Amm Ata 34 PDF

MAINTENANCE TRAINING NOTES
T1 42-400l500 & 72-212A (MPC) ref 72

V1.6
ATA 34 NAVIGATION SYSTEM
This publication will not be updated on a regular basis.

ATA 34 General description Page 2/ 256
General description
V3401 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The aircraft navigation systems provide the crew with information required for a flight in compliance with safety requirements.
This data can be divided into 8 groups :
flight environment data,
attitude and direction,
Electronic Flight Instrument System,
Navigation,
Air traffic,
aircraft internal aids,
landing,
flight management computing (see chapter AFCS).
ATA 34 Cockpit location Page 18/ 256
Cockpit location
V34g3 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
ATA 34 Interfaces Page 24/ 256
Interfaces
ATA 34 Features Page 25/ 256
Features
ATA 34 Safety and precautions Page 29/ 256
Safety and precautions
ATA 34 Air Data System description Page 32/ 256
Air Data System description
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The aircraft navigation systems provide the crew with information required for a flight in compliance with safety requirements. This data can be divided into
several groups. One of these groups is called "flight environment data" which comprises normal and standby A.D.S.
Air data is supplied by two primary Air Data Systems (ADS) and by conventional standby pitot and static instruments.
The system comprises :
2 Air Data Computers (ADC),
2 Altimeters (ALTM),
2 Air Speed Indicators (ASI),
2 TCAS Vertical Speed Indicators (VSI),
1 True AirSpeed / Temperature indicator (TAS/TAT).
A servo within each instrument moves the instrument pointers and counters.
There is no direct connection between pressure / static sources and primary instruments. Failure of the respective ADC or electrical failure to the
servomotors will render the instruments inoperative and cause the indicators to freeze.
A switch, located on main instrument panel 3VU, enables the two EEC's, the FDAU, the H.T.1000 and the TAS/ TEMP indicator to be switched either on
ADC1 or ADC2. A warning indicates any switching anomalies.
The standby air data instruments are :
1 Standby AirSpeed Indicator (STBY ASI),
1 Standby Altimeter (STBY ALTM).
These instruments provide backup for primary systems and are fully functional without any electrical source.
Each normal and standby air data circuit has two static ports located on each side of the fuselage (between frame 4 and 5 for normal circuit and between
3 and 4 for standby circuit).
Each circuit also has a pitot probe. The pitot probes are located between frame 1 and 2 on the left hand side for captain and standby circuits, and between
the same frames on the right hand side for the first officer circuit.
Total Air Temperature sensors are located on the RH and LH side of the karman.
ATA 34 Air Data System Operations & Cockpit controls and indicators Page 36/ 256
Air Data System Operations & Cockpit controls and indicators
The ADC 1 computes the following parameters :

Vertical speed to the Vertical Speed Indicator TCAS,
Altitude pressure to the altitude indicator,
Computed airspeed (CAS) and maximum allowable airspeed (VMO) to the airspeed indicator,
True AirSpeed (TAS), Static AirSpeed (SAT) to the TAT-SAT/TAS indicator through the ADC switch when selected on ADC1. Temperature
information is provided by the total air temperature probe.
The airspeed indicator displays the airspeed and the VMO indication which are computed by the ADC.
The airspeed indicator outputs also an airspeed signal to the symbol generator. This signal is compared with an airspeed reference approach signal which
is set by the command airspeed set knob. Note : This knob controls also the command airspeed set cursor.
The symbol generator, in turn, delivers a fast/slow signal to the ADI. The pointer on the ADI indicates if the aircraft flies faster, slower or at the speed
selected by the knob.
In case of failure (s), flag "OFF" or "VMO" appears as per logics.
Note: Airspeed signal loss of ref airspeed for approach will lead to a red cross on the F/S scale.
The ADC provides coarse altitude (counter) and fine altitude (pointer) to the indicator.
The "BARO" set knob provides a baro correction to the air data computer and allows the display on the barometric counters of the barometric pressure in
inches of mercury and millibars.
In case of failure, a red "OFF" flag appears on the indicator as per the logic.
The following takes into account only the vertical speed (V/S) function of the indicator. The ADC provides altitude rate outputs to the indicator which
displays rates of climb or descent.
If the indicator is not able to display vertical speed information, the vertical speed pointer disappears when V/S flag appears in black on a yellow
background.
The indicator receives the True AirSpeed (TAS), the Static Air Temperature (SAT), the Total Air Temperature (TAT) and an air data valid signal from the
ADC 1 or ADC 2 (depending on the switching).
As the indicator displays normally the TAT, the "SAT" switch has to be pressed to display the SAT.
If the air data valid signal goes invalid, both displays are blank except for a single dash in the middle digit of each display.
To recover, the ADC switch has to be selected on ADC 2. Note : The selection switches only the information which are shown on the drawing and not all
the outputs (not shown) of each ADC
Note: FAULT illuminates if ADC selection does not match with switch position.
The ADC 2 computes the following parameters :

Vertical speed to the Vertical Speed Indicator TCAS,
Altitude pressure to the altitude indicator,
Computed airspeed (CAS) and maximum allowable airspeed (VMO) to the airspeed indicator,
True AirSpeed (TAS), Static AirSpeed (SAT) to the TAT-SAT/TAS indicator through the ADC switch when selected on ADC2. Temperature
information is provided by the total air temperature probe.
The airspeed indicator displays the airspeed and the VMO indication which are computed by the ADC.
The airspeed indicator outputs also an airspeed signal to the symbol generator. This signal is compared with an airspeed reference approach signal which
is set by the command airspeed set knob. Note : This knob controls also the command airspeed set cursor.
The symbol generator, in turn, delivers a fast/slow signal to the ADI. The pointer on the ADI indicates if the aircraft flies faster, slower or at the speed
selected by the knob.
In case of failure (s), flag "OFF" or "VMO" appears as per logics.
Note: Airspeed signal loss of ref airspeed for approach will lead to a red cross on the F/S scale.
The ADC provides coarse altitude (counter) and fine altitude (pointer) to the indicator.
The "BARO" set knob provides a baro correction to the air data computer and allows the display on the barometric counters of the barometric pressure in
inches of mercury and millibars.
In case of failure, a red "OFF" flag appears on the indicator as per the logic.
The following takes into account only the vertical speed (V/S) function of the indicator. The ADC provides altitude rate outputs to the indicator which
displays rates of climb or descent.
If the indicator is not able to display vertical speed information, the vertical speed pointer disappears when V/S flag appears in black on a yellow
background.
The indicator receives the True AirSpeed (TAS), the Static Air Temperature (SAT), the Total Air Temperature (TAT) and an air data valid signal from the
ADC 1 or ADC 2 (depending on the switching).
As the indicator displays normally the TAT, the "SAT" switch has to be pressed to display the SAT.
If the air data valid signal goes invalid, both displays are blank except for a single dash in the middle digit of each display.
To recover, the ADC switch has to be selected on ADC 1. Note : The selection switches only the information which are shown on the drawing and not all
the outputs (not shown) of each ADC
Note: FAULT illuminates if ADC selection does not match with switch position.
ATA 34 Air Data Computers description Page 46/ 256
Air Data Computers description
The Air Data Computers (ADC) are units in the LH electronics rack :
ADC 1 on shelf 83 VU,
ADC 2 on shelf 82 VU,
On the front face of Air Data Computers (ADC) :
a PS pressure port for static pressure,
a PT pressure port for total pressure,
a SSEC DISABLE pushbutton : this pushbutton allows to cancel the Static Source Error Correction (of no interest for line maintenance and only
useful in workshop),
an identification plate,
an handle.
The Air Data Computer is a microprocessor based digital computer which accepts both digital and analog inputs, performs digital computations, and
supplies both digital and analog outputs.
It houses the pitot and static pressure transducers and the computation circuitry necessary to generate the information outputs displayed on the pilot
indicators and used by other aircraft systems.
ATA 34 AHRS Operations & Cockpit controls and indicators Page 50/ 256
AHRS Operations & Cockpit controls and indicators
ATA 34 AHRS Operations & Cockpit controls and indicators Page 51/ 256
The flux valves detect the magnitude and direction of the earth's magnetic field which is sent to the dual remote compensator.
The dual remote compensator compensates the flux valves by inserting small DC voltages to cancel the errors caused by magnetic disturbances.
Heading is sent to each AHRU.
The AHRU's provide heading and attitude information on the ASCB (private bus and ASCB bus) to SGU1 and SGU2 to display the heading on the EHSI's
and attitude on the EADI's respectively.
Note: information is also sent to the AFCS (Automatic Flight Control System).
In addition, roll and pitch informations are sent to the weather radar to stabilize the antenna.
Heading is sent from each AHRU to its opposite RMI.
Should an AHRU overheat occur, the "BITE LOADED" magnetic indicator will turn on.
This could lead to a possible "ATT FAIL" message on the EADI and "HDG FAIL" message on the EHSI.
When the TAS data from the ADC is lost, the "A/ERECT FAIL" light illuminates amber.
The AHRU will continue to operate without auto-erect capability.
Note: if the aircraft is stabilized (unaccelerated level flight), a gyro fast erection may be performed by depressing the associated pushbutton for 15
seconds. When released, the pushbutton remains illuminated as long as the TAS signal is lost.
ATA 34 AHRU description Page 52/ 256
AHRU description
The Attitude and Heading Reference Unit (AHRU) is an attitude and heading sensor which provides digital and selected outputs for aircraft guidance,
control and display.
The AHRU replaces the traditional vertical and directional gyros with a higher reliability, smaller size, and lower power design.
The strapdown mechanization also provides additional outputs of aircraft dynamic quantities such as body rates and accelerations.
Vertical mode:
The AHRU provides two modes of operation for the vertical axis of pitch and roll:
Normal mode uses the true airspeed to meet the required performance specifications.
Basic mode provides continued functional capability at reduced performance level should the system lose the TAS . Reversion to the basic mode is
automatic and annunciated by illumination of the A/ERECT FAIL pushbutton light located on the corresponding panel:
- Captain for AHRU 1.
- F/O for AHRU 2.
When the AHRS operates in basic mode (FAIL amber light illuminated), the pushbutton must be pressed for 15 seconds after any aircraft manoeuvre
in pitch or roll to obtain fast erection.
Heading mode :
The AHRU operates at all times in the slaved mode.
In this mode the heading is slaved to the flux valve.
To prevent errors due to the "North turning " phenomena, the flux valve slaving is cut-ofrf during manoeuvres which induce such errors.
Cooling:
The AHRU uses a self-contained 28 VDC fan. In addition, ambiant air is extracted by the aircraft air conditioned system.
A thermal sensor is provided to detect any abnormal temperature increase.
A discrete ground is processed by the MFC and failure can be displayed on the "BITE ADV DISPLAY" located on the F/O maintenance panel.
The "BITE LOADED" magnetic indicator is illuminated amber. By turning the rotary knob on "NAV" position. AHRS overheat conditions are shown by 2
following "BITE ADV DISPLAY" status :
ATA 34 STBY Compass Page 58/ 256
STBY Compass
The aircraft is equipped with a standby compass indicator located on the upper left section of the centre instrument panel.
The standby compass is an independent magnetic instrument which provides the crew with a constant indication of aircraft magnetic heading.
It allows the heading provided by the main heading systems to be checked and acts as a backup when these systems are out of order.
The standby compass consists of a magnetic element free to rotate inside the compass bowl, immersed in a damping liquid.
The magnetic element is connected to a graduated compass card which indicates magnetic heading by moving in front of a lubber line.
The upper mounting plate is provided with a graduated scale on the forward edge used for deviation A correction by rotating the standby compass on its
mounting screws.
Below this scale are two holes marked B and C allowing, by means of a special key, control of the compensation devices associated with the East/West
and North/South axis. The two compensation devices are gear mechanisms which control the position of a pair of magnets. Compensation adjustment is
carried out on a compensation base with engines shut-down and all circuit breakers closed. The position of the magnets is repeated by the pointers on the
top of the mounting plate.
A replenishment access is provided on the front face.
A non magnetic lamp is used for illumination of the compass card through the lower part of the heading information viewing window. The 28 VDC lighting
power for the standby compass is provided by the emergency bus bar.
ATA 34 STBY Horizon Page 62/ 256
STBY Horizon
The aircraft is equipped with a standby horizon indicator located on the upper left section of the centre instrument panel.
It is supplied by the ESS BUS bar (28VDC) or by HOT EMER BAT BUS when ESS BUS voltage is under 18 VDC.
The standby horizon is an independent instrument which provides the crew with a constant indication of aircraft attitude.
It allows attitude provided by the main attitude systems to be checked and acts as a back up when these systems are out of order.
Pitch information Aircraft symbol is fixed. The pitch drum in the centre of the instrument is divided into two zones representing the sky and the earth. The
two zones are separated by the reference horizon. The centre part of the drum is graduated from -80 to + 80 in 5 intervals.
Roll information The drum is fixed to a roll pointer which moves in front of a dial graduated at 0, +/- 10, +/- 20, +/- 30, +/- 60 and +/- 90.
Quick caging Rapid realignment of the gyroscope can be obtained by pulling the knob.
Warning A red fluorescent flag appears if a failure occurs in the electrical power supply of the instrument or if abnormal rotation speed of the gyroscope is
detected.
ATA 34 Electronic Flight Instrument System description Page 66/ 256
Electronic Flight Instrument System description
The EFIS is an electronic system which processes data supplied by different sources (AHRS, ADC, AFCS, NAV and ADF) and displays it on two Cathode
Ray Tubes (CRT) in front of each pilot.
The EFIS consists of the following components:

four Electronic display units (EADI and EHSI),
two Symbol Generator Units (SGU),
two EFIS Control Panels (ECP),
two Instrument remote controllers.
The EFIS displays pitch roll attitude, heading course orientation, flightpath commands, weather radar data, optional terrain data and flight director mode
and source annunciators. Aircraft equipped with GNSS can also display GPS waypoint navigation information and advisory Vertical Navigation (VNAV).
The EFIS integrates essential display information from sensors, automatic flight control, navigation, performance and caution-warning systems into the
pilot's prime viewing area.
Each symbol generator can drive all four display units so that if a symbol generator fails, the remaining symbol generator drives the displays on both sides
of the cockpit.
If a display unit fails, a composite attitude/heading format can be displayed on the remaining operational display unit on that side of the cockpit.
The crew manually selects different attitude, air data and navigation sources for display using the EFIS Control Panel or remote switches.
Desired course and heading are selected using the instrument remote controller.
Critical display information is monitored within the EFIS by comparison monitors.
ATA 34 EFIS Operation & Cockpit controls and indicators Page 70/ 256
EFIS Operation & Cockpit controls and indicators
ATA 34 EFIS Operation & Cockpit controls and indicators Page 71/ 256
The Symbol Generator Unit (SGU 1(2)) receives data from AHRS1, AHRS2, NAV1...
Each pilot can independently select his display format using the EFIS Control Panel and functions as shown on the control panel.
The Captain's instrument remote controller interfaces with the Captain's SGU to supply independent selection of course for display on the Captain's EHSI
and a common selection of heading for both Captain and First Officer sides.
The First Officer's instrument remote controller interfaces with the First Officer's SGU to supply independant selection of course for display on the First
Officer's EHSI.
It also interfaces with the AFCS computer to supply a common selection of altitude for both pilots. The selected altitude is displayed on the Advisory
Display Unit (ADU).
In the event of a display unit failure, the HSI or ADI dim control on the ECP is turned to OFF position to present a composite display on the remaining
good display unit.
If one SGU input/output processor fails, red crosses are displayed on the relevant ADI or HSI. The SG FAIL appears red on the EADI and amber on the
EHSI.
To recover the information, the Capt's EFIS SG pushbutton has to be depressed. Please do it.
"SYS 2" white light illuminates on the Capt's EFIS SG pushbutton and "CAPT 2" green light illuminates on the F/O's EFIS SG pushbutton.
An SGU, EADI or EHSI overheat will be indicated by the BITE LOADED magnetic indicator located on the RH MFC maintenance panel.
On battery or with both DC generators lost, information will be displayed on the Captain's EADI and EHSI.
Captain's side is power supplied by 28 VDC STBY Bus while First Officer's side is power supplied by 28 VDC Main Bus 2.
ATA 34 Symbol Generator Unit (SGU) Description Page 72/ 256
Symbol Generator Unit (SGU) Description
Each Symbol Generator Unit (SGU) includes three main parts: A - Data input: Part acquiring data from attitude, heading and navigation systems,
B- ASCB input / output: Part sending and receiving data from ASCB bus enabling exchange of digital data with others systems,
C- Symbol generation: Part generating the picture sent to the EADI and EHSI CRT's.
The Symbol Generator Unit is the heart of the EFIS system. The received inputs come from:
the GNSS and NAV receivers for navigation displays and EFIS comparison monitoring,
the radio altimeter for radio altitude and decision height indicating,
the respective airspeed bug indicator for displaying airspeed deviations,
both AHRS for attitude and heading display and EFIS comparison monitoring,
the weather radar for display of weather radar information on the EHSI,
the AFCS for mode annunciation, heading selection, flight director command and coupling information.
All inputs are processed and transmitted to the electronic displays by video signals as a function of the selections made on the EFIS control panel.
The SGU forms all symbols, alphanumeric text and colors displayed on the EADI and EHSI Cathode Ray Tubes (CRT).
ATA 34 VOR System description Page 76/ 256
VOR System description
The VHF Omnidirectional Range (VOR) is a ground-based navigation aid, measuring radials from a facility.
Bearing information is shown by the Radio Magnetic Indicators (RMI) and by the Electronic Horizontal Situation Indicators (EHSI).
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 information is also displayed on the EHSI's, depending on the selection on the EFIS control panel.
On the EHSI, it also gives the lateral deviation between the aircraft heading radial and the radial selected by the pilot via the course selector of the
instrument remote controller.
The 2 VOR receivers are independent but use a common antenna (top of vertical stabilizer).
Each receiver is controlled by the associated NAV control box on the glareshield panel. Audio signals are transmitted to the remote control audio unit
(RCAU).
The normal operating status is :
NAV system 1 sends data to SGU1(Captain) which in turn provides EHSI1 with information. It also sends bearings to both RMI1 and RMI2.
NAV system 2 sends data to SGU2 (first officer) which in turn provides EHSI2 with information. It also sends bearings to both RMI 1 and RMI 2.
The NAV information transfer CAPT " F/O can be performed through the ASCB multidirectionnal bus. NAV information transfer is achieved by means of
Captain (or F/O) VOR/ILS switching.
Please select F/O switching.
Both captain HSI and F/O EHSI are supplied by the same NAV source (1).
Please select CAPTAIN switching.
Both Captain EHSI and F/O EHSI are supplied by the same NAV source (2). Note : Priority is given to the captain in switching actions : When the Captain
uses SYST2, the First officer cannot use SYST1 for the same information.
ATA 34 VOR system operation controls and indications Page 80/ 256
VOR system operation controls and indications
Aircraft is in flight. Let's consider only First Officer NAV instrument dedicated to VOR utilization. Only VOR2 will be studied. F/O NAV control box is
switched to OFF. Please set F/O NAV control box to ON.
F/O NAV control box is ON. TOULOUSE VOR (117.7 Mhz) is displayed (Upper Navigation box frequency activated). The following information is
displayed on F/O EHSI :
Bearing 2 source annunciator (Green)
Bearing 2 pointer (double green shaft)
TO/FROM indicator (magenta) Please set F/O RMI VOR2 selector to VOR position (double green shaft).
When F/O RMI VOR2 selector is set to VOR position, same F/O EHSI information is displayed. Yellow Course deviation bar is controlled with CRS 2
remote controller for interception of selected radial.
In this example, the course deviation bar is selected to 325 and shows that the aircraft is on the left side of the bearing (deviation bar on the right). To
intercept the 325 course (145 Radial from TOULOUSE), aircraft has to be turned to approximately 030 to intercept it. Deviation bar will centre as the
aircraft intercepts the radial and will automatically turn onto track if NAV has been selected with AP engaged. Now let's perform VOR system test. Aircraft
must be on ground.
Aircraft has landed and is now on ground, VOR2 control unit is still operative. CRS is selected to 360. VOR system test can be performed. Now, please
select TEST pushbutton On F/O NAV control box.
When test pushbutton On F/O NAV control box is pressed :
The NAV box control unit amber display intensity is modulated from maximum to minimum (VOR self TEST is in progress).
RMI and EHSI VOR display are flagged (VOR signal seems lost) and about 4 seconds later
both RMI and EHSI VOR Bearing 2 pointers (double green shaft) indicate 000 (NORTH) and Course deviation bar is centered. Note : DME test is also
performed. VOR2 displays 100 NM and GSPD displays 100 KTS.
Then RMI and EHSI VOR Bearing 2 pointers return to their initial position (330). If no fault is detected during VOR self test, four dashes will be displayed
in the upper amber digit line and the fault code 00 appears in the lower amber digit line.
If an abnormal condition, but not a failure, is detected during self-test (e.g : low level signal,... etc), the diagnostic FLAG and code is displayed as shown.
If a failure is detected during self test, the diagnostic code DIAG appears in the upper amber digit line of the NAV control box, and relevant fault code is
displayed in the lower amber digit line. The table below gives the equivalence between the fault code and the detected failures or abnormal conditions.
Note: The signification of each code is also given in COLLINS maintenace manual.
This module describes maintenance code reading with MCDU interface.

This function allows trouble shooting for Collins Radio Com/Nav equipment by entering with MCDU keyboard DIAG Code display on each radio control
box and directly reading corresponding failure and associated troubleshooting action.
Select "Radio Com / Radio Nav" sub-menu
In the " Radio Com / Radio Nav " menu select the control unit in maintenance. Select VOR Sub-menu.
Enter by the MCDU keyboard the diagnostic code displayed on the control unit selected.
Example : DIAG Code 05.
Diagnostic code appears in plain text, with his associated troubleshooting.
Fault maintenance codes appears in plain text. Example : code 11 AFCS anomaly.
ATA 34 VHF Omni Directional Range system components Page 84/ 256
VHF Omni Directional Range system components
V34i5 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
ATA 34 Distance Measuring Equipment System description Page 87/ 256
Distance Measuring Equipment System description
Distance Measuring Equipment is a dependant position determining system which processes data for different components (S.G.U,
A.F.C.S computer, G.N.S.S) and displays information on E.H.S.I in front of each pilot.
The Distance Measuring Equipment is a medium range navigational aid operating in the 1,025 to 1,150 MHz frequency range with 1 MHz spacing.
It indicates the slant distance of the aircraft from a selected DME station on EHSI.
It also computes:
Ground Speed (GSPD),
Time-To-Go (TTG) information.
which are selectable through the GSPD / TTG pushbutton on the EFIS control panel.
DME system is composed of:

Two DME antennae,
Two DME interrogators,
Two VOR / ILS / DME control units.
Distance data is transmitted to the SGU's via a proline II digital bus and then transferred to the ASCB.
DME channeling may be accomplished through either NAV 1 or NAV 2 control box.
Each DME interrogator delivers a beacon identification audio signal to the RCAU.
DME interrogators are connected to the ATC and TCAS systems through a suppressor coaxial to avoid simultaneous transmission.
Indications are displayed on CAPT EHSI for DME 1 and on F/O EHSI for DME 2 in Full, Arc or Composite mode.
DME 1 system is power supplied by the DC BUS 1 bar (28 VDC).
DME 2 system is power supplied by the DC BUS 2 bar (28 VDC).
ATA 34 DME system operation controls and indications Page 92/ 256
DME system operation controls and indications
There is no integrated self test for the DME system. It can be checked according to the followin procedure:
DME test:
An extensive self test diagnostic routine can be initiated by pressing the test button with the control unit switched on.
The self test routine takes approximately 10 seconds to complete. A few seconds after pressing the test pushbutton, the numeric display shows a
test distance of 100 NM. If GSPD is selected, the test will show 100 KTS, simultaneously if TTG is selected, the test will show 60 mn.
If no code is detected, four dashes will be displayed in the upper amber digit line and the fault code "00" appears in the lower amber digit line. If a
failure is detected, the diagnostic code DIAG in the upper amber digit line and the relevant fault code is displayed in the lower amber digit.

In the " Radio Com / Radio Nav " menu select the control unit in maintenance. Select DME Sub-menu.
ATA 34 Distance measuring equipment system components Page 96/ 256
Distance measuring equipment system components
ATA 34 Automatic Direction Finder System description Page 99/ 256
Automatic Direction Finder System description
The aircraft is provided with an Automatic Direction Finder (ADF) system.

It's an airborne automatic radio compass which provides relative bearing indication to selected Non Directional Beacon (NDB) or broadcast stations.
The system provides an aural signal to allow NDB identification.
ADF bearing information can be displayed on the RMIs and / or on the EHSIs.
The ADF system is composed of:

two ADF receivers,
two ADF control units,
two ADF antennae,
two RMI's,
two ADF adapters.
The ADF system is composed of two subsystems. ADF1 system corresponds to the Captain's side while ADF2 system corresponds to the First Officer's
side.
The ADF information is sent to both RMI's by the ADF receivers.
It can also be displayed on the EHSI's through the SGU's, depending on the selection on the EFIS Control Panels.
Frequency used ranges between 190 and 1749.5 KHz.
The ADF information is displayed on the RMI. The single yellow needle shows the ADF 1 bearing when the left switch is set to ADF position.
The double green needle shows the ADF 2 bearing when the right switch is set to ADF position.
By switching n1 and n2 bearing selectors on the EFIS Control Panel, the ADF 1 and / or ADF 2 information can be displayed on the associated EHSI, in
full display mode as well as in arc display mode.
ATA 34 ADF system operation controls and indications Page 106/ 256
ADF system operation controls and indications
When the ADF 1 control unit is set to on, it displays the active and preset frequencies stored in memory when the equipment was last turned off. Rotate
the switch to ADF position.
Let's display a new preset frequency. The outer knob of the frequency selector is used to change the thousands and hundreds digits. First rotate the outer
knob to change the Khz value.
The inner knob of the frequency selector is used to change the tens and units digits by 1 Khz increments when first rotated or by 0.5 Khz increments for
the first two increments when the direction of rotation is reversed. Now select the inner knob to change the Khz value.
You have set a new preset frequency. To set it active, you have to transfer it to the active display. Select the XFR/MEM toggle switch to XFR position.
The two frequencies are transferred and ACT annunciator flashes amber. Note that if ACT annunciator continues flashing, this indicates that the
transceiver is not tuned to the frequency displayed in the active display.
All the elements required to perform the ADF 1 system test (on Captain's side). To perform the ADF test, the aircraft must be outside, far from metallic
objects. Please set the ADF 1 control unit to ANT position.
The ADF 1 control unit mode selector being on ANT position, the ADF 1 system is now power supplied.
To perform the ADF 1 self-test, you must select as active frequency, the frequency of a near NDB station. This selection has been made for you. The NDB
identification audio signal is audible. Please, select ADF 1 position on the n1 bearing selector on the ECP.
ADF is now selected on both EHSI's. You can see that when the mode selector switch is on the ANT position and with ADF 1 selected on the ECP, the
blue pointers on the EHSI's disappear. Select ADF 1 on the RMI's.
ADF is now selected on both RMI's and on both EHSI's.
Because the mode selector is on the ANT position, the yellow single pointers on the RMI's are parked on the 3 o'clock position and the blue pointers on
the EHSI's are still off. Now, set the ADF 1 control unit to ADF position.
The ADF control unit mode selector is set to ADF position. The NDB identification audio signal is still audible.
Note that in this configuration, the yellow single pointers on the RMI's and the blue pointers on the EHSI's indicate the NDB direction. Now, press the test
button on the ADF 1 control unit.
When the test button is pressed on the Captain's ADF control unit, the yellow single pointers on the RMI's and the blue pointers on the EHSI's rotate all 90
degrees clockwise from previous valid indication. At the same time, a 1000 Hz tone can be heard by setting the ADF mode selector to TONE position.
The pointers will again indicate the NDB direction when the TEST button of the Captain's ADF control unit is released.
Simultaneously, with the information displayed on RMI's and on EHSI's when pressing the TEST button, some information is displayed on the ADF 1
control unit.
When the TEST button is pressed on the Captain's ADF control unit, the intensity display is modulated from the minimum to maximum to indicate that the
self-test is in progress.
If no fault is detected during the self-test, four dashes will be displayed in the upper window and the fault code "00" is displayed in the lower window.
If a failure is detected during the self-test, the diagnostic code "DIAG" is displayed in the upper window and a fault code is displayed in the lower window.
The table shown gives the equivalence between the fault codes and the detected failures :

In the " Radio Com / Radio Nav " menu select the control unit in maintenance. Select ADF Sub-menu.
ATA 34 Automatic Direction Finder system components Page 112/ 256
Automatic Direction Finder system components
ATA 34 Global navigation satellite system Page 116/ 256
Global navigation satellite system
Using information provided by a constellation of 24 satellites (the HT1000 is able to track up to 12 satellites at a time), GNSS is an automatic
tridimensional (latitude, longitude, altitude) location and navigation means. Three different zones of databases are available.
GPS can give three dimensional position measurements accurate to within 50 ft (15m).
A Differential Global Positioning System (DGPS), not yet fitted to ATR aircraft, can give navigation accuracy to within 1.5 meters vertically and 1 meter
horizontally.
The HT1000 GNSS provides full flight navigation system that performs navigation and route planning.
It reduces the workload in route planning, navigation, aircraft guidance and monitoring of flight progress.
The pilot defines the route from the origin to the destination by data entry into the Multifunction Control Display Unit (MCDU).
The HT1000 system provides automated en route and terminal area guidance along defined procedures including Standard Instrument Departures (SID),
Standard Terminal Arrival Routes (STAR) approaches, and holding patterns.
It can fly lateral offsets to the defined path.
During flight, the guidance function compares the aircraft's actual position with the desired flight path and generates steering commands to the autopilot.
Direct guidance is also provided from the aircraft's present position to any flight plan waypoint.
In addition, the HT1000 computes predicted arrival times at waypoints along the route and to the flight's destination.
The HT1000 GNSS interfaces with several navigation components.

It mainly comprises the following components :
a Navigation Processor Unit (NPU),
a Multifunction Control Display Unit (MCDU),
a GPS antenna,
a configuration module,
an optional Data Loader.
The omnidirectional GPS antenna is installed on the top of the aircraft's fuselage. It receives, amplifies and conditions signals from all GPS satellites in
view. The antenna transmits these signals to the GPS receiver in the NPU.
The Navigation Processor Unit (NPU) is the processing unit of the HT1000 system. It contains the GPS receiver, computers, navigation database and the
required external system interfaces.
The NPU receives the GNS/ FMS signal data from the GPS antenna and other aircraft systems, for example the ADC, to compute position and course
information. It then processes and codes the information for output to the MCDU and to equipment such as the autopilot and the EHSI's.
A nonvolatile navigation database is stored in the NPU which includes the information the pilot would normally determine by reference to navigational
charts and maps. This information is displayed on the MCDU.
The navigation database has to be updated every 28 days on the ground using a specific Data Loader. The effective date periods are displayed on the
MCDU ident page.
The Multifunction Control Display Unit (MCDU) is the interface between the pilot and the HT1000 system. It is used to enter, monitor and revise routes, to
display information, and to select operational modes.
It provides readout capability along with verification of data entered into memory.
Route and advisory data are continuously available for display on the MCDU.
The MCDU provides a full alphanumeric keyboard plus function and line-select keys.
The configuration module stores the setup information about the aircraft.
The optional Data Loader is used to update the HT1000 system software and data files.
Navigation is normally performed using the GPS sensor (GPS mode). In the case where the GPS position becomes unavailable, the HT1000 reverts to
DME-DME mode, if the radio coverage allows it.
If not, the Dead Reckoning mode (DR) is used as a back-up utilizing true airspeed, heading and the last computed wind data.
The enhanced surveillance (EHS) function of MPC, allows acquiring 2 flight parameters from GNSS :
True track angles,
Ground speed.
These parameters are sent to Air Traffic Control through aircraft transponder.
The EFIS can display multiple waypoints from the HT1000 system by pushing the MAP button on the ECP with the long range NAV selected and setting
the weather radar to an appropriate range. Multiple waypoints are then shown on the EHSI.
The NAV source annunciation identifies the source which supplies the EHSI. This information is in blue when only one crew member uses GNSS. It
becomes amber when both Capt and F/O use GNSS as navigation source.
The waypoints are displayed, with a white track line connecting them, as follows:
Next RNV waypoint is shown in magenta,
Other RNV waypoints are shown in white,
Airport is indicated by a white circle,
VOR station is indicated by this symbol.
Only VOR/DME or RNV waypoints are presented on the MAP display.
VOR 1 is displayed in blue while VOR 2 is displayed in green.
An amber WPT annunciator illuminates when approaching a waypoint. The amber DGR annunciator is displayed at the same location when the ''UNABLE
RNP" message is displayed on the MCDU (when the radio navigation deteriorates).
Please, refer to the EFIS chapter for a description of the differents EHSI's items.
ATA 34 GNSS Operation, Controls and indications Page 126/ 256
GNSS Operation, Controls and indications
Maintenance data is available, via the MCDU, to troubleshoot the GNSS HT1000 system.
No periodic maintenance or calibration is required on the HT1000 system. System maintenance is performed on an on-condition basis only.
Each component comprising the HT1000 system is continually tested utilizing the Built-In Test Equipment (BITE) when the system is in operation. This
method of testing will notify the operator of a system component failure.
When the system status changes, or a fault occurs within the system, the MSG annunciator on the MCDU illuminates and a message is displayed in the
scratchpad (bottom line of display).
The maintnenance data is accessible through the DATA INDEX page by selecting the MAINTENANCE 6R LSK (Line Select Key).
Please select it.
The MAINTENANCE INDEX page allows access to CONFIGURATION, BITE HISTORY, RETURN TO SERVICE, INTERFACE CHECK and MSG
RECALL data, to assist in the proper operation and maintenance of the system.
Press one of the LSK to get a brief description of the different maintenance pages.
The normal method of configuring an aircraft is to program the configuration module using the Data Loader.
Each unique aircraft and input/output combination, has a configuration identifier.
The tail number, nose number and SIDE are not included as part of the configuration and must be entered using the MODIFY CONFIG pages.
This current identifier represents the aerodynamic, engine, I/O configuration for an ATR Model 72-500 aircraft.
It is configuration number 16 and the configuration has been programmed using the Data Loader rather than manually.
Note that, on the configuration identifier, the last letter gives the configuration origin:
an "M" indicates the origin of the configuration was via manual entry,
a "P" indicates the origin of the configuration was programmed from a Data Loader.
Select the REVIEW CONFIG 5L LSK to see the REVIEW CONFIG page.
The REVIEW CONFIG pages are intended for the following:
to allow review of the configuration information,
to insert the tail number, nose number, SIDE into the configuration module memory.
Select the EXIT 6R LSK to return to the CONFIGURATION page.
Select the MAINT INDEX 6L LSK to return to the MAINTENANCE INDEX page.
The system stores all failures which can be reviewed on the BITE HISTORY pages.
By pressing the available left LSK's, the operator can get more details concerning each failure.
All stored failures can be erased by pressing the ERASE ALL 6R LSK.
Selecting the RETURN TO SERVICE begins the RTS BITE with time to completion displayed.
The tests run are:
a CRC check of all internal HT1000 programs,
a test of each processor's ability to read, write and correctly address all RAM,
verification of proper execution of Maths Co-processor,
verification of all inter-processor communication links,
testing to verify all system input and output functions.
If failures occur, they will be displayed at the completion of the test.
When INTERFACE CHECK is selected, the adjacent display appears on the MCDU.
Selections under DISCRETES are:
ON/VALID,
OFF/VALID.
Selections under AUTOPILOT are:

L30, w R15,
L15, w R30.
0,
Selections under CDI DEFLECTION are:
FULL-RIGHT, w FULL-LEFT,
HALF-RIGHT, w HALF-LEFT.
CENTER,
Selections under TO/FR are:
TO,
FROM.
The right column displays the outputs based on the configuration module for the synchros.
Selection under each synchro include 000 to 330 in 30 degree increments.
The format of the MESSAGE RECALL page is shown beside.
This page displays all current HT1000 messages.
ATA 34 GNSS components Page 130/ 256
GNSS components
ATA 34 Air traffic control system description Page 135/ 256
Air traffic control system description
The Air Traffic Control system (A.T.C.) is a dependent position determining system which processes data for air traffic controllers with altitude information
provided through Air Data Computers.
V34h3 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The Air Traffic Control system (ATC) 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.
Air Traffic Control (ATC) transmit all the flight parameters of the MPC Enhanced Survaillance (EHS) functions :
From ADC 1 or 2 computers :
- Indicated airspeed,
- True Airspeed,
- Mach Number,
- Vertical rate.
From AHRS 1 or 2 computers :
- Magnetic heading,
- Roll Angle.
From AFCS computer :
- Selected altitude.
From GNSS computer :
- Track angle rate,
- Ground speed.
ATA 34 ATC sytem operation controls and indications Page 140/ 256
ATC sytem operation controls and indications
The ATC system is equipped with a self test which is activated by setting the mode selector from "OFF" to power the unit and then by pressing the TEST
button on the control unit.
If the ATC transponder is functioning correctly, "AL" will be displayed in the upper window and the actual altitude will be displayed, in thousands of feet
with 100 feet increments in the lower window.
Here an altitude of 2,060 ft is indicated by the number 2.1.
Note: When ATC system test is initiated, the active display intensity will modulate from minimum to maximum.
If a fault is detected during self test, "DIAG" will be displayed in the upper window and a FAULT code will be displayed in the lower window.
FAULT codes displayed in the lower window correspond to the following causes:

In the " Radio Com / Radio Nav " menu select the control unit in maintenance. Select ATC Sub-menu.
ATA 34 ATC Antenna Page 144/ 256
ATC Antenna
ATA 34 ATC Antenna Page 145/ 256
Four ATC antennae (1 and 2) are mounted on the fuselage between frames 16-17.
Two of them are located on the top, two are mounted under the fuselage.
All four antennae are identical and are connected to each interrogator by means of a 50 ohm coaxial cable with PTFE (PolyTetraFluoroEthylene)
insulation.
Electrical bonding is ensured through the antenna base and attaching screws.
ATA 34 ATC Transponder Page 146/ 256
ATC Transponder
Transponder 1 an Transponder 2 are located in the LH electronics racks, respectively on shelves 85VU and 84VU.
ATC transponder provides mode A (aircraft identification and location) and mode C (aircraft identification, location and uncorrected barometric altitude)
replies to interrogation from ground based radar.
In addition, it provides mode S replies to selective interrogation from ground based radar and aircraft TCAS systems. Mode S replies include all the
information supplied by modes A and C plus a unique aircraft identifier.
Mode S transponders also provide the capability for a digital data link between aircraft and ground stations and aircraft to aircraft. It also enhances
the operation of TCAS, and ATC communications.
The MPC Enhanced Surveillance (EHS) function, through the ground acquisition of specific parameters, will enable the Air Traffic Controller to increase
their efficiency.
The interrogation signals are sent on the 1,030 Mhz frequency. The reply signals are sent on the 1,090 MHz frequency.
ATA 34 ATC control unit description Page 150/ 256
ATC control unit description
ATC control unit is located on the centre pedestal.

The ATC control unit enables selection of the active code on which the transponder is tuned.
The upper part of the face features the following:
an upper display window showing the active code on which the transponder is tuned.
a lower window showing "ID" label when pressing ident pushbutton.
both windows are also used together to display:
- aircraft current altitude during self test.
- a diagnostic message during self test.
two types of annunciators: ACT and TX
- ACT illuminates amber during code changes. It also flashes when the actual reply code is not identical to the code shown in the active code
display.
- TX illuminates amber when the ATC replies to an interrogation.
a "1/2" position switch, which allows selection of the transponder, which will be controlled by the control box.
The lower part of the face features the following:
a four-position power and mode switch:
- on OFF position, the control box and transponders are deenergized.
- on STBY position, the system is under power, but does not transmit replies.
- on ON position, the transponder replies to both mode A and mode C interrogations but without flight level information.
- on ALT position, the system is in normal operating position and replies with Flight Level information.
- on FID position, the system displays the flight number.
a code select knob:
- the outer knob is used for selection of the two left hand digits.
- the inner knob is used for selection of the two right hand digits. The select range is from 0000 to 7777. For emergency codes 7700 and 7600,
the display flashes the code for approximately 5 seconds before sending the code.
an IDENT button which is used to transmit a special identification pattern when requested to "squawk ident" by the air traffic control. ID letters are
displayed under the active code.
a TEST button is used to initiate the self test routine of ATC system. It can also initiate the self test routine of TCAS system if it is turned on.
a PRE (preset) button:
- Pushing and holding the PRE button while turning the code select knob allows selection of a code for storage. The stored code can be
recalled by momentarily pressing the PRE button again.
a light sensor is provided to automatically control the display brightness.

In the " Radio Com / Radio Nav " menu select the control unit in maintenance. Select ATC TDR 90 Sub-menu.
ATA 34 Chronological account of TCAS Page 154/ 256
Chronological account of TCAS
WARNING: TCAS II regulations may vary in certain countries. Pilots are urged to check the respective regulations when a flight is intended with TCAS II
equipped aircraft.
Historical background: In 1981, the FAA initiated the development of the TCAS (Traffic Alert and Collision Avoidance System). In parallel to TCAS, ICAO
has developed standards for ACAS (Airbone Collision Avoidance Systems).
The Traffic alert and Collision Avoidance System (TCAS) is a family of airbone devices that provide collision avoidance for a wide range of aircraft types.
After several years of development and analysis, the improvement of TCAS has given birth to three systems.
TCAS I provides Traffic Advisories (proximity warnings) only, to assist the pilot in visually locating the intruder aircraft. It is intended for use by smaller
commuter aircraft and by general aviation aircraft.
TCAS II provides Traffic Advisories and Resolution Advisories (recommended escape maneuver) in a vertical direction, to avoid conflicting traffic. Airline
aircraft, and larger commuter and business aircraft will use TCAS II equipment.
TCAS II Version 7 has been available from the beginning of 1999 and is acceptable by most regulatory authorities. Version 7.0 improves TCAS
compatibility with air traffic control systems. The most significant enhancements are the introduction of a horizontal miss distance filter and 25 ft vertical
tracking, compatibility with RVSM ( Reduced Vertical Separation Minimal) operations and the reduction of electromagnetic interferences.
TCAS III provides the same advisories as TCAS II. However, Resolution Advisories provide also horizontal maneuvers. TCAS II and III provide advisories
in coordination with surrounding TCAS equipped aircraft.
ACAS (Airbone Collision Avoidance System) I, II, III have the same standards as TCAS I, II, III. As far as these equipments are concerned, only TCAS,
built by three American manufacturers, complies with ICAO (International Civil Aviation Organisation) ACAS standards.
No ACAS III equipment currently exits, and none is likely to appear in the near future because of technical and operational difficulties.
TCAS version 7 hamonizes TCAS II with ICAO ACAS II definition.
ICAO (International Civil Aviation Organisation) requirements: The carriage of Airbone Collision Avoidance System (ACAS) is now nearly mandatory for all
passenger carrying aircraft through out the world. Turbo prop aircraft, with a MTOW (Maximum Take-Off Weight) greater than 15,000 Kg or carrying more
than 30 passengers, have been required to be fitted with ACAS II since January 2000 to operate within the airspaces of the ECAC member states.
ACAS II meets the current standards in annex 10 of the International Civil Aviation Organisation convention. TCAS II version 7 equipment (RCTA DO 185
A), associated to mode S transponders, will meet these requirements. This is the standard equipment now fitted to ATR aircraft.
ATA 34 TCAS system purpose Page 160/ 256
TCAS system purpose
TCAS II is an airborne Traffic alert and Collision Avoidance System which operates without support from ATC ground stations.
The system interrogates aircraft transponders in the surrounding airspace and processes their replies.
In respect to these replies and to the flight path of other aircraft, it determines their threat potential.
Depending on the threat potential, the system provides Traffic Advisories, alerts and vertical maneuver resolution called Resolution Advisory, in order to
avoid collision.
The alerts are given using aural and visual warnings.
It should be noted that TCAS II provides no protection against aircraft that do not have an operating transponder.
ATA 34 Protected volumes Page 161/ 256
Protected volumes
To evaluate the threat potential of other aircraft (intruders), the system divides the space around TCAS II equipped aircraft (own aircraft) in five volumes:
Closest Point of Approach volume (CPA volume).
Others Advisory volume (OA volume)
Proximate Advisory volume (PA volume).
Traffic Advisory volume (TA volume).
Resolution Advisory volume (RA volume).
RA volume has different proportions according to the altitude of own aircraft.
Own aircraft is assumed to occupy a volume, not a point.

The CPA volume is a group of points around own aircraft in which the intruder must not enter.
This is the first volume that an intruder enters but it is not a threat yet.
As soon as an intruder enters this volume, the system provides only a visual warning to the pilot on the TA / RA VSI in order to help him to locate the
intruder.
This is the second protected volume that an intruder enters.

As soon as an intruder enters this volume, the system provides only a visual warning to the pilot on the TA / RA VSI in order to help him to locate the
intruder.
This is the third protected volume that an intruder enters.

As soon as an intruder enters this volume, the system provides an aural and a visual warning to the pilot in order to help him to locate the intruder.
TA limit is about 20 - 45 seconds from CPA volume in range, 1200 ft high above or below own aircraft.
This is the fourth volume that an intruder can enter.

As soon as an intruder enters this volume, the system provides vertical maneuver information to the pilot to enable avoidance action to be taken.
RA limit is about 15 - 35 seconds from CPA volume in range, 400 - 700 ft high above or below own aircraft.
The TTR-920 TCAS Receiver-Transmitter has several limits that are set by the aircraft's wiring and / or the computers software program. The limits are
based on the aircraft's maximum climb rate, gear, flap positions, etc. The limits affect the RAs and TAs that the TTR-920 gives to the pilots. The following
table lists the advisories or modes that are limited and their parameters.
ATA 34 TCAS architecture Page 168/ 256
TCAS architecture
TCAS II system consists of:

one top mounted directional antenna,
one bottom mounted directional antenna,
one TCAS II transceiver,
one TCAS control panel,
two Traffic Advisory / Resolution Advisory Vertical Speed Indicators (TA/RA VSI's).
There are also connections for information exchange with:
ATC 1 and 2 Control Panels,
GPWS computer,
AHRS 2,
FDAU and Radio Altimeter 1,
MPC and MCDU.
Transmits and receives UHF signals for the detection of any intruders.
Manages all operations with interfaces.
Computes the intruder trajectory and provides signal to generate the appropriate intruder symbol on the VSI display, and the associated aural warning.
The information issued from the transceiver is sent to the FDAU for recording.
Both are used for transmitting and receiving.

They detect the bearing of the intruder which is in the detection volume of TCAS II.
Only one ATC Transponder is active at a time, the other is in standby.

Both transponders are linked to the TCAS II transceiver.
In addition to their active functions, they allow data exchange between own aircraft and TCAS II equipped intruders.
Traffic Advisories and Resolution Advisories are displayed on the two TA / RA VSI's.
They provide:
information about intruder location in the surrounding airspace,
trajectory modification orders,
system status messages.
The Radio Altimeter 1 provides radio altitude information directly to the TCAS II transceiver.
Below 2,500 ft, TCAS II uses radio altitude information as a reference to determine sensitivity levels.
Barometric altitude is still used to determine relative altitude of the intruder.
No RA information below 700 ft.
Each Air Data Computer provides the barometric altitude to its related ATC transponder.
This information is sent to the TCAS II transceiver via the operating transponder.
Over 2,500 ft, the TCAS II uses barometric altitude information as a reference.
The operating Air Data Computer also sends barometric vertical speed data directly to the TA/RA VSI displays.
The AHRS 2 sends heading information to TCAS II transceiver to locate the (threat) intruder.
The FDAU records own aircraft flight information.
GPWS warnings have priority over TCAS II aural warnings.

In case of GPWS warning, TCAS II aural warnings are inhibited.
Resolution Advisories are still available on TCAS II displays.
Allows to display Maintenance bites content in TCAS memory through MCDU display.
The display includes a maintenance message and the associated troubleshooting.
ATA 34 TCAS Operation principle Page 180/ 256
TCAS Operation principle
We suppose that own aircraft is flying at 10,000 ft and that the intruder is equipped with a Mode A transponder.
Own aircraft TCAS II system interrogates the surrounding airspace at a rate of 360 degrees per second.
Intruder is out of detection limit so, nothing is displayed on the TA / RA VSI's.
The interrogation-answer cycle begins as soon as the intruder reaches the detection limit.
Intruder now reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a Mode A code.
Own aircraft TCAS II processes distance and bearing of the intruder and diplays the intruder symbol on the TA / RA VSI's.
TCAS II displays the intruder without any data tag.
During all subsequent interrogations, TCAS II calculates range and bearing again and processes intruder flight path.
This process is called Tracking.
When the intruder reaches TA limit, TCAS II continues tracking. The symbol representing the intruder on the TA / RA VSI's changes in shape and colour.
An aural warning also announces this Traffic advisory.
Intruder does not transmit any altitude data, therefore it is considered as being at the same altitude.
With a threat aircraft equipped with mode A only, TCAS II does not provide any Resolution advisory as the intruder reaches the RA limit.
We suppose that own aircraft is flying at 10,000 ft and that the intruder is equipped with a mode C or a mode S transponder.
Own aircraft TCAS II system interrogates the surrounding airspace at a rate of 360 degrees per second.
Intruder is out of detection limit so, nothing is displayed on the TA / RA VSI's.
The interrogation - answer cycle begins as soon as the intruder reaches the detection limit.
Intruder now reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a mode C or a mode S code.
Own aircraft TCAS II processes bearing, distance and relative altitude of the intruder.
TCAS II displays the intruder symbol on the TA / RA VSI's.
During all subsequent interrogations, TCAS II calculates range, bearing and altitude again and processes intruder flight path.
This process is called Tracking.
As soon as the intruder reaches TA limit, TCAS II continues tracking. The symbol representing the intruder on the TA / RA VSI's changes in shape and
colour.
An aural warning also announces this Traffic advisory.
As soon as the intruder reaches RA limit, TCAS II models the instrument path on the CPA volume. It computes the vertical separation for climbing and
descending.
Then it selects the direction providing the greater separation, choosing also the least disruptive vertical rate maneuver that achieves safe separation.
Choosen maneuver is shown on the VSI's and announced to the pilots.
The interrogation - answer cycle begins as soon as the intruder reaches the detection limit.
As own aircraft TCAS is the first which has detected the other one, it initiates a data exchange with intruder TCAS system.
Intruder reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a mode S code sending also informaton used by own aircraft TCAS for coordination.
Own aircraft TCAS II processes bearing, distance and relative altitude of the intruder.
TCAS II displays the intruder symbol on the TA / RA VSI's.
During all subsequent interrogations, TCAS II calculates range, bearing and altitude again and processes intruder flight path.
This process is called Tracking. It still exchanges information with the intruder TCAS system.
As soon as the intruder reaches TA limit, TCAS II continues tracking.
The symbol representing the intruder on the TA /RA VSI's changes in shape and colour. An aural warning also announces this Traffic advisory.
Data exchange always takes place between both aircraft.
As soon as the intruder reaches RA limit, TCAS II models the instrument path on the CPA volume. It computes the vertical separation for climbing and
descending.
Then it selects the direction providing the greater separation, using data received from the intruder system to coordinate the maneuver.
Choosen maneuver is shown on the vertical speed indicators and announced to the pilots.
ATA 34 TCAS components Page 186/ 256
TCAS components
ATA 34 TCAS maintenance Page 190/ 256
TCAS maintenance
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ATA 34 TCAS maintenance Page 191/ 256

This function allows to display, when failure detected by TCAS in flight, content of TCAS memory. The display includes a maintenance message and the
associated troubleshooting.
Select "TCAS" sub-menu
The maintenance messages and the associated troubleshooting appears in plain text.
Select "DOWN" to see all the TCAS memory.
On MCDU, return to MPC page.
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ATA 34 Weather Radar System Description Page 192/ 256
Weather Radar System Description
The PRIMUS 660 weather radar system is a lightweight, X-band digital radar that is designed for weather detection and ground mapping.
The purpose of the system is to detect storms along the flightpath 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 PRIMUS 660 Weather Radar System consists of the following components:
the weather radar Receiver Transmitter Antenna (RTA),
the weather radar controller.
The AHRU 1 stabilizes the weather radar antenna in roll and pitch.
Weather radar information is displayed on EHSI's through the SGU's.
The weather radar system detects and displays different rainfall levels for ranges up to 300 NM in a 60 sector on each side of the aircraft's path.
Weather radar information is displayed on the EHSI in the partial compass ARC or MAP mode.
Weather radar can also be used in ground mapping mode to display ground obstacles.
Warning: The system performs the functions of weather detection or ground mapping. It should not be used nor relied upon for proximity warning or
anticollision protection.
In weather detection mode, storm intensity levels (from level 0 to level 4) are displayed in four bright colors contrasted against a dark background.
Areas of heaviest rainfall appear in magenta, next heaviest appears in red, rainfall of medium intensity appear in yellow and areas of weakest rainfall
appear in green.
In GMAP mode, selected on the weather radar controller, prominent landmarks are displayed that enable the pilot to identify coastline, hilly and
mountainous regions, as well as cities or even large structures.
Video levels (from level 0 to level 3) of increasing reflectivity are displayed as black, cyan, yellow and magenta.
A Rain Echo Attenuation Compensation Technique (RCT) mode automatically increases receiver gain as a function of attenuation due to intervening
rainfall. At the point the receiver gain has reached its maximum available value, a cyan field is displayed indicating an out-of-calibration region. This
minimizes the chance of overlooking severe storms because they are "hidden" behind intervening rainfall.
Target Alert (TGT) mode, selected on the weather radar controller, indicates when level 3 (red) or greater weather is present in a sector beyond the
currently displayed range.
Range rings and distance read out are displayed in contrasting colors to help to evaluate storm cells.
ATA 34 Weather Radar System Operation, Controls and Indications Page 198/ 256
Weather Radar System Operation, Controls and Indications
ATA 34 Weather Radar System Operation, Controls and Indications Page 199/ 256
The weather radar is controlled from the weather radar controller which allows selection of modes, range and antenna tilt.
Selections are sent to the weather radar receiver transmitter antenna.
The receiver transmitter generates an X band radio frequency for the purposes of weather detection and ground mapping.
A 9345 25 MHz 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 to the EHSI's through the Symbol Generator Units.
Weather information is displayed provided the ARC mode is (are) activated on the EFIS Control Panel(s).
This ARC mode is selected by pressing the FULL/ARC pushbutton.
Note that ground obstacles can be displayed by pressing the MAP pushbutton on the EFIS Control Panel.
Dimming on the EHSIs can be performed by the WX DIM knob on the EFIS Control Panel.
The antenna is stabilized in roll and pitch by motors controlled by AHRU 1.
STBY position is used 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 is erased and the antenna is stowed in a tilt-up position.
STBY can be selected anytime it is desired to keep power on the system without transmitting.
The system contains a forced standby function. This permits the Weight-On Wheels (WOW) switch to force the radar into standby automatically. When
this occurs, the mode STBY is displayed even if in WX, GMAP or FP mode.
To override the forced STBY, the STAB pushbutton on the weather radar controller must be pressed four times within 3 seconds.
WARNING: If forced STBY is overridden the radar is transmitting until the mode switch is returned to the STBY position.
ATA 34 Weather radar system components Page 200/ 256
Weather radar system components
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ATA 34 Radio Altimeter System Description Page 203/ 256
Radio Altimeter System Description
The radio altimeter system determines the height of the aircraft above the ground irrespective of atmospheric pressure.
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.
One of the main characteristics of the radio altimeter system is that it locks onto the leading edge of the reflected wave which enables it to measure the
distance between the aircraft and the nearest obstacle. It can therefore operate over non-flat ground surfaces.
The radio altimeter gives accurate height information when flying below 2500 feet and is particularly useful during the approach phase.
The radio altimeter information and the decision height (DH) are displayed on the EADI's.
The radio altimeter system comprises the following components:

One transmission antenna and one reception antenna,
One transceiver.
Altitude information is transmitted to the EADI's through the SGU's.
The radio altimeter information is displayed on the bottom right corner of the EADI's by a 4 blue digits followed by the white RA label.
The range of the display is from - 20 to + 2500 feet.
The resolution is:
10 feet above 200 feet,
5 feet from 200 feet to 10 feet,
1 foot below 10 feet.
Radio altitude is not displayed above 2500 feet.
The decision height is displayed on the bottom left corner of the EADI's by 3 blue digits followed by the white DH label.
The range of the display is from 0 to + 990 feet and the resolution is 10 feet.
Decision height selection is made by means of the DH/ TEST inner knob on the EFIS Control Panel (ECP).
When the aircraft height is equal to or lower than the selected DH value + 100 feet, a white box is displayed on the EADI, left of the RA.
When the aircraft height is equal to or lower than the selected DH value, the amber DH annunciator is displayed in this white box.
A yellow runway symbol appears at the bottom of the sphere when the radio altitude is lower than 200 feet and moves up linearly until it comes into
contact with the aircraft symbol, for a height lower than or equal to 3 feet.
When invalid radio altitude occurs, amber dashes are displayed on each digit instead of radio altitude and DH displays.
WARNING: when decision height is set to 0, decision height is not displayed on the EADI's.
ATA 34 Radio Altimeter System Operation, Controls and Indications Page 209/ 256
Radio Altimeter System Operation, Controls and Indications
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.
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. The altitude information is transmitted by two outputs to both SGU's and then to
the EADI's.
Decision height selection is made by means of the DH / TEST inner knob located on each EFIS Control Panel.
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 GPWS, to the autopilot system, to the TCAS system and to the flight data recorder.
V34A1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The test sequence is inhibited when the APP (Approach) mode is engaged on the AFCS control panel.
Press the EFIS DH/TEST inner knob on the First Officer's EFIS Control Panel to perform the Decision Height Test sequence.
Have a look at Captain's EADI:
runway symbol falls,
RA information becomes 95 or 100 feet.
Have a look at Captain's EADI:
runway symbol falls,
Simultaneously, on the First Officer's EADI, warning is activated:
all flags are displayed,
dashes are displayed instead of DH information,
Releasing the DH/TEST pushbutton on the First Officer's ECP causes the previous configuration to be displayed on both EADI's.
This radio altimeter test must be continued by pressing the DH / TEST inner knob on the Captain's ECP. The same test sequence takes place on the
EADI's but symetrically.
ATA 34 Radio altimeter system components Page 214/ 256
Radio altimeter system components
ATA 34 Radio altimeter system components Page 215/ 256
ATA 34 GPWS Description Page 216/ 256
GPWS Description
The Ground Proximity Warning System (GPWS) provides alerts in case of dangerous flight path conditions which would result in inadvertent ground
contact if maintained.
To achieve this function the GPWS generates visual (warning or caution light) or aural (synthetic voice) warnings or cautions by processing signals
supplied by other A/C systems (air data system, radio altimeter, flaps, landing gear)
The system generates alerts only between 50ft and 2500ft AGL (Above Ground Level). Six alert modes are established with defined danger envelopes :
Mode 1 excessive sink rate
Mode 2 excessive terrain closure rate
Mode 3 descent after take-off
Mode 4 inadvertent proximity to terrain with landing gear or flaps not in landing configuration (terrain clearance)
Mode 5 descent below ILS glideslope
Mode 6 descent below minimums.
The GPWS includes :

A GPWS computer
Two GPWS-G/S pushbuttons
A GPWS FAULT amber light on CAP
A GPWS switch
The GPWS switch controls the whole system. FLAPS OVRD intermediate position inhibits mode 4 and enables reduced flap landing configuration.
The GPWS computer triggers Aural alerts through RCAU.
GPWS computer receives information from :
Radio altitude transceiver
SGU (Decision Height)
ADC1 data
Glide deviation (ILS2)
Landing gear lever position .
CCAS (flaps position transmitter)
Go Around Mode
AFCS Back Course Mode
Note : GPWS is inhibited in case of stall warning signals generated by the CCAS.
ATA 34 GPWS operation, controls and indications Page 220/ 256
GPWS operation, controls and indications
ATA 34 GPWS computer Page 221/ 256
GPWS computer
ATA 34 EGPWS Description Page 222/ 256
EGPWS Description
V34F4 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The Honeywell MK VIII Enhanced Ground Proximity Warning System (EGPWS) is installed on ATR aircraft to comply with the FAA and JAA regulations.
This requires the installation of a Terrain Awareness and Warning System (TAWS) to enhance the basic GPWS.
In addition to the basic GPWS functions (mode 1 to 5), the EGPWS incorporates the following enhanced functions:
Mode 4 update: Envelope & Aural Alerts
Mode 6 update: Altitude and call-outs
Terrain awareness Alerting and Display (TAD)
Terrain Clearance Floor (TCF) The new functions use information (position, altitude) provided by the aircraft systems and a terrain database stored
in EGPWS.
This information is processed in EGPWS computer to trigger aural and visual alerts, supplying terrain information on EFIS, in addition to the basic GPWS
modes.
The EGPWS basic architecture includes:

An EGPWS computer
Two GPWS-G/S pushbuttons
A GPWS FAULT amber light on CAP
An EGPWS pushbutton located on 2VU captain side
The computer can be tested using the CAPT or F/O GPWS pushbuttons.
The EGPWS switch controls the whole system. FLAPS OVRD intermediate position inhibits mode 4 and enables reduced flap landing configuration.
EGPWS computer receives information from :
Radio altitude transceiver
SGU 1 and 2 (Decision Height)
ADC1 data
Glide deviation (ILS2)
Landing gear lever position .
CCAS (flaps position transmitter)
Go Around Mode
AFCS Back Course Mode
The EGPWS computer triggers Aural alerts through RCAU.
Note : EGPWS is inhibited in case of stall warning signals generated by the CCAS.
EGPWS system improved architecture includes:

- Two RDR/TERR display selection pushbuttons.
- A FAULT/OFF terrain (TERR) pushbutton.
EGPWS computer receives information from the following systems:
- GNSS / GPS system.
- Weather radar system range.
- AHRS1.
RDR/TERR pushbuttons select required display on EHSIs.
When possible terrain conflict is detected, a pop up signal from EGPWS computer triggers terrain mode display on EHSI, through SGUs.
ATA 34 EGPWS operation, controls and indications Page 227/ 256
EGPWS operation, controls and indications
ATA 34 EGPWS computer Page 228/ 256
EGPWS computer
ATA 34 Instrument Landing System Description Page 229/ 256
Instrument Landing System Description
The purpose of the ILS system is to allow the aircraft to follow an optimum descent axis in order to land in poor meteorological conditions.
This descent axis is determined by the intersection of a localizer beam...
and a glide slope beam (3 incline).
The ILS enables measurement of:
angular deviation between aircraft flight path and glide slope,
angular deviation between aircraft flight path and runway alignment (LOCALIZER BEAM).
LOC transmitter operates on a frequency of 108.1 to 111.95 MHz. GLIDE SLOPE transmitter operates on 328.6 to 335.4 MHz.
GLIDE SLOPE and LOCALIZER DEVIATIONS are displayed on the Electronic Horizontal Situation Indicators (EHSI).
The display can be a FULL MODE display ...
..... or an ARC display.
GLIDE SLOPE and LOCALIZER DEVIATIONS are also displayed on the Electronic Attitude Director Indicators (EADI).
ATA 34 ILS Operation, Controls and Indications Page 232/ 256
ILS Operation, Controls and Indications
ILS glide and localizer signals are sent from the respective antenna to the VOR / ILS / MRK receivers. The coaxial cables between VOR / LOC antenna,
glide antenna and VOR / ILS / MKR receivers are of the 50 W type with PTFE insulation.
ILS information (glide slope deviation + localizer deviation + flags) is sent from VOR / ILS / MKR receivers to EADI's and EHSI's through SGU's and can
be transferred from one side to the other...
... via Capt and F/O switching device.
Note: Flag information consists of one G/S and one VOR / LOC validity signal.
The NAV control units tune and control the VOR / ILS / MKR receivers via a "PRO LINE II" bus.
When either pilot is using his control unit on an ILS frequency, the corresponding VOR needle on the RMI parks at 3 o'clock.
ILS information (glide slope deviation + localizer deviation + flags) is also sent to the FDAU (Flight Data Acquisition Unit).
ILS information (glide slope deviation + localizer deviation + flags) and the VOR or ILS mode signal are sent to AFCS via the ASCB bus.
The VOR or ILS mode signal and the glide slope deviation from VOR / ILS / MKR receiver 2 are sent to the GPWS.
ILS transmitter identification signals are sent to the RCAU (Remote Control Audio Unit).
In normal configuration, each EHSI and EADI receives information from its corresponding VOR / ILS / MKR receiver. But in case of failure, the Captain or
the First Officer can connect his EHSI and EADI on the remaining source by using the VOR / ILS pushbuttons.
When the F/O VOR / ILS pushbutton is pressed, all EHSI's and EADI's are connected to the Captain's VOR / ILS / MKR receiver through ASCB bus.
When the Captain VOR / ILS pushbutton is pressed, all EHSI's and EADI's are connected to the F/O's VOR / ILS / MKR receiver through ASCB bus. F/O
VOR / ILS switching pushbutton is inoperative in this configuration. Priority is given to the Captain.
The ILS 1 system is tested when an ILS frequency is selected on the Captain's VOR / ILS / DME control unit and the TEST button is pressed.
If an ILS frequency is selected, the test can be performed without signal reception.
ILS - Self test: 1 - Turn on the control unit.
2 - Select an ILS frequency. Carry on ...
The ILS 1 system is now power supplied, the active frequency being an ILS frequency, you can now press on the test button of the Captain's VOR / ILS /
DME control unit.
When the TEST button is pressed, on the Captain's EHSI:
Red crosses are displayed on the localizer and GLIDE SLOPE scales.
Approximately 3 seconds later:
the red crosses disappear,
the lateral deviation bar moves to the right (2/3 scale),
the glide slope pointer moves down (2/3 scale).
Similarly, the test produces the same result on the EADI:
Red crosses are displayed on the localizer and GLIDE SLOPE scales.
Approximately 3 seconds later:
the red crosses disappear,
the lateral deviation bar moves to the right (2/3 scale),
the glide slope pointer moves down (2/3 scale),
and in addition marker lights illuminate.
Test of the system
When the TEST button is pressed on the Captain's VOR / ILS / DME control unit, the intensity display is modulated from the minimum to the maximum to
indicate that the self test is in progress then ...
If no fault is detected during self test, four dashes will be displayed in the upper window and the fault code "00" is displayed in the lower window.
If an abnormal condition but not a failure is detected during self test (E.G.: low level signal, etc), the diagnostic "FLAG" and code is displayed in the upper
window and a FAULT code is displayed in the lower window.
If a failure is detected during self test, the diagnostic code "DIAG" is displayed in the upper window and a FAULT code is displayed in the lower window.
The table below gives the equivalence between the FAULT codes and the detected failures or abnormal conditions.
Note: If a fault condition existed prior to actuating self test, the diagnostic code and the associated FAULT code are displayed approximately 3 seconds
after the TEST button is pressed.
The receiver will return to normal operation after approximately 15 seconds, even if the TEST button is held.
Note : The ILS self test is inhibited during auto pilot operation.
ATA 34 ILS components Page 238/ 256
ILS components
ATA 34 Marker System Description Page 241/ 256
Marker System Description
Although most markers are being replaced by ILS / DME, the system remains in many parts of the world. Its function is to provide indications to the flight
crew of the aircraft's 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.
V34B1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.6
The marker beacon visual information is displayed on EADI's (Electronic Attitude Director Indicator). The white box is displayed when an ILS frequency is
selected.
The following letters are displayed in the box when the corresponding marker signal is detected:
O for Outer marker,
M for Middle marker,
I for Inner marker.
Visual display is coupled with corresponding audio annunciation.
A two-position switch enables receiver sensitivity to be selected:
LO position for normal position in approach,
HI position increases receiver sensitivity so that beacons can be detected at high altitude.
ATA 34 MKR System Operation, Controls and Indications Page 244/ 256
MKR System Operation, Controls and Indications
The coaxial cables between antenna and antenna coupler and between antenna coupler and receivers are of the 50 W type with PTFE insulation.
Marker information is sent to EADI's through SGU's.
On the EADI, a white box is displayed to show the marker beacon annunciator location when an ILS frequency is selected:
detection of the outer marker will cause a blue "O" to be displayed.
detection of the middle marker will cause an amber "M" to be displayed.
detection of the inner marker will cause a white "I" to be displayed.
The VOR / ILS / MKR receiver 1 also sends signals to the FDAU (Flight Data Acquisition Unit), ...
... and to the RCAU (Remote Control Audio Unit).
A two-position switch enables receiver sensitivity to be selected:
LO position for normal position in approach,
HI position increases receiver sensitivity so that beacons can be detected at high altitude.
The receivers are driven and controlled by the NAV Control Units via a serial output data bus.
The marker system is tested automatically when the TEST button is pressed on the Captain's VOR / ILS / DME control unit and either a VOR or a LOC
frequency is selected.
The power system is now power supplied. The active frequency being an ILS frequency, you can now press on the TEST button of the Captain's VOR /
ILS / DME control unit.
When the TEST button is pressed, the active and the preset display intensity will modulate from minimum to maximum to indicate that self test is in
progress then ...
If no fault is detected:
a 30 Hz tone is sent to the RCAU.
the letters O, I and M are displayed on both EADI's.
the upper window of the control unit displays dashes and the lower window displays the fault code "00".
If a fault is detected on the marker system, the upper window of the VOR / ILS / DME control unit displays the diagnostic message "DIAG" and the lower
window displays the fault code "32".
Note: A fault code different of "32" indicates that a fault has been detected either on the VOR system or on the ILS system.
The system will return to normal operation after appoximately 15 seconds, even if the TEST button is held.
ATA 34 Maker system components Page 248/ 256
Maker system components
ATA 34 Maker system components Page 249/ 256
ATA 34 HT 1000 return to service test Page 250/ 256
HT 1000 return to service test
The maintenance index page allows the access to CONFIGURATION, BITE HISTORY, RETURN TO SERVICE, INTERFACE CHECK, and MSG
RECALL data, to assist in the propper operation and maintenance of the system.
Please press on 6R Line Select Key (LSK).
Maintenance index page is then displayed. To perform the RTS BITE test, RETURN TO SERVICE line must be selected.
Please press on 3L Line Select Key (LSK).
Selecting the RETURN TO SERVICE page begins the RTS BITE with time to completion displayed. The following tests are performed:
a CRC check of all HT1000 program and database memory.
A test of each processor's ability to read, write and correctly address all RAM.
Verification of proper execution of Maths Co-processor.
Verification of all inter-processor communication links.
Testing to verify all system input and output functions (Analog tests / Digital tests / Discrete tests).
Please select an HT1000 BITE test result possibility.
HT1000 BITE test pass

If RETURN TO SERVICE BITE completes with no failures, following display appears.
HT1000 BITE test fail

If failures occur, they will be listed at the completion of tests.
Failures that affect the system ability to operate on the aircraft, according to the configuration module contents, are listed first and colored yellow.
Note: Failures which do not affect the installation are listed second and colored white.
ATA 34 Summary Page 254/ 256
ATA 34 NAVIGATION SYSTEM

General description 2
Cockpit location 18
Interfaces 24
Features 25
Safety and precautions 29
Air Data System description 32
Air Data System Operations & Cockpit controls and indicators 36
Air Data Computers description 46
AHRS Operations & Cockpit controls and indicators 50
AHRU description 52
STBY Compass 58
STBY Horizon 62
Electronic Flight Instrument System description 66
EFIS Operation & Cockpit controls and indicators 70
Symbol Generator Unit (SGU) Description 72
VOR System description 76
VOR system operation controls and indications 80
VHF Omni Directional Range system components 84
Distance Measuring Equipment System description 87
DME system operation controls and indications 92
Distance measuring equipment system components 96
Automatic Direction Finder System description 99
ADF system operation controls and indications 106
Automatic Direction Finder system components 112
Global navigation satellite system 116
GNSS Operation, Controls and indications 126
GNSS components 130
Air traffic control system description 135
ATC sytem operation controls and indications 140
ATC Antenna 144
ATC Transponder 146
ATC control unit description 150
Chronological account of TCAS 154
TCAS system purpose 160
Protected volumes 161
TCAS architecture 168
TCAS Operation principle 180
TCAS components 186
TCAS maintenance 190
Weather Radar System Description 192
Weather Radar System Operation, Controls and Indications 198
Weather radar system components 200
Radio Altimeter System Description 203
Radio Altimeter System Operation, Controls and Indications 209
Radio altimeter system components 214
GPWS Description 216
GPWS operation, controls and indications 220
GPWS computer 221
EGPWS Description 222
EGPWS operation, controls and indications 227
EGPWS computer 228
Instrument Landing System Description 229
ILS Operation, Controls and Indications 232
ILS components 238
Marker System Description 241
MKR System Operation, Controls and Indications 244
Maker system components 248
HT 1000 return to service test 250

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MAINTENANCE TRAINING NOTES

T1 42-400l500 & 72-212A (MPC) ref 72

ATA 34 NAVIGATION SYSTEM

This publication will not be updated on a regular basis.

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The ADC 1 computes the following parameters :

The ADC 2 computes the following parameters :

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The EFIS consists of the following components:

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This module describes maintenance code reading with MCDU interface.

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DME system is composed of:

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This module describes maintenance code reading with MCDU interface.

The aircraft is provided with an Automatic Direction Finder (ADF) system.

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The ADF system is composed of:

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This module describes maintenance code reading with MCDU interface.

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The HT1000 GNSS interfaces with several navigation components.

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Selections under AUTOPILOT are:

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This module describes maintenance code reading with MCDU interface.

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ATC control unit is located on the centre pedestal.

This module describes maintenance code reading with MCDU interface.

Own aircraft is assumed to occupy a volume, not a point.

This is the second protected volume that an intruder enters.

This is the third protected volume that an intruder enters.

This is the fourth volume that an intruder can enter.

TCAS II system consists of:

Both are used for transmitting and receiving.

Only one ATC Transponder is active at a time, the other is in standby.

The FDAU records own aircraft flight information.

GPWS warnings have priority over TCAS II aural warnings.

This module describes maintenance code reading with MCDU interface.

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The radio altimeter system comprises the following components:

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The GPWS includes :

The EGPWS basic architecture includes:

EGPWS system improved architecture includes:

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Please select an HT1000 BITE test result possibility.

HT1000 BITE test pass

HT1000 BITE test fail

ATA 34 NAVIGATION SYSTEM

Safety and precautions 29

Air Data System description 32

Air Data System Operations & Cockpit controls and indicators 36

Air Data Computers description 46

AHRS Operations & Cockpit controls and indicators 50

Electronic Flight Instrument System description 66

EFIS Operation & Cockpit controls and indicators 70