Ata 34 Navigation

[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]
DELTA MAINTENANCE COURSE - 500 TO 600 - V4.3
ATA 34 NAVIGATION
EN
0.0 (23/07/2014)
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ATA 34 NAVIGATION | | Table of content
Table of Content
DELTA MAINTENANCE COURSE - 500 TO 600 - V4.3
ATA 34 NAVIGATION .................................................................................................................................................................................................................................................. 5

34.00 GENERAL .................................................................................................................................................................................................................................................. 5
Presentation ................................................................................................................................................................................................................................................... 5
Cockpit Panels ................................................................................................................................................................................................................................................ 9
Cockpit Displays ........................................................................................................................................................................................................................................... 10
Interfaces ..................................................................................................................................................................................................................................................... 33
34.10 AIR DATA SYSTEM (ADS) ........................................................................................................................................................................................................................ 34
System Description ...................................................................................................................................................................................................................................... 34
System Operation ........................................................................................................................................................................................................................................ 40
Air Data Computers...................................................................................................................................................................................................................................... 45
34.20 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) .................................................................................................................................................................................. 46
AHRU Description and Operation ................................................................................................................................................................................................................ 53
34.22 INTEGRATED ELECTRONIC STANDBY INSTRUMENT (IESI) ...................................................................................................................................................................... 55
IESI Description and Operation .................................................................................................................................................................................................................... 59
34.55 VHF OMNI DIRECTIONAL RANGE (VOR) SYSTEM ................................................................................................................................................................................... 61
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34.51 DISTANCE MEASURING EQUIPMENT (DME) .......................................................................................................................................................................................... 76

34.53 AUTOMATIC DIRECTION FINDER (ADF) .................................................................................................................................................................................................. 88
34.58 GLOBAL POSITIONING SYSTEM (GPS) .................................................................................................................................................................................................... 99
System Operation ...................................................................................................................................................................................................................................... 105
Receiver...................................................................................................................................................................................................................................................... 107
34.61 FLIGHT MANAGEMENT SYSTEM (FMS) ................................................................................................................................................................................................ 109
System Description .................................................................................................................................................................................................................................... 109
34.52 AIR TRAFFIC CONTROL (ATC)................................................................................................................................................................................................................ 112
34.43 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (T²CAS) ............................................................................................................................................................ 120
TCAS Antenna............................................................................................................................................................................................................................................. 134
T²CAS Transmitter / Receiver ..................................................................................................................................................................................................................... 137
34.41 WEATHER RADAR SYSTEM ................................................................................................................................................................................................................... 143
34.42 RADIO ALTIMETER ................................................................................................................................................................................................................................ 150

34.48 TERRAIN AWARENESS WARNING SYSTEM (TAWS) .............................................................................................................................................................................. 161
T²CAS Computer ......................................................................................................................................................................................................................................... 175
34.36 INSTRUMENT LANDING SYSTEM (ILS) .................................................................................................................................................................................................. 180
34.33 MARKER BEACON SYSTEM ................................................................................................................................................................................................................... 195
34.CI CONTROLS AND INDICATORS ................................................................................................................................................................................................................ 203
Maintenance Panels ................................................................................................................................................................................................................................... 203
34.00 GENERAL .............................................................................................................................................................................................................................................. 204
Safety and Precautions .............................................................................................................................................................................................................................. 204
Maintenance Operations ........................................................................................................................................................................................................................... 208
ATA 34 NAVIGATION | 34.00 GENERAL Presentation
The aircraft navigation systems provide the flight

ATA 34 NAVIGATION crew with information required for a flight in
compliance with safety requirements and
34.00 GENERAL include:
Presentation  Flight environment data,
 Attitude and direction,
Navigation,
 Flight Management System (FMS),
 Air traffic,
 A/C internal aids,
 Landing aids.
MW34.00_.01.G1L1_01 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only Page 5
The following diagram gives a view of the

architecture of the AVS.
This system is composed essentially by various
peripheral units assembled around two Core
Avionics Cabinets (CACs).
The flight environment data for the A/C are
provided by three independent systems:
 Two normal systems (left and right),
 One standby system.
The digital Air Data Units (ADU) compute and
transmit air data to display units like baro
altitude, airspeed and TAS information as well as
other elements of the flight control system, and
other A/C systems.
The attitude and direction for the A/C are
provided by the Attitude and Heading Reference
System (AHRS).
The AHRS is an all attitude inertial sensor
system that provides A/C attitude, heading,
vertical speed and flight dynamics information to
display units, Automatic Flight Control System
(AFCS), weather radar and other aircraft
systems and instruments.
The Radio Navigation function provides the crew
and avionics equipments with position
information relative to ground station, and to
navigate en route with the following devices:
 VHF Omni directional Range (VOR), for
bearing to the selected VOR ground station,
 Distance Measuring Equipment (DME), for
the slant distance to the ground station. It is
also used as a back up for the Flight
Management System (FMS) in case of GPS
failure.
 Automatic Direction Finder (ADF), for the
relative bearing to the ADF selected ground
station.
 Global Positioning System (GPS), for the
position, the ground speed, the date and
time.
The various navigation sensors information are
MW34.00_.01.G1L1_02 displayed to the crew through MFD, PFD andPage 6
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MCDU.
The Flight Management System (FMS) makes

various functions available to help the crew in
the management of the flight such as:
 Flight plan management,
 Lateral navigation guidance,
 Wind management,
 Vertical navigation guidance,
 Aircraft predictions computation along the
flight plan.
These information are displayed to the crew
through MFD, PFD and MCDU.
The Air Traffic Control (ATC) is constituted by
two independent systems:
 Two transponders,
 One Traffic and Terrain Collision Avoidance
System (T2CAS).
The "Mode S" transponder system is an airborne
device designed to perform both conventional
and advanced Air Traffic Control (ATC)
functions, providing the air traffic controllers with
information required to identify and track an
aircraft.
The "Mode S" transponder is also used to
provide air to air data exchange with T2CAS.
The T2CAS (TCAS function) is intended as a

supplementary aid to the pilot in detecting the
presence of nearby aircraft and determining their
potential as an airspace threat.
To achieve that, the system interrogates A/C
transponders in the surrounding airspace.
The alerts are given using aural and visual
warnings.
The Traffic Advisories and Resolution Advisories
are displayed on display units.
The A/C internal aids are mainly provided by
three independent systems:
 Weather radar,
 Radio altitude,
 Terrain & Traffic Collision Avoidance System
(T2CAS).
The weather radar system is designed for
weather detection and ground mapping.
This system gives a visual color indication of
environmental situation on the MFD.
The Radio Altimeter (RA) determines the height
of the aircraft above the terrain to display units.
The radio altimeter information and the decision
height (DH) are displayed on the PFD.
The T2CAS incorporates the function of Terrain
Awareness and Warning System (TAWS).
The aim of the TAWS is to alert the crew when a
potential risk of collision with the ground exists.
To achieve this function the TAWS generates
visual or aural warnings or cautions by
processing signals supplied by other A/C
systems.
These alerts and status mode are displayed on
MFD and PFD.
The A/C is provided with landing aids systems
(ILS and Marker system) which provide the crew
with a visual display of the A/C position in
relation to a given descent axis, to allow landing
in poor weather.
The Instrument Landing System (ILS) provides
the crew with glide slope and localizer position
MW34.00_.01.G1L1_04 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only
information relative to the selected ILS ground Page 8
station.
ATA 34 NAVIGATION | 34.00 GENERAL Cockpit Panels
The Engine Warning Display (EWD) is located

on the center main instrument panel.
The EWD displays information of Total Air
Temperature (TAT) and Static Air Temperature
Cockpit Panels (SAT) in the center of the screen.
If a failure occurs on the Navigation System, the
EWD displays an alert in the "Alert Window" with
the corresponding procedure in the "Procedure
Window".
The Primary Flight Displays (PFDs) are located

on the main instrument panel.
The PFD displays information areas of:
 Airspeed,
 Attitude Display Indicator (ADI),
 Altitude,
 Vertical speed,
 Navigation (HSI or ND).
The Multi Functional Displays (MFDs) are

located on the main instrument panel.
The MFD displays information of:
 FMS,
 Radio Nav (VOR, ILS, ADF, DME),
 T2CAS (TCAS + TAWS),
 Weather Radar.
The MFD controls and monitors information on
the Virtual Control Panel (VCP) like:
 VOR/ILS/DME,
 ADF,
 ND Overlay,
 ATC,
 WXR,
 T2CAS.
The Integrated Electronic Standby Instrument

(IESI) is located on the main instrument panel
between DU2 (MFD) and DU3 (EWD).
The ESI displays standby information of:
 Altitude,
MW34.00_.02.G2L1_01  Airspeed,
 Attitude parameters,
ATA 34 NAVIGATION | 34.00 GENERAL Cockpit Displays
The Engine Warning Display (EWD) shows

indications, in °Celsius, of the Total Air
Temperature (TAT) and the Static Air
Temperature (SAT).
Cockpit Displays
The Primary Flight Display (PFD) displays

information as following:
 Altitude,
 Airspeed,
 Vertical speed,
 Attitude Display Indicator (ADI),
 Navigation (HSI or ND),
 Flight Mode Annunciator (FMA).
Altitude information area:

1) Altitude scale :
The tape is displaced to up or down.
The yellow line represents the altitude reference
on the centre of the tape.
2) Altitude numeric readout :
This information is displayed:
State 1: for positive altitude value
State 2: for negative altitude value
Note: The readout is doubled (in feet and in
meters), if the selection of altitude in meters is
set.
3) Baro-setting digital readout :
This indication is displayed when:
State 1: the barosetting selection is set to STD
State 2: the baro altitude correction in Hpa
and/or in InHg are valid
State 3: the baro altitude correction is invalid
4) Altitude mismatch flag :
This indication is generated when an altitude
discrepancy is detected between the two ADU
sources.
Airspeed information area:

1) Airspeed scale :
The tape is displaced to up or down.
The yellow line represents the airspeed
reference on the centre of the tape.
2) Airspeed trend :
The trend arrow shows a predicted airspeed.
3) Airspeed mismatch flag :
This indication is generated when an airspeed
discrepancy is detected between the two ADU
sources.
4) Speed limits :
This information displays:
State 1: a minimum operational speed value
State 2: a predicted stick shaker speed value
State 3: a predicted stick pusher speed value
5) VMAX band (Speed Limit band) :
The Speed Limit band indicates the maximum
speed.
6) Take Off speeds :

This bug information displays:
State 1: the decision speed (V1) value
State 2: the rotation speed (VR) value
State 3: the initial climb speed (V2) value
7) Configuration Speed :
This information displays:
State 1: a minimal flaps retraction speed from
15° to 0° in Non-icing condition
15° to 0° in icing condition
30° to 15° in Non-icing condition
30° to 15° in icing condition
State 5: a velocity minimal in landing

configuration
State 6: a maximal flaps extension speed
State 7: a managed speed
Vertical Speed information area:

1) Vertical Speed scale :
A yellow line represents the vertical reference on
the center of the tape.
A green pointer indicates on the scale the
current vertical speed.
A readout indicates the current vertical speed
value in hundreds of feet.
2) Transponder (XPDR) status indication :
State 1: the XPDR is "ON"
State 2: the XPDR is "OFF"
State 3: the XPDR is failed
State 4: the XPDR is in "Standby"
3) TCAS preventive Resolution Advisory (RA) :

These displays indicate that the pilot must
maintain the current vertical rate.
These displays indicate that the pilot has to
change the aircraft vertical rate until the pointer
is within the green segment.
4) TCAS status indication :
State 1: "TA ONLY" is selected without traffic
display selection
State 2: "TA ONLY" is selected with traffic
display selection in "NORM" mode
display selection in "ABOVE" mode
display selection in "BELOW" mode
State 5: "AUTO" is selected without traffic
display selection
State 6: "AUTO" is selected with traffic display

selection in "NORM" mode
selection in "ABOVE" mode
selection in "BELOW" mode
State 9: the test is in progress
State 10: the TCAS is failed
State 11: the TCAS is in "STBY"
Attitude Display Indicator (ADI) information

area:
1) True airspeed digital value :
2) Air Data source annunciator :
This indication is displayed when the Pilot and
the co-pilot use the same ADC source.
3) Pitch scale :
4) Roll static scale and Roll index :
5) Slip/skid indicator :
6) Attitude mismatch flag :
This indication is generated when a pitch or roll
discrepancy between the two AHRS sources.
7) Vertical deviation scale and pointer :

This indication displays:
State 1: a normal Glide Slope deviation
State 2: an excessive Glide Slope deviation
State 3: a managed Glide Slope deviation
8) Lateral deviation scale and pointer :
State 1: a normal Localizer deviation
State 2: an excessive Localizer deviation
State 3: a managed Localizer deviation
9) Marker beacon annunciators :

State 1: an outer marker beacon
State 2: a middle marker beacon
State 3: an inner marker beacon
10) Radio altimeter information and Decision

Height
These indications display:
 Radio Altitude (RA)
 Selected Decision Height (DH)
 Selected Minimum Descent Altitude (MDA)
 DH annunciator
11) Attitude source annunciator :
This indication is displayed when the Pilot and
the co-pilot use the same AHRS source.
Flight Mode Annunciator (FMA) information
area:
This area (zone 14) is dedicated for abnormal
messages.
Navigation (HSI or ND) information area:

1) Rotating heading dial :
A yellow unfilled triangle provides the heading
reference in rose mode.
2) Heading mismatch flag :
This indication is generated when an heading
data discrepancy is detected between the two
AHRS sources.
3) ADF information :
 Bearing pointer symbol
 ADF label and its associated frequency
4) VOR information:
 Bearing pointer symbol
 VOR label and its associated frequency
5) DME indication :
 Hold (H) information when an Hold mode is
selected.
6) Hold (H) information when an Hold mode is

selected.
7) VOR bearing auto tuning mode
8) Radio Navigation source annunciation :
State 1: the navigation selected source is VOR
Note: The indication is yellow when a source
reversion is selected.
State 2: the navigation selected source is ILS
State 3: the navigation selected source is FMS
9) Radio Navigation VOR :
State 1: the VOR frequency is selected
State 2: the FMS TO-waypoint identification
source is selected
10) VOR selected course / desired track numeric

value :
State 1: the selected course
State 2: the desired track navigation managed
by the FMS
11) DME distance or FMS TO-waypoint distance
information :
12) Hold (H) information, when an Hold mode is
selected
13) VOR selected course/desired track pointer
State 1: the selected course
by the FMS
by the FMS
14) VOR "TO / FROM" pointer

State 1: the VOR frequency is selected
State 2: the FMS identification source is selected
Navigation (mini ND ARC) information area:
The ARC mode display includes the following
symbols in addition to common compass
symbology:
 Range Indication
 TCAS range ring
 Weather radar information or TAWS
information
 Flight Plan and TCAS
 True Air Speed
 Ground Speed
 Wind indications
Navigation (mini ND ROSE) information area:
ROSE mode display includes the same type of
information than ARC mode display additionally
of heading reference.
Specific display of flags:
Red or amber flag, red cross lines, or amber
dashes are displayed when the corresponding
information is invalid.
The Multi Function Display (MFD) displays

information interesting the navigation system:
1) on the Basic Navigation information area as
following:
 FMS
 Radio Nav (VOR, ILS, ADF, DME)
 T2CAS
 Weather Radar and status
2) on the Virtual Control Panel area, as
following:
 Radio Navigation and Radio Communication
controls
 ATC, WXR and T2CAS controls
 TAT SEL
Basic Navigation information area:
This area gives a various overview of the ND:
State 1: ARC mode
State 2: ROSE mode
State 3: PLAN mode
This area gives the following information:
1) Aircraft reference in ARC and ROSE modes
2) Aircraft reference in PLAN mode
3) GPS position "Latitude/longitude" is displayed

in case of FMS failures
4) Ground speed digital value is displayed in
case of FMS failures
5) Weather information is displayed when the
WXR is selected
Note: The display uses four colors
corresponding to a different target return level.
6) Weather Radar (WXR) warning annunciator
This message indicates a mismatch between
Display Unit (DU) and WXR ranges.
7) Weather Radar (WXR) modes
State 1: the WXR is "ON"
State 2: the WXR is in power-up
State 3: the WXR is "ON" and the REACT mode
is active
State 4: the WXR is "STBY", or the WXR Mode

is "FORCED STBY" on ground
State 5: the WXR control bus is invalid, or the
ranges are invalid
State 6: the WXR is in GMAP mode
State 7: the WXR is in TEST mode without
failure
State 8: the WXR is in TEST mode with failure
8) Gain control status message
State 1: the remote WXR Control Gain is active
State 2: the WXR target alert is enabled
State 3: the WXR target alert is enabled and a
signal is detected
9) Tilt angle digital value

This indication is displayed when the WXR mode
is not "OFF" or "STBY".
10) TRAFFIC Information
State 1: a dangerous aircraft is present
State 2: an intruder aircraft is present
State 3: a proximate traffic is present
State 4: an Other Traffic is present
11) Terrain Background Display
 "TERRAIN" information
 The Terrain background, in different color and
density
12) TAWS Test
 "TERR TEST" information,
 A TAWS multicolor rectangular test pattern
Virtual Control Panel area:

The VCP gives a various overview of navigation
system status through different formats:
State 1: VCP NAV
State 2: VCP SURV
State 3: VCP PERF
The VCP NAV format provides 3 pages:
1)VOR/ILS/DME
2)ADF
3) ND OVLY (Radar/Terrain)
The VCP SURV format provides 2 pages:

1) XPDR
2) TCAS
The VCP PERF format provides 2 pages:
1) TO DATA
2) TAT SEL
ATA 34 NAVIGATION | 34.00 GENERAL Interfaces
The A/C Navigation system comprises flight

environment data, attitude & direction, navigation
information, ATC communication, A/C internals
aids, landing aids, and Flight Management
Interfaces System.
The Electrical supply is provided by AC, and DC
busses to each equipment of the navigation
systems.
The Air Data Unit, AHRS, Radio navigation,
Transponder, T2CAS, Weather Radar, Radio
altitude, ILS and Marker systems provide
information to the navigation systems.
The Flight Management System (FMS), through
the MCDU, allows to exchange various functions
to the navigation systems.
An ARINC 429 communication link connects the
navigation equipments with the AFCS
(Automatic Flight Control System).
The various information of navigation systems
are displayed on the PFD and the MFD.
Caution messages are displayed in case of
failure on the EWD.
In case of failure of the two Air Data Units
(ADUs), the automatic pressure controller no
longer operates anymore.
ATA 34 NAVIGATION | 34.10 AIR DATA SYSTEM (ADS) System Description
The flight environment data for the A/C are

provided by three independent systems:
 Two normal systems (left and right)
34.10 AIR DATA SYSTEM (ADS)  One standby system
System Description
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Each normal and standby air data circuit has two

static ports located on each side of the fuselage.
Each circuit has also a dedicated Pitot probe
located on own side of the fuselage.
Total Air Temperature (TAT) sensors are located
on the right and left side of the Karman.
The primary air data is supplied by two
independent Air Data Systems (ADS) and back
up by an Integrated Electronic Standby
Instrument (IESI).
Both ADS comprise:
 2 Air Data Units (ADU)
 2 Primary Flight Displays (PFD)
 2 Multi Function Displays (MFD)
 1 Engine Warning Display (EWD)
The digital Air Data Units (ADU) compute and

transmit air data to the Display Units and to the
various A/C systems through ARINC 429 buses.
ADU1 and ADU2 provide outputs to:
 Display Units (DU) on Captain and F/O side
that make use of flight environment data
(airspeed, altitude, air temperature)
 AHRU 1 & 2,
 ATC 1 & 2,
 MFC 1 & 2
 CAC 1 & 2
 Pressurization system via CAC 1 & 2,
 Anti-icing system via CAC 1 & 2,
 EEC 1 & 2 via CAC 1 or 2.
The various air data information are showed on

the Display Units (DU) for normal air data circuit
and on the Integrated Electronic Stand-by
Instrument (IESI) for standby air data circuit.
The Primary Flight Displays (PFD) provide
 Altitude
 Computed airspeed
 True Airspeed (TAS)
 Abnormal messages
The Multi Function Displays (MFD) provide True
Airspeed (TAS) information.
The Engine Warning Display (EWD) provides
 Static Air Temperature (SAT)
 Total Air Temperature (TAT)
The VCP PERF format on the MFD provides the
TAT selection.
ADU source selection:

The Flight Display System acquires both ADU 1
and 2 data, and uses the on-side ADU
considered.
The ADC pushbutton permits to select the
opposite ADU source.
ICP baro-reference selection:

The Index Control Panel (ICP) provides a control
to allow the crew to select Standard (1013,25
mb) or QNH baro reference.
ATA 34 NAVIGATION | 34.10 AIR DATA SYSTEM (ADS) System Operation
Both ADU are operational as soon as the aircraft

electrical network is energized.
The Air Data Unit 1 (ADU 1) receives the total
pressure (Pt) from the Captain's pitot and the
System Operation static pressure (Ps) from the LH and RH static
probes.
The temperature information is provided by the
Total Air Temperature (TAT 1) probe.
The ADU 1 computes the following parameters:
 Altitude pressure to the CAPT PFD,
 Computed Airspeed (CAS) and maximum
allowable airspeed (VMO) to the CAPT PFD,
 True Air Speed (TAS) to the CAPT PFD,
 True Air Speed (TAS) to the CAPT MFD,
The Air Data Unit 2 (ADU 2) receives the total
pressure (Pt) from the First Officer's pitot and the
static pressure (Ps) from the LH and RH static
probes.
The Temperature information is provided by the
TAT 2 probe.
The ADU 2 computes the following parameters:

 Altitude pressure to the F/O PFD.
 Computed Airspeed (CAS) and maximum
allowable airspeed (VMO) to the F/O PFD,
 True Air Speed (TAS) to the F/O PFD,
 True Air Speed (TAS) to the F/O MFD,
The EWD displays "TAT/SAT" information
supplied by ADU 1 or ADU 2 according to
"TAT/SAT" source selection.
The "TAT" source selection and the GND SAT
value for T/O TQ are displayed on VCP (CAPT &
F/O side) and controlled through Multifunction
Control Panels (MCP).
The Altitude is displayed on DU1 (CAPT side)
and DU5 (F/O side).
A Yellow line represents the current aircraft baro
altitude on the centre of the vertical tape.
A numeric readout provides the altitude in feet
on the altitude scale, with a 20 feet resolution.
The Barometric setting is displayed just below

the altitude tape: a numeric readout provides the
value in hPa from 745 to 1100 with a 1hPa
resolution, and in inches of Hg from 22 to 32.48
with a 0.01 inch resolution.
The barometric setting of PFD (CAPT or F/O) is
adjusted with the barometric setting knob on the
corresponding ICP.
To display the Standard Altitude, the crew has to
push the barometric setting knob on the
corresponding ICP: "STD" label is displayed on
the barometric setting.
In case of negative altitude, a white "NEG" label
is added in place of the thousands digit for
negative values in the altitude readout.
In case of displayed altitude discrepancy
between ADU 1 and ADU 2, a "CHECK ALT"
flag is displayed.
In case of invalid baro altitude, a "ALT FAIL"
label is displayed on the altitude vertical tape.
In case of invalid barometric altitude setting (hPa
or In Hg), dashes are displayed in the
corresponding numerical readout.
The Airspeed indication is displayed on DU1
(CAPT side) and DU5 (F/O side).
A Yellow line represents the current aircraft
computed airspeed on the centre of the tape.
A yellow arrow, from the current aircraft speed,
provides the predicted airspeed computed in 10
sec, calculated from the actual speed
acceleration.
In the event of speed exceeding VMO, VFE or

VLE, the ADU sends a discrete to the MFC that
triggers the clacker aural warning.
In case of airspeed discrepancy between ADU 1
and ADU 2, a "CHECK IAS" flag is displayed.
In case of invalid aircraft computed speed, a
"IAS FAIL" label is displayed on the speed
vertical tape.
The PFD and ND formats display TAS data
supplied by on-side ADU.
In the event of fault detection, the internal
monitoring triggers validity signals on the
following digital outputs:
 Altitude
 VMO
 Computed airspeed
 True airspeed (TAS)
 Temperature (TAT/SAT)
The FWS displays the following alerts on the
EWD:
 one ADC failure message
 both ADC failure message
 IAS discrepancy message
 Altitude discrepancy message
Note:Additionally these alerts trigger "MSG"
annunciator on the MCDU and the failure is
described on the Message page.
If the failure affects one ADU, the following
alarms are triggered:
 Master "CAUTION" flashes and Single Chime
appears
 "ADC" amber caution flashes on the EWD
and the associated procedure is displayed
 "ADC INVALID" message is displayed on
PFD
 "ALT FAIL" and "IAS FAIL" warning flags are
displayed on corresponding PFD
The air data display will be recovered on the

corresponding PFD when the crew will select the
opposite valid ADU source via the ADC
reversion switch.
When Pilot and co-pilot use the same ADU
source, the "ADC 1" or "ADC 2" Flag is
displayed on PFD according to ADC source
selection.
If the failure affects both ADU, the following
appears
 "ADU 1 + 2" amber caution flashes on the
EWD and the associated procedure is
displayed
 "ADC INVALID" message is displayed on
both PFD
 "ALT FAIL" and "IAS FAIL" warning flags are
displayed on both PFD
In this case, the standby instrument (IESI) will be
used.
Note: TAT and SAT information on EWD are
definitively lost.
The Virtual Control Panel (VCP) window on the
MFD shows the "ENG OAT" page when the VCP
PERF format is selected via the EFCP.
By default on the TAT SEL side, the "AUTO"
mode is present and the software selects either
ADU 1 on odd days or ADU 2 on even days.
The selected ADU computes and displays the
"TAT/SAT" data on the EWD and sends it to
both Electronic Engine Control (EEC).
Note: Pilots can also select either TAT 1 or TAT
2 through the MCP.
For ground operation during flight preparation,
the pilots can enter the GND SAT value on the
T/O TQ part of the VCP through the MCP.
If TAT and SAT information on EWD come from
a failed ADU, information will be automatically
switched from the opposite ADU with TAT SEL
in "AUTO" mode.
MW34.10_.02.S2L2_05 Note: In this case, both EEC will be also Page 44
automatically switched from opposite ADU.

ATA 34 NAVIGATION | 34.10 AIR DATA SYSTEM (ADS) Air Data Computers
The Air Data Units (ADU) are units located in LH

electronics rack:
 ADU1 on shelf 83VU
 ADU2 on shelf 82VU
Air Data Computers The ADUs receive following information:
 static pressure
 total pressure
 total air temperature
The ADUs are connected to the pneumatic
system by hoses and self sealing quick attach /
detach unions.
Each ADU receives the following inputs signals:
 28 VDC power supply
 pneumatic pressures
 ARINC 429 (Cumulated Barometric
Correction)
 Analogical
 program pins
 discrete
The ADU provides the following outputs signals:
 ARINC 429
 discrete
The ADU 1 is power supplied by the "DC EMER
BUS" bar and "EMER HOT BAT" bar as a buffer,
thus enabling suppression of voltage transients.
The ADU 2 is power supplied by the "BUS SECT
2" bar only.
The inputs data are processed so as to obtain
pressure altitude, computed airspeed Vc, true
airspeed (TAS), outside static air temperature
(SAT) and VMO data.
The ADU performs static source error correction
in relation to Vc and in reference to a memorized
correction curve. This correction is enabled by
pin programming.
The ADU contains a Built-In Test (BIT) to detect
the failures occurring during all the operation of
the equipment.
The computer internal monitoring is performed
automatically within the computation program
MW34.10_.08.C1L3_01 through self-tests launch from the MCDU. Page 45
ATA 34 NAVIGATION | 34.20 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) System Description
The Attitude and Heading Reference System

(AHRS) is a system which supplies the crew and
the autopilot with the magnetic heading, attitude
34.20 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) data, vertical speed and lateral acceleration
System Description required for flight control and Weather radar.
The attitude, vertical speed and lateral

acceleration are displayed on Primary Flight
Displays (PFD).
The heading is displayed on the bottom part of
PFD and on Multi Function Displays (MFD).
The aircraft is equipped with two AHRS and
each system comprises:
 an AHRU
 a Removable Memory Module
 a flux valve
The system operation at nominal performances,
requires the use of the ADU information
available on the A/C.
The two AHRU are installed on a platform under
the floor panels aft of the flight compartment.
The AHRU integrates the inertial components,
the heading, the attitude and the vertical speed
computation section.
A Removable Memory Module (RMM) stores
compensation parameters which serve to correct
the magnetic field line interference induced by
the aircraft.
The flux valves are installed on the outer wings,
in a zone free from elements liable to create
magnetic interference.
The flux valve detects the direction of the earth's
magnetic field line with respect to the aircraft
centerline (magnetic heading).
AHRS source selection:

The AHRS source is defined by AHRS reversion
control switches.
In case of failure of both AHRS systems, attitude
information is provided by an Integrated
Electronic Standby Instrument (IESI), and
heading information by a standby compass.
ATA 34 NAVIGATION | 34.20 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) System Operation
Each AHRU is equipped with two separated

power supply inputs (28V DC):
 1 primary input
 1 secondary input
System Operation As soon as energization of aircraft electrical
network, both AHRU execute a 1 minute
alignment phase.
During this phase, the A/C must remain strictly
immobile.
Self-test mode (hardware tests, functional
initialization) is performed before alignment just
after power-up.
The flux valve detects the direction of the earth's
magnetic field line with respect to the aircraft
centerline (magnetic heading) and is used for
heading updating.
The Harmonization of AHRU chain with the
carrier is performed at first platform installation:
the roll, pitch and yaw deviations with respect to
the aircraft are stored in the Removable Memory
Module (RMM).
ADU data:
Air Data Units (ADU) provide the True Air Speed
(TAS) for attitude updating, and the Baro altitude
for Vertical Speed updating to the corresponding
AHRU.
Attitude display:
Attitude (pitch and roll angles) is displayed on
PFD.
Attitude display:
For high pitch angles on the pitch scale, small,
medium, large red chevrons are displayed.
Attitude display:
The pitch scale vertically moves according to
pitch angle and rotates according to roll value
around aircraft square reference center.
The roll index moves along the roll scale
according to the roll value.
Lateral acceleration display:
The slip/skid indicator moves left and right below
the roll index according to lateral acceleration.
If the lateral acceleration is not valid, the slip/skid
indicator is not displayed.
Attitude mismatch Flag:
The attitude mismatch flag "CHECK ATT" is
displayed when a discrepancy exists between
pitch or roll data of AHRU 1 and AHRU 2.
Note: The discrepancy value is 3 degrees.
In case of failure of one ADU or data invalidity,
the associated AHRU selects automatically the
information provides by opposite ADU.
AHRS DEGRADED message:
In case of failure or data invalidity of both ADU,
the AHRU revert to the degraded mode with
conventional speed (internal data).
Note: This message is also displayed on PFD
when AHRU executes an alignment phase.
The Vertical speed is displayed on DU1 (CAPT
side) and DU5 (F/O side).
A yellow line represents the altitude reference on
the centre of the tape without rate of climb or
descent.
The scale is graduated from 0 to +/- 3000 ft/mn.
A green pointer and a readout indicate the
current vertical speed.
In case of invalid vertical speed, a "VS FAIL"
label is displayed on the speed vertical tape.
Attitude failure:
If roll or pitch angle is not valid, a red "ATT FAIL"
label is displayed instead of the attitude sphere.
Heading display:
Heading is displayed on PFD and MFD (ND
formats).
Heading display:
An heading dial rotates according to heading
value.
A yellow unfilled triangle provides the heading
reference in rose mode.
Heading mismatch Flag:
The Heading mismatch flag "CHECK HDG" is
displayed when a discrepancy exists between
heading data of AHRU 1 and AHRU 2.
Note: The discrepancy value is 8 degrees.
Heading failure:
In case of invalid heading, a red "HDG FAIL"
label is displayed.
The FWS displays the following alerts on the
EWD:
 one AHRS failure message
 both AHRS failure message
 one AHRS not alignment message
 Attitude discrepancy message
If the failure affects one AHRU, the following
appears
 "AHRS" amber caution flashes on the EWD
and the associated procedure is displayed
 "ATT INVALID" message is displayed on PFD
 "ATT FAIL", "HDG FAIL" and "VS FAIL"
warning flags are displayed on corresponding
PFD
The AHRU source is defined by AHRU reversion

control switches (CAPT or F/O).
Pressing ATT/HDG reversion switch enables to
display data from opposite side AHRU.
When CAPT and F/O use the same AHRU
source, "AHRU 1" or "AHRU 2" flag is displayed
on PFD.
If the failure affects both AHRU, the following
appears
 "AHRU 1 + 2" amber caution flashes on the
EWD and the associated procedure is
displayed
 "ATT INVALID" message is displayed on both
PFD
 "ATT FAIL", "HDG FAIL" and "VS FAIL"
warning flags are displayed on both PFD
Note: In this case, the standby instrument (IESI)
and the standby compass will be used.
When primary supply voltage input falls below
18V DC, AHRU supply is ensured by its
secondary input.
Supply will only be switched back to primary
input if voltage increases to above 20V DC.
Note: Only on ground, the secondary input of
AHRU 2 is supplied by DC EMER BUS.
In the event of failure of the electrical power
system in flight, the AHRU 1 (CAPT side) is
directly supplied from emergency bus (EMER
bus).
Realignment in Flight:
In case of temporary total loss of primary and
secondary power supplies to an AHRU, the
automatically realignment to maintain the A/C
stability redundancy is not possible anymore.
When the primary and secondary power supplies
are recovered, the aircraft must be stabilized in
speed and level to perform the automatically
realignment.
The Centralized Maintenance Function (CMF)
MW34.20_.02.S2L2_04 permits, on the ground through the MCDU, Page
to 52
start a set of each AHRU tests and also to make
ATA 34 NAVIGATION | 34.20 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) AHRU Description and Operation
The two AHRU are installed on a platform under

the floor panels aft of the flight compartment.
The longitudinal axes of the AHRUs are parallel
to the aircraft centerline.
AHRU Description and Operation Harmonization is performed at first platform
installation: the roll, pitch and yaw deviations
with respect to the aircraft are stored in the
Removable Memory Module (RMM).
The memory module (RMM) is composed of a
unit containing an EEPROM programmed with
the specific characteristics of the aircraft, and
with the flux valve compensation parameters.
The AHRU core is mainly constituted by a
sensor module which contains:
 1 gyro metric block comprised of 3 sensors
 3 ACSIL-type accelerometric sensors
 3 electronic cards
Each AHRU receives the following inputs
signals:
28V DC power supply that way:
 "28V DC EMER BUS" and "28V DC BUS 2
(sec1)" for AHRU 1
 "28V DC EMER BUS" on ground only, then
"28V DC BUS 2 (sec1)" and "28V DC BUS 1
(sec2)" for AHRU 2.
signals:
 Compensated flux valve for heading
updating.
signals:
 ADU whose TAS and Baro Altitude are
respectively used for Attitude and Vertical
Speed updating.
Note: Each ADU is linked via ARINC 429 data
link.
signals:
 without ADC reversion, each AHRU selects
its own-side ADU if valid, else its opposite
side.
MW34.20_.05.C1L3_01 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only Page 53
 ADC switching is used to choose manually
ATA 34 NAVIGATION | 34.20 ATTITUDE HEADING REFERENCE SYSTEM (AHRS) AHRU Description and Operation
Each AHRU provides the Output data via A429

bus to:
 corresponding PFD for Roll angle, Pitch
angle, Vertical Speed, Heading and Linear
acceleration information
 corresponding MFD for Heading information
 DCA application such as Roll angle, Pitch
angle and Heading which are transferred to
the Weather Radar
 AFCA application such as Heading, Roll
angle, Pitch angle, the 3 angular rates, the
three accelerations and the vertical speed for
the Auto Pilot function.
signals:
 ALIGN / Maintenance whose a ground is
delivered via the MCDU to the computer to
command alignment and other signals are
used for maintenance purpose.
Note: The Initiated Built In Test (IBIT) is
activated by discrete (MAINT), on ground only
and out of calibration mode.
ATA 34 NAVIGATION | 34.22 INTEGRATED ELECTRONIC STANDBY INSTRUMENT (IESI) System Description
The Integrated Electronic Standby Instrument

(IESI) is installed on the main instrument panel.
The IESI is used by the crew in the event of loss
34.22 INTEGRATED ELECTRONIC STANDBY INSTRUMENT (IESI) of Primary information from Air Data System,
System Description Attitude and Heading Reference System, Radio
communication System and Radio navigation
System.
The IESI provides the following information:
 Air Data: the IESI uses the PITOT probe and
STATIC port to compute indicated air speed
and altitude.
 Inertial Data: the IESI uses its internal
Inertial Measurement Unit to compute attitude
parameters (Roll, Pitch and Lateral
acceleration).
The IESI is also interfaced with:
 The VHF1 through an ARINC 429 bus. This
interface is used to tune and to display the
VHF1 frequency.
 The VOR/ILS1 through an ARINC 429 bus.
This interface is used to tune and to display
VOR/ILS1 frequency. It is also used to
display VOR/LOC deviation, Glide deviation
and TO/FROM pointer.
 The DME1 and DME2 through an ARINC 429
bus. This interface is used to tune DME
according to the NAV1 frequency.
ATA 34 NAVIGATION | 34.22 INTEGRATED ELECTRONIC STANDBY INSTRUMENT (IESI) System Operation
System Operation
In normal configuration, the IESI is supplied by

the ESS BUS (28V DC).
When ESS BUS voltage drops below 19.5V DC
and when at least one engine is running ( 5XU
or/and 6XU), the IESI is automatically supplied
by the HOT EMER BUS.
At power up and during about 10 sec, the IESI is
in initialization mode and the screen is blank.
Only on ground, after the initialization mode and
during the 10 first seconds of the alignment
phase, the IESI shows the first maintenance
page.
After that, the IESI executes its alignment phase
during about 80 seconds.
The alignment phase represents of operational
page display conditions:
 The Airspeed and Altitude are normally
displayed.
Note: During this phase, the VHF NAV frequency
and VOR/ILS data are not displayed.
At the end of alignment phase the IESI goes in
operational mode. This mode shows the
corresponding displays:
 Attitude indications
 In case of failure of the attitude function, the
display elements of the Attitude are removed
and replaced by an "ATT" flag.
Note: If the error is detected in ground condition,
the operational page display is removed and
replaced by the first "MAINT" page.
 Radio communication indications (VHF
COM 1 identifier and frequency)
 In case of failure of the radio function, the
display of frequency is replaced by dashes or
"FAIL" flag.
Note: At power ON, the VHF COM 1 is
automatically displayed on IESI.
The IESI allows access to VHF COM1 tuning
through the tuning mode in its menu.
 Radio navigation indications:

 NAV (ILS) identifier and frequency
 localizer and glide scale and their symbol
In case of failure of the radio navigation function,
the display of frequency is replaced by dashes or
"FAIL" flag and the localizer and glide scale by
"ILS" flag.
Note: When ILS mode is OFF, the IESI does not
display ILS information.
 Radio navigation indications:
 NAV (VOR) identifier and frequency
 VOR deviation scale and its symbol
 course information and TO-FROM pointer
 Back/Course (B/C) source selection
In case of failure of the radio navigation function,
the display of frequency is replaced by dashes or
"FAIL" flag and the course and pointer by "VOR"
flag.
The IESI is constituted by the following
commands:
 The "+ / -" pushbuttons which enable to
adjust IESI screen brightness manually,
Note: By default, the IESI screen brightness is
automatically adjusted by a light sensor.
The "STD" pushbutton which enables the reset
barometric settings at 1013.25 hPa.
The "MENU" pushbutton which enables to
access sub function selection menu and the
"SET" rotary switch enables the scrolling as
following:
 Baro Unit
 VHF NAV (VOR/ILS mode)
 VHF COM (tuning mode)
 Maintenance
The "SEL" pushbutton which enables to validate
the data or the selection, and to position a box
on the data having to be modified (VHF COM,
Baro setting etc.)
The IESI allows access to the maintenance page
through the menu pushbutton.
MW34.22_.02.S2L2_03 This display gives the equipment identification
and configuration and a listing of information
ATA 34 NAVIGATION | 34.22 INTEGRATED ELECTRONIC STANDBY INSTRUMENT (IESI) IESI Description and Operation
The IESI contains the following devices:

 Inertial sensors (gyros and accelerometers)
 Pressure sensors
 an electronic board
IESI Description and Operation  a pneumatic connector for total pressure
 a pneumatic connector for static pressure
 an electrical connector
The IESI contains also the following commands:
 Brightness MINUS pushbutton switch
 Brightness PLUS pushbutton switch
 MENU pushbutton
 STD (Standard) pushbutton
 SEL (Selection) pushbutton
 SET rotary knob
 Light sensor.
Color coding is used on the IESI for clarity and to
aid identification of normal and abnormal
parameters.
The colors used are the following:
 White
 Cyan
 Green
 Amber
 Yellow
In normal conditions displays are the following:
 Attitude indications:
 an Aircraft fixed Symbol,
 Roll indication is shown with a circular scale
graduated every 10° between -30° and +30°,
at -45° and +45°, and at -60° and +60°.
 Pitch indication is shown with graduations
every 2.5° between -20° and +20° of area.
The pitch tape is blue for the positive pitch
values and brown for the negative values.
 Lateral acceleration is shown just below the
roll reference triangle and informs the crew
on A/C configuration (skid or slip).
ATA 34 NAVIGATION | 34.22 INTEGRATED ELECTRONIC STANDBY INSTRUMENT (IESI) IESI Description and Operation
 Airspeed indications:
 The airspeed tape is graduated every 10kt
from 30kt to 520kt. The range of the scale
shown on the indicator is 80kt associated with
a speed digital readout.
 Altitude indications:
 The Altitude display, in feet, is a simulated
numerical drums displaying altitude with a
20ft resolution, and a moving tape graduated
from -2000ft to 50000ft.
 The Altitude display, in meters, is selected by
MENU and is shown from -650m (-2000ft) to
+15240m (50 000ft).
 The Barometric pressure is shown either by
the standard reference or selected reference
in hPA or in In.Hg below the altitude scale.
ATA 34 NAVIGATION | 34.55 VHF OMNI DIRECTIONAL RANGE (VOR) SYSTEM System Description
VOR is a radio navigation system to fly along

specified course generated by ground station.
VOR enables to determine aircraft position
34.55 VHF OMNI DIRECTIONAL RANGE (VOR) SYSTEM according to VOR ground station bearing.
System Description A deviation bar in the course pointer move
according aircraft position respect to a selected
course.
In addition a TO/FROM indicator inform about
the station location (station ahead or behind ?).
The VHF signal is received with VOR/LOC

antenna made up two blades located on either
side of the vertical stabilizer,
and sent to two navigation receivers located in
the electronic racks on shelf 83 and 84VU.
The system provides an aural signal to allow

VOR station identification. The frequency used
for the VOR system ranges between 108 and
117.95 Mhz giving 200 channels in VOR/LOC
mode (50 Khz spacing).
The VOR signal is collected through antennae
and sent to VHF NAV 1 and 2 receivers.
VHF NAV includes VOR/ILS/MKR/ADF receivers
(same LRU).
The bearing information is displayed on both
PFD and both MFD.
The TO/FROM information is computed into
CAC1 and 2.
In case of system failure, an Integrated
Electronic Stand-by Instrument (IESI) is used as
back up directly connected to VHF NAV 1.
VOR system is managed by the Radio

management System (RMS) composed by two
Radio Management Application (RMA 1 and 2)
which are hosted in DU 2 and 4.
These DUs also host FMS applications which
provide RMA data for VOR auto tuning.
Information is sent to display unit via Data
Concentrator Application (DCA 1 and 2) hosted
in associated CAC.
Aural VOR station identification is provided
through a Radio Control Audio Unit (RCAU) .
The VOR frequency tuning can be achieved by

different ways
via the multi function control panel (MCP)
via the multi function control display unit (MCDU)
via the IESI, only in association with VOR 1.
VOR frequencies are displayed on VCP at
VOR/ILS page and also on the IESI for VOR 1.
The VOR pointer and course informations are

shown on both PFDs, MFDs and IESI.
The bearing information is selected with the NAV
area of the Electronic Control Panel (EFCP)
and the desired VOR course target is selected
with the associated course selector located on
the NAV SOURCE area of FGCP.
The IESI VOR course is selected with the "SET"
knob.
ATA 34 NAVIGATION | 34.55 VHF OMNI DIRECTIONAL RANGE (VOR) SYSTEM System Operation
Setting an VOR frequency can be done via the

MCP by pressing one time on NAV key to open
the VOR/ILS menu.
VOR1 standby field is already cyan boxed by
System Operation default.
As an example, let's set VOR 2 !
To move down the selection box, press the
displacement key any time as necessary until
you reach STBY V/ILS2 position.
While dialing the new frequency with numerical
keyboard, it appear in yellow color in the STBY
field, then press ENT key.
The switching button is now selected in cyan
color and the new frequency is inserted in blue
on STBY V/ILS2 position.
By pressing another time the ENT key make the
STBY and ACTIVE frequency to be exchanged.
Therefore, cyan box remains in position to be
ready for another exchange.
VOR2 frequency is now active !

The frequency can also be directly inserted in
the ACTIVE position.
The MCDU is another way to enter an VOR

frequency via the NAVIGATION menu (through
RMS key).
When the new frequency is dialed on
alphanumeric keyboard, it is written in yellow
color on the scrachpad.
Pressing associated key line make the new VOR
to be active and automatically updated on VCP.
NAV1 and NAV2 are managed by the FMS

application.
The NAV 1 and 2 tuning mode are automatically
set on "AUTO" after a long power off.
The crew can manually deselect the auto-tuning
process through MCDU or MCP.
The V/ILS source and deviation is displayed on

the Horizontal Situation Indicator according to
the NAV SOURCE selection of FGCP.
Also, the course is selected using the rotary
COURSE selector located on the FGCP.
Bearing keys on the EFCP allow VOR bearing

information and VOR frequencies to be
displayed on PFDs and MFDs.
BRG1 ( respectively BRG 2) is associated with
the VOR 1 (respectively VOR 2), in white.
IESI allows only VOR1 frequency tuning and

display of VOR1 deviation from selected course
target.
VOR mode is OFF by default and no VOR
information is displayed. The mode can be
changed through IESI MENU. Once VOR MODE
item is displayed, "SET" rotation allows
requested mode selection. Pressing "SEL"
button validates the choice and exits from menu.
Note: if an ILS frequency was previously tuned,
the VOR mode cannot be selected (the
frequency needs to be adjusted before).
VOR1 tuning is allowed only if TUNE MODE is
set to ON (default case). If needed, it can be
changed as well through IESI MENU as
described above for VOR mode.
When VOR/ILS1 frequency (displayed only if
VOR MODE and TUNE MODE are ON) is
selected through "SEL" button, it can be
adjusted to the requested value by rotating
"SET" knob. Then the new frequency is validated
by pressing "SEL" button.
Course is independently selected though IESI:
Once course field (bottom left hand corner) is
selected through "SEL" button, the value can be
adjusted by rotating "SET" rotary knob. The
course is set to 0° by default.
Next to the course value, the TO (up pointer) or
FROM (down pointer) is displayed to indicate
whether the aircraft comes from or flies toward
the selected station.
In case of one VHF NAV receiver failure, "FAIL"

flag are displayed in the IESI (only for VHF
NAV1), a red cross is indicated on the HIS
deviation scale, the associated pointer goes off,
amber dashed lines are indicated instead of
frequency on PFD and MFD, and "FAIL" amber
label is displayed instead of frequency on the
VCP.
To access related maintenance data from main

menu, select " ACMS " on MCDU.
select " AVS "
select "SYSTEM REPORT/TEST" Sub-menu.
and choose witch related system you want to
check, " VHF NAV & ADF 1 " or " VHF NAV &
ADF 2 " for VOR trouble shooting.
Note:The activation of the SYSTEM TEST
command starts a self-test of the whole receiver
equipment which includes as well ILS, VOR,
MARKER and ADF functions.
ATA 34 NAVIGATION | 34.51 DISTANCE MEASURING EQUIPMENT (DME) System Description
Distance Measuring Equipment (DME) is a

system which give a slant distance to a ground
station, usually paired with a VOR or ILS.
34.51 DISTANCE MEASURING EQUIPMENT (DME) This system operates over the range 962 to
System Description 1215 MHz.
The normal range is from 0 to 389NM.
The DME system is composed with two

antennas
and two interrogators located on shelf 83 VU and
85 VU.
The second DME system, could be optional.
The DME signal is collected through antennae

and sent to DME 1 and 2 receivers.
The distance information is computed by DME
interrogators and is displayed on both PFDs and
MFDs.
DME system is managed by the Radio

These DUs also host FMS applications which
provide RMA data for DME auto tuning.
Aural DME station identification is provided
DME interrogators are connected to the ATC
and TCAS systems through a suppressor coaxial
to avoid simultaneous transmission.
DME1 system is power supplied by the 28 VDC
BUS1 and DME2 system by 28 VDC BUS 2.
The DME channeling may be accomplished,

associated with VOR or ILS frequency, through
either:
 the Multi function Control Panel (MCP),
 or the Multi-purpose Control and Display Unit
(MCDU).
The selected DME frequencies tuning (paired
with VOR/ILS tuned frequencies)
and DME Hold selection are displayed on VCP
at VOR/ILS page.
The DME information is displayed on PFDs and

MFDs.
ATA 34 NAVIGATION | 34.51 DISTANCE MEASURING EQUIPMENT (DME) System Operation
Setting a DME frequency, usually associated

with a VOR or ILS navigation system, is
equivalent to select a VOR or ILS frequency.
It is done via the MCP with NAV key function or
System Operation via the MCDU through RMS key function and
selecting the NAVIGATION menu.
DME equipment has three channels, allowing
three different frequencies tuning.
When DME hold function is not active, the RMA
tunes DME channels as following:
 DME channel 1 is associated with VOR/ILS1
frequency,
 DME channel 2 is associated with VOR/ILS2
frequency,
 DME channel 3 is associated with FMS
frequency (auto tuning).
The DME system enable to hold a frequency.

In the VCP, at VOR/ILS menu, to use the hold
function, DME HOLD box must be ticked.
Then, associated active frequency held is written
in green color beside.
In active box, a new frequency can be set.
Holding a DME through MCDU is achieved by

selecting the NAVIGATION page and choosing a
navigation system.
Let's consider, NAV1.
Active NAV1 frequency is held by pressing on
the second upper left line.
Held frequency is displayed in green color below
DME line and VCP is updated.
A new frequency can be set !
The distance is displayed on the Horizontal

Situation Indicator and on the MFD, according to
the NAV SOURCE selection on the FGCP and
the BRG selection on the EFCP.
Following a single DME equipment failure, the

distance measuring function is still available with
the remaining one.
"SGL DME" alert is displayed on EWD alerting
windows. In the same time, the Master Caution
appears and a Single Chime is broadcasted.
In case of dual DME equipment failure, distance
measuring function is lost, amber " DME LOSS "
is displayed on (EWD) with master caution and
single chime.
Associated with a DME failure, amber " FAIL " is
displayed on MCDU and amber " DME HOLD "
on VCP.
Amber dashes are displayed on PFD / ND.

Then, select " AVS ".
After this operation, select "SYSTEM
REPORT/TEST" Sub-menu.
And finally, choose witch related system you
want to see, " DME 1 " or " DME 2 " for DME
trouble shooting.
ATA 34 NAVIGATION | 34.53 AUTOMATIC DIRECTION FINDER (ADF) System Description
The Automatic Direction Finder (ADF) is an

airborne automatic radio compass providing the
non directional beacon (NDB) bearing or
34.53 AUTOMATIC DIRECTION FINDER (ADF) broadcast stations.
System Description
ADF system is composed by two receivers

enclosed into VOR/ILS/MARKER receivers and
2 ADF antennae.
The second ADF system is optional.
Receivers are located on shelf 84VU (ADF1) and
83VU (ADF2) in the electronics rack.
ADF signal is collected through antennae and

sent to ADF 1 and 2 receivers.
The bearing information is displayed on both
PFDs and both MFDs.
ADF system is managed by the Radio

Information is dispatched on display unit via
Data Concentrator Application (DCA 1 and 2)
hosted in associated CAC.
Aural ADF station identification is provided
ADF frequency tuning can be achieved by

different ways:
 via the multi function control panel (MCP),
 via the multi function control display unit
(MCDU).
ADF frequencies are displayed on VCP at ADF
page.
ADF bearing informations are shown on PFDs

and MFDs providing the bearing selectors on
EFCP are set on ADF.
ATA 34 NAVIGATION | 34.53 AUTOMATIC DIRECTION FINDER (ADF) System Operation
Setting an ADF frequency can be done via the

MCP by pressing two times on NAV key to open
the ADF menu.
ADF1 standby field is already cyan boxed by
System Operation default.
As an example, let's set ADF 1 !
While dialing the new frequency with numerical
keyboard, it appear in yellow color in the STBY
field, then press ENT key.
The switching button is now selected in cyan
color and the new frequency is inserted in blue
on STBY ADF1 position.
By pressing another time the ENT key make the
STBY and ACTIVE frequency to be exchanged.
Therefore, cyan box remains in position to be
ready for another exchange.
ADF1 frequency is now active !
The frequency can also be directly inserted in
the ACTIVE position.
the MCDU is another way to enter an ADF

RMS key).
When the new frequency is dialed on
alphanumeric keyboard, it is written in yellow
color on the scrachpad.
Pressing associated key line make the new ADF
to be active and automatically updated on VCP.
When ADF key is selected, it allows modification

of the active ADF mode and tone (only through
the MCDU).
When ANT position is selected, the antenna loop
circuit is disabled and the receiver is used as a
conventional radio receiver.
When TONE position is selected, a 1000 Hz
indicates that ADF is correctly tuned to a station.
Bearing keys on the EFCP allow ADF bearing

information and ADF frequencies to be displayed
on PFDs and MFDs.
the ADF 1 (respectively ADF 2) in green.
In case of one VHF NAV receiver failure, amber

dashed lines are indicated instead of frequency,
the associated pointer goes off on PFD and
MFD, and "FAIL" amber label is displayed
instead of frequency in the VCP.
ATA 34 NAVIGATION | 34.58 GLOBAL POSITIONING SYSTEM (GPS) System Description
The Global Positioning System (GPS) is a

navigation system based on satellite
transmission which provides to other systems, in
34.58 GLOBAL POSITIONING SYSTEM (GPS) every place of the earth and in every weather
System Description conditions:
 Position
 ground speed
 date and time
 quality and integrity criteria.
At least four satellites are necessary for the GPS

to compute the A/C position.
The GPS also reports failures to the CMA (CAC)

and are checked through the MCDU.
The GPS is composed of:

 One omnidirectional GPS antenna located on
the upper forward part of the fuselage.
 It receives, amplifies and conditions signals
from all GPS satellites in view.
 One GPS receiver located in the left avionics
rack (shelf 83VU).
The GPS has several operating modes:
 Initialization
 This mode is satellites constellation
determination executing after the self test
mode.
Note: GPS constellation including 24 active
satellites (21 operational + 3 spare).
 Acquisition (satellite acquisition)
 The GPS receiver can manage up to 10
channels dedicated to acquisition and
tracking of the GPS satellites whose elevation
is higher than a pre-defined mask angle.
 During this mode, the receiver processes
GPS signals in order to compute Position,
Velocity and Time.
 Navigation
 At least four tracked satellites are necessary
to provide 3D position and time.
 Maintenance
 This mode is effective on ground only.
 Altitude/Clock
 This mode is operational if at least 2 satellites
are usable and the barometric aiding is
available.
Note: The initialization is made through FMS
data latitude / longitude / UTC / date.
 Test
 This mode is a self test of the system in case
of Initiated Built In Test (IBIT) request or
autonomously to each power up.
 Aided Dead Reckoning
 This Mode is used in combination with other
navigation aids, in order to provide reliable
navigation capability under virtually any
conditions, with or without external navigation
references.
 Fault
 Relevant GPS failure is indicated on the
MCDU "MSG" page.
From the signal received from a constellation of
satellites, the GPS provides:
 Absolute horizontal aircraft position (latitude,
longitude).
 Universal Time (UTC) and date
 Altitude to sea level
 The system uses the MSL correction data
base and algorithm to correct the solved GPS
altitude.
 Track angle (α)
 This is the angle, at any moment, between
the track of the A/C and the True North,
measured clockwise from 0 degrees to 360
degrees.
 Ground speed
 Vertical Velocity
ATA 34 NAVIGATION | 34.58 GLOBAL POSITIONING SYSTEM (GPS) System Operation
The Global Positioning System (GPS) provides

its output data to other A/C systems via A429
link.
The GPS 1 is supplied with 28V DC by "DC
System Operation STBY BUS".
At each power up the GPS executes a self test
that shall not exceed 20 sec in duration.
The GPS sensor completes a valid fix position
within 3 min 30 sec in normal conditions.
The primary function of GPS is to receive the
satellites RF signals from the antenna, and
compute the A/C position.
GPS information are provided by the receiver to
various systems and are displayed on GPS NAV
page of the FMS (MCDU):
 Position and Ground speed
Note: The Ground Speed indication, on PFD and
MFD, is computed by the FMS when valid, or by
the GPS when FMS system is invalid.
 Date and time can be also displayed on
clocks.
 The Flight Management Application (FMA)
hosted in the MFD retrieves the UTC time
and date from the GPS.
ATA 34 NAVIGATION | 34.58 GLOBAL POSITIONING SYSTEM (GPS) System Operation
The GPS also performs quality and integrity

monitoring using the following functions:
 Receiver Autonomous Integrity Monitoring
(RAIM) is based on a check of coherence
between the computed position and the
satellites reception (at least five satellites). It
allows to keep the best track of flight plan
with a minimum deviation within Horizontal
Integrity Limit (HIL).
Note: The RAIM HIL parameter, monitored by
the FMS, is displayed on "GPS NAV" page.
 Predictive Receiver Autonomous Integrity
Monitoring (PRAIM) which predicts the RAIM
algorithm at a given fix and given time.
Note: Only on ground, the user can launch a
check of the RAIM prediction (PRAIM) along the
flight plan from the "PRAIM" page. Once the
prediction computation is complete, RESULT
OK" or "RESULT FAIL" is displayed.
In flight, the pilot can access to the "PRAIM"
page from the "GPS NAV" page. This page
mainly lists the HIL values predicted at the
Destination (DEST), and at Estimated Time of
Arrival (ETA).
Note: In the worst case, when the GPS HIL is
invalid in route, terminal or approach flight area,
the "AIM" alarm message is displayed.
GPS reports failures are sent to the CMA (CAC)
and the "GPS" alarm message is displayed on
MCDU and MFD.
ATA 34 NAVIGATION | 34.58 GLOBAL POSITIONING SYSTEM (GPS) Receiver
The GPS is composed of:

 One GPS receiver located in the left avionics
rack (shelf 83VU).
The GPS receiver is a single LRU that retrieve
Receiver GPS signal from the antenna through a coax
cable and provide other interfaced systems with
data via ARINC 429 busses.
Note: This is a navigation system based on
satellite transmission centered at 1575.42 MHZ.
The GPS receiver is composed of the following
boards:
 Input / Output (PSU, ESU, ARINC)
 GPS (RFU & CPU)
 Lightning (CLPU)
 Filter (FU)
The PSU board provides two main functions:
 Power and Energy Supply Unit
 Input/Output Interface
Note: The Energy Supply, provided by
capacitors, is used to hold up Power Supply
Outputs during more than 200 ms in case of
input power cut.
The GPS board provides two main functions:
 Radio Frequency Processing (RF block)
 After the recognition and conversion of the
RF, it provides the reference frequency to an
oscillator.
 Computer Processing (CPU block)
 It consists to compute software processing,
store Data (RAM & PROM), provide and
manage Timing and Interface Resources.
ATA 34 NAVIGATION | 34.58 GLOBAL POSITIONING SYSTEM (GPS) Receiver
The filtering board (FU) allow filtering conducted

electro-magnetic interferences (EMI).
The lightning protection board (CLPU) allow
protecting against induced and direct effects of
lightning.
The GPS receiver automatically selects ranging
sources for use to compute the localization
solution and not use satellites with elevation
angle below 5°.
The GPS receiver records and stores the history
of Power On Self Test (POST) and Continuous
Built In Test (CBIT) failure into non volatile
memory.
The failure memory is divided into three parts:
 Flight failures
 Ground failures
 Software failures
Each recorded failure is displayed on the MCDU
and contains:
 Date & Time of the failure occurrence
 Failure code identifying the type of defect and
the function/component involved.
ATA 34 NAVIGATION | 34.61 FLIGHT MANAGEMENT SYSTEM (FMS) System Description
The Flight Management System (FMS) makes

various functions available to help the crew in
the management of the flight such as:
34.61 FLIGHT MANAGEMENT SYSTEM (FMS)  Localization
System Description  Flight plan
 Lateral guidance
 Vertical guidance
 Wind management
 A/C predictions computation along the flight
plan
 Radio navigation
 Fuel, weight and performances.
The FMS is composed of two active software
applications, called Flight Management
Application (FMA1 & FMA2), respectively hosted
in DU 2 and DU 4.
The FMS is built on a dual architecture and is
designed to operate in dual configuration to
insure that both FMA are continuously
synchronized.
The Display Unit (DU) provides interface, via the
Flight Display Application (FDA), between the
hosted FMA (DU2 & DU4) and all other systems
involved in the Flight Management function.
The FMS is controlled by:
 two Multi-purpose Control and Display Units
(MCDU)
 two Virtual Control Panels (VCP) and their
associated Multi Control Panels (MCP)
 one Flight Guidance Control Panel (FGCP)
The FMS displays navigation and guidance data
on the:
 Primary Flight Display (PFD)
 Multi Function Display (MFD)
 MCDU pages
The FMA software, the FMA configuration file
and performance databases are loaded on
FMA1 and FMA2 through a "specific" compact
flash card inserted in the DU2 & DU4.
Two types of compact flash cards are used:

 Resident
 This card is permanently fitted in the DU.
 The FMS retrieves the data stored on this
card on every start up.
 Specific
 This card replaces the "Resident card" during
maintenance operation for software update.
The FMS receives various sensors information

to localize the A/C for:
 Lateral navigation
 Vertical navigation
Lateral navigation:
For lateral navigation and guidance purposes,
the FMS can manage:
 Long range satellite navigation means one
GPS (or dual GPS if installed),
 Short-range radio navigation means dual
VOR receivers, one DME receiver at a time,
but 3 DME channels per DME receiver are
managed.
 Back up mode means dual ADU system and
dual AHRU system.
Note: For localization computation, the FMS
acquires from the ADU the TAS, and from AHRS
the A/C heading.
Vertical navigation:
The FMA acquires, from several vertical
sensors, the data required for a vertical
localization and can manage:
 The height above the ground, when the
aircraft is closed to the runway, means one
Radio-Altimeter (RA),
 The baro-corrected altitude means dual ADU.
Additionally both ADU provide:
 Standard Altitude
 Altitude rate
 True Air Speed
 Indicated Air Speed
 Static temperature
 Total temperature
 The heading means dual AHRS.
Additionally both AHRS provide:
 Magnetic Heading
 Roll angle
 Pitch angle
 Baro-inertial vertical speed
 Load factor
ATA 34 NAVIGATION | 34.52 AIR TRAFFIC CONTROL (ATC) System Description
The Air Traffic Control system (ATC) is a

dependent position determining system which
processes data for air traffic controllers with
34.52 AIR TRAFFIC CONTROL (ATC) altitude information provided through Air Data
System Description Computers. The Air Traffic Control system is
dedicated to provide air traffic controllers with
information required to identify and track an
aircraft. The ground control station sends an
interrogation signal
and the transponder of the aircraft replies by
transmitting and encoded signal enabling aircraft
identification and altitude to be known.
The transponder is also equipped with Mode "S"
capability which allows air to air data exchange
between TCAS equipped aircraft.
The Air Traffic Control system (ATC) use modes
based on radar interrogation and transponder
response:
 The ELS (Elementary Surveillance) allows via
Mode S data exchange with Air Traffic
Control on ground and between TCAS
equipped aircraft.
 The EHS (Enhanced Surveillance) is used to
send derived data via Mode S to the Air
Traffic Control to facilitate the safety and
efficiency of Air Traffic management
operations.
In addition, aircraft transponders can broadcast
additional parameters for ADS-B (Automatic
Dependent Surveillance - Broadcast) purpose.
This capability has the potential for improving
aircraft separation assurance by improving
surveillance in remote regions that are beyond
the range of existing Air Traffic Control Radar
Beacon Systems.
The ATC system on the aircraft includes:
 Two ATC Transponders which replies to
interrogation from ground based radar or from
others aircrafts.
The transponder mount includes a strap
assembly which is used to select options for the
MW34.52_.01.S1L1_01 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only
transponder (Mode S address, TCAS installed Page 112
...).
 A "Suppression Line" used for DME, ATC,

TCAS emission/reception coordination
The ATC Transponders are connected to Air
Data Computers which provide:
 pressure altitude (for ELS)
 altitude pressure rate, indicated air speed,
mach number, true air speed, baro setting
(for EHS)
The ATC system receive Weight On Wheel
information through the MFC.
For the EHS, the ATC Transponders receive:
 from AFCS (embedded in CACs) the selected
altitude data
 from AHRS through CAC the magnetic
heading and roll angle data
 from GPS the ground speed and true track
angle data
The control of ATC system is performed by two
Virtual Control Panel (VCP), available on MFD
format, managed by two Multi-function Control
Panel (MCP).
ortwo Multi-Purpose Control and Display Unit

(MCDU).
The selected ATC status is displayed on the
PFD.
In case of selected ATC failure, a message is
displayed on the lower part of EWD.
The ATC system send information from T2CAS
to coordinate the advised maneuvers of each
aircraft TCAS II equipped.
ATA 34 NAVIGATION | 34.52 AIR TRAFFIC CONTROL (ATC) System Operation
ATC Controls are located on XPDR tab of Virtual

Control Panel.
The MCP
or the MCDU on "XPDR" page, allows to change
System Operation the ATC functions.
The XPDR selected is indicated:
 on the left part of the VCP,
 on the "XPDR" page on the MCDU,
 on the PFD.
The XPDR mode selection is indicated:
 on the center part of the VCP,
 on the "XPDR" page on the MCDU,

 on the PFD.
The mode selection "ON" indicate the ATC
system is activated
When ATC is on, following sub-mode "ALT OFF"
is available. This mode deactivates ATC Mode C
altitude report function.
The mode selection "STBY" indicate the ATC
system is activated but prevents it from
transmitting replies.
The ATC code is displayed on the MFD and on
MCDU.
To change the ATC code by MCDU, select on
the scratchpad the new code
and select the corresponding button to enter the

new code.
The VPC is instantly synchronized with MCDU,
the new code is then displayed on the VCP.
The "IDENT" function causes the transponder to
transmit a special identification pattern when
requested to "SQUAWK IDENT" by the Air
Traffic Control.
The "FLIGHT ID" is only changed by the MCDU,
on the XPDR page.
In addition, this page have an "EMER" activation
command which automatically sets the main
emergency transponder code (7700), after
confirmation through EXEC button.
In case of selected ATC failure, an XPDR

caution message appears on EWD page
and an ATC failed status is also displayed on
PFD.
ATC failure is also highlighted on VCP and
MCDU by a "FAIL" displayed in code field
and other relative data are dashed in amber.
The transponders are interfaced to the

maintenance system via the RMA (Radio
Management Application) to allow maintenance
tasks. Maintenance crew can access from the
MCDU to maintenance reports and to system
self-test initiation. To access related
maintenance data from main menu, select
"ACMS" on MCDU.
select "AVS"
select "SYSTEM REPORT/TEST" Sub-menu,
and choose which related system you want to
check, "XPDR1/T2CAS" or "XPDR2/T2CAS".
ATA 34 NAVIGATION | 34.43 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (T²CAS) System Description
TCAS II is intended as a supplementary aid to

the pilot in detecting the presence of nearby
aircraft and determining their potential as an
34.43 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (T²CAS) airspace threat.
System Description The system interrogates the nearby aircraft's
transponder and uses its replies to compute a
predicted flight path for the aircraft.
From this information, the TCAS II can
determine the possibility of a collision threat.
The directional antenna permits to determine the
direction of the other aircraft.
Mode C (altitude) data from the other aircraft's
transponder reply gives altitude information.
These data advise the flight crew of
recommended vertical maneuvers to avoid the
other aircraft.
In situation when both aircraft are TCAS II
equipped, the TCAS transmitter receiver
coordinates the advised maneuvers of each
aircraft (vertical maneuver only).
If an intruder is equipped with a transponder
mode A, only bearing information will be given to
the aircraft;
If an intruder is not equipped with a transponder,
it is invisible to TCAS.
All data are transmitted to AFDAU (MPC) for

recording.
During normal flight operations, the system
remains essentially silent. It uses several inputs
from its own aircraft to control the collision
avoidance logic parameters that determine the
protection volume around the TCAS aircraft.
Note: In the cockpit, in case of multiple alerts
coming from different alerting systems,
prioritization is as follow: stall, TAWS, TCAS.
TCAS is composed by:

 One transmitter receiver embedded in T2CAS
located on 85VU. It transmit and receive UHF
signals for the detection of any intruders,
compute the intruder trajectory and provide
signal to generate the appropriate intruder
symbol and the associated aural warning.
 One directional top antenna and one
omnidirectional bottom antenna
They are used for transmitting and receiving.
They detect the bearing of the intruder which is
in the detection volume of TCAS II.
TCAS is interfaced with:
 AHRS, it send heading information to TCAS
transceiver to locate the intruder.
 TAWS who is integrated in T2CAS computer
(TAWS warnings have priority over TCAS
aural warnings)
TCAS is also interfaced with:

 Radio Altimeter which provides radio altitude
information. Below 2500ft, TCASII uses RA
information as reference to determine
sensitivity levels. No RA information are uses
below 700ft.
 ADC which provide the barometric altitude.
Over 2500ft, the TCAS II uses barometric
altitude information as a reference.
 ATC 1 and 2, they allow data exchange
between own aircraft and TCAS II equipped
intruders.
 Flight Environment data (Landing Gears,
Flaps ...) through the MFC,
 RCAU for audio outputs,
 Display Unit for TCAS displays and controls
on PFD and MFD (through CACs),
 MPC (through CACs) for recording function
(AFDAU). The MPC is also used for
maintenance function with the MCDU.
 Surpressor for DME, ATC, TCAS
emission/reception coordination.
TCAS is controlled by:

 The Multi Control Panel (MCP) Captain and
F/O on "SURV" page
 the MCDU (Captain and F/O) by selecting
the "COMMUNICATION" page.
The MCP and the MCDU configure the Virtual
Control Panel (VCP).
The two VCP are updated simultaneously at
every crew member action.
The TCAS information are displayed:
 On the MFD-Navigation Display for the traffic
background,
 On the PFD for TCAS mode
and on vertical speed axis (preventive and
corrective indications) in case of Resolution
Advisory.
Traffic display and resolution advisory are
supplemented by synthetic voice advisories
generated by the TCAS transmitter-receiver.
ATA 34 NAVIGATION | 34.43 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (T²CAS) System Operation
Crew member can select on Virtual Control

Panel (through the MCP or the MCDU) the
TCAS function mode via TCAS tab (this
information is reported on ND):
System Operation  "AUTO": automatic mode (displays all traffic
in range)
 "TA ONLY": displays Traffic Advisory only
 "STBY": standby mode
Crew member can also select on Virtual Control
Panel the traffic display mode via "ND OVLY"
tab (this information is reported on ND):
 NORMAL: ± 2700 feet
 ABOVE: from +9900 feet to - 2700 feet
(selected by default at start up)
 BELOW: from +2700 feet to -9900 feet
MFD display the traffic information on Navigation

Display page.
This display enables to make the difference
among intruders, those that may become
dangerous
It enables to determine the horizontal position
(range and bearing) of ATC mode A
transponder-equipped aircraft at least.
Relative altitude is also shown for those targets,
either equipped with ATC mode C or mode S
transponder, reporting pressure altitude.
The Traffic Advisory displays are symbolized in

various shapes and colors:
 The own aircraft, equipped with TCAS is
shown by a symbol figuring a yellow colored
aircraft,
 Non intruding traffic (OTHER TRAFFIC)
within the range of the display, is shown as
an unfilled white diamond with a data tag,
 Proximity target (Proximate advisory: PA):
this display is shown as a solid white
diamond with a data tag,
 Traffic target (Traffic advisory: TA) presence
of an intruder aircraft. It is shown as a solid
amber circle with a data tag,
 Threatening target (Resolution advisory: RA)
presence of a dangerous aircraft. It is shown
as a solid red square with a data tag.
The traffic data gives the relative altitude in
hundreds of feet, preceded by a + or - sign.
If the target aircraft is climbing or descending at
500 feet or more per minute, the altitude data is
followed by a vertical arrow pointing up or down.
In case of the intruder bearing is not available, a

message provides an indication on the two most
dangerous RA or TA intruders with the known
information (threat type RA or TA, range,
altitude) inside the TCAS message area.
Traffic display and resolution advisory are

supplemented by synthetic voice advisories
generated by the TCAS transmitter receiver.
For example, the words "TRAFFIC, TRAFFIC"
are annunciated at the moment of the traffic
advisory.
There is several aural annunciation, for
preventive and corrective messages.
On PFD, Crew members can read current TCAS

mode (as selected on VCP).
In case of Resolution Advisory, preventive or
corrective indications are displayed on Vertical
Speed Axis.
The Resolution Advisory display is the primary
instrument used by the pilot to determine
whether an adjustment in aircraft vertical speed
is necessary.
This determination is based on the pointer
position of the PFD Vertical Speed axis with
respect to green or red lighted segments:
 If the pointer is within red segments (in
corrective RA), the pilot must change the
aircraft vertical rate until the pointer is within
the green segment,
 If the pointer is within green segments (in
preventive RA), the pilot must maintain the
current vertical rate.
When TA or RA alert is activated:

 the MFD is set to ROSE mode,
 and at 10 Nm range
 the PFD display vertical cues computed by
the TCAS to maintain separation.
Under certain conditions and in certain flight
phases, own aircraft's climb performance may
be limited such that it cannot execute a Climb
maneuver at 1500 FPM.
TCAS self test (through the MPC) is available via

MCDU menu. It is a part of IBIT (Interactive
Build-In Test) and is available only on ground.
menu:
 select "ACMS" on MCDU,
 Select "AVS",
 Select "SYSTEM REPORT/TEST" Sub-menu,
 Choose which related system you want to
check, "XPDR1/T2CAS" or
"XPDR2/T2CAS".
If the TCAS is failed, a amber "TCAS FAIL" is

displayed on the PFD and on the MFD.
ATA 34 NAVIGATION | 34.43 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (T²CAS) TCAS Antenna
The TCAS lower antenna is omni-directional and

upper antenna is directional.
TCAS Antenna
Let's have a look at theirs locations in the

schematic.
They permit the direction of the other aircraft to

be determined.
Directional antenna contains four quadrants.
Each of them is connected to the TCAS receiver
by a separate coaxial cable.
ATA 34 NAVIGATION | 34.43 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (T²CAS) T²CAS Transmitter / Receiver
The TCAS system is embedded on the T2CAS

(Terrain & Traffic Collision Avoidance System).
The T2CAS Transmitter-Receiver (TTR920) is
located on left avionics rack, on 85VU.
T²CAS Transmitter / Receiver The T2CAS computer combine two units :
 TAWS with Ground Collision Avoidance
Module
 TCASII with Aircraft Collision Avoidance
System
The T2CAS computer is supplied via 28VDC
BUS 2 SEC 1.
The TCAS LRU contains:

The entire System that includes
 controllers,
 displays,
 sensors
 and interface with aircraft systems
The Airplane Personality Module (APM) that is a

piece of hardware that contains:
 Aircraft specific Database (ASDB)
 Aircraft Configuration Data (ACD)
 Climb capability data
 Sensor data, filter values, etc
 Texture, displays settings
 Customer settings (male/female voice,
callout, etc)
The APM is installed on the rear of the
equipment tray and remains with the aircraft.
The interface for programming is used to

loaded the ACD/ASCB (through the T2CAS
Compact Flash Slot).
The APM can also be load via the wiring
harness, with the Laptop computer using
"EDDIT" software.
The front panel has a test switch to initiate

testing of T2CAS (self test of TCAS and TAWS).
When the pushbutton is pressed, the T2CAS
computer will check its internal integrity and
then, its required inputs.
 After the test, the green LED "TCAS PASS"
indicate the TCAS system is operational.
 If TCAS is not operational, the LED's indicate
the function which is in fault.
The "TCAS FAIL" LED indicate that the internal
BITE test is failed. Remove and replace the
T2CAS LRU.
The "TA DISP" LED indicate a failure from
Traffic advisory display signals No.1 or No.2
The "RA DISP" LED indicate a failure from
Resolution advisory display signals No.1 or No.2
The "RAD ALT" LED indicate a Radio altitude

source No.1 (or No.2) invalid or fail
The "XPDR BUS" LED indicate a Mode S
Transponder No.1 or No.2 invalid or fail.
The "TOP ANT" LED indicate a failure from Top
Antenna DC resistance
The "BOT ANT" LED indicate a failure from
Bottom Antenna DC resistance
ATA 34 NAVIGATION | 34.41 WEATHER RADAR SYSTEM System Description
The Weather Radar System is a lightweight, X-

band digital radar that is designed for weather
detection and ground mapping.
34.41 WEATHER RADAR SYSTEM The purpose of the system is to detect storms
System Description along the flight path and give the pilot a visual
color indication of rainfall intensity. After proper
evaluation, the pilot can chart a course to avoid
storm areas.
The Weather Radar System consists of the
following components:
 The Receiver Transmitter Antenna block
(RTA) is an integrated unit that incorporates
receivers, transmitter and antenna into a
single unit.
 The weather radar controller located on the
upper part of pedestal.
 The AHRS 1&2 through the CACs for
stabilizes the weather radar antenna in roll
and pitch.
 The ADC 1&2 through the CACs for tilt
limitations depending on the altitude.
 The Display Units which are used to display
weather radar information on Navigation
Display.
 The EFIS Control Panel (EFCP-L and EFCP-

R) which are used to select ND format on the
MFD.
It also used to select the range on the ND.
 The MCP (CAPTAIN and F/O) which are
used to select the Weather Radar
background page on the ND.
The Weather Radar receive from MFC, the
Weight On Wheels (WOW) information for
inhibition on ground.
The weather radar system detects and displays

different rainfall levels for ranges up to 300NM in
60° sector on each side of the aircraft path.
If the "WX RADAR" is selected on the ND OVLY
page on VCP,
the MFD-ND (ARC or ROSE mode) displays
weather radar information.
In weather detection mode, storm intensity levels
(from level 0 to level 4) are displayed in four
bright colors contrasted against a dark
background.
Weather radar can also be used in ground
mapping mode (GMAP) to display ground
obstacles.
It should not be used nor relied upon for
proximity warning or anti-collision protection.
In GMAP mode, prominent landmarks are
displayed that enable the pilot to identify
coastline, hilly and mountains regions, as well as
cities or even large structures.
Video levels (from level 0 to level 3) of
increasing reflectivity are displayed in three
bright colors contrasted against a dark
background.
ATA 34 NAVIGATION | 34.41 WEATHER RADAR SYSTEM System Operation
The Weather Radar is controlled from the

weather radar control box which allows selection
of modes and antenna tilt.
The selection are sent to the weather radar
System Operation receiver transmitter antenna.
The receiver transmitter generates an X band
radio frequency for the purposes of weather
radar detection and ground mapping.
A 9345 +/- 25MHz signal is transmitted to the
antenna
Echo signals received by the antenna are routed
to the receiver which processes the signals.
Processed data is sent the Display Unit.
Weather information is displayed provided the
Arc (or ROSE) Mode is activated on Navigation
Display.
This Arc (or ROSE) Mode is selected by turning

the "FORMAT" rotary on the EFIS Control Panel.
The antenna is stabilized in roll and pitch by
motors controlled by the AHRS.
The "STBY" position is use to keep the radar in
a ready state while taxiing, loading, etc ...
In standby, the antenna does not scan, the
transmitter is disabled,
the display memory erased
and the antenna is stowed in a tilt-up position.
A green "STBY" annunciator is displayed on the
MFD.
STBY can be selected anytime it is desired to
keep power on the system without transmitting.
The system contains a forced standby function.

This permit the Weight-On Wheels (WOW from
MFC) switch to force the radar into a standby
automatically.
When this occurs, the mode STBY is displayed
even if in WX or GMAP mode.
To override the forced STBY, the "STAB"
pushbutton on the Radar Control Box must be
pressed four times within 3 seconds.
WARNING: It forced STBY is overridden the
radar is transmitting until the mode switch is
returned to the STBY position.
If a range mismatch is detected between Display
Units and weather radar, an amber "RNG"
message is displayed on the ND.
In flight, if weather radar is in "WX" mode but
"TERRAIN" is selected on the VCP,
a "TX" magenta will be displayed and no
weather display appears on ND.
When the weather radar is failed, an amber
message "WX FAIL" is displayed on the ND.
The weather radar is equipped to a self-test. It

used by selecting "TST" position on the Radar
Control Box and is available on ground or in
flight.
ATA 34 NAVIGATION | 34.42 RADIO ALTIMETER System Description
The radio altimeter system determines the height

of the aircraft above the ground irrespective of
atmospheric pressure.
34.42 RADIO ALTIMETER The Radio Height is the minimum distance
System Description between the extended main landing gear wheels
and the ground when aircraft is 5° of pitch.
The radio altimeter sends a signal to the ground
and measures the elapsed time between signal
transmission and reflected signal reception.
Then the system computes the distance from the
aircraft to the ground.
It can therefore operate over non-flat ground
surfaces.
The RA antenna is located under fuselage (one

transmission antenna and one reception
antenna).
The RA transceiver is located in the electronics
rack behind the Captain (81VU).
A second RA system is optional.
Radio altimeters give accurate height information

when flying below 2500 feet and are particularly
useful during the approach phase.
The Radio Altimeter signal is collected through

antennae and sent to Radio Altimeter
Transceiver.
The radio altimeter information and DH (Decision
Height) are displayed on both PFD.
The radio altimeter information is displayed on

ADI upper part of the PFD.
The range of the display is from -20 ft. (-6,1 m)
to + 2500 ft. (762 m).
Resolution is:
- 10 feet down to 50 ft.,
- 5 feet down to 10 ft.,
- 1 foot for positive or negative values of the
radio altitude.
Above 2500 ft, Radio altitude value is not
displayed,
For value inferior to 0 ft, Radio altitude value will
be 0.
The decision height value indicates the DH

selected by the pilot and first officer through their
respective Index Control Panel (ICP).
Selected Decision height is displayed on the
lower left corner of PFD by 3 blue digits followed
by white label "DH".
DH display ranges from 0 to 999 ft and
resolution is 1 ft.
ATA 34 NAVIGATION | 34.42 RADIO ALTIMETER System Operation
The radio altimeter transceiver sends a signal to

the ground via the transmission antenna, under
the fuselage, when the aircraft is flying below
2500 feet.
System Operation The ground reflected signal is picked up by the
reception antenna and transmitted to the
transceiver.
The signal is processed by the transceiver to
define the aircraft altitude.
Radio altitude information is transmitted to both
PFD's.
Decision height selection is made, through Index
Control Panel, by means of the DH outer rotator
knob which allows setting of DH/MDA and inner
knob which allows setting of the DH value.
When the radio altimeter indicates an altitude
lower than or equal to 500 feet, and the landing
gear is not extended, the CCAS generates a
"LANDING GEAR NOT DOWN" signal and
broadcasts the continuous repetitive chime.
Altitude information is also transmitted to the
T2CAS, to the AFCS and to the flight data
recorder.
When DH is selected, readout color is GREEN

when Radio Altitude is greater than DH + 100 ft
and less than 2500 ft.
Then the readout color change to AMBER when
Radio Altitude is below than DH + 100 ft.
The T2CAS trigger "Approaching Decision
Height" aural alert when the DH + 100 ft is
reached.
Note:When DH is not selected, readout color is
GREEN when Radio Altitude is greater than 400
ft and less than 2500 ft.
Then the readout color change to AMBER when
Radio Altitude is below 400 ft.
When the aircraft height decreases to an altitude

equal to or lower than the selected DH value an
amber boxed label "DH" is displayed on PFD.
The T2CAS trigger "Decision Height" aural alert
when the DH is reached
Note: When the aircraft height increases to an
altitude equal to or lower than the selected DH
value + 100 ft, an amber boxed label "DH" is
displayed on PFD.
When invalid radio altitude occurs, Radio altitude

value is replaced by amber label "RA" and
CCAS is activated.

Select " AVS "
Select "SYSTEM REPORT/TEST" Sub-menu.
And choose witch related system you want to
check, " RA 1 " or " RA 2 " if installed for Radio
Altimeter trouble shooting.
Note: The same test can be initiated by a push
button on the equipment.
This test is inhibit when Aircraft is airborne.
ATA 34 NAVIGATION | 34.48 TERRAIN AWARENESS WARNING SYSTEM (TAWS) System Description
The Terrain Awareness and Warning System

(TAWS) function provides timely aircrew alerts
about a potential terrain hazard along the route
34.48 TERRAIN AWARENESS WARNING SYSTEM (TAWS) of flight that could result in a CFIT (Controlled
System Description Flight Into Terrain)event.
The alerts are based upon predicted terrain
clearance profiles calculated with present aircraft
climb capabilities.
The TAWS function generates a "CAUTION
TERRAIN" Alert, a "PULL UP" Warning, or an
"AVOID TERRAIN" Warning, depending on the
aircraft situation with regard to the terrain.
If obstacle alerting is enabled, obstacle caution,
obstacle warning, and avoid obstacle alerts may
also be generated.
Note: The independent obstacle database
consists of human-made objects, greater than
100 feet above ground level, such as radio
towers, buildings, antennas, and smoke stacks.
The system generates alerts only between 50ft
and 2500ft AGL (Above Ground Level).
To achieve those functions, the TAWS (who is

embedded on T2CAS) generates visual and
aural warnings or caution by processing signals
supplied by other A/C systems:
 Radio Altitude,
 GPS,
 A/C sensors (landing gear, flap position,
aircraft weight...),
 ADC, AHRS, VHF NAV through the CAC,
 FMS1&2 embedded in DU2 and DU4
(through the CAC).
The TAWS receive from MFC audio inhibition
(stall warning).
The TAWS send information to the MPC for

recording (AFDAU).
The TAWS send analog signals to the RCAU for
audio alert.
The TAWS communicate with the Display Units
for:
 Alerting displays
 Status mode
 Function failed
Alerts are also displayed on "PULL UP"
pushbutton switches (on 133VU and 134 VU).
The panel 2VU is used for function mode and
display fault function.
The GPWS switch controls the whole system.
The TWAS information is displayed on MFD.

The terrain data will be displayed on the
Navigation Display if Terrain background is
selected on VCP or automatically when an alert
is computed
ATA 34 NAVIGATION | 34.48 TERRAIN AWARENESS WARNING SYSTEM (TAWS) System Operation
At power up, the TAWS is ON by default.

The GPWS switch on 2VU allows:
 "NORM": the GPWS operates normally,
 "FLAP OVRD": this position means that the
System Operation flap landing configuration is simulated
whatever the actual position of flaps,
 "OFF": in this position, all GPWS modes are
inhibited, the GPWS is inoperative. The
associated "OFF" light is illuminated.
If the GPWS is failed, a amber "FAULT"
illuminates associated with a "GPWS" message
on the EWD.
The pushbutton "TERR" is used to deactivate

the terrain function ("TERR" is "ON" at power
up).
The "TERRAIN" function is indicated on:
 The MFD on Navigation Display,
 The VCP on ND OVLY page,
 The PFD.
When the TERRAIN function is deactivated (by
pressing the pushbutton), the "OFF" light on the
pushbutton illuminates and the "TERRAIN"
function on VCP is deactivated.
The message "TERR ON" disappear on the
MFD and PFD.
When the function is failed:

 "FAULT" amber light on the pushbutton is
illuminated,
 "TERR FAIL" amber message is displayed on
MFD,
 "TERRAIN" amber message is displayed on
EWD.
On 133VU and 134VU, the two pushbuttons

have 2 displays:
 "GPWS" amber light illuminates for Caution
triggered by GPWS Modes,
 "PULL UP" red light illuminates for Warning
triggered by GPWS Modes.
Pressing pushbutton may have two effects:
 Inhibition of the aural and visual alert caution
in flight,
 Self Test of the system if this action is
performed only on ground.
When an alert is computed, a discrete pop-up

signal provided by TAWS is used to
automatically display terrain background on ND
(ARC MODE) with a 10Nm auto-range.
The TAWS have reactive terrain warnings with
different modes, altitude callouts, and bank
angle warnings.
Look at the different modes.
TAWS system contains several operation modes

who trigger reactive terrain warnings.
The TAWS have predictive terrain and obstacle

warnings.
They are provided by advanced forward looking
functions that utilize terrain, obstacle, and airport
databases, as well as modeling of the aircraft
climb capability.
The forward looking functions predict terrain and
obstacle hazard situations, and generate a
graphical display on the MFD ND with the
following color code:
 Terrain Safely below Ref. Altitude: Shades of
Green and Black,
 Terrain below Reference Altitude, but not
Safely below: Shade of Yellow,
 Terrain above Reference Altitude: Shades of
Red.
When the clearance sensor detects a potential
terrain hazard:
 "GPWS" amber lights illuminate,
 "TERRAIN AHEAD" is triggered.
When the TAWS detects imminent CFIT

situation with a potential terrain hazard:
 "PULL UP" red lights illuminate,
 "TERRAIN AHEAD, PULL UP" is triggered.
When the TAWS determines the current flight
path will lead the aircraft into high terrain that
cannot be cleared with a vertical escape
maneuver:
 "PULL UP" red lights illuminate,
 "AVOID TERRAIN" is triggered.
The obstacle awareness function will display

obstacles with a coloration scheme similar to
that of terrain.
The Obstacle Collision Prediction and Alerting
(OCPA) function utilizes the same sensor
system as the standard terrain function.
However, OCPA correlates the sensors with
objects within the obstacle database.
Let see these various alerts:
 For an obstacle caution:
"GPWS" amber lights illuminate and
"OBSTACLE AHEAD" is triggered.
 For an obstacle warning:
"PULL UP" red lights illuminate and "OBSTACLE
AHEAD, PULL UP" is triggered.
The Advisory Line function (TAL) looks 2

minutes ahead of the aircraft.
The TAL draws a line along points where a
terrain caution "TERRAIN AHEAD" will occur if
the aircraft continue along its current trajectory.
ATA 34 NAVIGATION | 34.48 TERRAIN AWARENESS WARNING SYSTEM (TAWS) T²CAS Computer
The TAWS system is embedded on the T2CAS

(Terrain & Traffic Collision Avoidance System).
The T2CAS Transmitter-Receiver (TTR920) is
located on left avionics rack, on 85VU.
T²CAS Computer The T2CAS combine two units:
 TAWS with Ground Collision Avoidance
Module,
 TCASII with Aircraft Collision Avoidance
System.
The T2CAS computer is supplied via 28VDC
BUS 2 SEC 1.
The TAWS use the Airplane Personality Module

(APM) who is a piece of hardware that contains:
 Aircraft specific Database (ASDB)
 Aircraft Configuration Data (ACD)
 Digital Terrain, Airport and Obstacle
Database
 Climb capability data
 Sensor data, filter values, etc
 Texture, displays settings
 Customer settings (male/female voice,
callout, etc)
The information in APM are loaded through the
T2CAS Compact Flash Slot.
It also can be loaded through the Laptop
computer using "EDDIT" software, to the APM
via the wiring harness.
The Ground Collision Avoidance Module(GCAM)
provides predictivealerting for avoidance of
terrain hazards along the intended route of flight.
Those functions are provided by an advanced
Collision Prediction and Alerting (CPA) function
and Obstacle Collision Prediction and Alerting
(OCPA) function.
The terrain hazard predictions are based on two
primary sources of information:
 Terrain Environment Determination: CPA
correlates aircraft position to an internal
terrain, internal obstacle and airport
database,
 Aircraft Flight Path Prediction: CPA uses
current flight path parameters to project the
aircraft flight path up to 2 minutes ahead of
the current aircraft position.
The CPA function is active in all flight phases as
long as:
 The position of the aircraft can be computed
accurately,
 All the required input parameters are valid,

 The aircraft performance data is available,
 No cell or cells of extracted terrain are
missing or invalid.
Once information computed, the Ground
Collision Avoidance Module (GCAM):
 Command the Displays,
 Generate alerts if necessary.
The front panel has a test switch to initiate

testing of T2CAS (self test of TCAS and TAWS).
When the pushbutton is pressed, the T2CAS
computer will check its internal integrity and
then, its required inputs.
At the end of test, the LED "TAWS P/F STATUS"
indicate the system's status:
 If the LED is green, TAWS function is
operational.
 If the LED is red, remove and replace the
T2CAS LRU.
The LED "TAWS I/O FAIL" indicate one or more
external inputs are failed or invalid.
Download BITE log to determine specific input
and corresponding external system.
The LED "TAWS APM FAIL" indicate that the
APM is failed.
TAWS functional, but problem could occur with
next ASDB or ACD upload.
Remove and replace APM at earliest
convenience.
The green LED "XFR" indicate the upload is in

progress.
The LED "C/F LOAD STATUS" indicate:
 In green, Files on CF card uploaded
successfully or maintenance data from
T2CAS downloaded successfully.
 In red, CF upload file invalid or removed
before uploading was completed. TAWS
functional, but problem could occur with next
ASDB or ACD upload. Repeat upload attempt
once, then try upload with alternate CF card.
If upload attempt fails again, download BITE
log to determine specific failure.
ATA 34 NAVIGATION | 34.36 INSTRUMENT LANDING SYSTEM (ILS) System Description
The ILS system purpose is to guide an aircraft

along an optimum path in order to land in poor
meteorological conditions.
34.36 INSTRUMENT LANDING SYSTEM (ILS) This optimum path is determined by the
System Description intersection of a localizer beam and a glide slope
beam (3° inclination).
The ILS enables measurement :
 of an angular deviation between aircraft
flight path and glide slope,
 of an angular deviation between aircraft
flight path and runway alignment
(LOCALIZER BEAM).
LOC transmitter operates over a frequency
range of 108.1 to 111.95 MHz and GLIDE
SLOPE transmitter over a frequency range of
329.150 to 335.000 MHz.
The Glide antenna, located in the radome, is a

double antenna common to both
VOR/ILS/MKR/ADF receivers.
The LOC antennae are made up of two blades
located on the upper fin part, they are common
with VOR antennae.
ILS signals ( LOC + Glide ) are collected through

antennae and sent to VOR/ILS/MARKER/ADF
receivers (same LRU).
The ILS information is displayed on both PFDs
and IESI relatively to NAV1 only.
ILS system is managed by the Radio

Information is dispatched on display unit via
Data Concentrator Application (DCA 1 and 2)
hosted in associated CAC.
Aural ILS station identification is provided
The ILS frequency tuning can be achieved by

different ways
via the IESI, only in association with ILS 1.
ILS frequencies are displayed on VCP at

VOR/ILS page and also on the IESI for ILS 1.
The VOR (LOC) pointer and course informations
are shown on both PFDs and both MFDs.
Glide slope and Localizer position are displayed

either on PFD provided the FGCP NAV
COURSE selector is set on V/ILS mode.
and on IESI.
ATA 34 NAVIGATION | 34.36 INSTRUMENT LANDING SYSTEM (ILS) System Operation
ILS frequency tuning can be achieved by

different ways
System Operation via the IESI, only in association with ILS 1.
To set an ILS frequency with the MCP, press

NAV button to get VOR/ILS page on VCP.
Dial the frequency with the numerical keyboard
and press again ENT key untill it becomes
active.
The MCDU is another way to enter an ILS

RMS key).
Dial the frequency with the numerical keyboard
and press the L1 key function to activate it.
ILS1 frequency is now active on NAV1 and
automatically updated on VCP.
Bearing keys on the EFCP allow bearing

information type to be displayed on PFDs and
MFDs.
navigation aids number 1 (respectively 2), in
white.
Glide slope and Localizer position are displayed

either on PFD provided the FGCP NAV
COURSE selector is set on V/ILS mode and on
IESI.
In case of an excessive deviation, LOC and

Glide information will flash amber in the upper
PFD part and, selected course and deviation bar
are displayed amber (steady) in the HSI.
No specific indication are shown on IESI in such
situation.
ILS mode is OFF by default and no ILS

information is displayed. The mode can be
changed to ILS or B/C through IESI MENU.
Once ILS MODE item is displayed, "SET"
rotation allows requested mode selection.
Pressing "SEL" button validates the choice and
exits from menu. The current mode, i.e. ILS or
B/C, is displayed in the bottom left corner.
Note: if an VOR frequency was previously tuned,
the ILS mode cannot be selected (the frequency
needs to be adjusted before).
ILS1 tuning is allowed only if TUNE MODE is set
to ON (default case). If needed, it can be
changed as well through IESI MENU as
described above for ILS mode.
When VOR/ILS1 frequency (displayed only if ILS
MODE is set to ILS or B/C and TUNE MODE is
set to ON) is selected through "SEL" button, it
can be adjusted to the requested value by
rotating "SET" knob. Then the new frequency is
validated by pressing "SEL" button.
Following a VHF NAV receiver failure, "FAIL"

flag are displayed in the IESI (only for VHF
NAV1), a red cross is indicated on the HSI
deviation scale, the associated pointer goes off,
a red cross is indicated on the LOC and Glide
indications, amber dashed lines are indicated
instead of frequency on PFD and MFD, and
"FAIL" amber label is displayed instead of
frequency on the VCP.
ATA 34 NAVIGATION | 34.33 MARKER BEACON SYSTEM System Description
The MARKER beacon system is a radio

navigation aid used together with the ILS during
the approach. Its function is to provide
34.33 MARKER BEACON SYSTEM indications to the flight crew of the aircraft's
System Description position with respect to the ILS descent axis.
Three markers beacons are available. They are
located at known distances on the centreline of
the runway.
Marker beacons transmit on a frequency of 75
MHz.
Marker beacon identification is provided to the
crew when passing through its beam by means
of a specific audio signal and a specific visual
information.
The MARKER signal is received by the antenna

located under fuselage.
Then the signal is sent to the navigation
receivers through an antenna coupler, located in
the electronics rack behind the Captain.
VHF NAV includes VOR/ILS/MKR/ADF receivers

(same LRU).
The MARKER signal is collected through one

antenna and sent to both VHF NAV receivers
through an antenna coupler.
The RMA activates MARKER system when an
ILS is tuned.
When a MARKER beacon is detected, the
appropriate MARKER annunciator data is
transmitted to the Data Concentrator Application
(DCA 1 and 2) hosted in associated CAC.
DCA's forward MARKER data to the display in
order to display the annunciator on PFD format.
Aural MARKER beacon identification is provided
through a Radio Control Audio Unit (RCAU).
The marker information is displayed on ADI

upper part of the PFD.
ATA 34 NAVIGATION | 34.33 MARKER BEACON SYSTEM System Operation
The VOR/ILS/MKR/ADF receiver receives, via

MARKER antenna and coupler, signals from
MARKER beacon when passing through its
beam.
System Operation It provides MARKER information to the avionics
and corresponding audio signal to the RCAU.
Note:Only the audio output from VOR/ILS/MKR
receiver 1 is connected to the RCAU.
Marker data are also sent to MPC for recording
purpose.
The MARKER symbols (MARKER Beacon

Annunciator) are displayed at the bottom right
corner of the PFD Attitude Display Indicator
(ADI).
Detection of the "OUTER MARKER" will cause
"O" to be displayed and an audio signal at
400Hz is activated.
Detection of the "MIDDLE MARKER" will cause
"M" to be displayed and an audio signal at
1300Hz is activated.
Detection of the "INNER MARKER" will cause "I"
to be displayed and an audio signal at 3000Hz is
activated.
A two position software switch, available through

the NAV1 and NAV pages on both MCDU1 and
MCDU2, enables receiver sensitivity to be
selected:
 LO position: normal position in approach
 HI position: receiver sensitivity is increased
so that beacons can be detected at high
altitude.
ATA 34 NAVIGATION | 34.CI CONTROLS AND INDICATORS Maintenance Panels
The MCDU allows to manage the navigation

equipments maintenance.
Firstly, the user has to select the "AVS PAGE".
34.CI CONTROLS AND INDICATORS Therefore, he can access to the "AVIONICS
Maintenance Panels STATUS" page which provide the list of AVS
LRU affected by at least one internal failure
detected during maintenance phase "ground" (in
real time).
Since the four "SYSTEM REPORT/TEST", the
user accesses to the list of all AVS sub system
managed by the CMA.
MW34.CI_.02.I1L2_01 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only Page 203
ATA 34 NAVIGATION | 34.00 GENERAL Safety and Precautions
The Weather Radar requires some caution.

Heating and radiation of it can be hazardous to
life. Personnel should remain at a safe distance
34.00 GENERAL from the radiating antenna in order to be outside
Safety and Precautions of the envelope in which radiation exposure
levels equal, or exceed the limit recommended
by FAA (10mW/cm2).
Danger from ground operation of airborne
weather radar includes the possibility of human
body damage
and ignition of combustible materials by radiated
energy.
If the radar is to be operated while the aircraft is
on ground, the following precautions are
recommended:
 Ensure tilt antenna is fully upwards
 Ensure nose of aircraft such as antenna scan
sector is free of large metallic objects such as
hangars or others aircraft for a distance of
100 feet,
 Avoid operation during refueling of aircraft or
other refueling operation within 100 feet.
 Avoid operation if personnel are standing
within the hazard envelope in a range of 270
degrees, in forward sector of the aircraft.
MW34.SAF.01.P1L1_01 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only Page 204
The AHRS contains gyrometers,

wait at least two minutes before removal of
AHRS from its mounting tray in order to allow
gyrometer to spin down.
The AHRS must always be kept in its entire
shipping container when it is not installed on
aircraft.
The flux valve is sensitive to magnetic fields.

For flux valve removal and installation,
 Do not use screwdrivers with magnetic held
heads or any tooling that is magnetized in
some way.
 Do not use magnetic type screws to mount
the flux valve.
Note: after each flux installation, perform a
calibration of remote magnetic compensator.
For hardware safety, the Display Unit must work

with an aircraft air cooling system.
Always make certain that electronics rack
ventilation operate correctly.
ATA 34 NAVIGATION | 34.00 GENERAL Maintenance Operations
This module presents the various tasks

programmed regarding the Navigation System,
according to their periodicity.
The contained information in the following tables
Maintenance Operations results from the maintenance planning program,
based on Maintenance Review Board Report
document (MRBR). ATR defines a standard
document MPD (Maintenance Planning
Document) where the maintenance programmed
tasks are identifies.
MW34.MO_.01.O1L1_01 Copyright © 2011-2013 - ATR Training Centre - All right reserved For Training Only Page 208

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Ata 34 Navigation

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DELTA MAINTENANCE COURSE - 500 TO 600 - V4.3

DELTA MAINTENANCE COURSE - 500 TO 600 - V4.3

ATA 34 NAVIGATION .................................................................................................................................................................................................................................................. 5

34.51 DISTANCE MEASURING EQUIPMENT (DME) .......................................................................................................................................................................................... 76

System Operation ...................................................................................................................................................................................................................................... 156

The aircraft navigation systems provide the flight

The following diagram gives a view of the

The Flight Management System (FMS) makes

The T2CAS (TCAS function) is intended as a

The Engine Warning Display (EWD) is located

The Primary Flight Displays (PFDs) are located

The Multi Functional Displays (MFDs) are

The Integrated Electronic Standby Instrument

The Engine Warning Display (EWD) shows

The Primary Flight Display (PFD) displays

Altitude information area:

Airspeed information area:

6) Take Off speeds :

State 5: a velocity minimal in landing

Vertical Speed information area:

3) TCAS preventive Resolution Advisory (RA) :

State 6: "AUTO" is selected with traffic display

Attitude Display Indicator (ADI) information

7) Vertical deviation scale and pointer :

9) Marker beacon annunciators :

10) Radio altimeter information and Decision

Navigation (HSI or ND) information area:

6) Hold (H) information when an Hold mode is

10) VOR selected course / desired track numeric

14) VOR "TO / FROM" pointer

The Multi Function Display (MFD) displays

3) GPS position "Latitude/longitude" is displayed

State 4: the WXR is "STBY", or the WXR Mode

9) Tilt angle digital value

Virtual Control Panel area:

The VCP SURV format provides 2 pages:

The A/C Navigation system comprises flight

The flight environment data for the A/C are

Each normal and standby air data circuit has two

The digital Air Data Units (ADU) compute and

The various air data information are showed on

ADU source selection:

ICP baro-reference selection:

Both ADU are operational as soon as the aircraft

The ADU 2 computes the following parameters:

The Barometric setting is displayed just below

In the event of speed exceeding VMO, VFE or

The air data display will be recovered on the

automatically switched from opposite ADU.

The Air Data Units (ADU) are units located in LH

The Attitude and Heading Reference System

The attitude, vertical speed and lateral

AHRS source selection:

Each AHRU is equipped with two separated

The AHRU source is defined by AHRU reversion

The two AHRU are installed on a platform under

Each AHRU provides the Output data via A429

The Integrated Electronic Standby Instrument

In normal configuration, the IESI is supplied by