Beruflich Dokumente
Kultur Dokumente
This is a engineer oriented pilots guide for the ATR 600 series Avionic Suite develloped by Thales
Avionics
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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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G U I D E
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
INTRODUCTION .......................................................................................................................................... 7
3.1
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
ASW/10/004799 rev01
FMC2/ NAV/08/001108 00
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:
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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.
The cockpit is designed in order to replace most of the present instruments by five 6 x 8 LCD
displays composed of:
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A V S
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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
2.3
Reconfigurations ................................................................................................................................. 20
2.4
11
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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
12
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2.1.1 PFDs
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
Vertical speed
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G U I D E
2.1.2 MFDs
The MFD upper area support following formats :
Ground speed
True Airspeed
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
14
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CABIN
AC/DC
HYD/ACW
ENGINE
ENGINE RUN-UP DISPLAY FORMAT
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
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MFD
UPPER
FORMAT
Temporary
Virtual control panel area supports several display and controls functions:
- VCP NAV,
- VCP COM,
- VCP SURV,
- VCP PERF,
- VCP RUN UP,
- VCP MAP
16
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Flight control
window
Warning and
Caution
window
Emergency / abnormal procedures or specific checklist and warning / caution list (see FWS)
Primary
engine and
Permanent
Data window
Procedure
window
17
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Compact Flash
slot for Software
and database
loading
1. OFF
Activity: none
Display: black screen
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
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DU OPERATIONS
1 - POWER
DETECTION
4 OPERATIONAL
3 - PBIT (T during
a maximum of 40
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.
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
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
Double DU loss :
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
Note : In all other mode than ND, ND is then displayed on PFD lower part
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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
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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)
DH or MDA readout on
attitude sphere on PFD
Transverse VCP
Specific VCP
These are the VCP associated to a specific page/function, like Airport Map VCP for example
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ESC to cancel
current action
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
MULTI DUs T HI
DU
DISCREPENCY
25
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Primary
References
1
GENERALS.................................................................................................................................................. 28
General ................................................................................................................................................. 28
2.2
2.3
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
General ................................................................................................................................................. 36
3.2
3.3
System Operation ................................................................................................................................ 38
3.3.1
Initialisation And Alignment ......................................................................................................... 38
3.3.2
Data Display .................................................................................................................................. 38
3.3.3
Flags And Alerts ........................................................................................................................... 39
27
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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
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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P I L O T S
G U I D E
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P I L O T S
G U I D E
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.
30
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G U I D E
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)
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
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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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G U I D E
Airspeed trend
indicator (next 10 s)
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
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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G U I D E
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
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).
35
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P I L O T S
G U I D E
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.
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G U I D E
1) Input signals
Each AHRU receives the following signals:
2) Output signals
Output data are transmitted to:
Compensated
Flux Valve
input
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
37
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S E R I E S
A V S
P I L O T S
G U I D E
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
Roll index
Pitch scale
Aircraft mockup
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P I L O T S
G U I D E
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
Rotating
heading dial
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A V S
P I L O T S
G U I D E
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
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
40
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A V S
P I L O T S
G U I D E
41
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S E R I E S
A V S
P I L O T S
G U I D E
Airspeed pointer:
3 digits drum
No numerical display if less than 30 kts
ALTITUDE
42
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A V S
P I L O T S
G U I D E
BARROMETRIC CORRECTION
To change
Baro units on
IESI, follow this
sequence
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A V S
P I L O T S
G U I D E
44
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P I L O T S
G U I D E
Radio
Management
1
GENERALS.................................................................................................................................................. 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
3.2
Datalink ................................................................................................................................................ 56
Ref :
DLM-900/CMU-900 Data Link Management and Communications Management Units Pilot's Guide (CPN 5230780471-101117)
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G U I D E
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.
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)
46
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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:
-
48
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
49
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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.
Press enter on + or to
increase or decrease
squelch : 3 level available
50
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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.
ADF (automatic direction finder) for the relative bearing to the adf selected ground station.
51
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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
TCAS choose
what to display
Display only
Traffic Advisory
TCAS standby
52
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
The figure below explains the communications pages organization and utilization.
RMS 1 is piloted
by RMA 1, RMS2
by RMA2
53
R E F
A T R
C L A / 1 1 / 0 0 4 8 2 0
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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
Adjust
value of
selected
data
To select the
adjustable value
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.
R E F
C L A / 1 1 / 0 0 4 8 2 0
ILS indications :
VOR indications :
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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.
55
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
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)
-
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
56
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
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
2.2
Marker System Opration .................................................................................................................. 59
2.2.1
Marker control on mcdu ................................................................................................................ 59
2.2.2
Marker Display And Indicating ..................................................................................................... 60
3
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
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
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
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
57
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
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 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)
58
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
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
runway begin activate
Middle symbol and an
audio signal at 1300Hz;
Inner
Marker
is
positioned at 100m of
runway begin activate
Inner symbol and an
audio signal at 3000Hz.
59
R E F
A T R
C L A / 1 1 / 0 0 4 8 2 0
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
The MARKER symbols (MARKER Beacon Annunciator) are displayed at the bottom right corner of the
PFD as follow :
MARKER beacon
Annunciator
60
R E F
A T R
C L A / 1 1 / 0 0 4 8 2 0
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
3 VOR SYSTEM
3.1 General Description
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
61
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
62
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
Course/desired track
deviation bar
Radio-navigation
frequency/FMS ident
Selected
course/desired track
numeric value
Hold mode
TO/FROM pointer
DME/FMS distance
63
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R
6 0 0
S E R I E S
A V S
P I L O T S
G U I D E
ON MCDU
64
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
4 ILS SYSTEM
4.1 General Description
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)
65
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Invalid
deviation : loss
of deviation
indication
Excessive deviation
5 ADF SYSTEM
5.1 General Description
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.
66
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
67
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Second bearing
pointer indication :
VOR pointer
Second bearing
pointer indication :
VOR pointer
68
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
ON MCDU
69
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
6 DME SYSTEM
6.1 General Description
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.
-
70
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
71
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
ON MCDU
CONDITION
CAS MESSAGE
SINGLE DME
DME LOSS
DME LOSS
72
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Aircraft System
Parameters
1
GENERALS.................................................................................................................................................. 74
2.2
2.3
2.4
4.1
4.2
4.3
73
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
1 GENERALS
MFC
S E R I E S
T H A L E S
A V S
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.
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
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
74
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
GENERAL LAYOUT
Abnormal status :
valve status invalid
AIRFLOW STATUS
Abnormal
status : valve
open, should be
closed and
engine on
76
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
DOORS STATUS
Door Locked
Door Unlocked
Door status
invalid
MISCELLANEOUS INDICATORS
Invalid Cabin altitude
77
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
GENERAL LAYOUT
HYD-ACW in nominal
configuration (with External
Power ON)
78
R E F
C L A / 1 1 / 0 0 4 8 2 0
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
GENERAL LAYOUT
79
R E F
C L A / 1 1 / 0 0 4 8 2 0
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
FUEL FLOW
INFORMATIONS
Clogged duct
indicator
TANK INFORMATIONS
80
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Primary
engine and
Permanent
Data window
Flight control
window
Warning and
Caution
window
Torque
objective
Procedure
window
Uptrim flag
TQ
Indicator
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
81
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
EMERGENCY BREAK
AND ALERT
MESSAGES
Test/Alert and
emergency break
messages
Flap Position
Flap Reference
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Primary
engine and
Permanent
Data window
Flight control
window
Warning and
Caution
window
Procedure
window
Fuel consumed
on left and right
tank, in kg or
lbs (see FMS
part)
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
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
MFD
UPPER
FORMAT
Temporary
84
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
Allow to scroll
pages
Aloows to print an
engine report
85
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Flight Warning
1
GENERALS.................................................................................................................................................. 88
2.1
Pusshbuttons ........................................................................................................................................ 89
2.2
Display .................................................................................................................................................. 89
2.3
Control ................................................................................................................................................. 90
General ................................................................................................................................................. 90
3.2
3.3
Allow Management Of Procedures .................................................................................................... 92
3.3.1
Procedure Control ......................................................................................................................... 92
3.3.2
Display Status................................................................................................................................ 94
3.4
87
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
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.
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 allows the crew to carry out normal, abnormal or emergency procedures (checklists)
It helps the crew identifying system action status required during procedure
The DCA (Data Concentrating Application) which concentrates data, converts them in AFDX
format and transmit them to FWA,
88
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
2 SYSTEM LOCATION
2.1 Pusshbuttons
Warning/
Caution
pushbutton
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
89
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
2.3 Control
EFCP right
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 :
-
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
INDICATION
COLOR
INTERPRETATION
WARNING
RED
CAUTION
Flashing
AMBER
ADVISORY
AMBER
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
Displayed if :
pitch trim outside green range
flaps are not in takeoff configuration
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Go back to
procedure menu
( to do list )
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
92
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Press to choose a
procedure in PROC
menu
2/ Press to remove
93
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
94
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
External
Protections
1
2.3
2.4
Aural Annunciations ......................................................................................................................... 104
2.4.1
Preventive.................................................................................................................................... 104
2.4.2
Corrective .................................................................................................................................... 104
2.5
3
3.2
3.3
4.2
4.3
5.2
System Operation .............................................................................................................................. 114
5.2.1
Control ........................................................................................................................................ 114
5.2.2
Indicating .................................................................................................................................... 115
95
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Operate in Mode A, C or S
environment.
Mode A interrogations:
reporting its aircraft
Identification.
Mode C interrogations:
reporting its aircraft
Identification and
Altitude.
Mode S interrogations:
reporting its aircraft
Identification, Altitude
and Tail Number.
96
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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).
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).
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 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
97
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
1.1.2 Control
ATC is controlled by RMA via:
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
ON:
ATC
system
is
activate
d.
STBY:
System
is
powered
but does
not
transmit
replies
in any 98
mode.
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
MCDU
Flight ID is
provided on
8 characters
99
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
XPDR
The table here after lists the PFD messages associated to ATC according the its status:
100
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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 :
Select the
desired mode
with arrows on
MCP
101
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
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
102
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
103
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
104
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
threats as TA
threats
Limitations :
A maximum of 20 intruders will be displayed on the ND with bearing information, and 2 without
bearing information.
105
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
3.1 Activation
Press to deselect the stabilization
function.
Engagement
Press to select
target alert
(TGT) function.
Select WX to
display Weather
informations on ND
Select ND overlay
page on VCP with
MCP
106
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
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.
107
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
indicates that the display range selected on the EFCP is not compatible
with the selected radar range
WX OFF
108
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
The tilt angle, antenna stabilization status and range warning are displayed only when one of
the radar operational mode is
1
7
2
8
12
3
Displayed in zone
9 1and 7
of FMA
13
14
4
10
6
11
15
Defrosting is active
109
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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 :
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
110
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
111
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
112
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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 :
113
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
114
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
5.2.2 Indicating
NORMAL INDICATING
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 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
115
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
116
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
Limitation :The operating range of the antenna according to the aircraft attitude is limited to 30 for
roll and pitch angles.
117
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Airport
Navigation
1
GENERALS................................................................................................................................................ 120
2.1
2.2
2.3
119
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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:
Press MAP on
EFCP to
display airport
map on MFD
Airport
informations :
Full Name,
ICAO , IATA
code,
Selected
element name
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)
120
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Press to switch
between
ARC/ROSE/PLAN
ROSE format :
the A/C symbol
is fixed and
located in the
centre of the
screen.
Normal operations
A/C symbol
Degraded
operations symbol
121
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Press 1 on MCP to
center map on the
selected element
Press Enter on MCP to center
map on Aircraft
Use arrow on
MCP to move in
the list
122
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
123
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Flight
Management
System
1
GENERALS................................................................................................................................................ 127
1.1
4.1
4.2
4.3
5.2
5.3
5.4
5.5
5.6
5.7
125
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
7.1
7.2
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
126
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
127
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
See FMS IHM data display part below for display symbology
128
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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).
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.
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:
129
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Database are manageable through MCDU, refer to FMS user guide PILOT INTERFACE/DATA part for more
information and operation use description
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.
130
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
131
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Lateral Navigation function outputs are used by AFCS function to fly the aircraft along the
lateral flight path with the LNAV upper mode
132
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
133
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
134
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
135
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
For complete information about flight planning, please please consult FMS user guide
FLIGHT PHASE RELATED PROCEDURES / Navigation initialization.
136
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
MCDU subsystem
quick access
buttons, see chart
below)
Next/Previous
page
Page name
Magnetic or True
heading reference
Estimated Position
Error, EPE, of the FMS
position
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
For more information refer yourself to FMS 220 User guide OPERATIONAL PRINCIPLES /MODES
OF OPERATION part.
138
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
139
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
APPROACH PART
Bugs will be
displayed on
speed scale on
PFD
7.3.2 VCP
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
140
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
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
141
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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 :
142
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Autoflight
Function
Introduction to ATR 600 autopilot .................................................................................................................... 145
1
ADVANCED FLIGHT DIRECTOR / AUTO PILOT UPPER VERTICAL MODES ................... 167
3.1
Maintaining Air Speed (IAS mode) ................................................................................................ 167
143
R E F
3.2
3.3
3.4
3.5
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
144
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C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
1 GENERALS
1.1 Afcs Global Concepts
The Automatic Flight Control
System (AFCS) fulfills the
following functions:
-
FD bars
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.
145
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
146
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
147
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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:
-
Pitch
Thumbwheel
Display button
Display button
148
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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) :
D : Left hand
control
149
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Go Around Pushbutton
Switches
Depressed : GO AROUND
mode activated.
150
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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:
-
> Modes are displayed on the FMA on each PFD upper part.
> When a new mode is engaged, a box
The FMA is the main display component used by the AFCS. Each area has a specific meaning, listed
in the table below:
151
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
152
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Selected Altitude
readout
153
R E F
A T R 6 0 0
C L A / 1 1 / 0 0 4 8 2 0
S E R I E S
T H A L E S
A V S
BASIC
MODES
FLIGHT PHASES
Cruise Modes
UPPER
MODES
COMBINED
MODES
FD MODE ALONE
Go Around
154
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
IN AP/FD: The commands are sent to the corresponding actuators so that the pilot follows FD
targets.
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.
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.
155
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
Localizer Arm
Localizer Capture
Localizer Track.
156
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
LNAV: Lateral Navigation mode: this command is used to hold a lateral flight path computed
by the FMS.
157
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
158
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
Localizer arm
Localizer capture
Localizer hold
Glide slope arm
Glide slope capture
Glide slope hold
GA: Go Around mode: This mode is a vertical and lateral axis mode in FD only.
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.
159
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
On FGCP
Both
sides
(DUAL mode)
selected
On FGCP
Only used during CAT II approach ("ILS approach using FD/AP")
160
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
This limit bank angle is also displayed on the attitude sphere by 2 green ticks:
Hi bank
green tick
Lo bank
green tick
If the AP was engaged this action causes return to AP/FD basic modes.
If AP not engaged, Stdby button disengages FD
161
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Expected System
Behaviour :
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:
162
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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 !
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.
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
163
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Disengagement :
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.
Disengagement
Pressing AP quick
release control also
disengages the AP.
Press a second
time AP or YD
button
164
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Aural warning:
Visual warning:
Cavalry Charge
Only AP is
disengaged, YD is
still active
Engage
AP
Engagement :
Expected
Behaviour:
System
The FD guidance
bars will be visible
on the PFD
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.
165
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
1/ engage AP,
Pitch hold will be
default lateral
mode
Modes logic:
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:
166
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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)
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
167
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
AP shall be engaged or FD
displayed first
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
168
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
O P E R AT I O N A L U S E
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
The altitude selected can be modified at all time by turning the ALT knob
Expected System Behaviour and display:
2/ Select an
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).
1000ft from the selected altitude, the altitude audio warning will sound and ALT box will
flash amber
169
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
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.
170
R E F
A T R 6 0 0
C L A / 1 1 / 0 0 4 8 2 0
S E R I E S
T H A L E S
A V S
Engagement
Press the ALT
button on the
FGCP.
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.
The value of the altitude at the moment of mode engagement becomes the target ALT
value.
selection
Limitations :
They are the same as ALT SEL mode
171
R E F
A T R 6 0 0
C L A / 1 1 / 0 0 4 8 2 0
S E R I E S
T H A L E S
A V S
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.
O P E R AT I O N A L U S E
Engagement
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.
selection on FGCP
CAUTION:
Pilots have to be very careful
with the engine setting during
this dynamic phase.
172
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
1 / Select the
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:
selection on FGCP
Limitation :
The maximum aircraft bank angle authorised by the AP is set by the reduced bank angle function.
173
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Engagement :
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.
4 : Select an
Intercept HDG
target
3 : Select a Course
Target (the radial you
want to intercept)
174
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
There is no special
indication on FMA while
over flying the station.
and
Deviation
bar is
flagged on
HIS
Entering cone of silence
VOR signal lost : amber retro video message flashing for 7 sec
175
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Disengagement :
The VOR mode is disengaged by:
selection on FGCP
NAV source selected modification
modification
Limitations:
176
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
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
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.
177
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
The system will then capture the localiser beam (lateral mode will be "LOC after successful
capture).
ILS frequency in
use.
Cyan if manually
entered
Loc deviation
pointer
Disengagement
deselection on FGCP
deselection on FGCP
deselection on FGCP
(if GS is armed or active)
modification
modification
selection
HDG SEL mode selection
selection
HDG SEL mode selection
mode selection
GA mode engagement
mode selection
Transition to LOC track
GA mode engagement
Limitation:
The maximum intercept angle is 90.
178
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
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
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.
179
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
The system will then capture the localiser beam (lateral mode will be "BC after successful
capture).
ILS frequency in
use.
Cyan if manually
entered
BC Loc
deviation
pointer
Disengagement
deselection on FGCP
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
HDG SEL mode selection
selection
HDG SEL mode selection
mode selection
GA mode engagement
mode selection
Transition to BC track
GA mode engagement
Limitation:
180
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
4.5 Autoflight The Auto Pilot Follows the Flight Plan (LNAV
mode)
C H A RA C T E R I S T IC S
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).
O P E R AT I O N A L U S E
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
Scroll down
the route
waypoints
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
1/ Select FMS as
Engagement :
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.
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
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).
182
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.
Phase A
Heading select phase
183
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
of
phase
3/ Select the
decision height
(e.g. DH = 100 ft)
with the DH knob
on ICP
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)
If Go Around needed
Press the Go Around button on the control column and follow the flight director guidance
bars.
Expected System Behaviour and display:
Phase A:
Heading select phase
The FD guidance bars will be visible on the EADI (Electronic Attitude Director Indicator).
Until the localiser capture conditions have been met, "HDG SEL" mode will remain active.
Lateral or vertical deviation is not displayed on the EADI or HSI until valid reception from
the VHF receivers are established by the system.
184
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Phase B :
Localiser and glideslope capture and tracking
Phase C
Excessive deviation monitoring
Deviation scales
displayed in
amber
185
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Phase D
Decision Height
Audio and Visual warning are produced when the decision height is
reached (see section on Audio Warnings )
Landing :
GA phase
Go Around :
Disengagement :
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
186
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
5/
3/ Select a Course
Target (the ILS
localiser direction that
you want to intercept)
4/ Select an
intercept HDG target
with the HDG knob.
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
187
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Phase C:
Phase D:
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
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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.)
Phase A :
Heading select phase
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.
189
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
Phase B :
Back course phase
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.
Phases E :
Landing
Disengagement
Limitations :
See BC mode limitations
190
R E F
C L A / 1 1 / 0 0 4 8 2 0
A T R 6 0 0
S E R I E S
T H A L E S
A V S
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
SIGNAL ACTIVATION
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S E R I E S
T H A L E S
A V S
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.
RUDDER:
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T H A L E S
A V S
Remarks:
In DUAL CPL phase, the reached threshold of comparison between ILS receivers is indicated by
193
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S E R I E S
T H A L E S
A V S
If an armed or engaged navigation mode dropped off following a navigation source change, or
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.
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.
194
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C L A / 1 1 / 0 0 4 8 2 0
S E R I E S
T H A L E S
A V S
If an attempt to engage YD is made, the following message is displayed flashing for 7 seconds.
AP Failure:
In case of a AP failure:
AP PITCH TRIM
Pitch mistrim
PITCH MISTRIM
Aileron mistrim
AILERON MISTRIM
Rudder mistrim
RUDDER MISTRIM
AP YAW TRIM
195
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S E R I E S
T H A L E S
A V S
R E F
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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
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
Vertical acceleration limitation reduced from 0.2g to 0.1g in Pitch hold mode
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A V S
Maintenance
1
GENERALS................................................................................................................................................ 200
1.1
1.2
1.3
1.4
1.5
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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T H A L E S
A V S
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.
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T H A L E S
A V S
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).
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.
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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A V S
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
Pre
Flight
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
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S E R I E S
T H A L E S
A V S
Failure Classification
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.
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.
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A V S
Second level
Menu :same
functiunalities as first
level but dedicated to
subsystem
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2.2.3
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T H A L E S
A V S
Avionic Status
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, )
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T H A L E S
A V S
MCDU 1
>
<
>
<
>
<
>
< MAINT
<
>
<
>
< RETURN
PRINT *
<
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A V S
SYSTEM TEST
MCDU 1
SYSTEM TEST
MCDU 1
>
<
<
>
<
>
<
>
<
>
<
>
< MAINT
<
>
<
>
>
<
>
< RETURN
>
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 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 *
<
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SPECIFIC ACTION
Calibrating AHRS can be done by maintenance crew through the specific action submenu.
AHRS 1
AHRS 1
<
>
<
>
<
>
<
>
<
>
<
>
<
>
< MAINT
<
>
<
>
<heading
<
>
< RETURN
< RETURN
>
PRINT *
PRINT *
AHRS 1
FLUX VALVE CALIBRATION
>
<CAL MODE
<
>
>
AHRS 1
<
>
<
>
<
>
< RETURN
<
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 >
>
HDG +>
PRINT *
<
<
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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
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
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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S E R I E S
T H A L E S
A V S
212