DME SYSTEM ............................................................................................................................................. 70

6.1
6.2
DME system operation........................................................................................................................ 70
6.2.1
DME Control................................................................................................................................. 70
6.2.2
DME display on HSI and PFD ...................................................................................................... 71
6.2.3
DME alerts .................................................................................................................................... 72
6.2.4
DME CAS messages ..................................................................................................................... 72
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S E R I E S
A V S
P I L O T S
G U I D E
1 GENERALS
In operational mode, the Radio Navigation function (VOR, ILS, ADF, DME, Marker) provides the crew
and the avionics with position information relative to ground station to follow standard arrival or
standard departure and to navigate on route.
This system includes :
-
The VHF Omnidirectional Range

(VOR1 and VOR2) for bearing to the
selected VOR ground station. VOR
helps to the navigation in flight, or in
approach.
The Instrument Landing System

(ILS1 and ILS2) for the vertical (Glide
Slope) and the horizontal (LOC)
deviations to the ILS centerline.
The Marker system to confirm the

position on the centerline of the
runway.
The Automatic Direction Finder (ADF1 and ADF2) for the relative bearing to the ADF
selected ground station.
The Distance Measuring Equipment for the slant distance to the ground station usually
paired to the selected VOR. DME provides pilots with distance information with the selected
beacon.
RADIO MANAGEMENT APPLICATIONS (RMA)
In normal condition, RMA is managing MCDU interface as follows:

RMA1 MCDU1 or MCDU2 depending on Pilot/Co-Pilot selection
RMA2 MCDU1 or MCDU2 depending on Pilot/Co-Pilot selection
Pilots have to select the RMA they want to use on the first menu page.
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A V S
P I L O T S
G U I D E
2 MARKER SYSTEM
2.1 General Description
The MARKER beacon system is a radio navigation aid used together with the ILS during the
approach. It provides distance marking with respect to the runway threshold.
During approach three distinct beacons give A/C position:
-
Outer
marker
is
positioned at 7Km of
runway begin activate
Outer symbol and an
audio signal at 400Hz;
Middle
marker
is
positioned at 2Km of
Middle symbol and an
audio signal at 1300Hz;
Inner
Marker
is
positioned at 100m of
Inner symbol and an
audio signal at 3000Hz.
2.2 Marker System Opration

2.2.1 Marker control on mcdu
A switch, available through the NAV1 for marker 1 and NAV2 for marker 2 pages on both MCDU1
and MCDU2, enables receiver sensitivity to be selected.
HI (Default position) : receiver sensitivity is

increased so that beacons can be detected
at high altitude.
LO: normal position in approach
59
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A V S
P I L O T S
G U I D E
2.2.2 Marker Display And Indicating

MARKER DISPLAY ON THE PFD
The MARKER symbols (MARKER Beacon Annunciator) are displayed at the bottom right corner of the
PFD as follow :
MARKER beacon
Annunciator
MARKER ALERTS ON MCDU
Fail status : Equipment return is different than command
60
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A V S
P I L O T S
G U I D E
3 VOR SYSTEM
The VHF Omnidirectional Range system is
a Radio Navigation aid, which provides
aircraft position regarding to a VOR
ground station. It also provides lateral
deviation between the course selected by
the crew and the actual course the aircraft
is flying.
The VOR function operates over
the range 108 and 117.95 MHz
3.2 Vor System Operation

3.2.1 General operation
To recognize the ground stations, the
VOR receiver must be tuned on ground
stations specific frequencies. Tuning and selection course can be made by 2 different means :
automatic tuning (auto-tuning) and manual tuning.
AUTOTUNING (DEFAULT TUNING CONTROLLED BY FMS)
The pilot select, through the Virtual Control Panel or MCDU interface, Autotuning mode for VOR
function. See FMS part for more informations.
MANUALLY TUNING
It is manually possible to tune VOR frequency on the V/ILS widgets of the Virtual Control Panel (VCP)
by using of the Multi Control Panel (MCP) or on the NAV page on the MCDU.
3.2.2 Vor control

VOR CONTROL ON VIRTUAL CONTROL PANEL (VCP)
VCP allow to tune VOR frequencies and to set Tune Mode
ACTIVE : this field is used to

tune and display the active
VOR / ILS frequency
STBY : this field includes

the standby frequency
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A V S
P I L O T S
G U I D E
VOR CONTROL ON MULTI-PURPOSE CONTROL AND DISPLAY UNIT (MCDU)

tune and display the active
VOR/ILS frequency
STBY : this field displays the

standby frequency
VOR CONTROL ON FGCP AND ON EFIS CONTROL PANELS

ON FGCP Radio Navigation
Data source is selectable
through rotary switch.
Information is displayed
accordingly to the selection.
EFCPs (EFCP-L or EFCP-R) allow to

select bearing source of data and it
displaying (BRG1 for VOR 1 and/or
BRG2 for VOR 2 data selection)
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A V S
P I L O T S
G U I D E
3.2.3 Vor display on HSI and ND

Selected course/desired track
pointer
Navigation source annunciation
Course/desired track
deviation bar
Radio-navigation
frequency/FMS ident
Selected
course/desired track
numeric value
Hold mode
TO/FROM pointer
DME/FMS distance
ND Display in Rose mode
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A V S
P I L O T S
G U I D E
3.2.4 Vor Alerts

ON VCP
ON MCDU
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T H A L E S
A V S
4 ILS SYSTEM
The Instrument Landing System (ILS) enables measurement of :
Angular deviation between aircraft flight path and glide slope (GS) (3inclination)
Angular deviation between aircraft flight path and runway alignment plane (localizer)
The glide slope transmitter operates on a frequency of 329.150 to 335.000 MHz.

The localizer transmitter operates at frequencies of 108.1 to 111.95 MHz.
The ILS receiver function (LOC part) shall use a channel spacing of 50 kHz minimum
Difference with VOR system is done only by the frequency, which is odd for ILS and even for
VOR.
4.2 ILS System Operation

4.2.1 ILS control
ILS control is the same as VOR operating protocole, see this part au-dessus for more informations
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T H A L E S
A V S
4.2.2 ILS display

Normal
operations
Invalid
deviation : loss
of deviation
indication
Excessive deviation
ILS informations are

the same as VOR
informations
4.2.3 ILS Alerts

ILS alerts are the same as VOR alert, take a look at this part au-dessus .
5 ADF SYSTEM
The ADF is a radio navigation aid which provides the
relative bearing between the aircraft centerline and the
direction of a selected ground station.
Aircrafts can be equipped either with one ADF or two.
ADF Bearing pointer symbols and reminders are
displayed on both PFD compass (HSI) and Navigation
Display. Green is the color associated to the ADF
indications (white is for the VOR indications).
The ADF function operates over the range 190 to
1750.5 kHz and 2181.0 to 2183.0 kHz (ADF
emergency range) with a channel spacing of 0,5
kHz.
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S E R I E S
T H A L E S
A V S
5.2 ADF System Operation

5.2.1 ADF control
ADF CONTROL ON VIRTUAL CONTROL PANEL (VCP)
ACTIVE : this field is used to tune

and display the active ADF
frequency
STBY : this field is includes the

standby frequency
ADF CONTROL ON MULTI-PURPOSE CONTROL AND DISPLAY UNIT (MCDU)

tune and display the ADF
frequency

Tune Mode : this field allows

setting, modifications and
display of the ADF/ANT
mode selection
ADF CONTROL ON EFIS CONTROL PANELS (EFCP-L, EFCP-R)

ADF is controlled by EFIS CP the same way VOR is, so take a look at this part au-dessus.
67
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S E R I E S
T H A L E S
A V S
5.2.2 ADF Display On HSI And ND

In case of loss of RF input signal due to
mask or excessive distance from the NDB,
the pointer is not displayed.
If any installed HF system is transmitting,
the pointer position is frozen to its last
position then removed to prevent from
erroneous bearing display due to HF
interferences.
ND display in ARC mode
Second bearing
pointer indication :
VOR pointer
First bearing pointer

indication : ADF
pointer
First bearing pointer

indication : ADF
pointer
Second bearing
pointer indication :
VOR pointer
68
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T H A L E S
A V S
5.2.3 ADF alerts

ADF ALERTS ON VCP
ON MCDU
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6 DME SYSTEM
The Distance Measuring Equipment (DME) provides
a slant range distance from an aircraft to a
selected ground station.
The aircraft is basically equipped with DME1 and an
optional DME2
The DME signals are processed and conditioned to
provide the crew with:
A digital readout of the slant distance of the
aircraft from a selected ground station.
- Associated ground station frequency
DME frequencies are tuned with VOR/ILS receiver, as DME frequencies are paired with the VOR
/ ILS ones.
-
6.2 DME system operation

6.2.1 DME Control
CONTROL THROUGH VCP
DME HOLD : This field

enables to HOLDDME current
frequency while using another
VOR frequency (used in
approach procedures)
CONTROL THROUGH MCDU

DME HOLD : This field

enables to HOLDDME
current frequency while
using another VOR
frequency (used in
approach procedures)
70
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T H A L E S
A V S
6.2.2 DME display on HSI and PFD
DME Distance
DME Distance information : the distance value is displayed in gree in Nautical Miles (NM) : It
corresponds on DU1 HSI to Captain frequency and on DU 5 HSI to F/O frequency, when
associated VOR is selected as Bearing display.
HOLD infos : When HOLD mode selected, a Cyan H is displayed
To note that with ADF displayed, no DME info is shown
DME Distance information : the distance value is displayed in gree in Nautical Miles (NM) : It
corresponds on DU2 ND to Captain frequency and on DU 4 ND to F/O frequency, when associated
VOR is selected as Bearing display.
HOLD infos : When HOLD mode selected, a Cyan H is displayed
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A V S
6.2.3 DME alerts

ON VCP
DME tuned frequency is not the

same that has been entered
ON MCDU
6.2.4 DME CAS

messages
CONDITION
CAS MESSAGE
DME 1 loss or DME 2 loss in case

DME 2 is embedded
SINGLE DME
DME 1 loss in case DME 2 not

embeded
DME LOSS
DME 1 + DME 2 loss
DME LOSS
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T H A L E S
A V S
Aircraft System
Parameters
1
GENERALS.................................................................................................................................................. 74
DISPLAY AIRCRAFT SYSTEMS PAGES ................................................................................................. 74

2.1
Electrical AC/DC system page ........................................................................................................... 75
2.2
CABIN system page ............................................................................................................................ 76
2.3
Hydraulic / ACW format system page .............................................................................................. 78
2.4
Engine secondary system page ........................................................................................................... 79
DISPLAY ENGINE PRIMARY INFORMATIONS ................................................................................... 81
DISPLAY BASIC AIRCRAFT STATUS ..................................................................................................... 82
4.1
Flight Control and emergency break indications ............................................................................. 82
4.2
Permanent data and fuel system informations ................................................................................. 83
4.3
Temporary selections Memo panel ................................................................................................. 84
AIRCRAFT MAINTENANCE PAGES....................................................................................................... 85

5.1
Engine Run up pages .......................................................................................................................... 85
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1 GENERALS
MFC
S E R I E S
T H A L E S
A V S
A/C sensors signals (discrete

and analogic)
AVS
CACs
Display
Units
MPC
FCU (Fuel
Control Unit)
EEC (Engine)
The AVS A/C system parameters function mainly provides to the crew monitoring capacity of
following aircraft systems:
- Engines
- Flight controls
- Fuel systems
- Hydraulic systems
- Alternate network (ACW)
- AC/DC electrical systems
- Cabin systems
For maintenance purpose A/C system parameters function provides also capacity to monitor engine
run-up operation.
A memo panel that provides crew with reminders and status of device activation is also accessible.
2 DISPLAY AIRCRAFT SYSTEMS PAGES

Display A/C systems page function is in charge of acquisition of A/C systems parameters in
order to provide to the flight crew synthetic view of main systems status through MFD format which
is composed of four pages:
-
One for engines secondary informations (primary data are displayed on EWD format) and fuel
systems information
One for A/C cabin systems informations
One for ACW electrical system informations and hydraulic systems informations
One for AC and DC electrical systems informations
Press several times to

display the desired A/C
system page on MFD
COLOR CODE :
GREEN
AMBER
RED
CYAN
WHITE
YELLOW
STATUS
Normal operation
System in fault CAUTION
System in fault WARNING
Set by the crew
Titles or system Off
Transitory state
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A V S
2.1 Electrical AC/DC system page

GENERAL LAYOUT
ELECTRIC system page providse the crew with the

following information :
AC/DC Systems with batteries

connected and generators Off.
Inverter 1 is on (inverters transform the
direct current into alternating current.)
AC/DC SYSTEM STATUS
A/C standby
bus
A/C Bus 1 or
2
DC Emergency
Bus
DC Standby Bus
DC Essential
Bus
Override message
UNDV message
Connection
Status :
Green : OK,
Black : no
connection
Transformer Rectifier
Unit
DC Utility
Bus 1
DC Service
Bus
DC Utility
Bus 2
DC
BUS 2
DC
BUS 1
DC Bus Tie
Contactor
DC Generator 1
External power
Usually Blue
BATTERIES STATUS
DC Generator 2
Emergency
battery
charger
Emergency
Battery
Main battery
abnormal
discharge
Main
battery
Main battery
charger
Override
DC Hot
Emergency
bus voltage
DC Hot Main
bus voltage
75
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T H A L E S
A V S
2.2 CABIN system page

-
GENERAL LAYOUT
Airflow Status, Doors

status and miscellaneous
indicators
Pressure and altitude

Panel
Abnormal status :
valve status invalid
AIRFLOW STATUS
Airflow starts with engine

ignition.
Normal status : valve open, engine on
Normal status : valve closed, engine off
Abnormal status : valve closed but should

be open
Abnormal
status : valve
open, should be
closed and
engine on
Abnormal status : valve

open, should be closed
and engine off
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T H A L E S
A V S
DOORS STATUS
Door Locked
Door Unlocked
Door status
invalid
PRESSURE AND ALTITUDE PANEL

Manual or Auto
While Alt<14000ft cab Alt target =

landing elevation, else cab Alt taget is
computed according a specific law
(see SDN CABIN)
Alt < 6800 ft

6800 ft<Alt<10000 ft
10000 ft < Alt
MISCELLANEOUS INDICATORS
Invalid Cabin altitude
77
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T H A L E S
A V S
2.3 Hydraulic / ACW format system page

-
GENERAL LAYOUT
The HYD-ACW format presents the main basic

information concerning the hydraulic systems.
It is composed of two parts:
-
The lower part describes the current

state of the power supply of the
hydraulic system
The upper part gives information on the

different elements of the hydraulic
system or on elements connected to it.
HYD-ACW in nominal
configuration (with External
Power ON)
ELECTRIC PART (lower)
This part is located at the

bottom of the Hydraulic page and
represents the power supply of the
hydraulic system.
The following configuration
is not an operational one but will be
useful to define the different
symbols of this part and the
connections (Wx) between them.
78
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HYDRAULIC
PART (upper)
DUCTS
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Different ducts represent the

hydraulic circuit.
The following example
corresponds to an operational
configuration
2.4 Engine secondary system page

-
GENERAL LAYOUT
The ENGINE format presents the main basic information

concerning the engine systems.
It is composed of four parts:
-
The oil informations at the top, on each side of engine

informations,
The engine information system, between oil informations,
The fuel flow informations , below the engine informations,
And the fuel tank system, below fuel flow informations,
79
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OIL INFORMATIONS
ENGINE
INFORMATIONS
A T R 6 0 0
S E R I E S
T H A L E S
A V S
ITT only displayed on

secondary engine page
while engine start
FUEL FLOW
INFORMATIONS
Clogged duct
indicator
TANK INFORMATIONS
Units are in kg or lbs, according to

FCU configuration.
When discrepancy on units
received from sensor occur, LAB
alert is displayed
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T H A L E S
A V S
3 DISPLAY ENGINE PRIMARY INFORMATIONS
Primary
engine and
Permanent
Data window
Flight control
window
Primary engine information

for both engines:
Warning and
Caution
window
Torque
objective
Engine primary informations

are displayed on the upper
left part of the EWD
Procedure
window
Uptrim flag
TQ
Indicator
Left and Right Torque

Left and Right NP
Left and Right Inter
Turbine Temperature
Related messages (FIRE,
LO PITCH, AUTO FTR, UP
TRIM, ....).
Power Management selection

T/O torque
objective
Fire
Alert
Torque
readout
Fire
detection
Loop
warning
NP
Indication
Nacelle
overheat
message
Low Pitch
message
Autofeather
message
Low Pitch
Message
Single
Channel
Message
Propeller
Brake
Message
ITT Indication
Ignition message
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T H A L E S
A V S
4 DISPLAY BASIC AIRCRAFT STATUS

4.1 Flight Control and emergency break indications
Flight controls and emergency
indication are displayed on the
upper left side of the EWD, next
to primary engine information.
Pitch Trim Scale
Pitch Trim Numeric

Indication
It provides flight crew with

information on flight controls and
associated alerts.
-
EMERGENCY BREAK
AND ALERT
MESSAGES
Pitch Trim Objective,

computed by FMS
Pitch Trim Pointer
Roll Trim Pointer
Roll Retrim Indication
Yaw Trim Pointer
Test/Alert and
emergency break
messages
Flap Position
Flap Position Command
Flap Reference
Take off configuration test results

respectively : OK, invalid, flight control
configuration problem, Power
management not on TO position, flight
control / engine invalid
Antiskid test : F stands for

fault, N for valid, X for
abnormal, and crossed for
invalid
Alert messages respectively :

Low pressure on emergency
break, parking break on, use
emergency break, Nose weeling
stearing problem
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T H A L E S
A V S
4.2 Permanent data and fuel system informations
These information are

displayed on EWD, on
DU3 in normal operation.
Primary
engine and
Permanent
Data window
Flight control
window
Fuel and permanent data area
Warning and
Caution
window
Procedure
window
Fuel consumed
on left and right
tank, in kg or
lbs (see FMS
part)
Total Air Temp

and Static air
Temp reference
information ( see
Primary
References part
for source
selection)
Remaining Fuel
On Board quantity
in lbs or kg
Indicates the
aircraft Gross
Weight in lbs or kg
Flight Time
Time indication
(clock)
FUEL MESSAGES
Valid
Integrity problem
No Unit
Invalid
Unit Discrepency
83
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S E R I E S
T H A L E S
A V S
4.3 Temporary selections Memo panel

Memo panel is located on lower part of MFD on the
left side of the VCP
MFD
UPPER
FORMAT
Temporary
Virtual Control Panel

Selections
On memo panel you find informations on

- Fuel crossfeed control/failure device status
- Anti-icing control/failure devices status
- De-icing control/failure devices status
- Cabin seat belt/No smoking message status
Fuel Xfeed indicates Engine 1 is feeding

Engine 2 or Engine2 is feeding Ending 1.
Flashing blue if active, crossed amber if
system invalid, else, nothing displayed
Provide informations about propellers, horns or side

windows anti icing system.
Blue if active, amber if fault, crossed amber if invalid.
Provide informations about engine or airframe de

icing system.
Blue if active, amber if fault, crossed amber if invalid.
Provide information on no smoking and seatbelt

signs light inside cabin.
Blue if lit, crossed amber if shut down
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S E R I E S
T H A L E S
A V S
5 AIRCRAFT MAINTENANCE PAGES

5.1 Engine Run up pages
Display A/C maintenance page function provides on 6 dedicated ENGINE RUN UP pages following
informations:
Pilots have to monitor on ground that current engine parameters are near compliant with objectives
Bleed status
Condition Lever
(CL) position
status
Power Lever
(PL) position
status
Boost
caution
Status
EEC status
Boost Rating
Torque Objective
Normal rating
Margin for
PW 127M :
boost
Margin for
PW 127 F
Fuel Flow
Left and
right engine
parameters
and margins. This allows to report the health of the engine.
This page has an

associated VCP
Allow to scroll
pages
Aloows to print an
engine report
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T H A L E S
A V S
Flight Warning
1
GENERALS.................................................................................................................................................. 88
SYSTEM LOCATION .................................................................................................................................. 89
2.1
Pusshbuttons ........................................................................................................................................ 89
2.2
Display .................................................................................................................................................. 89
2.3
Control ................................................................................................................................................. 90
SYSTEM OPERATION ............................................................................................................................... 90

3.1
General ................................................................................................................................................. 90
3.2
Manage Events And Display Alert Message ..................................................................................... 90
3.3
Allow Management Of Procedures .................................................................................................... 92
3.3.1
Procedure Control ......................................................................................................................... 92
3.3.2
Display Status................................................................................................................................ 94
3.4
Utilization In Case Of Ccas Failure ................................................................................................... 94
Ref : flight warning system overview / Chris Deseure
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T H A L E S
A V S
1 GENERALS
The Centralized Crew Alerting System (CCAS) gives to the crew an operational aid for management of
normal and abnormal configurations of the aircraft systems.
The CCAS performs the following functions:

-
In case of detected alert, it draws crew's attention through visual and aural attention
getters (Master Warning, Master Caution and loudspeakers)
In case of detected alert, it guides the crew to the system or subsystem concerned by
activating an alert message
It helps the crew to check if the A/C is in T.O. configuration
It inhibits some alerts at T.O.
It allows the crew to carry out normal, abnormal or emergency procedures (checklists)
It allows the crew to know limitations and/or remaining actions
It helps the crew identifying system action status required during procedure
In order to perform functions, the CCAS uses:

-
The FWA (Flight Warning Application) which is in charge of computations
The DCA (Data Concentrating Application) which concentrates data, converts them in AFDX
format and transmit them to FWA,
Two IAD display, one for each IAD display
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2 SYSTEM LOCATION
2.1 Pusshbuttons
Warning/
Caution
pushbutton
T.O. Config P/B press before

T.O. to check the A/C proper
T.O configuration
2.2 Display
The display area dedicated to the CCAS is located on the lower part of the EWD.
In normal configuration, EWD is displayed on the central DU3
In degraded DU configuration, the EWD can be displayed on DU1/2/4/5 according to the failed display
unit(s).
It is composed of three parts:
-
Displays CAS
messages
An Alerting Window on the left part for the display of alert messages,
A Procedure Window on the right part (not implemented),
A status area dedicated to CCAS information on the bottom part of the Procedure Window.
Displays
Procedures
and Statuses
Displays Overflow
reminder (arrows), Status
reminder, and countdown
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2.3 Control
EFCP right
The control panel for CCAS management is composed of two EFCP
EFCP left
3 SYSTEM OPERATION
3.1 General
The main function of the CCAS is to
draw crews attention by aural or
visual ways in case of detected alert.
For all failures detected by MFC :
-
According to the detected

alert level, the MFC make
Master Warning/ Caution
P/B to flash
According to the detected
alert level, the MFC triggers
sound alert
CAS message displayed in
Alert Window
3.2 Manage Events And Display Alert Message

CLR, doesnt clear
warning message,
only cautions.
CLR pushbutton allow to clear all

alert (except warning level alert)
RCL pushbutton allow to enables the
crew to display in the alerting
window the alert messages
previously cleared but still detected.
After pressing CLR pushbutton the

message PROCEDURE PENDING will
be displayed if there is waiting procedures
in the background
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Alert messages will be displayed in order of priority :

LEVEL OF
PRIORITY
3
INDICATION
COLOR
INTERPRETATION
WARNING
RED
Configuration or failure requiring immediate action
CAUTION
Flashing
AMBER
Configuration not requiring immediate action. Left to

crews discretion
ADVISORY
AMBER
Failure requiring crew monitoring only.
WARNING and CAUTION alerts are associated with flashing CAS message, flashing associated
pushbutton and aural alert
ADVISORY alert is associated with a display of a CAS message in the Alert window only
T.O. Inhibition
Press before T.O. to check the A/C

proper T.O configuration.
Messages will be displayed on EWD in
the Flight Control Window
Displayed if :
pitch trim outside green range
flaps are not in takeoff configuration
Displayed if PWR MGT selector is not on TO

configuration
Displayed if the A/C is in TO

configuration
FWA computes inhibition of alerts

during T.O.
When the T.O. inhibition signal
computed by the FWA is activated,
some alert messages are not displayed
if detected in the alerting window.
This inhibition is cancelled either
automatically at landing gear retraction or
manually by action on the RCL P/B. as long
as inhibition is active, the green T.O.
INHIB message is displayed on the EWD.
The T.O. INHIB message
on the Status and memo
area is displayed
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3.3 Allow Management Of Procedures

3.3.1 Procedure Control
Procedure concerned with an alert are automatically displayed, sorted by priority, but you can also call
them manually.
PROC Menu
Navigate through
procedures available
Go back to
procedure menu
( to do list )
How to use a procedure

Sensed item : acknowledged
automatically when done, or
by the crew
Navigate through items
available in a procedure
IF : choice is
given to crew to
select correct
situation
Press to acknowledge
an item in a procedure,
select previous/ next
page, and procedure
completed
Some procedures may
have a countdown to
be fulfilled, it is
displayed in the Status
area
Nota and whens :

Conditions to remember while
executing procedure
displayed in white, amber or
red, are highlighted, but stay
in their color
When an item has been

acknowledge, it turns
from cyan to white.
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Insert a procedure manually
Navigate between procedures
Press to choose a
procedure in PROC
menu
If a procedure is manually inserted and no action item is

acknowledged, it will not appear in the procedure menu.
On the contrary the first action item acknowledged will provoke
the procedures insertion in the to-do list.
To distinguish this manually inserted

procedure from the others, a MAN tag
is added at the end of the procedures
name.
Delete a Manually inserted procedure
1/ Choose the manually
2/ Press to remove
inserted procedure you

want to delete
this procedure from

the to do list
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3.3.2 Display Status

Some procedure may have differed item that should be viewed at any time during flight, like operational
limitations (stop length of the aircraft / runway for example)
Differed item inside procedure
When you complete the

procedure, the status is now
displayed in the to do list
Here is displayed Status in

amber to remind you, a status is
available to be consulted
3.4 Utilization In Case Of Ccas Failure

Alerts displayed in case of CCAS failure
can be seen in this table :
If both FWA fail, the FWS NOT AVAILABLE message is

displayed on a blank black page on the Procedure Window.
No alert message is displayed anymore and the crew has to
monitor the instrument panels where the local alerts are still
active
If only one FEW is lost, FWS SGL CH is displayed in CAS
message list
Loss of IOM is displayed in CAS message list by IOM xx + yy
with xx and yy IOM number, for single or double loss.
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External
Protections
1
AIRCRAFT IDENTIFICATION FOR AIR TRAFFIC CONTROL (XPDR) ........................................... 96

1.1
1.1.1
General .......................................................................................................................................... 96
1.1.2
Control .......................................................................................................................................... 98
1.1.3
Display ........................................................................................................................................ 100
AVOIDING TRAFFIC COLLISIONS ...................................................................................................... 101

2.1
Activation Of Warning System ........................................................................................................ 101
2.1.1
Condition of engagement ............................................................................................................ 101
2.1.2
Engagement ................................................................................................................................. 101
2.2
Expected System Behaviour and display: ....................................................................................... 102
2.3
Types of air traffic/threat situations ................................................................................................ 103
2.4
Aural Annunciations ......................................................................................................................... 104
2.4.1
Preventive.................................................................................................................................... 104
2.4.2
Corrective .................................................................................................................................... 104
2.5
3
Other TCAS messages/options ......................................................................................................... 105
USING THE WEATHER RADAR ............................................................................................................ 106

3.1
Activation ........................................................................................................................................... 106
3.1.1............................................................................................................................................................. 107
3.2
WX Radar Modes of Operation ....................................................................................................... 108
3.3
Icing Information .............................................................................................................................. 109
TERRAIN SURVEILLANCE .................................................................................................................... 110

4.1
GPWS conventional modes: ............................................................................................................. 110
4.2
TERRAIN Collision Prediction and Alerting (CPA) Mode: ......................................................... 112
4.3
Terrain display: ................................................................................................................................. 113
RADIO ALTIMETER USE ....................................................................................................................... 114

5.1
General ............................................................................................................................................... 114
5.2
System Operation .............................................................................................................................. 114
5.2.1
Control ........................................................................................................................................ 114
5.2.2
Indicating .................................................................................................................................... 115
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1 AIRCRAFT IDENTIFICATION FOR AIR TRAFFIC

CONTROL (XPDR)
1.1.1 General
The ATC (Air Traffic Control) ensures a safe flight in its allocated airspace by preserving a safe freeof-traffic area around the aircraft. For this, it provides the air traffic controllers with information required
to identify and track an aircraft.
It contributes to External Protection of the aircraft and its used for the traffic communication with the
ground and the other aircraft.
BASIC ATC TRANSPONDER (XPDR)
A/C is equipped with two XPDR.

In normal operation, one ATC transponder
operates and the other is in stand-by
mode.
The transponder function provides the
following capabilities:
Operate in Mode A, C or S
environment.
Support TCAS function.
Support the transmissions for

Elementary Surveillance, Enhanced
Surveillance and Automatic
Dependent Surveillance Broadcast
Out.
Transponder support 3 modes of operation
Mode A interrogations:
reporting its aircraft
Identification.
Mode C interrogations:
Identification and
Altitude.
Mode S interrogations:
Identification, Altitude
and Tail Number.
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The Flight ID function provides to air traffic controllers with complementary information for Elementary
Surveillance.
The ATC Mode S transponder also responds to interrogations from aircraft equipped with a Traffic
Alert and Collision Avoidance System (TCAS).
ENHANCED SURVEILLANCE (EHS)
The Enhanced Surveillance (EHS) requires aircraft to have capability to down link aircraft derived
data.
The flight parameters acquired from aircraft computers are:
From ADC: Altitude Pressure Rate, Indicated Air Speed, Mach Number, True Air
Speed, Baro setting (Hpa/Hg).
From AFCS (via DCA): Selected Altitude.
From AHRS (via DCA): Magnetic Heading, Roll Angle.
From GPS: Ground Speed, True Track Angle.
From others: Aircraft address, Weight On Wheel.
AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS B)
In addition to the EHS, aircraft transponders broadcast additional parameters for Automatic Dependent
Surveillance Broadcast (ADS-B) purpose
The flight parameters acquired from aircraft computers are:
From ADC: Altitude Pressure Rate, True Air Speed.
From GPS: HIL, E/W Velocity, N/S Velocity, GPS Altitude MSL, Ground Speed,
Aircraft position, True Track Angle, UTC, UTC Fine,VFOM (Vertical figure of merit),
GNSS vert velocity
From RMA: Flight ID, Special Pulse Identifier.
From others: Aircraft address, Weight On Wheel.
Transponder Emergency status, Emergency Indicator.
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1.1.2 Control
ATC is controlled by RMA via:
VCP (Virtual Control Panel).

MCDU (Multi-Control Display Unit).
VCP
ATC Controls are located on XPDR tab of VCP which is part of MFD (Multi-Format Display):
1 / Flight number
identification.
2 / Active code
entered via MCP
3/
IDENT button
: causes the
transponder to
transmit a special
identification pattern
when requested to
SQUAWK IDENT
by the ATC.
5 / XPDR 1 or 2: Select
wich XPDR features will be
displayed.
The not selected XPDR is
standby
4 / XPDR Mode selection:
ON:
ATC
system
is
activate
d.
STBY:
System
is
powered
but does
not
transmit
replies
in any 98
mode.
ALT OFF: When selected and
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MCDU
XPDR can also be

configured through
MCDU RMS 1 or 2.
ATC Code Mode,

Altitude Reporting,
Flight ID or
Selected XPDR
functions can be
selected on the
XPDR page.
Flight ID is
provided on
8 characters
IDENT could be used

on RMS
COMMUNICATION
page and on XPDR
page
Flight ID can also be entered on FMS page at Flight Plan creation
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1.1.3 Display
The selected ATC status is displayed on the
PFD below Vertical Speed Axis and TCAS
status (here XPDR 1 on).
This display gives current ATC selected
mode or ATC failure indications.
If the failed XPDR is the currently used

XPDR1, XPDR1 FAIL or XPDR FAIL status
label on PFD is also displayed.
In case of selected ATC failure, a

XPDR caution message appears on
EWD.
No procedure is associated with this
alert.
XPDR
The table here after lists the PFD messages associated to ATC according the its status:
Selected XPDR is operational with Altitude reporting

ON
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2 AVOIDING TRAFFIC COLLISIONS

The Traffic Collision and Avoidance System (TCAS) provides to the pilot the surrounding traffic
information on ND. In the event of a possible air collision, it advises the pilot on a strategy to
avoid the air collision.
2.1 Activation Of Warning System

2.1.1 Condition of engagement
XPDR shall be active
If XPDR is on Stand By or on Alt off the message TCAS STBY is displayed on PFD in TCAS
status area
2.1.2 Engagement
1/ Modes :
AUTO mode will display

intruders
automatically
whenever a RA or TA is
present when aircraft is
above 1100ft.
Under
1100 ft AUTO mode will
only display TA in order to
avoid confusion during
landing phase
TA ONLY mode will only

display TA on MFD
STBY will put TCAS on

standby, no information,
TA or RA will be
displayed
Select TCAS page

on VCP via SURV
button on MCP
Select the
desired mode
with arrows on
MCP
2/ Fly the aircraft to the

green band on the IVSI
(change the aircraft's vertical
speed) to avoid traffic
collisions.
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2.2 Expected System Behaviour and display:

-
TCAS symbology will be overlayed on the PFD (VS indicator) and ND that
corresponds to the EFCP .
When threats exist (Resolution Advisory), the IVSI will become a command
instrument that advises the pilot to change the aircraft's vertical speed to avoid
traffic collisions.
In case of TCAS Traffic Alert (TA) or Resolution Advisory (RA), the navigation
page will automatically switch to ROSE format in 10 NM Range and display traffic
intruders.
ON ND :
Proximate traffic ::
500 ft above and
descending
TA traffic:
above
descending
500ft
and
RA traffic: 300ft above

and descending
Other
Traffic:
500ft above and
descending
TCAS
message
area and Air traffic
without
bearing
advisory
Dangerous (RA)
vertical speed
Note: If MFD is in a system page
configuration, TCAS information will be
displayed on HSI
"Fly-to" vertical
speed
TCAS Status
messages
XPDR Status
messages
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PROXIMATE AND OTHER TRAFFIC MODE OF DISPLAY CAN BE CHOOSE

THROUGH VCP :
The ABOVE option enables the

display of PT and OT
traffic from 2700 ft
below the own A/C to a
maximum of 9900 ft
above the own A/C
The BELOW option

enables the display of
PT and OT traffic from
9900 ft below the own
A/C to a maximum of
2700 ft above the own
A/C
The NORM option enables the display of PT and OT traffic from 2700 ft below the
own A/C to a maximum of 2700 ft above the own A/C
The NONE will not display any OT or PT information
TA and RA are always displayed whatever the traffic altitude selection
2.3 Types of air traffic/threat

situations
Air traffic with
Resolution Advisory (RA) :
a flight path that has a high probability of collision
with your own aircraft is classified as a Resolution
Advisory situation. A RA recommends a vertical
speed strategy to provide appropriate vertical
separation from the threatening intruder.
Air traffic with a
Traffic Advisory (TA ):
flight path that might develop in a possible collision
situation with your own aircraft is classified as a
Traffic Advisory situation. A TA calls attention to a
developing collision threat.
Proximate Traffic (PT):
Non-threatening, air
traffic closer than 6 Nm are classified as
Proximate Traffic.
Other Traffic (OT ): All other detected air traffic
not designated RA/TA/PT will be classified as
Other Traffic.
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2.4 Aural Annunciations

Traffic display and resolution advisory are supplemented by synthetic voice advisories generated by
the TCAS transmitter receiver.
The words TRAFFIC, TRAFFIC are annunciated at the moment of the traffic advisory.
It the encounter does not resolve itself, a resolution advisory is annunciated.
2.4.1 Preventive
MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED : Make certain that pointer is kept out
of lighted segments.
2.4.2 Corrective
CLIMB-CLIMB-CLIMB or CLIMB-CLIMB : Climb at the rate shown on the RA indicator ; nominally
1500 FPM.
CLIMB, CROSSING CLIMB-CLIMB, CROSSING CLIMB : As above except that it further indicates
that own flight path will cross through that of the threat.
DESCEND-DESCEND-DESCEND or DESCEND-DESCEND : Descend at the rate shown on the
RA indicator ; nominally 1500 FPM.
DESCEND, CROSSING DESCEND-DESCEND, CROSSING DESCEND : As above except that it
further indicates that own flight path will cross through that of the threat.
INCREASE CLIMB-INCREASE CLIMB : Follows a Climb advisory. The vertical speed of the climb
should be increased to that shown on the RA indicator, nominally 2500 FPM.
INCREASE DESCENT-INCREASE DESCENT : Follows a Descend advisory. The vertical speed of
the descent should be increased to that shown on the RA indicator, nominally 2500 FPM.
CLIMB, CLIMB NOW-CLIMB, CLIMB NOW : Follows a Descend advisory when it has been
determined that a reversal of vertical speed is needed to provide adequate separation.
DESCEND, DESCEND NOW-DESCEND, DESCEND NOW : Follows a Climb advisory when it has
been determined that a reversal of vertical speed is needed to provide adequate separation.
The single announcement CLEAR OF CONFLICT indicates the end of the encounter (range has
started to increase), and the pilot should return to the previous status.
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2.5 Other TCAS messages/options

Status
Under IVSI, in TCAS status message area and on ND in TCAS message informations area,
different status messages can be displayed.
indicates a TCAS failure.
indicates that a TCAS self test is being performed.
indicates that TCAS is in standby mode. No TCAS advisories are

displayed.
indicates that TCAS will send all RA (Resolution Advisories) to the

display as TA (Traffic Advisories). The four options of display are available :
for the NONE mode, that will only display
threats as TA
for the ABOVE mode
for the Below mode
for NORMAL mode
indicates that TCAS is active in TA/RA mode (the normal

operational mode). The four options of display are available :
for the NONE mode, that will only display
threats
for the ABOVE mode
for the Below mode
for NORMAL mode
Limitations :
A maximum of 20 intruders will be displayed on the ND with bearing information, and 2 without
bearing information.
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3 USING THE WEATHER RADAR

With the weather radar it is possible for the pilot to be aware of weather features in the airspace
around his aircraft.
3.1 Activation
Press to deselect the stabilization
function.
Engagement
Press to select
target alert
(TGT) function.
Press to select the Rain

Echo Compensation
Technique (RCT) function
Also used to invoke the stabilization

trim mode.
Forced standby override is achieved
by pushing the STAB button four times
within 3 seconds.
Press to selects either full

(120 degrees) or reduced
(60 degrees) scan sector
Tilt rotary control :

Varies antenna tilt
between 15 degrees
up and 15 degrees
down.
Gain knob :
Automatic gain when
pushed in.
Manual gain selection
when pulled out
Weather Radar activation knob :

RADAR modes
OFF : Removes power from system.
SBY : Places the system in a non operational
(standby) mode.
WX : Selects the WX weather mode.
GMAP : Places the system in an operational
GMAP mode.
TST : Selects the system self-test mode
Select WX to
display Weather
informations on ND
Select ND overlay
page on VCP with
MCP
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Expected System Behaviour:

-
Weather symbology will be overlayed on the ND.
3.1.1
Weather radar
image
Weather radar
range error
Weather
radar modes
Gain control
status message
Tilt angle
Displays a radar image with two radial dashed lines to symbolize the scan angle
of the radar (120 or 60).
The radar image is displayed in either "ARC" or "ROSE" mode and heading up
orientation. It is not displayed in north up mode nor in track up mode.
No image is displayed when radar state is OFF, FAIL or STAND-BY. A test

pattern is displayed when radar state is TEST
When in weather alert mode, most intense precipitation areas will flash (1Hz).
Used Colours:
Rainfall intensity
Magenta represents areas of severe rainfall,
Red shows heavy rainfall,
Yellow represents medium rainfall,
Green indicates light rain.
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3.2 WX Radar Modes of Operation

The current WX Radar mode is displayed on three lines below the ARC/ROSE compass, on the
right side.
The mode is displayed in all ND modes (ARC/ROSE)
The Weather function will be inhibited on ground in order to avoid injuries of flight crew (HF
radiations, etc.)
Line1 Indicates the radar range error
-
indicates that the display range selected on the EFCP is not compatible
with the selected radar range
Line 2 - Indicates the active radar mode
WX OFF
indicates that the radar is in the warm up period (100s after

switching WX Radar on)
indicates that the radar is switched off
indicates that the radar is in the stand by mode
indicates that the radar is in the test mode (available on

ground)
indicates that the radar is failed
indicates that the radar is in the basic weather mode. It will

flash continuously when on ground after 30 seconds (1 Hz).
indicates that the

radar is in the Rain Echo Compensation
Technique mode : It will detect, localize
and display areas where storms may be
hidden behind other storms as follows
indicates that WXR

will provide ground maping under
Weather information
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Line 3 - Indicates Gain control status messages and Target detection

-
indicates that gain is set to manual setting (Gain knob pulled out)
indicates that target mode is active : WXR is ready to detect severe &
heavy rainfall outside the displayed (pilot and copilot) ranges, within +/- 7.5 of the
A/C track.
indicates that heavy storm areas exist beyond the selected range
Line 4 Indicates the tilt angle and antenna stabilization

-
indicates the tilt of the antenna (Range = 15)
The tilt angle, antenna stabilization status and range warning are displayed only when one of
the radar operational mode is
3.3 Icing Information

Weather function ensures an automatic detection of icing and Aircraft Performance Monitoring in
these conditions
1
7
2
8
12
3
Displayed in zone
9 1and 7
of FMA
13
14
4
10
6
11
15
Icing automatically detected
Defrosting is active
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4 TERRAIN SURVEILLANCE
The terrain surveillance function provides protection against controlled flight into terrain (CFIT) and
terrain awareness. In the context of the new ATR suite, this function is provided by both the T2CAS
TAWS function and the WXR ground mapping function.
The purpose of this function is to provide alerts and guidance to prevent Controlled Flight Into Terrain
(CFIT).
This is accomplished by using aircrafts parameters input inputs along with a built-in database for
determination of alerts and display of terrain information.
The TAWS performs three functions :
4.1 GPWS conventional modes:

GPWS stands for Ground Proximity Warning System : itmonitors an aircraft's height above ground and
warns the captain with visual and audio messages if the aircraft is in certain defined flying
configurations ("modes")
Modes :
Mode 1: Excessive rate of descent with respect to terrain
Mode 2: Excessive closure rate to terrain (Radio altimeter derivative)
Mode 3: Excessive altitude loss after take-off
Mode 4: Incorrect aircraft configuration with regard to terrain
o Mode 4A : when the landing gear is up
o Mode 4B : when the landing gear is down, but the flaps are not in landing
configuration.
Mode 5: Excessive glide path deviation
Mode 6 : Call-outs and excessive bank angle
Controls :
GPWS is activated by default but a GPWS mode selector allow to inhibit some modes :
All alerts are
operative
All mode
alerts are
inhibited
Mode 4 alert caused by Flap

extension at less than
landing configuration is
inhibited to avoid nuisance
warning in case of landing
with reduced flap setting
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Warnings :
GPWS only generates aural warnings associated with modes
Limitations :
Traditional GPWS does have a blind spot. Since it can only gather data from directly below the aircraft,
it must predict future terrain features. If there is a dramatic change in terrain, such as a steep slope,
GPWS will not detect the aircraft closure rate until it is too late for evasive action
So it is coupled with CPA (see next section)
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4.2 TERRAIN Collision Prediction and Alerting (CPA) Mode:

This mode provides medium-term (caution) and short-term (warning) alerts when the predicted flight
path will bring the aircraft dangerously close to nearby terrain.
It displays terrain around the aircraft position according to the navigation display range, based on a
database, and generation of the visual and aural alerts to prevent from colliding with the terrain and
obstacle.
When operative, CPA replaces GPWS modes 1 and 2 since it offers superior safety margins for
CFIT prevention due to its predictive capabilities.
Controls :
CPA is activated by default but a TERR push-button situated on the overhead panel allow to inhibit it :
Pressed:
TERRAIN/OBSTACLE (CPA)
modes are operative
Released :
TERRAIN/OBSTACLE (CPA)
modes are inhibited
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4.3 Terrain display:

In absence of CPA alert, the TAWS display shows with different levels of colors, the height of the
surrounding terrain relative to the aircraft altitude and taking into account the aircraft flight path angle,
along with an indication of the upper and lower terrain elevation (Eleview subfunction).
Upon detection of a potential CFIT threat, the terrain texture is modified on the terrain map in order to
identify the location and level (caution/warning) of the threat.
Activation :
Select TERR to
display terrain
informations on ND
Select ND overlay
page on VCP with
MCP
Display :
Terrain Advisory Line - Advisory
Avoid - Aural Warning
Caution - Aural Alert
Pull-Up - Aural Warning
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5 RADIO ALTIMETER USE

5.1 General
The purpose of a Radio Altimeter (RA) is
to provide the aircraft with accurate
measurements of the minimal distance to
the ground, measuring the vertical
distance between the aircraft and the
obstacle nearest below.
The radio height is the minimum distance
between the extended main landing gear
wheels and the ground.
It is used during the approach, landing and
take-off phases of flight.
RA computes the height Above Ground Level (AGL), in feet (ft) unit, from -20 ft to 2500 ft.
RA provide height AGL to several equipment and systems among :
-
AFCS
TAWS
TCAS
FWA
Display

5.2.1 Control
The RA transceiver has three operating modes:
(1) Measurement mode : This is the operational mode of the RA.
(2) Calibration mode : Twice per second, the RA switches to calibration mode and a signal
generated by a calibration V.C.O. is substituted for the beat signal
(3) Test modes : The RA is self monitored. Actually, various tests are automatically and
periodically initialized in order to detect and locate failures.
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5.2.2 Indicating
NORMAL INDICATING
Regarding Radio Altimeter, indication of

the radio altitude is inside the altitude
tape
The indication is a brown zone filling the
bottom of the altitude tape.
The readout indicates the current radio altitude and is located on bottom of the
attitude sphere
It is displayed according to one of the following shapes:
shape 1 : 4 digits, center

justified, from 100 feet to
2500 feet, 10 feet resolution
on a black background
shape 2 : 2 digits, center justified, from 99ft to 99 feet, 10, 5 or 1 feet resolution,
in a bigger font on a black background.
Negative values are displayed until -99
shape 3 : a RA amber label

on a black background
The indication is done according the following logics:
If radio altitude is invalid, shape 3 shall be displayed
Else if radio altitude value is strictly superior to 2500 ft,
nothing is displayed
Else, if radio altitude value is superior or equal to 100ft, shape
1 shall be displayed.
Else, shape 2 shall be displayed. For shape 2, resolution of
readout is 10 feet down to 50ft, then 5 feet down to 10ft, then 1
foot.
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FDA displays "DH" indication when the aircraft is going

down through the Decision Height.
FDA uses the own side selected DH, and the altitude from
the RA selected for radio altitude display.
When own side selected DH is different than NO (normal
operation) or the RA status is not healthy, "DH" is not
displayed.
FDA displays the radio altitude

in amber when less than DH
+100ft or, when DH is not
defined, less than 400ft.
FDA displays the radio altitude in

green when greater than DH
+100ft or, when DH is not defined,
greater than 400ft
FDA does not display the radio altitude value when NCD or greater than 2500ft.
ALERTS INDICATING
Generation of the callouts based on radio height measures and altitude: at DH and MDA, at
predefined heights near the ground.
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CREW ALERT MESSAGES :
Displayed on EWD
Category
Message Title
Message Description
Caution
RAD-ALT
"Loss of one RA" when two are installed and only one operation
Caution
RAD-ALT LOSS
"Loss of RA information" when all RA sources are unavailable.
Limitation :The operating range of the antenna according to the aircraft attitude is limited to 30 for
roll and pitch angles.
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Airport
Navigation
1
GENERALS................................................................................................................................................ 120
MANAGE AIRPORT NAVIGATION DISPLAY ...................................................................................... 120
2.1
Manage Airport map display ........................................................................................................... 120
2.2
Manage Airport map format ............................................................................................................ 121
2.3
Manage Aircraft symbol display ...................................................................................................... 121
MANAGE CREW CONTROLS ................................................................................................................. 122

3.1.1
Move map : Only available in PLAN format .............................................................................. 122
3.1.2
Airport Element selection............................................................................................................ 122
3.1.3
Display Database identification data ........................................................................................... 123
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1 GENERALS
The Airport Navigation Function allows to display an airport moving map with aircraft position providing
the flight crew with improved situational awareness on the airport surface in order to:
Improve operational efficiency during taxi phase:
Reduce pilot workload in the day-to-day task of navigating around complex

airfields;
Reduce taxiing time.
Contribute to improve safety on airports which become more complex and

busy
Contribute to potentially reduce taxiing incidents;

To help prevent dangerous errors in surface navigation;
Prevent incidents due to low visibility: reflection on wet surfaces, or flash of the
sun
2 MANAGE AIRPORT NAVIGATION DISPLAY

2.1 Manage Airport map display
Press MAP on
EFCP to
display airport
map on MFD
Airport
informations :
Full Name,
ICAO , IATA
code,
Selected
element name
ANF will display :

if a Flight Plan has been entered : departure on
ground, arrival airport after Take Off
else it will display nearest airport : only available
when A/C on ground
Use MFP to
control Airport
VCP
Select to move the map,
and acess move map
panel (only available in
PLAN format)
Select to access
Database information
panel
Select to change
airport map format on
display (ARC/ ROSE/
PLAN)
Select to acces
the airport
selection panel
Use 0 or .
on MCP to
zoom in or
out (range
change)
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2.2 Manage Airport map format
ARC format : the A/C

symbol is fixed and
located in the bottom
of the screen.
Press to switch
between
ARC/ROSE/PLAN
ROSE format :
the A/C symbol
is fixed and
located in the
centre of the
screen.
2.3 Manage Aircraft symbol display

The aircraft symbol is replaced by a specific symbol when the aircraft position becomes not accurate:
Horizontal Integrity Limit (HIL) superior to 150m.
Normal operations
A/C symbol
Degraded
operations symbol
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3 MANAGE CREW CONTROLS

3.1.1 Move map : Only available in PLAN format
Press 1 on MCP to
center map on the
selected element
Press Enter on MCP to center
map on Aircraft
3.1.2 Airport Element selection
Press 7 or 8 on MCP to choose

between parking or stand
element list to select, 9 to clear
selection, ENTER to select it.
Use arrow on
MCP to move in
the list
This shows that current selected

element is parking K
K parking
position
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3.1.3 Display Database identification data
Identification data for the database:

- part number,
- selected AIRAC cycle,
- validity date of each AIRAC
cycle stored on the memory
card (2cycle)
This message is displayed when the

P/N of database or active AIRAC cycle
are different from the opposite database
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Flight
Management
System
1
GENERALS................................................................................................................................................ 127
1.1
System Description ............................................................................................................................ 127
FMS PERFORMANCES AND PREDICTIONS...................................................................................... 128

2.1
Flight Performances .......................................................................................................................... 128
2.1.1
Speeds computation..................................................................................................................... 128
2.1.2
Perf Initialization Through Perf Init System Page....................................................................... 129
2.2
Predictions ......................................................................................................................................... 129
FMS DATABASE MANAGEMENT ......................................................................................................... 129
FMS LOCALIZATION AND GPS SENSOR .......................................................................................... 130
4.1
Multi-sensor localization................................................................................................................... 130
4.2
GPS data output ................................................................................................................................ 130
4.3
Radio Navigation Auto Tuning ........................................................................................................ 131
FMS LATERAL AND VERTICAL NAVIGATION ................................................................................. 132

5.1
Lateral Navigation ............................................................................................................................ 132
5.2
Vertical Navigation ........................................................................................................................... 133
5.3
Holding Pattern ................................................................................................................................. 133
5.4
Temperature Compensation............................................................................................................. 133
5.5
Required Navigation Performances................................................................................................. 134
5.6
PRAIM function ................................................................................................................................ 134
5.7
Navigation Alarms Management ..................................................................................................... 135
FMS FLIGHT PLAN ................................................................................................................................. 135

6.1
Navigation into flight plan ................................................................................................................ 136
FMS IHM ................................................................................................................................................... 137
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7.1
MCDU ................................................................................................................................................ 137
7.2
Dual Mode.......................................................................................................................................... 138
7.3
FM Data Display ............................................................................................................................... 139
7.3.1
PERF Init Page ............................................................................................................................ 139
7.3.2
VCP ............................................................................................................................................. 140
7.3.3
ND ............................................................................................................................................... 140
7.3.4
PFD ............................................................................................................................................. 141
7.3.5
MCDU ......................................................................................................................................... 142
References : ATR NAS User's-Manual FMS220 J61334BA-01
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1 GENERALS
The Flight Management System (FMS) provides various provisions to help the crew to manage the
flight:
Dual configuration management
Flight plan (F-PLN) management
Radio navigation Autotuning Management
Multi-sensors localization
Wind management
Lateral navigation guidance, performing:
Manual and automatic radio-navigation management,
Navigation by computing the best possible lateral aircraft localization,
Lateral guidance and coupling to the Automatic Flight Control System (AFCS)
along the flight plan from take-off to approach.
Vertical navigation guidance, computing:

Required or recommended speed, altitude or flight path angle on appropriate or
selected F-PLN waypoint,
Speed bugs management: take-off speeds, approach speed, flight limitations
speeds and speed limits,
Current indication for an advisory vertical guidance.
Aircraft predictions computation along the flight plan

Navigation and performance databases management
Human Machine Interface (HMI)

The Flight Management is composed of two
Flight Management Applications (FMA1 and
FMA2) hosted in the inner Display Units in
the cockpit.
The FMA software, FMA configuration file

and FMA databases are loaded on FMA1
and FMA2 through the compact flash cards
inserted in the DU.
Two types of compact flash cards are used:
Resident: this card is
permanently fitted on the DU.
The FMS retrieves the data
stored on this card on every
start up.
o Featuring navigation related databases
Specific: this card is for maintenance purposes only and

replaces the resident card during maintenance operation for
software update.
Featuring essentially software and configuration
updates
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2 FMS PERFORMANCES AND PREDICTIONS

2.1 Flight Performances
The FMS computes various performances and prediction, displays and updates them continually
during flight:
Performances :
Required Navigation Performance (RNP)
management
Required Time of Arrival (RTA)
management
Weight & Fuel management
Wind management
Aircraft performance parameters
management
Take-off speeds management
Speed bugs management
One engine out ceiling
management
Pseudo waypoints:
Lateral and vertical intercept points Top Of
Climb & Top Of Descent (TOD)
2.1.1 Speeds computation

The FM function computes and displays the following speed bugs:
- Managed speed,
- V1 - Decision speed,
- VR - Rotation speed,
- V2 - Initial climb speed,
- VmLB0 - Velocity minimal Low Bank,
- VmLB0 Icing - VmLB0 in icing conditions,
- VmHB - Velocity minimal High Bank
- VmHB Icing - Velocity minimal High Bank in icing conditions
- VmHB FULL - VmHB with flaps in landing configuration
- VmHB FULL Icing - VmHB with flaps in landing configuration in icing conditions
- V APP FLAPS FULL - Approach speed
- V APP FLAPS FULL Icing - Approach speed in icing conditions
- VFLAPS - VFE with flaps extended to next position,
- Vminops - Minimum operational speed (VLS),
- Vshaker - Predicted shaker speed (Vprot)
- Vpusher - Predicted pusher speed (Vmin),
- Overspeed (Vmax).
See FMS IHM data display part below for display symbology
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2.1.2 Perf Initialization Through Perf Init System Page

Performances have to be initialised through MCDU before
being displayed on PERF INIT system page. Here is a
quick description:
On MCDU :
The user accesses to the PERF INIT page by pressing the PERF
INIT Lsk from the INIT page or from each PERF page. Refer to
FMS user guide performance part
ON MFD :
After initialization of performances on MCDU, these
are displayed on PERF INI system page (see FMS
Take off data have to be
confirmed by crew before
take of through VCP (V1,Vr,
V2, T/O CG, T/O trim up).
IHM data display below for description of

page and VCP interaction).
2.2 Predictions
Time and fuel predictions:
Estimated Fuel On Board at each waypoint of the flight plan
Predicted Gross Weight at Landing
Estimated Time at each waypoint of the flight plan:
- Estimated Time of Arrival (ETA)
- Estimated Time En route (ETE)
RAIM Availability predictions:
Predicted Receiver Autonomous Integrity Monitoring (PRAIM) at destination (DEST), Final
Approach Fix (FAF) & Missed Approach Point (MAP), Alternate airport (ALTN) and along
the flight plan.
For more information refer to FMS User manual on prediction part
3 FMS DATABASE
MANAGEMENT
FMS Database are loadable with a compact flash
trough DU 2 or 4. The compact flash memory
contains the following data:
Standard database and possibly an additional

standard database (STD DATA), Pilot database
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(PILOT DATA) and Company database (CO-RTE DATA)

Magnetic variation reference model (MAG VAR)
Secondary flight plan (SEC FPLN)
Database are manageable through MCDU, refer to FMS user guide PILOT INTERFACE/DATA part for more
information and operation use description
4 FMS LOCALIZATION AND GPS SENSOR

4.1 Multi-sensor localization
The FMS computes the aircraft position using a multi-sensors localization function. It can manage
different localization sensors:
-
One or two GPS receivers,

One or two DME receivers
Two VOR receivers
The FMS manages two localization modes:

- A Best Computed Position (BCP) mode using all the available sensors (GPS, DME, VOR,
air data)
- A GPS mode (using only the GPS position)
It is also possible to deselect the GPS in the BCP mode.
If no GPS and no radio-navigation mean is available to compute the position, the FMS
BCP switches back to a dead-reckoning basic navigation.
4.2 GPS data output

GPS (Global Position System), thanks to signal received from a constellation of satellites, provides :
-
Absolute horizontal aircraft position,

Universal time (UTC) and date,
Altitude to sea level,
ground speed (GS),
Track angle,
HDOP/VDOP,
Horizontal Figure Of Merit (HFOM) and Vertical Figure Of Merit (VFOM)
Horizontal Integrity Limit (HIL),
Vertical Integrity Limit (VIL),
Predictive RAIM.
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4.3 Radio Navigation Auto Tuning

The global radio-navigation and radio-communication frequencies management is performed by the
Radio Management function.
The FM function performs the radio-navigation frequencies autotuning by:
-
Searching in the database the best suited NAVAIDs among the nearest to compute a
position, according to current flight plan and reception criteria,
Checking the autotuning execution by using the frequency feedback data,
Displaying the used NAVAID and their associated IDENT.
The autotuning function is used to compute the BCP, and in particular when a GPS
position is not available.
For more information refer to : FMS

User guide PILOT INTERFACE /
TUNE
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5 FMS LATERAL AND VERTICAL NAVIGATION

5.1 Lateral Navigation
The FM function computes and manage a lateral flight path, including the following flight areas:
FM computes the following parameters to ensure lateral

navigation
- TO : TO waypoint.
- DTK : Desired Track to reach the TO waypoint.
- BRG : Bearing between the FMS position and the TO
waypoint.
- DIST : Direct Distance between the FMS position and the
TO waypoint.
- TK : Track angle provided by the selected navigation
mode.
- GS : Ground Speed provided by the selected navigation
mode.
- TAS : True Air Speed.
- DRIFT : Drift angle.
- XTK : Cross Track Error
- TKE : Track Angle Error.
Lateral Navigation function outputs are used by AFCS function to fly the aircraft along the
lateral flight path with the LNAV upper mode
Refer to FMS User guide OPERATIONAL PRINCIPLES/ FLIGHT GUIDANCE PRINCIPLES

/LATERAL NAVIGATION for further information
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5.2 Vertical Navigation

The FM function allows the crew to insert climb and descent vertical constraints (altitude for climb
phase, altitude or flight path angle for descent phase).
Top of climb
Top of
Descent
Vertical Navigation outputs are not used by AFCS to fly the aircraft automaticaly on a vertical
profile, they are only displayed as indications to be followed by the crew on ND.
Vertical Deviation scales are displayed on PFD 5 minutes prior to TOD, and until landing if non
precision approach
Refer to FMS User guide OPERATIONAL PRINCIPLES / FLIGHT GUIDANCE PRINCIPLES /

VERTICAL NAVIGATION for further information
5.3 Holding Pattern

The FMS can fly Holding Pattern defined in
departure or arrival procedures (SID, STAR or
Missed
Approach) or defined by the crew.
For further information consult FMS user guide
OPERATIONAL PRINCIPLES / DEFINITIONS /
HOLDING PATTERN
Example of
pattern that can
be hold
5.4 Temperature Compensation

The FM function applies a temperature correction to minimum Instrument Flight Rules (IFR) altitudes
to ensure terrain and obstacle clearance when conducting non-precision approaches with vertical
guidance with altimeter source temperatures far from standard.
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5.5 Required Navigation Performances

The Required Navigation Performance (RNP) is a statement of the navigation performance accuracy,
integrity, continuity and availability necessary for oprations within a defined airspace.
The default values of the RNP depends on the flight area and on the sensors used for positioning
according to the following rules :
-
_ When GPS is used for positioning :

-
5 NM when the flight area is enroute area,

1 NM when the flight area is terminal.
0.3 NM when the flight area is approach
and GPS integrity criteria was fullfilled.
and GPS integrity criteria was not fullfilled.
_ When GPS is not used for positioning :

-
5 NM when the flight area is enroute area,

2 NM when the flight area is terminal
RNP value
For further and precised information consult FMS user guide OPERATIONAL PRINCIPLES /
DEFINITIONS / REQUIRED NAVIGATION PERFORMANCES and MULTI PHASE RELATED
PROCEDURE / LATERAL FUNCTION / RNP INSERTION
5.6 PRAIM function

The FMS CDU enables the crew to check the RAIM prediction
at the destination airport and at any NavDB location (fix).
For the prediction at the destination airport, the MCDU uses
the computed arrival time.
For the prediction at the NavDB location, the MCDU enables
the crew to enter the time for which the prediction must be
computed.
The MCDU displays the predicted RAIM availability over a
time interval of +/- 15 minutes from the desired time every 5
minutes.
For further information and operational use and MCDU page description consult OPERATIONAL
PRINCIPLES / FLIGHT MANAGEMENT PRINCIPLES / PREDICTION /PRAIM and PILOT
INTERFACE / MCDU PAGE DESCRIPTION / PROGRESS / PRAIM
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5.7 Navigation Alarms Management

When a failure occurs on one FMS, an amber MSG message is displayed on the left side of the
compass on the PFD :
This message informs the pilot
that an FMS message has to
be consulted on the MSG
page on the MCDU.
On the ND, different FMS messages displayed in amber on the top line to alert the crew on various
events related to the FMS:NAV DR: the navigation mode in use is the Dead Reckoning mode
GPS INTEG: the GPS integrity is not sufficient to continue to use the GPS as a navigation
sensor
UNABLE RNP: the preservation of the aircraft inside the applicable RNP corridor can not be
guaranteed
FMS INDEPENDENT: both FMS are no longer in dual mode
FMS1: FMS1 is used on F/O side
FMS2: FMS2 is used on CAPT side
For complete information and procedure to follow after a failure, take a look at the FMS user guide
ABNORMAL PROCEDURE / MEANING OF ALARM MESSAGES
6 FMS FLIGHT PLAN

The flight planning function allows the pilot to create, revise and activate a flight plan
There are 3 types of flight plans :
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Active : flown flight plan used for A/C guidance purposes

Temporary : used to check flight plan modifications before activation.
Secondary : used to :
-
Save the current flight plan for an eventual futur re-engagement,

Prepare an alternate flight plan,
Prepare a return flight plan or a flight plan to be flown after the current flight plan (and
so to double the capacity of the flight plan)
Press FPLN on MCDU
to access (when no
flight plan existing
before)
Press to access flight plan

construction page
Only Active Flight Plan is displayed on ND
6.1 Navigation into flight plan

In most cases ND range do not allow to view entire flight plan in clear understandable conditions.
6.1.1.1.1.1.1.1.1 To move flight plan on ND, from waypoint to waypoint
Set ND format on PLAN and
scroll down the waypoint in flight
plan on MCDU with NEXT and
PREV keys
For complete information about flight planning, please please consult FMS user guide
FLIGHT PHASE RELATED PROCEDURES / Navigation initialization.
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7 FMS IHM
7.1 MCDU
The MCDU is the primary HMI. The cockpit
crew selects and navigates into the FMS
sub-system pages by assignable keys and
line select keys to select or switch an item
Line Select Key (LSK), used to
select a line or enter a value
into data.
Lit if theresa a message

pending (MSG) or a selection of
a laterl offset (see Flight Plan)
into a page. However, the crew can

use
alphanumeric
keys
to
insert data.
When green light is on,

press EXEC to order
FMS computation (Flight
plan,), and validate
temporary datas
MCDU subsystem
quick access
buttons, see chart
below)
Next/Previous
page
To enter a specific data (when

available), type it with
keyboard or numerical pad,
and then press the LSK just
next to the data field you want
to change/set/modify
Page name
Magnetic or True
heading reference
Estimated Position
Error, EPE, of the FMS
position
Sensor used by the active

navigation mode to
determine the FMS
position (the used
sensor can be selected
through the page PROG
3/3, otherwise, the most
accurate sensor
is used).
Refer to user guide PILOT
INTERFACE / MCDU
DISPLAY DESCRIPTION
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7.2 Dual Mode

The FMS has the possibility to work in three different configurations, in dual FMA configuration, in
single FMA configuration and in independent FMA configuration.
In dual FMA configuration, both
FMA
perform
the
same
calculations in parallel. A cross
talk between both FMA ensures
crosscheck and synchronization
on a reference FMA.
The reference FMA is called

MASTER (or ACTIVE) FMA and
the other is called SLAVE FMA.
Nav source selection

button, FM 1 or 2is an
available choice, along
with VOR/ILS 1 or 2
system
The MASTER FMA auto-tunes the

radio-navigation aids and sends the
steering data to the autopilot for the
lateral guidance
Press to select the side

in command (Capt or
FO)
The SLAVE FMA is synchronized on the MASTER FMA via the cross talk channel. This function
allows homogenizing computation and display of FMS data on both cockpit sides. When dual FMA
synchronization is interrupted (e.g. during long power cut) or when a de-synchronization is detected
between both FMA, the crew is warned (CTK is displayed on the left upper corner of the MCDU) and
is suggested to confirm a dual FMA re-synchronization.
For more information refer yourself to FMS 220 User guide OPERATIONAL PRINCIPLES /MODES
OF OPERATION part.
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7.3 FM Data Display

7.3.1 PERF Init Page
The FM function computes and displays on a PERF INIT page
on MFD upon crew selection the following information :
Zero Fuel Weight (ZFW)
Gross Weight (GW)
Fuel On Board (FOB)
Fuel Flow factor
Reserve
Take Off CG
Take Off Trim
Take Off Speeds (V1, VR, V2, Vmlb0, Vmlb0 icing)
Take Off Speed condition (NORMAL/ICING/MANUAL)
VmHB FLAPS FULL
VAPP FLAPS FULL
Wind direction and speed
Click on PERF on EFCP to

display the PERF INIT page on
MFC
UPPER PART
TAKE OFF SPEEDS
Bugs will also be

displayed on Speed
scale on PFD
Bug will also be

displayed on EWD on
torque scale (see A/C
system parameter)
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APPROACH PART
Bugs will be
displayed on
speed scale on
PFD
Select to confirm icing

condition. Icing condition
Bugs will then be
displayed
7.3.2 VCP
Click to confirm Take Off datas

(V1,Vr, V2, T/O CG, T/O trim up).
Prior to confirmation, datas are
displayed in yellow, after in green
Click to Reset fuel used
7.3.3 ND
Some other FMS datas are displayed on ND
True Air Speed (ADC data)
Ground Speed
Wind direction/intensity
Track angle
Bug
Next Waypoint informations : Name,

Bearing to, Distance, Time to
FMS cross track, and Offset information
information
FMS reminder Area. Navaid displays
navaids on map, Airport displays
Airport on Map, (accessible through
VCP NAV)
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7.3.4 PFD
Speed bugs and targets are displayed on differents parts of PFD.
ON ATTITUDE SPHERE
Vertical deviation to approach procedure:
not coupled with Auto pilot
FD bars, shows track to follow, in case of a
lateral navigation according to a pre entered
flight plan, track is provided by FMS.
Horizontal deviation to track,

available all along Flight plan, and
coupled with AFCS.
ON SPEED SCALE
Target speed
indication
VR Rotation
Speed indication
V2 indication
VMAX band
V1 indication
VFE NEXT
VmLB0 indication
Flaps retractation
speed bug
VmHB Full
Indication
Mini V OPS band
VPROT band
VMIN band
Target speed
bug, Cyan if pilot
selected
Magenta if FMS
managed speed
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ON ALTITUDE SCALE
FMS target altitude
along track. Not coupled
with AFCS
Pilot selected
altitude : not a
FMS data
7.3.5 MCDU
Press PERF
button on
MCDU
Performances
are
available throughl PERF
pages :
All informations presented

above and computed by
FMS are available along
MCDU pages. Consult
FMS user guide for more
information.
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Autoflight
Function
Introduction to ATR 600 autopilot .................................................................................................................... 145
1
GENERALS ........................................................................................................................................... 145

1.1
Afcs Global Concepts...................................................................................................................... 145
1.2
AFCS functions ............................................................................................................................... 145
1.2.1
Flight Director (FD) ................................................................................................................ 145
1.2.2
AutoPilot (AP) ........................................................................................................................ 146
1.2.3
Yaw Damper/turn coordination (YD) ..................................................................................... 146
1.3
AP/FD COMPONENT LOCATION .............................................................................................. 147
AFCS INDICATING ............................................................................................................................ 151

2.1
Flight Mode Annunciator (Fma) Display ........................................................................................ 151
2.2
AP/FD Guidance Display On Pfd ................................................................................................... 153
AFCS MODE INFORMATIONS ........................................................................................................ 154

3.1
Available Modes ............................................................................................................................. 154
3.2
Modes Description .......................................................................................................................... 156
3.2.1
AP/FD Modes on lateral Axis ................................................................................................. 156
3.2.2
AP/FD Modes on vertical Axis ............................................................................................... 158
3.2.3
Combined Modes .................................................................................................................... 159
Operational Use of Autopilot ............................................................................................................................. 160

1
AUTOFLIGHT ASSOCIATED FUNCTIONS .................................................................................. 160

1.1
Source Selection for AP/FD Operation ........................................................................................... 160
1.1.1
CPL Selection.......................................................................................................................... 160
1.1.2
DUAL CPL function ............................................................................................................... 161
1.2
Reduced Bank Angle Function ........................................................................................................ 161
1.3
Upper mode removal: STBY button .............................................................................................. 161
1.4
Steep approach (option) .................................................................................................................. 162
1.5
Changing targets without disengaging Auto Pilot (Touch Control Steering) .................................. 162
BASIC AUTO PILOT FUNCTIONS .................................................................................................. 163

2.1
AP/YD and FD Engagement conditions.......................................................................................... 163
2.2
Yaw Damper ................................................................................................................................... 163
2.3
Auto Pitch and Yaw Trim ............................................................................................................... 164
2.4
Disengagement of Auto Pilot .......................................................................................................... 164
2.5
Basic AP mode operation ................................................................................................................ 165
2.5.1
Basic Vertical AP Mode (PITCH HOLD) ............................................................................... 165
2.5.2
Basic Lateral AP Modes (ROLL HOLD, WINGS LEVEL and HEADING HOLD) ............. 166
ADVANCED FLIGHT DIRECTOR / AUTO PILOT UPPER VERTICAL MODES ................... 167
3.1
Maintaining Air Speed (IAS mode) ................................................................................................ 167
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3.4
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Maintaining Vertical Speed (VS mode) .......................................................................................... 168

Capturing an Altitude (ALT SEL mode) ......................................................................................... 169
Holding an Altitude (ALT HOLD mode) ........................................................................................ 171
Go-Around mode (GA) ................................................................................................................... 172
ADVANCED FLIGHT DIRECTOR / AUTO PILOT UPPER LATERAL MODES ..................... 173
4.1
Interception of a Selected Heading (HDG SEL mode): .................................................................. 173
4.2
Interception of a VOR Radial (VOR mode) .................................................................................... 174
4.3
Interception of an ILS Localizer (without GS : NAV LOC mode) ................................................. 177
4.4
Interception of a Back Course Localiser ......................................................................................... 179
4.5
Autoflight The Auto Pilot Follows the Flight Plan (LNAV mode) .............................................. 181
4.6
ILS Approach Using FD/AP ........................................................................................................... 183
4.6.1
Approach with CAT II Minima ............................................................................................... 183
4.6.2
Approach with CAT I Minima ................................................................................................ 187
4.6.3
Back Course Approach............................................................................................................ 188
AFCS ALERTS ..................................................................................................................................... 191

5.1
Altitude alert function ..................................................................................................................... 191
5.2
Control surfaces improperly "trimmed" in AP/YD ......................................................................... 192
5.3
Sensor Failure.................................................................................................................................. 193
5.4
Navigation source/selected mode incompatibility or loss ............................................................... 194
5.5
Situations prohibiting engagement of AP/YD or YD alone ............................................................ 194
5.6
AP/YD Failure ................................................................................................................................ 195
5.7
CAT I/CAT II approach capability and loss of CAT II capability .................................................. 195
5.8
Excessive deviations ....................................................................................................................... 195
5.9
CAS Messages ................................................................................................................................ 195
SINGLE SOURCE OPERATION ....................................................................................................... 196

6.1
System Operation ............................................................................................................................ 196
6.1.1
Operational sequence following ADC1 loss ........................................................................... 196
6.1.2
Operational sequence following ADC mismatch .................................................................... 196
6.1.3
Operational sequence following AHRS2 loss ......................................................................... 196
6.1.4
Oper. sequence following AHRS mismatch ............................................................................ 197
6.1.5
Oper. sequence following DC BUS2 failure ........................................................................... 197
6.2
Single Source Limitations ............................................................................................................... 197
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Introduction to ATR 600 autopilot
1 GENERALS
1.1 Afcs Global Concepts
The Automatic Flight Control
System (AFCS) fulfills the
following functions:
-
Flight Director (FD).

AutoPilot (AP) (with
automatic pitch trim).
Yaw Damper/turn
coordination (YD) (with
automatic yaw trim.)
1.2 AFCS functions

1.2.1 Flight Director (FD)
The FD displays on PFD guidance commands performed by Core Avionics
Cabinet. FD guidance is symbolized by crossbars providing lateral and vertical
axis.
FD bars
The FD can be used alone (independently of AP engagement) or in conjunction

with AP.
When FD is active and not coupled to AP, the pilot manually flies the A/C following
FD orders displayed on PFD : the crew guides the aircraft along a flight path by
centring the A/C symbol with the FD crossbars.
When FD is coupled with AP, A/C guidance is done automatically through FD

orders sent to AP.
In FD mode without AP, it is not possible to have the basic vertical and
lateral modes together. At least one FD upper mode must be engaged.
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1.2.2 AutoPilot (AP)

The AP replaces the flight crew to automatically fly the aircraft.
WARNING : authothrust does not exist on ATR, crew has to manage thrust manually at all time
AP can be used either:
-
In manual : the pilot selects through FGCP each guidance orders.
Or in automatic by coupling AP with Flight Management System (FMS): AP follows

guidance orders sent by the Flight Plan.
AP engagement automatically engages YD which is the third AP axis and controls yaw AP actuator.
The AP commands are applied to the control surfaces by each actuator: Pitch, and Roll.
Associated with AP, comes automatic pitch trim.
: AP and automatic pitch trim engagement button
1.2.3 Yaw Damper/turn coordination (YD)

The YD ensures an automatic yaw compensation of roll reverse effect during turn by turn coordination
through the rudder control linkage with or without AP engagement.
The YD function can be engaged alone or with FD. The AP engagement automatically engages the
YD (which is then the third AP axis).
With yaw damper come anti sideslip (lateral acceleration cancellation) and yaw automatic trim
: Yaw damper and anti sideslip engagement button
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1.3 AP/FD COMPONENT LOCATION

In Cockpit
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Flight Guidance Control Panel (FGCP) (A) :. It is the main control panel of the Automatic Flight Control System on ATR.
The FGCP allows the pilot to perform:
-
Engagement of AutoPilot and Yaw Damper.

Selection of flight targets (COURSE, ALTITUDE, HEADING, VERTICAL SPEED).
Selection of AP/FD modes (FD display, HDG, NAV, APP, BC, IAS, VS, ALT, SPD HLD and STBY).
Selection of navigation sources ( FM1, V/ILS1, V/ILS2, FM2).
Pitch
Thumbwheel
Display button
Display button
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Index Control Panels (ICP1 & ICP2) (B).
Steep approach pushbutton switch (E) allows the increased glide slope descent
rate during the approach phase.
On Captain and First Officer Control Wheel (C,D) :
Pitch trim rocker switch. Use of manual pitch trim

disengages the AP.
Quick release pushbutton switch allows dsconnecting
AP when depressed once. When depressed again, clears
alert indication.
Touch Control Steering (TCS)
Depressing the button allows the pilot temporarily manual
control of the aircraft.
C : Left hand control

Backside
D : Left hand
control
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Go Around Pushbutton
Switches
Depressed : GO AROUND
mode activated.
Standby Pitch Switch :

Manual use of standby
Pitch Trim will disengage
the AP.
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2 AFCS INDICATING
The AFCS information is concentrated on the Primary Flight Display.
The mode of operation and the status of the AFCS are continuously displayed in the Flight Mode
Annunciator (FMA) located on the upper part of the PFD.
The Flight Director (symbolized by crossbars, it symbolise Auto pilot target) is directly displayed on
each corresponding part of the PFD.
The Flight crew will be continuously provided with:
-
The status of AF function engagement, and operational modes.
Alerting messages as related to AFCS functions operation.
2.1 Flight Mode Annunciator (Fma) Display

The FMA is used to continuously display the status of the AFCS functions: FD & AP mode status,
status messages (abnormal conditions, failure and warning), and primary flight data monitoring
messages.
> Modes are displayed on the FMA on each PFD upper part.
> When a new mode is engaged, a box
is displayed for 7 seconds around this
mode in order to highlight it.
The FMA is the main display component used by the AFCS. Each area has a specific meaning, listed
in the table below:
A color code is used to indicate the status of the function displayed:

Color codes:
GREEN : System State (Mode Engaged)

CYAN : Pilot Selection (Mode Armed)
AMBER : Advisory (Function or Mode Inhibited)
YELLOW : Caution
RED : Warning indication
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Hi/ low Bank

angle
indicator
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2.2 AP/FD Guidance Display On Pfd

AutoPilot targets are directly displayed on the corresponding tape of the PFD (Airspeed, Altitude, Vertical Speed and Heading). A bug is set to the target
value, and in some cases, readout is added.
Selected IAS
readout
Selected Altitude
readout
Selected heading bug
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3 AFCS MODE INFORMATIONS

3.1 Available Modes
Different modes are available in FD or AP/FD.
VERTICAL AXIS (pitch)
LATERAL AXIS (roll)

AP MODES
BASIC
MODES
HDG HOLD: Hold current a/c heading

ROLL HOLD: Roll Attitude Hold
WINGS LEVEL: Hold null lateral attitude
PITCH HOLD: Pitch attitude Hold
FLIGHT PHASES
Cruise Modes
UPPER
MODES
AP/FD or FD SINGLE AXIS MODES

ALT SEL*: Altitude Selected capture
ALT: Altitude Hold
IAS: Indicated Air Speed hold
VS: Indicated Vertical Speed hold
HDG SEL: Heading Selected capture

VOR: VHF Omni directional Range
capture & hold
LNAV: FMS Lateral navigation
LOC : Localizer capture and hold
BC : Back Course Localizer capture and hold
Cruise / Approach Modes

(Approach mode without vertical guidance)
AP/FD DUAL AXIS MODES

Approach Modes
(lateral and vertical coupled)
GS : ILS Approach Glide Slope capture

and hold
COMBINED
MODES
LOC : ILS Approach Localizer capture and hold
FD MODE ALONE
Go Around
GA: Hold of go around pitch attitude

according to flaps position
HDG hold, WING LVL, LNAV
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When the mode is active:

-
IN FD ALONE: The corresponding cross bars are displayed so

that the pilot can manually follow these targets.
In FD mode without AP, it is not possible to have

the basic vertical and lateral modes together.
FD bars
At least one FD upper mode must be engaged.
IN AP/FD: The commands are sent to the corresponding actuators so that the pilot follows FD
targets.
Two mode statuses are used:

-
Selection Mode: action on the corresponding pushbutton switch (exept for basic modes).
Engagement mode: The selection mode is taken into account and engagement is authorized
by the initialization mode logic conditions.
The engaged mode will be:

-
Armed: logic condition waiting phase enabling effective guidance to be ensured.
Then
-
Active: capture or hold phases during which guidance is ensured by the mode.
Concerning FMA display of engaged modes, the transition phase from capture status VOR* / LOC* /
BC* / ALT* / GS* to hold status VOR / LOC / BC / ALT / GS is indicated by a star as shown in this
sentence.
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3.2 Modes Description

3.2.1 AP/FD Modes on lateral Axis
BASIC MODES
HDG HOLD: Heading Hold mode: This command hold the current aircraft heading.
ROLL HOLD: Bank Angle Hold: This command to hold the current aircraft roll attitude at the
time of the mode selection.
WINGS LEVEL: command used to hold a zero degree bank angle. This phase automatically
activated when bank angle is lower than 6 and prior to HDG HOLD automatic activation or when
magnetic heading from the selected AHRS is invalid. WING LEVEL is in most case a degraded
mode
UPPER MODES
HDG SEL: Heading selected capture mode: This command is used to reach and hold a
magnetic heading target selected on the FGCP by the crew.
VOR: VOR hold mode: this NAV mode command is used to capture and hold a VOR radial
selected on the FGCP by the crew.
The VOR mode consists of the following submodes:
VOR Arm
VOR Capture
VOR Track
VOR Over station.
Transitioning between these submodes is performed automatically by the FD.

LOC: Localizer mode: this NAV mode command is used to reach and hold a Localizer beam.
The Localizer mode consists of the following submodes:
Localizer Arm
Localizer Capture
Localizer Track.
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BC: Back Course localizer mode: this command to reach and hold a Back Course Localizer
beam.
When flying a back course approach, this enables the aircraft to use the signal transmitted from
the back of the localizer array.
This is the case when landing occurs opposite Localizer antennas which is made possible owing
to the reverse sensing characteristics of the Localizer signal.
Back Course Localizer mode consists of the following submodes:
Back Course Localizer Arm

Back Course Localizer Capture
Back Course Localizer Track.
LNAV: Lateral Navigation mode: this command is used to hold a lateral flight path computed
by the FMS.
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3.2.2 AP/FD Modes on vertical Axis

BASIC MODES
PITCH HOLD: Pitch attitude hold mode: this command is used to hold the current aircraft pitch
attitude at the time of the mode selection.
UPPER MODES
ALT SEL: Selected altitude capture mode : this command is used to capture and hold an
Altitude target selected on the FGCP.
ALT HOLD: this command is used to hold the current aircraft barometer corrected altitude at
the time of the mode selection, or the selected altitude when automatically engaged following
a capture.
IAS: Indicated airspeed hold mode: this command is used to capture and hold an IAS target.
The IAS target is either managed by the FMS (AUTO mode) or manually selected (MAN mode).
VS: Vertical Speed hold mode: this command is used to hold the current aircraft vertical
speed target at the time of the mode selection.
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3.2.3 Combined Modes
ILS Approach: LOC & GS: The ILS Approach mode is a combined lateral and vertical mode
used to perform precision Cat I and Cat II ILS Approaches.
The ILS Approach mode captures

and tracks ILS localizer and
Glideslope beams.
The ILS Approach mode
consists
of
the
following
submodes:
Localizer arm
Localizer capture
Localizer hold
Glide slope arm
Glide slope capture
Glide slope hold
Localizer Transition from Glide slope

arm to Glide slope capture is inhibited
until the lateral mode switches to
Localizer capture or Localizer track.
In other words, Localizer capture
authorizes Glide capture.
GA: Go Around mode: This mode is a vertical and lateral axis mode in FD only.
With the Go-Around mode it is possible to perform a go around (missed approach).

This mode is a vertical and lateral axis mode in FD only and enables:
Capture and hold of a go around pitch target attitude function of flaps

configuration by following the FD horizontal bar.
Hold of the heading existing at mode engagement, except if the LNAV mode
was previously engaged, by following the FD vertical bar.
3.2.3.1.1.1.1.1.1
It is only made available with the Flight Director function and
consequently disengages the AP.
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Operational Use of Autopilot
1 AUTOFLIGHT ASSOCIATED FUNCTIONS

1.1 Source Selection for AP/FD Operation
By changing the active CPL, it is possible to change the Primary and Navigation data side
source used as reference by the flight guidance system.
1.1.1 CPL Selection
Upon power on, Captain main instrument panel is selected by default
By pressing CPL repeatedly, the selected side changes.
The active HSI is displayed on the PFD of the both side.
Pilot (left) side selected

On FGCP :
On left and right FMA
Capt selected side

Co-pilot (right) side selected
F/O selected
side
On FGCP
Both
sides
(DUAL mode)
On left and right FMA
selected
On FGCP
Only used during CAT II approach ("ILS approach using FD/AP")
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1.1.2 DUAL CPL function

-
In ILS approach mode, side selection will be inhibited after automatic transition to DUAL
CPL under 1200 ft. AFCS computer then uses the ILS, ADC and AHRS information delivered
by both receivers for guidance.
Further to voluntary disengagement of the approach mode in DUAL CPL phase, the side selected
prior to the DUAL CPL phase remains.
Further to involuntary disengagement of the approach mode in DUAL CPL due to ADC, AHRS
or ILS failure, CPL is set on the side corresponding to the valid sensors. From an operational
point of view, AFCS is coupled on pilot in command side.
DUAL mode is compulsory to fullful a CAT II approach. If DUAL mode lost, the AP switch
back to CAT I, crew has to fullful Cat I approach to land, else perform a Go Around
1.2 Reduced Bank Angle Function

In all lateral modes, this function selects automatically the bank angle limit (high or low value).
Selection of either value is made by comparison between current aircraft speed and VmHB:
Velocity minimum High Bank.
LO BANK is selected if IAS < VmHB
HIGH BANK is selected when IAS > VmHB
The selected value is reminded by the message
lateral mode box:
in the first line of the FMA right align in the
> if nothing is displayed : bank angle limit: 27

> if LO is displayed : bank angle limit : 15
This limit bank angle is also displayed on the attitude sphere by 2 green ticks:
Hi bank
green tick
Lo bank
green tick
1.3 Upper mode removal: STBY button

Press to clear the upper
modes armed or active on
both axes at the same
time
If the AP was engaged this action causes return to AP/FD basic modes.
If AP not engaged, Stdby button disengages FD
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1.4 Steep approach

(option)
Steep approach function permits the
increase glide slope descent rate to 5
deg 1deg (instead of 3) during the
approach phase.
Engagement
Press on steep approach
button after GlideSlope
arming mode
1.5 Changing targets without disengaging Auto Pilot (Touch

Control Steering)
With the TCS function it is possible to manually control the aircraft without
disengaging the currently engaged AP or FD mode(s).
Engagement :
1/ Press and hold the TCS button on the

steering column of either the pilot or co-pilot.
Expected System
Behaviour :
2/ Fly the aircraft manually while pressing

the TCS button.
When the TCS button

is pressed, the AP
will stop controlling
the aircraft,
3/ Release TCS button to return to AP.
When the TCS button is released, the autopilot (or FD when autopilot was not engaged
before pressing the button) will:
Follow the new references for the following AP modes: HDG HOLD, or PITCH
HOLD regarding mode engagement conditions
Return to the previous selected datum for the other AP modes
Example:
The aircraft is flying with AP

engaged. HDG HOLD is the
lateral mode and VS is the
vertical mode.
The TCS button is pressed on

one of the control columns in
the aircraft. The aircrew flies
the aircraft manually while
pressing the TCS button.
The TCS button is released and

the AP use the new target
values for heading and vertical
speed.
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2 BASIC AUTO PILOT FUNCTIONS

With the Basic AP functions it is possible for the auto pilot to maintain the selected pitch and roll
angles of the aircraft (ref mode description)
REMINDERS :
In FD mode without AP, it is not possible to have the basic vertical and lateral modes
together. At least one FD upper mode must be engaged.
The Yaw Damper is automatically engaged when the AP switch is switched on.
ATR system does not control aircraft Throttle, beware of stall danger !
2.1 AP/YD and FD Engagement conditions

ON GROUND:
AP/YD is inhibited on ground

FD can be engaged on ground, without speed limitation.
IN AIR :
FD operation is always allowed (see SR AFF REQ 0018 for validity domain)
YD is allowed at lift off.
AP engagement is not allowed for 5 seconds just after take-off.
AP engagement will be inhibited when an AFCS external inhibition condition exists. When
an attempt is made to
engage the AP, a inhibit
message will be displayed
for 5 seconds.
When AP is engaged, the default horizontal mode is HDG FOLD (aircraft roll angle < 6
at engagement) and the
default vertical mode is
PITCH HOLD.
2.2 Yaw Damper

With the Yaw Damper the ATR new AVS system controls the YAW controlling interface of the
aircraft to ensure co-ordinated turns
Engagement
Press YD button
Expected System
Behaviour:
The YD will ensure co-ordinated turns of the aircraft and anti sideslip (lateral acceleration
cancellation).
YD will be displayed on FMA
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Disengagement :
Action on the YD pushbutton switch on FGCP

Application of a 30 daN force on the rudder pedals disengages the YD (and consequently
the AP if previously engaged)
YD disengagement is indicated by the cancellation of

messages :
The arrows on both sides of the YD pushbutton are switched off.
and the display of alert
Note:
It is possible to engage the YAW damper without engaging the AP, but it is not possible to
engage the AP without the YAW damper.
2.3 Auto Pitch and Yaw Trim

With the Auto Pitch Trim function it is not necessary to trim the aircraft pitch manually.
Engagament
The Auto Pitch Trim is automatically activated whenever the AP is activated.
Disengagement
The Autotrim can be exceptionally

disengage by using the stand by pitch
switch on the pedestal.
2.4 Disengagement of Auto

Pilot
To disengage manually :
YD function remains
active, the FD state is
unchanged (not true if
basic
modes
are
engaged on pitch and
roll, in this case FD is
disengaged).
Pressing AP quick
release control also
disengages the AP.
Press a second
time AP or YD
button
Disengagement of YD disengages Autopilot

Press the GA pushbutton, to
disengage the AP and replaces the FD
engaged modes (armed or active) by
the GO AROUND and HDG HOLD (or
LNAV if previously engaged) modes.
The arming phase of the altitude
acquisition mode is kept
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Automatic disengagement happens when:
Aircraft attitudes are out of 50 roll and 25 pitch,

Any of the ADUs or AHRSs are not valid,
A discrepancy has been detected on ADU or AHRS,
Pitch trim control is asymetric,
Manual pitch trim is performed,
A force of 30 daN applied on the rudder pedals disengages the YD and consequently the
AP; the FD function remains unchanged (see above)
A force of 10 daN applied on the control column (up or down) disengages the AP, the FD
function remains unchanged (see above).
Stall warning is active.
Expected System Behaviour:

AP disengagement is indicated by:
Aural warning:
Visual warning:
Cavalry Charge
Only AP is
disengaged, YD is
still active
AP and YD are disengaged
2.5 Basic AP mode operation
2.5.1 Basic Vertical AP Mode (PITCH HOLD)

With the PITCH HOLD mode the AP maintains the pitch angle of the aircraft.
Engage
AP
Engagement :
Expected
Behaviour:
System
The FD guidance
bars will be visible
on the PFD
Turn the thumbwheel

up or down to change
pitch target.
TCS can also be used
Limitations:
The pitch basic mode enables to maintain the pitch attitude at engagement or bring it back
to 11/+15 limit value.
The ATR system does not control the aircraft throttle, beware of stall.
Note:
All upper vertical modes revert to this basic vertical mode (PITCH HOLD) when they
disengage.
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2.5.2 Basic Lateral AP Modes (ROLL HOLD, WINGS LEVEL and

HEADING HOLD)
Engagement
Fly the aircraft

manually at the
required
roll
angle, or use
TCS to change
roll target in
PITCH HOLD
1/ engage AP,
Pitch hold will be
default lateral
mode
2/ Press HDG to engage

HEADING HOLD
Modes logic:
"ROLL HOLD" is selected

when the Roll Angle > 6
and
<
27
at
engagement of the mode.
"WING LVL" is selected

when the Roll Angle < 6
at engagement of the
mode. It is actually a
temporary
state
or
degraded mode
"HDG HOLD" is selected

automatically when the
bank angle is less than
3, or by pressing HDG
button (see above)
Horizontal mode indication
Expected System Behaviour :
The roll angle at the time of AP/FD engagement will be used as the target roll angle (if it is
between 6 and 27,)
For roll angles within 6 at AP/FD engagement, the target angle will be 0 roll.
The FD guidance bars will be visible on the PFD.
Limitations:
The AP disengages outside 50 roll.

The FD disengages outside 50 roll.
The bank angle limit value is managed by the Automatic Bank Angle Limit function (+/15
or +/-27 depending on A/C IAS).
The ATR system does not control the aircraft throttle, beware of stall
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3 ADVANCED FLIGHT DIRECTOR / AUTO PILOT UPPER

VERTICAL MODES
3.1 Maintaining Air Speed (IAS mode)

C H A RA C T E R I S T IC S
This mode is used to acquire and hold an IAS target.
Its purpose in operation is to avoid stall while climbing or over speed in approach. Its most common
use is in climb phase.
O P E R AT I O N A L U S E
After Take Off to ensure a minimum speed while climbing at a given thrust, use IAS mode.
Engagement
Press on IAS
button
AP shall be engaged or FD
displayed first.
Switch between
ICP selected
IAS target
(MAN), or FMS
pre-entered IAS
target (AUTO)
Select IAS target

with rotary switch
Expected System Behaviour and display:
The default horizontal AP/FD mode will become active
Selected
IAS target
readout
Target speed
bug. Here
selected via
ICP
FMS
selected
target bug
IAS message
displayed on FMA
Disengagement
The IAS mode shall be deactivated by:
Deselecting
on the FGCP
An automatic transition to a capture mode
Activating any other vertical mode with FGCP
Selecting
1.1.1.1.1.1.1.1.1 REMINDER
The AP will use pitch variations to control
the IAS of the aircraft (The ATR AVS
system does not control the aircraft
throttle), so some speed cant be hold
with specific throttle parameters
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3.2 Maintaining Vertical Speed (VS mode)

This mode enables to maintain a Vertical Speed in ft/min at mode engagement.

Its purpose is to allow descent at a controlled sink rate.
At Top of Descent (TOD), reduce thrust, engage VS mode, and set VS target
Engagement
Press VS
AP shall be engaged or FD
displayed first
Set the Vertical Speed

target with thumbwheel
or use TCS
The value of the aircraft vertical speed at the moment of mode engagement becomes the target VS
value
VS target readout
VS scale
VS pointer
VS
message on
FMA
VS target bug
Current VS digital
readout
When the FD is used on its own, the FD guidance bars on the EADI will have to be followed to
maintain the vertical speed.
Limitation:
The VS selection value is limited to +3000 /- 6 000
ft/min with a 100 ft/min resolution.
1.1.1.1.1.1.1.1.2 REMINDER
The AP will use pitch variations to control
the VS of the aircraft (The ATR AVS
system does not control the aircraft
throttle). Beware of Stall
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3.3 Capturing an Altitude (ALT SEL mode)

This mode provides capture and hold of selected altitude displayed on the altitude tape of the PFD.
During arming phase, any vertical mode other than approach - including GO AROUND mode in
FD - can be used to capture the initialization altitude of the altitude capture phase.
Somehow it is often coupled with VS mode, to reach the selected altitude with a given climb/sink
rate
The capture phase is completed at automatic transition to altitude hold.
However ALT SEL is only an armed mode use to reach an altitude, so it is inhibited by GS/GS*
mode and ALT/ALT* mode
To reach a given altitude in cruise
Engagement
AP shall be engaged or
FD displayed first
There is no specific
pushbutton
switch
associated
with
this
mode.
altitude with
alt knob
following vertical modes:

PITCH HOLD, IAS, VS or GA
The altitude selected can be modified at all time by turning the ALT knob
2/ Select an
1/ Pre-select ONE of the
Just after ALT is pressed, the PFD will show that the
ALT SEL is armed while the PITCH HOLD, VS or IAS
mode active (depending on previous vertical mode, here
VS mode).
3/ Press the ALT

button to arm the
mode.
ALT readout :
Can be displayed in
normal mode (here), or in
Flight level (FL 85 for
example, see Primary
references part)
ALT bug
When altitude capture conditions are met, the ALT SEL

mode becomes active in its capture phase ("ALT*" is
displayed on the FMA).
1000ft from the selected altitude, the altitude audio warning will sound and ALT box will
flash amber
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When the selected altitude

is reached, the ALT mode is
automatically
engaged
("ALT" is displayed on the
FMA).
If
ALT*
mode
is
disengaged due to a
selected altitude
target
modification, a triple click is
triggered, and the message
ALT OFF is displayed flashing for 7 seconds.
A V S
Disengagement
The ALT* mode is be deactivated by:
Transition to ALT HOLD mode
activation of any other vertical mode with FGCP
modification of the selected altitude
selection
Limitation
The mode is armed automatically when the aircraft flies towards the selected altitude except in the
following inhibition logic cases:
If GS (Glide Slope) vertical mode is active,
When
is selected. Further to this action, the mode will be
automatically re-armed as soon as an FD mode is active
In Altitude hold mode.
Selected altidude is limited to 0 to 30000 ft range
Conditions to activate ALT mode:
Dependant of aircraft vertical speed.
CAUTION: Some manoeuvres could induce a

large pitch attitude demand which will cause the
aircraft to loose energy. The AP will use pitch
variations to control the altitude of the aircraft.
(The ATR system does not control the aircraft
throttle.)
Pilots have to be very careful with the engine
setting during this dynamic phase.
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3.4 Holding an Altitude (ALT HOLD mode)

This mode enables to maintain either the altitude selected after an altitude capture phase (obtained
through the ALT SEL mode) or the altitude existing at ALT HOLD.
Engagement
Press the ALT
button on the
FGCP.
AP shall be engaged or FD displayed

first
The ALT HOLD mode which is active

as soon as it is engaged is either:
Selected by means of the
pushbutton switch on the FGCP control panel.
Or automatically engaged after an altitude acquire phase. The ALT HOLD mode engages
automatically and the ALT* mode is cancelled when the aircraft reaches the selected
altitude. In this case the altitude which is held is the selected altitude displayed on the
Altitude tape of the PFD.
Expected System behaviour and display
The value of the altitude at the moment of mode engagement becomes the target ALT
value.
When the ALT mode is engaged,

the message ALT is displayed on
the FMA.
Disengagement
The ALT HOLD mode shall be deactivated by:

Deselection of ALT on the FGCP
Activation of any other vertical mode with FGCP
selection
Limitations :
They are the same as ALT SEL mode
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3.5 Go-Around mode (GA)

With the Go-Around mode it is possible to perform a go around (missed approach).
This mode is a vertical and lateral axis mode in FD only and enables:
Capture and hold of a go around pitch target attitude function of flaps configuration by
following the FD horizontal bar.
Hold of the heading existing at mode engagement, except if the LNAV mode was previously
engaged, by following the FD vertical bar.
Engagement
Press the Go Around button on the

Power levers and follow the flight
director guidance bars.
Expected System Behaviour an display :
When the GA button is pressed, the AP and YD are automatically disengaged.
This is a FD-only mode, which means the pilot will have manual control over the aircraft while
guidance is provided by FD guidance bars on the PFD.
The "GA" vertical FD mode will engage, giving a fixed pitch up command FD bars.
If LNAV was active previously (non precision approach)is not deselected at GA

activation.
It is possible, after GO AROUND mode engagement, to engage another FD lateral mode.

When the lateral mode becomes active, the FD vertical bar no longer indicates a heading
hold but is controlled by the active lateral mode.
When the GA mode is

engaged, the message
GA is displayed on the
FMA :
Disengagement :
The GA mode is disengaged by:

Any other vertical mode engagement (by crew
action on FGCP or if ALT SEL is automatically
engaged).
AP engagement (PITCH HOLD mode is set)
selection on FGCP
CAUTION:
Pilots have to be very careful
with the engine setting during
this dynamic phase.
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4 ADVANCED FLIGHT DIRECTOR / AUTO PILOT UPPER

LATERAL MODES
4.1 Interception of a Selected Heading (HDG SEL mode):
This mode enables capture and hold of a selected heading.

Engagement :
AP shall be
engaged
or
FD displayed
first
1 / Select the
2/ Push the HDG
required heading with

the HDG knob on the
FGCP.
Push to synchronise
current aircraft heading
with selected heading
button on the FGCP
Expected System Behaviour and display :
Heading Sel message on FMA
The HDG SEL target is displayed on the

HIS and ND, by readout on the left of the
HSI, and by a bug on the rose
After the HDG button is pressed, the aircraft

will reach the heading set with the HDG knob,
while HDG SEL mode stay active.
Heading
readout
Heading Bug
The turn is then performed on the side with the smaller heading deviation. As soon as the
aircraft is put into a turn, the crew can modify the heading selection (dynamic selection) :
the aircraft turns until selected heading is reached
Disengagement:
The HDG SEL mode is disengaged by:
deselection on the FGCP

Fulfillment on capture condition (VOR, LOC, BC)
GA mode activation (HDG HOLD is automatically selected)
LNAV mode activation on FGCP
selection on FGCP
Limitation :
The maximum aircraft bank angle authorised by the AP is set by the reduced bank angle function.
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4.2 Interception of a VOR Radial (VOR mode)

With the VOR mode it is possible to intercept and follow a VOR radial.
OPERATIONAL USE
AP/FD shall be engaged first
1 : Enter the VOR frequency
Engagement :
on VCP, or MCDU (see

RMGMT section)
2 : Select the
corresponding VOR/LOC
(V/L1 or V/L2) NAV source
on the side you are sitting
5 : Press the
NAV button on
the FGCP to
arm the mode.
If the side configured is not

coupled to the AP/FD: the crew must
first activate CPL to couple the
instrument panel to the AP/FD then
arm the mode using the NAV pushbutton
4 : Select an
Intercept HDG
target
3 : Select a Course
Target (the radial you
want to intercept)
See Radio navigation Part for VOR

symbology explanation on HIS and ND.
In each phase, the FD guidance bars must
be followed to capture the VOR radial.
Phase A : VOR armed phase
In this example at the mode engagement, the active

lateral mode is HDG SEL
The course can be changed during this phase

without loosing the mode.
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Between Phase A and B : VOR course capture phase

The mode VOR* is automatically engaged from the arming phase when:
The VOR deviation is under a threshold

tabulated function of the distance to the
beacon (if DME is available) and the
interception angle.
Phase B : VOR course tracking phase TO the beacon
Phase C : Beacon over flying phase (out of signal)
There is no special
indication on FMA while
over flying the station.
The VOR Nav data are not taken

into account during this phase.
The FD will follow the last A/C
active heading at the VOR OS engagement
Nav data are not
The over flying of the station can be checked
displayed on HSI
by the pilot either by using distance (in case of
while flying in the
VORDME) or by using geographic position
cone of silence
delivered by the ND navaids.
In this phase the course can be changed to
track a different radial of the same beacon in
FROM phase. The aircraft will immediately capture and
track a new heading (which is the same as the new selected
course) while in VOR OS mode.
and
Deviation
bar is
flagged on
HIS
Entering cone of silence
VOR signal lost : amber retro video message flashing for 7 sec
If A/C doesnt capture the

VOR signal again VOR
mode is switch back to
the previous lateral basic
mode, and warning
message is displayed :
Phase D : Back tracking phase FROM the beacon
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Disengagement :
The VOR mode is disengaged by:
pushed-off from the FGCP

HDG SEL mode activation
GA mode activation (HDG HOLD is automatically selected)
selection on FGCP
NAV source selected modification
modification
Limitations:
The maximum intercept angle is 90.

The intercept distance is optimized for 20Nm.
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4.3 Interception of an ILS Localizer (without GS : NAV LOC

mode)
With the LOC mode it is possible to intercept and follow an ILS Localiser beam (without simultaneous
GS interception).
AP shall be engaged first
Engagement
1 : Enter the used

ILS frequency on
VCP, or MCDU (see
RMGMT section)
2 : Select the
5 : Press the
NAV button on
the FGCP to
arm the mode.
4 : Select an
Intercept HDG
target
3 : Select a Course
Target (runway
heading)
Expected System Behaviour an display:
In this example at the mode engagement, the active lateral mode is HDG SEL
Until the localiser capture conditions have been met, "HDG SEL" mode will remain active.
Lateral deviation is not displayed on the EADI or HSI until valid reception from the VHF
receivers are established by the system.
FMA symbology (heading sel phase):
When the localiser beam is near, the

"HDG SEL" mode is disengaged and
the "LOC*" (localiser capture phase)
mode engaged
The heading of the runway is selected as the actual selected heading
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The system will then capture the localiser beam (lateral mode will be "LOC after successful
capture).
FMA, EADI and HSI symbology (localiser

capture and tracking):
ILS frequency in
use.
Cyan if manually
entered
Loc deviation
pointer
Disengagement
The mode LOC is disengaged by:
deselection on FGCP
The mode LOC* is disengaged by:
deselection on FGCP
deselection on FGCP
(if GS is armed or active)
deselection on FGCP (if GS is

armed or active)
modification
modification
selection
HDG SEL mode selection
selection
mode selection
GA mode engagement
mode selection
Transition to LOC track
GA mode engagement
Limitation:
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4.4 Interception of a Back Course Localiser

With the BC mode it is possible to intercept and follow a back course localiser beam.
Engagement :
AP shall be engaged first
1 : Enter the used

ILS frequency on
VCP, or MCDU (see
RMGMT section)
2 : Select the
5 : Press the
NAV button on
the FGCP to
arm the mode.
4 : Select an
Intercept HDG
target
3 : Select a Course
Target (runway
heading)
In this example at the mode engagement, the active lateral mode is HDG SEL
Lateral deviation is not displayed on the EADI or HSI until valid reception from the VHF
receivers are established by the system.
FMA symbology (heading sel phase):
When the localiser beam is near, the

"HDG SEL" mode is disengaged and the
"LOC*" (localiser capture phase) mode
engaged
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The system will then capture the localiser beam (lateral mode will be "BC after successful
capture).
FMA, EADI and HSI symbology (localiser

capture and tracking):
ILS frequency in
use.
Cyan if manually
entered
BC Loc
deviation
pointer
Disengagement
The mode BC is disengaged by:
deselection on FGCP
The mode BC* is disengaged by:
deselection on FGCP
or
selection on
FGCP (if GS is armed or active)
or
selection on FGCP
(if GS is armed or active)
modification
modification
selection
selection
mode selection
GA mode engagement
mode selection
Transition to BC track
GA mode engagement
Limitation:
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4.5 Autoflight The Auto Pilot Follows the Flight Plan (LNAV
mode)
With the FMS lateral navigation (LNAV) mode it is possible for the AP to fly a route as defined
by a pre-entered, FMS flightplan (lateral level only).
Preparation :
Activate a flight plan on the MCDU to use as FMS NAV source (see FMS user guide FLIGHT
PHASE RELATED PROCEDURE / NAVIGATION INITIALIZATION part for complete
information on flight planning) :
On INIT page (+MENU, +FMS1/2), press FPLN INIT
Choose the required type of
flight plan where :
ROUTE is used for Navigation
(flying from point A to B)
SEC INIT is used to plan a
secondary flight plan
Enter your Flight plan

(departure airport,
arrival airport)
Scroll down
the route
waypoints
Press EXEC on the MCDU to activate the flight plan.
Choose your SID and STAR

procedures by clicking LSK next
to airports
Clear fllight plan discontinuity by

pressing clear button on MCDU
and then LSK next to discontinuity
Press EXEC a second time,
Flight plan is ready to be used
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1/ Select FMS as
Engagement :
NAV source on the

FGCP
2/ Switch on the
Auto Pilot
Also available in
FD only : skip step
2
3/
Press NAV
button to activate
LNAV mode
REMINDER : Navigation information used for processing AP/FD guidance is derived from either the
Pilot side (left) or the Co-pilot side (right) , so be sure to select the correct side and FMS source
(see source selection section above)
FMS / ILS
source
selection
CPL switch
button
When EXEC is pressed to activate the selected flight plan, the flight plan is available for navigational
use. Pressing EXEC will not affect immediate control of the aircraft.
When the NAV button is pressed,

the Autopilot will arm LNAV mode,
this step trop asa Fpln is captured
The autopilot will try to intercept the first leg in the flight plan.
Flight plan is displayed on ND :
Disengagement
The LNAV mode shall be deactivated by:
Active flight
Leg
Cross track error

(FMS data)
Waypoint
Deselecting
on the FGCP
Activating HDG SEL mode
- Selecting
or
- Changing the Selected Nav Source (then no
upper lateral mode is active).
Limitations:
A/C throttle must be controlled by pilot
The roll steering command from the selected
FMS is not valid or the aircraft is on ground (then no
upper lateral mode is active).
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4.6 ILS Approach Using FD/AP

This chapter describes the APPROACH mode on ILS receivers with radio guidance on vertical
and lateral axes.
4.6.1 Approach with CAT II Minima

With this approach mode (CAT II Minima - decision height of 100ft) it is possible for the auto
pilot to fly the aircraft to the decision height on the landing approach by using the airstrip ILS.
Overview:
Phase A: Intercept the localiser

beam by using the heading select
(all other lateral mode are alowed)
mode of the AFCS:
Phase
B: intercept the
glideslope beam (always after
localiser interception)
Phase C: track the ILS beam.
Phase D: Go Around or manual
landing.
Engagement :
Autopilot shall be engaged first
The left side settings of the FGCP are referred to as the
pilot side, and the right side
is referred to as the co-pilot
side.
Lateral AP/FD mode used here

: HDG SEL (heading: 030)
Phase A
Heading select phase
Radio tuning phase
Vertical AP/FD mode

used here : ALT HOLD
Tune the desired ILS

frequency on ILS 1
and 2
REMINDER : Frequency can be tune

manually through VCP and MCDU (RMS),
or automatically with Autotune function
(FMS)
The VOR/LOC Receiver automatically
tunes the corresponding Glideslope
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2/ Select the course corresponding to the runway course

Preparation
of
phase
(localiser and glideslope capture

and tracking)
(e.g. 090) by using the two CRS knobs on the FGCP

(same selection for pilot and co-pilot).
1/ Select the VOR/LOC

Receiver #1 as the left
navigation source.
1/ Select the VOR/LOC

Receiver #2 as the right
navigation source.
3/ Select the
4/ Select the approach
decision height
(e.g. DH = 100 ft)
with the DH knob
on ICP
mode by pressing the "APP"
Phase C (excessive deviation monitoring)
Keep a watchful eye on the PFD and be ready to take corrective actions if necessary.
Decide whether to Go Around or land the aircraft manually when the aircraft reaches the
decision height.
Phase D (landing)
Land the aircraft manually.
If Go Around needed
Press the Go Around button on the control column and follow the flight director guidance
bars.
Phase A:
The FD guidance bars will be visible on the EADI (Electronic Attitude Director Indicator).
Lateral or vertical deviation is not displayed on the EADI or HSI until valid reception from
the VHF receivers are established by the system.
FMA symbology (Phase A):
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Radio tuning (HIS symbology) :

ILS frequency
on ILS 1 is
tuned (113 .15)
Phase B :
Localiser and glideslope capture and tracking
When the localiser beam is

near, the "HDG SEL" mode is
disengaged and the "LOC*"
(localiser
capture
phase)
mode engaged
When the glideslope beam is

near, the "ALT" mode is
disengaged and the "GS*"
(glideslope capture phase)
mode engaged
The system will then capture

first the localiser and then the
glideslope beam (lateral mode
will be "LOC" and vertical
mode will be "GS" after
successful capture).
Under 1200 ft RA, CPL is

automatically switch to Dual
Mode (see dual CPL function
section)
DUAL is displayed on FMA
and both arrows around CPL
button are lit
LOC and Glide

deviation scales
Phase C
Excessive deviation monitoring
Deviation scales
displayed in
amber
ILS deviations are monitored below 300 ft R/A. In case

of excessive deviation (localiser = 25 A, glide/slope =
75 A), warnings are displayed
EXCESS DEV flashing

message is displayed
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Phase D
Decision Height
Audio and Visual warning are produced when the decision height is
reached (see section on Audio Warnings )
Landing :
"LOC" and "GS" modes will remain active until invalid

reception of the glide slope deviation.
The glide slope vertical deviation will be displayed until
invalid reception from the VHF receiver.
The localiser lateral deviation is displayed until the end of
the roll-out
GA phase
Go Around :
When the GA button is pressed, the AP is automatically disengaged.

The "GA" vertical FD mode will engage (giving a fixed pitch up command with the
command bars)
Disengagement :
The Glide Slope capture mode shall be disengaged by:

- Loss of LOC mode, and disengagement (see LOC mode)
- Transition to Glide track mode
- Any other vertical mode activation (if DUAL CPL is not active)
The Glide Slope track mode shall be disengaged by:

- Loss of LOC mode, and disengagement (see LOC mode)
- Any other vertical mode activation (if DUAL CPL is not active)
Limitations :
See limitation section for LOC mode
Approach category message
The CATI/CATII function provides a means of
knowing whether the AP/FD and its peripherals
can perform category I or II approaches.
CAT I or CAT II is displayed on the third line of
the FMA.
In case of degradation of category during automatic approach, the crew is advised by:
-
A triple click
The loss of Dual Mode
A warning message and the display of
a new approach category : CAT I
REMINDER : to continue the approach after a degradation in approach mode of the AP crew
has to ensure CAT I approach condition are fulfilled, or perform a Go Around
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4.6.2 Approach with CAT I Minima

With this approach mode (CAT I Minima - decision height of 200ft) it is possible for the auto pilot to fly
the aircraft to the decision height on the landing approach by using the airstrip ILS.
Engagement
1/ Tune the ILS/ LOC frequency on the VCP-Nav through MCP

2/ Select a LOC
5/
Press the APP to arm

the LOC lateral mode and
the
Glideslope
(GS)
vertical mode.
(V/L1 or V/L2) NAV

source on the side
you are sitting.
3/ Select a Course
Target (the ILS
localiser direction that
you want to intercept)
4/ Select an
intercept HDG target
with the HDG knob.
Expected System Behaviour an display :
Previously engaged lateral and vertical

modes
remain
active
until
the
corresponding
lateral
and
vertical
Approach modes are in capture phase.
When the Localizer capture conditions are

met, the LOC mode becomes active in its
capture phase ("LOC*", "GS*" are
displayed on the FMA).
When the LOC inbound course is

captured, the track phase is active ("LOC"
is displayed on the FMA).
When the Glide Slope capture conditions are met, the GS mode becomes active in its capture
phase. GS capture cannot occur prior to
LOC capture. When the Glide slope is
captured, the track phase is active ("GS"
is displayed on the FMA).
Disengagement :
See CAT II for details
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4.6.3 Back Course Approach

With the Back Course Approach mode it is possible to approach the airstrip for a landing by using the
back course of the airstrip ILS Localiser.
Overview:
Phase A: intercept back course of the localiser

by using the heading select mode of the AFCS
Phase B: tracking back course of the localiser

by using the "BC" mode of the AFCS
Phase C:
using procedure turn for normal

recovery in front of the localiser beam
Phase D:
tracking the ILS beam (see "ILS

approach" section).
Engagement
FGCP selections using the COURSE, HDG and NAV SOURCE knobs in this explanation are
from the left part of the FGCP. The CPL button on the FGCP must be used to activate the use of the
left COURSE, HDG and NAV SOURCE knobs before commencing the Back Course Approach.
Phase A:
1/ Engage lateral AP/FD mode here "heading select". Select a heading to cross the runway
longitudinal axis approximately over the runway threshold by turning the HDG knob on the
FGCP to the required heading and then press the "HDG" push-button.
2/ Engage a vertical AP/FD mode - here "altitude hold" using the "ALT" push-button on the
FGCP. (This is a vertical mode that will be active throughout the Back Course Approach and it
functions separate from the Back Course Approach, which is an upper lateral mode.)
Preparation of phase B
Back course:
Execute these steps before crossing the runway
3/ Select the course
1/ Select the navigation

source (e.g."V/L1") with
the NAV SOURCE button.
corresponding to the runway

course (e.g. 270) with
COURSE knob
2/ Confirm the used ILS frequency

(e.g. 110.30MHz) on the VCP-Nav
or MCDU- RMS-Nav page.
4/ Select the "BC" mode

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Phase C and D
Turn around and intercept of ILS localiser
In this example we
1,
will be making an about
turn on the left side of
the ILS localiser - see
picture above.
4
1/
When overflying the outer marker, select a new heading 45 to the left of the current
heading with the "HDG" button on the FGCP (select 045 in this case). Engage the "heading
select" mode by pushing the "HDG" button on the FGCP.
2/ Fly 1 min.
3/ Select a reciprocal heading value with the "HDG" button on the FGCP (select 225 in this
case) in order to be able to capture the localiser with a right turn. (This will be a "hot change",
which means the aircraft will begin to follow the new selected heading the moment you change
the value with the "HDG" knob, so be quick! Turn the "HDG" button in a clockwise direction.)
4/ "APP" mode has to be selected to arm the ILS approach mode.

Phase E :
Landing :
Fly the aircraft like a normal ILS approach
Phase A :
The aircraft will fly on the selected heading

and altitude towards the runway threshold
with the "HDG SEL" mode active.
After the BC button is pressed, the "HDG SEL" lateral mode will remain active with the "BC" mode
armed, until the back course localiser
conditions have been met, and then the
"BC" upper lateral mode will become
active.)
Lateral deviation is not displayed on the PFD until a valid reception from the VHF receiver is
established by the system.
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Phase B :
Back course phase
When the localiser beam is captured, the

"HDG SEL" mode is disengaged and the
"BC*" mode engaged
The system will then track the localizer beam (lateral mode will be "BC").
Phases C and D :
Turn
When the "HDG SEL" mode is engaged just after the middle marker, the A/C will follow the new
selected heading as the first of the two turn-around actions.
After 1 min the aircraft will turn around and be ready to intercept the ILS localiser.
FMA and HSI symbology (End of Phase D):
The BC mode can also be used for automatic

capture and tracking of the back course localiser
signal for exemple to follow the axis of the
runway after take off or Go Around
Phases E :
Landing
Disengagement
See BC mode disengagement conditions
Limitations :
See BC mode limitations
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5 AFCS ALERTS
The AFCSdetects:
AP and YD disengagement, and the reason prohibiting AP/YD engagement
AP/FD modes unexpected change by the crew
CAT I/CAT II approach capability and CAT II capability loss
Excessive deviations in approach (CAT II)
"Untrimmed" control surface situations (elevator and aileron)
Disagreement between sensors and sensor failures
Incompatibility between navigation source and selected mode
ALT CAPTURE interruption due to ALT target modification by the crew.
Its own failures.
The PFD is capable of indicating in an autonomous way:
The loss of communication between CDS and AFA (loss of AFDX): message AFCS
FAIL + FD SGL CHNL
The MFC is able to trigger the cavalry charge following a loss of AP/YD due to a complete failure of
AFA + 3clicks associated with ALT off Alert
5.1 Altitude alert function

The purpose of this function is to provide the crew, through visual and audio signals, with the
following indication:
Approach and deviation of selected altitude or deviations with respect to this altitude
when reached.
Flashing amber
when deviation,
or approaching
ALERTS
C chord aural warning activated for 1 second .
SIGNAL ACTIVATION
Visual warnings are

activated within the zones (H
+1000 ft., H +250 ft.) and (H
- 250 ft., H -1000 ft.) where H
is the selected altitude
The aural warning is

activated when the aircraft
enters these zones.
NOTE: The selected altitude
will be the reference altitude
used in the AP/FD capture
mode (see ALT SEL mode).
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5.2 Control surfaces improperly "trimmed" in AP/YD
AILERONS:
If the ailerons are improperly trimmed the FMA shows a message giving the corrective command
to be performed RETRIM ROLL L WING DN or RETRIM ROLL R WING DN .
The AF also inhibits roll trim control in the direction to that that increases out of trim. If the out of
trim increases and lasts, the following message will be displayed :
ELEVATORS:
If the elevator is improperly trimmed for more than 10 seconds, PITCH MISTRIM message
gives the unbalance information.
The message is cleared only after the elevator is properly trimmed.
Loss of the autotrim function is indicated by the message

After this failure the AP remains engaged; the crew will be advised to take command.
RUDDER:
If the rudder is improperly trimmed :
On ground when YD is inhibited :
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5.3 Sensor Failure

If the crew try to engage a mode using a failed parameter, the following messages depending the
type of parameter will flash during 7seconds then disappear, in order to inform the crew that the mode
can not be engaged.
Remarks:
In DUAL CPL phase, the reached threshold of comparison between ILS receivers is indicated by
Loss of mode needed data
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5.4 Navigation source/selected mode incompatibility or loss

If the crew tries to arm a NAV mode whereas the wrong navigation source is selected, the
message CHECK NAV SRC is displayed flashing for 7 seconds then disappear
FOR THE FOLLOWING CASES :
If an armed or engaged navigation mode dropped off following a navigation source change, or
If a VOR/LOC navigation frequency change induces the current mode loss, or
In case of coupling change
for 7 sec + 3 clicks then replaced by the message CHECK NAV SRC until failure is cleared by trying
to engage another FD modes, or by pressing
pushbutton.
5.5 Situations prohibiting engagement of AP/YD or YD alone

AP/YD ENGAGEMENT IS INHIBITED IN ONE OF THE FOLLOWING CASES:
A/C is on ground or in fligh for less than 5 sec

TCS pushbutton switches pressed (in)
Quick release control pushbutton switches pressed (in)
S t a n d b y or NORMAL PITCH trim control switch in UP or DN position
A control column force (up, down) upper to 10 daN
GA pushbutton switches pressed (in)
stall warning detection
A/C attitude exceeds engagement limits.
If an attempt is made to engage the AP in one of these conditions, the following message is displayed
flashing during 7 seconds, then disappears.
ENGAGEMENT OF YD ALONE IS INHIBITED IN THE FOLLOWING CASES:
A force greater than 30 daN is applied on the rudder pedals.
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A/C attitude exceeds engagement limits.

AHRS and ADC monitoring
On ground
If an attempt to engage YD is made, the following message is displayed flashing for 7 seconds.
5.6 AP/YD Failure

YD Failure:
In case of a YD failure:
AP/YD INVALID will be displayed on the

PFD's.
Engagement of YD or AP/YD inhibited.
All modes can still be used in FD operation.
AP Failure:
In case of a AP failure:
AP INVALID will be displayed on the PFD's.

Engagement of AP is inhibited.
Engagement of YD is allowed.
All modes can still be used in FD
operation.
5.7 CAT I/CAT II approach capability and loss of CAT II

capability
See ILS CAT II approach mode section
5.8 Excessive deviations

See ILS CAT II approach mode section
5.9 CAS Messages

CAS messages FMA, by mismatch flag on PFD and by a warning on EWD.
Caution
Alert message displayed
Pitch trim failure
AP PITCH TRIM
Pitch mistrim
PITCH MISTRIM
Aileron mistrim
AILERON MISTRIM
Rudder mistrim
RUDDER MISTRIM
Yaw trim failure
AP YAW TRIM
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6 SINGLE SOURCE OPERATION

Auto-Pilot (AP) and Yaw Damper (YD) functions require both ADC and both AHRS to be valid and
consistent. In case of ADC or AHRS failure (fault or disagreement), AP/YD are disengaged and cannot be
re-engaged as long as both ADC and both AHRS do not return to normal operation.
The aim of Single Source operation is to provide an aid to the aircrew during cruise phase and beginning of
approach in case of ADC and/or AHRS failure (fault or disagreement), by allowing re-engagement of AP/YD
functions.
AP/YD shall automatically disengage at first failure, then aircrew shall isolate the faulty sensor prior to reengaging the AP/YD functions

6.1.1 Operational sequence following ADC1 loss
1/ AP/YD disengage automatically
Acknowledge disengagement using quick release switch
2/ CAPT selects ADC2

3/ Press AP/YD on FGCP to re-engage AP/YD
6.1.2 Operational sequence following ADC mismatch
2/ Crew identifies the valid ADC by comparison with standby instrument

F/O selects the ADC1 (for instance)

6.1.3 Operational sequence following AHRS2 loss
1 / AP/YD disengage automatically
2/ F/O selects AHRS1

3 / Press AP/YD on FGCP to re-engage AP/YD
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6.1.4 Oper. sequence following AHRS mismatch
2/ Crew identifies the valid AHRS by comparison with standby instrument

CAPT selects the AHRS2 (for instance)
3 / Press AP/YD on FGCP to re-engage AP/YD

6.1.5 Oper. sequence following DC BUS2 failure
1 / AP/YD disengage automatically
2/ F/O selects ADC1 and AHRS1

No PFD is available on right side
6.2 Single Source Limitations
AP/YD should not be used when flaps are extended neither below 1000ft AGL
Since stall protection system is not available in emergency electrical conditions, AP/YD should
not be used in this case
Automatic limitations
Roll angle rate reduced from 4deg/s to 3deg/s
Vertical acceleration limitation reduced from 0.2g to 0.1g in Pitch hold mode
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Maintenance
1
GENERALS................................................................................................................................................ 200
1.1
System Description ............................................................................................................................ 200
1.2
Centralized Maintenance Function ................................................................................................. 200
1.3
BITE Function ................................................................................................................................... 201
1.4
Line Replaceable Units Failures Report ......................................................................................... 201
1.5
CAC Failure Report .......................................................................................................................... 202
SYSTEM OPERATION ............................................................................................................................. 202

2.1
Maintenance Phase............................................................................................................................ 202
2.2
MCDU IHM ....................................................................................................................................... 203
2.2.1
CMA menu page ......................................................................................................................... 203
2.2.2
Menu Tree ................................................................................................................................... 204
2.2.3
Avionic Status ............................................................................................................................. 205
2.2.4
System report / test sub menu...................................................................................................... 206
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1 GENERALS
Airlines are forced to make an extensive maintenance of their fleet to achieve several objectives:
-
For safety reasons, the systems must perform their function and be reliable.
For economic reasons, the systems failures should be managed to optimize the maximum punctuality
and availability of the aircraft
Centralized Maintenance System (CMS) helps airlines to achieve these goals and optimize the maintenance
of their fleet.
BITE (Built In Test

Equipement) records LRU
failures and transmit them to
CM Application
1.2 Centralized Maintenance Function

CMF purpose is to offer to the maintenance operator a set of services via MCDU pages in order
to make a diagnostic that permits to identify most clearly possible root cause of a problem occurence
in AVS.
These services are the following:
-
Display of configuration report

Display failures reports (current failures and historical),
Possibility to initate interactive tests
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1.3 BITE Function

BITEs of the various sub systems allow to test, monitor and record equipment faults.
It is often composed of three types of BIT:
-
ABIT : stands for Automatic Built In Test. This is a test triggered automatically by the
equipment at its power. It is also called PBIT (Power on Build In Test).
CBIT : stands for Continuous Built In Test. It is a Permanent monitoring equipment.
IBIT : stands for Interactive Built In Test. This is a test triggered manually by the operator
maintenance when the plane is on the ground.
The ABIT IBIT and the tests are often more detailed than the CBIT because this one is done
continuously, whether the aircraft is on the ground or in flight, it should not interfere with the operation
of equipments.
Equipment of AVS fitted with a BITE are:
-
CAC, IAD, RA, ATC, T2CAS, WXR, VHF COM, VHF NAV, DME, CMU, HF COM, AHRS,
IRS, ADC, GPS, and MCDU
BITE of some equipments does not contain the three types of BIT, the GPS has no IBIT.
1.4 Line Replaceable Units Failures Report

Bit Oriented protocol,
based on Bit Oriented
FailuRes philosophy.
Each BITE report
LRU failure to CMA
on a Bit Oriented
protocol
AVS failures that are

displayed in the MCDU
pages dedicated to
maintenance, are built
by the CMA from
failures collected, using
specific data to each
subsystem (type of
failure, LRU part
number...).
CMA collects failures in

AVS subsystems and
make them accessible to
operator through MCDU
Note : the notion of subsystem of subsystem : equipments can collect its internal failures, but also
a failure to interface with its antennae, its control panel or other equipment supposed to send data.
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The part of the CPM that hosts

the CMA also contains a BITE,
which has the perimeter of the
CAC and its applications
1.5 CAC Failure Report
CPM BITE receives the BFM from

CAC applications (DCA, FWA,
AFCA, CMA) and its platform
(CSW),it then compares it to its
failure table associates it with the
corresponding failure. The CPM
BITE stores it in its NVM (Non
Volatile Memory) and transmits it
to the CMA under BOFR format.
Each application is responsible

for detecting its own faults
(monitoring). When a failure is
detected, it generates the BFM
(Basic Failure Message)
associated with that failure and
sends it to the CPM BITE
Note : Monitoring of applications is on its own failures but also on CAC modules and controlpanels :
- AFCA: IOM-AP and control panels such as ICP or FGCP
- DCA: the IOM-DC
- CSW: IOM-S
2 SYSTEM OPERATION
2.1 Maintenance Phase
As it is essential to now when a failure occurred, flight phase is divided into Legs : failures will be reported
with their Leg number to now they had occurred
Flight phase is sent by the MPC
to the CMA, Pre flight to Taxi
transitions and Landing RollOut
to Taxi indicates to the CMA to
change the maintenance phase
(ground or flight) and so
determine the change of Leg.
Flight
phase
Maintenance
phase
During NULL and DC1 state,

sub systems store and
report back their failures
Pre
Flight
Taxi Takeoff Takeoff Initial

out init. roll final roll climb
initial
final
Flight Phase
10
+30 S
ground
flight
ground
30s min
Maintenance
command
NULL
DC2
Final Landing
Post Pre
Approach roll Taxi In Flight Flight
DC1
NULL
During the DC2 state, the aircraft

can be subjected to strong
vibrations, which can cause
intermittent failures.
Only internal faults are stored and
reported.
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Failure Classification
There is two type of failure :

-
Internal failures : due to an internal problem in LRU
External or interface failures : due to a problem with the entry of an LRU, so in the case of a
failure of an equipment interface with other equipment or antenna, it is always the emitting
equipment which is accused.
There are two classes of failures :

-
Class 1 failure : meaning that the problem has a cockpit effect or involves a loss of
redundancy. They are considered critical.
Class 2 failure : meaning that the problem has no cockpit effect and does not imply a loss of
redundancy. They are considered non-critical, so associated maintenance may be delayed.
A class 1 failure on a LRU of leads to its replacement
2.2 MCDU IHM

2.2.1 CMA menu page
Gives the list of
currently failed LRU
(class 1 or 2 )
Gives the list of all the

Class 1 messages that
have occurred during
the last leg (see above)
in flight
Gives the list of the
Class 1 messages
transmitted during
the previous 63
leg in flight.
Click on LSK beside the AVS

prompt on MCDU MENU page to
access maintenance page
This report will give
access to a subsystem menu to
initiate tests
Gives the list of Class
2 messages that have
occurred during the
last leg in flight
Allows to display the
Part Number
(hardware and
software) of a list of
sub-system
Allows the operator to

consults Avionic
options and A/C
configuration
Return to MCDU
MENU page
Allows operator to
print a report of
failure.
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2.2.2 Menu Tree

First level Menu
described above
Second level
Menu :same
functiunalities as first
level but dedicated to
subsystem
Allows to run tests for

subsystem.
For AHRS in particular,
allows calibration
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Avionic Status
This description aims to show you a basic maintenance report structure.
LRUx is replaced by
LRU name (for instance
AHRU1, ) +
associated code FIN in
Bracket
Sub-system y, is
replaced by the
name of subsystem which
does not correctly
transmit failure
(for instance
AHRS1, )
Failure message sythax :

Internal Class 1 Failure : RAI FIN LRU
FIN LRU is replaced by the Fin code (Functional Indentification Number) of
the equipement.
Internal Class 2 Failure : FIN LRU FREE TEXT DESCRIBING FAILURE
"FREE TEXT Describing The Failure" is replaced by a description of the fault
to be less than 10 characters
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2.2.4 System report / test sub menu

Press NEXT/PREV to
display all pages.
Allows to run test on

equipement, and
specific action :
Calibration for AHRS
for example.
MCDU 1
>
< LAST LEG REPORT
<
>
< PREVIOUS LEGS REPORT
<
>
< SYSTEM TEST /

SPECIFIC ACTION
<
>
< MAINT
<
>
< LRU IDENT
<
>
< RETURN
PRINT *
<
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SYSTEM TEST
MCDU 1
SYSTEM TEST
MCDU 1
>
< LAST LEG REPORT
<
<
>
<
>
<
>
< SYSTEM TEST /

SPECIFIC ACTION
<
>
<
>
< MAINT
<
>
<
>
< LRU IDENT
>
<
< START SELF-TEST
>
< START PUSH-TO-TEST
< RETURN
>
If (test initiated (with

and no pre-condition
PRINT *
<
>
<
>
<
>
>
<
>
>
<
>
TEST IN PROGRESS
100 SECONDS MAX
>
<
PRINT *
< RETURN
PRINT *
<
>
If test ended
and there is Failures
to be reported
Pre condition is a
procedure to be
done on by
operator before
running test
<
If precondition
MCDU 1
SELF-TEST
>
>
>
command or discret)
MCDU 1
SELF-TEST
>
<
MCDU 1
SELF-TEST
<
>
<
>
<
>
CANCEL >
<
>
CONTINUE >
<
>
Pre-condition
PRINT *
< RETURN
<
>
<
<
ERROR
TEST ABORTED
<
<
<
< RETURN
PRINT *
<
If test ended and No Failure reported
If Test Aborted
MCDU 1
SELF_TEST
MCDU 1 1/N
SELF-TEST
>
>
ATA
31-32-00
MESSAGE 1
CLASS
1
<
<
TEST OK
>
<
>
<
<
34-42-01
MESSAGE 2
<
>
>
>
>
<
>
>
>
<
<
<
< RETURN
PRINT *
>
<
< RETURN
PRINT *
<
PREV /NEXT to access

to other pages if any
207
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S E R I E S
T H A L E S
A V S
SPECIFIC ACTION
Calibrating AHRS can be done by maintenance crew through the specific action submenu.
AHRS 1
AHRS 1
SYST TEST/ SPECIF ACT

>
< START SELF-TEST
<
>
< FLUX VALVE CALIBRATION
<
>
< LAST LEG REPORT
<
>
<
>
< SYSTEM TEST / SPECIFIC

ACTION
<
>
<
>
<
>
< MAINT
<
>
<
>
< LRU IDENT
<heading
<
>
< RETURN
< RETURN
>
PRINT *
PRINT *
Adjust the value of

returned by
AHRS, according to
<
the position on
calibration area
(see below)
AHRS 1
FLUX VALVE CALIBRATION
>
<CAL MODE
<
>
>
AHRS 1
PRESS CAL MODE key

DURING 3s TO SET AHRSx
CALIBRATION MODE
<
>
<
>
<
>
< RETURN
FLUX VALVE CALIBRATION
<
PRINT *
<
>
<HDG -
>
<VALIDATE
>
>
>
<
Allows to calibrate
the two AHRS in the
<
same time
HEADING: 210
VHDG: 1
VALIGN: 0
<END CALIB
<
<
GO TO AHRS 2 >
QUIT: press 3s END CALIB
>
CAL MODE key

pressed during 3s
HDG +>
PRINT *
<
<
END CALIB key

pressed during 3s
AHRS calibration area

on airport : graduated
from 30 degrees to 30
degrees.
208
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S E R I E S
T H A L E S
A V S
Glossary
ACARS
ADF
ADU
AFCS
ALT
ALT SEL
ANF
AP
BC
BCP
BITE
BRG
DA
DEST
DIST
DME
DTK
EADI
EFCP
EFIS
EFOB
EOR
ETA
FD
FGCP
FGM
FL
FMA
FMS
FPA
FPLN
FPS
FREQ
FRQ
Arinc Communication Addressing and Reporting System

Automatic Direction Finder
Air Data Unit
Automatic Flight Control System
ALTitude
SELected ALTitude
Airport Navigation Function
Auto Pilot
Back Course
Best Computed Position
Built In Test Equipment
BeaRinG
Drift Angle
DESTination
DISTance
Distance Measuring Equipment
Desired TracK angle
Electronic Attitude Director Indicator
EFis Control Panel
Electronic Flight Instrument System
Estimated Fuel On Board
End Of Run
Estimated Time of Arrival
Flight Director
Flight Guidance Control Panel
Flight Guidance Module
Flight Level (altitude)
Flight Mode Annunciator
Flight Management System
Flight Path Angle
Flight PLaN
Flight Planning System
Frequency
Frequency
209
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GPS
GS
HDG
HGT
IAS
ICAO
ICP
IDENT
IESI
IFC
IFR
ILS
INS
IOM
IOP
IRS
Km
KH
KT or kts
LAT
LB
LCD
LNAV
LOC
LONG
Lsk
MAG
MCDU
NAV
NAVAID
ND
NDB
Nm
PFD
RA or R/ALT
RAIM
RNAV
R/NAV
RNP
RTA
RWY
SEL
SID
SM
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Global Positioning System

Ground Speed
HeaDinG
HeiGhT
Indicated Air Speed
International Civil Aviation Organization
Index Control Panel
IDENTification
Integrated Electronic Standby Instrument
Integrated Flight Cabinet
Instrument Flight Rules
Instrument Landing System
Inertial Navigation System
Input/Output Module
Input Output Processor
Inertial Reference System
KiloMeter
KiloMeter(s) per Hour
KnoTs
LATitude
pounds
Liquid Crystal Display
Lateral NAVigation
LOCalizer
LONGitude
Line Select Key
MAGnetic
Multifunction Control and Display Unit
NAVigation
NAVigation AID
Navigation Display
Non Directional Beacon
Nautical Mile
Primary Flight Display
Radio Altimeter
Receiver Autonomous Integrity Monitoring
Radio NAVigation
Radio/NAVigation
Required Navigation Performance
Required Time of Arrival
RunWaY
altitude SELected
Standard Instrument Departure
Servo Motor
210
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SPD
STAR
TAS
TAT
TCAS
TCS
TKE
T/O
TOC
TOD
TOGA
TOW
TRANS ALT
V1
V2
VAPP
VAR
VFR
VHF
VMO
VMCA
VNE
VTHR
VOR
VORDME
VR
VRC
VS
WGS
XPDR
XTK
YD
ZP
A T R 6 0 0
S E R I E S
T H A L E S
A V S
SPeeD
Standard Terminal Arrival Route
True Air Speed
Total Air Temperature
Traffic Collision Avoidance System
Touch Control Steering
TracK angle Error
Take-Off
Top Of Climb
Top Of Descent
Take Off Go Around
Take Off Weight
TRANSition AlTitude
decision speed
take off safety speed
APProach speed
VARiation
Visual Flight Rules
Very High Frequency
Maximum Operating speed
Minimum Control Air speed
Velocity Never Exceed
THreshold speed
VHF Omnidirectional Ranging
VOR/DME
Rotation speed
Recommended Climb speed
Vertical Speed
World Geodesic System
transponder
cross Track Error
Yaw Damper
standard altitude
211
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A T R 6 0 0
S E R I E S
T H A L E S
A V S
212

ATR Pilots Guide 1-3

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ATR Pilots Guide 1-3

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THALES AVIONICS

ATR 600 Series AVS

AVS PILOTS GUIDE

Intentionally left blank

REFERERENCED DOCUMENTS .............................................................................................................. 7

Whats New ? ......................................................................................................................................... 8

User guide for the IESI

FMS Users Manual

Previous documents should be used at the latest issue approved.

Aircraft flight parameters

3.1 Whats New ?

2 Primary Flight Displays (PFD),

Improved Operation and Situational Awareness

Improved Dispatch Capability

Improved situational awareness and safety

Display Control ................................................................................................................................... 18

Manage ND range and mode .............................................................................................................. 22

MANAGE COCKPIT LIGHTING .............................................................................................................. 23

MANAGE DH / MDA .................................................................................................................................. 24

MANAGE VIRTUAL CONTROL PANEL (VCP) ...................................................................................... 24

CAS MESSAGES ......................................................................................................................................... 25

Five 6x8 Liquid

Two Multi Function Displays

Two Primary Flight Displays

One Engine & Warning

PFD is the Primary Flight Display, attitude and and

PFDs integrate multiple conventional instruments :

Rolling Air Speed Indicator with speed bugs

Rolling barometric altitude display

Flight mode, icing conditions annunciations

Take a look at Primary References function part for

HSI or Navigation Display

Navigation Display (ND),

NAVIGATION DISPLAY (ND)

Actual & selected heading

Navigation Display (ND) format is

COM Menu or VCP Menu

A/C SYSTEM DISPLAY FORMAT (SD)

Display A/C maintenance page function provides

Conditions of current engine fixed

PERF INIT FORMAT

PERF INIT Page display FMS fligh datas

VIRTUAL CONTROL PANEL AND TEMPORARY SELECTION

Virtual Control Panel

Temporary selection area Display basic A/C status function such as :

Fuel crossfeed control/failure device status

2.1.3 Engine Warning Displays (EWD)

The EWD format provides:

Primary engine and fuel parameters and flight control

2.2 Display Control

DU OPERATIONAL MODE MANAGEMENT

6. PBIT, Power-on Built-In Test

2. Pin prog hard ERROR

9. END OF DATA LOADING

On Ground Power on:

START (black display during

This sequence is realized in less than 45 seconds.

Dump BITE : allow to download failure report on Compact Flash on ground

Downloading a new software or AVS conf :

The tables hereunder list all the DU automatic configurations :

For triple and quadruple automatic

Display Airport Navigation

2.4 Manage ND range and mode