Sept 2014

THE ATR PRODUCT SUPPORT & SERVICES NEWSLETTER

NEW AVIONICS SUITE

“STANDARD 2”…
A WORLD OF OPTIONS

THRUST
T

THRUST

Tod ’s vectored
Today’s ve
st
step-down approach to ILS

THRUST
ent arrival (Idle Thrust)
Continuous descent
oach
ach
integrated with RNP approach

GREEN RNP APPROACH BENEFITS

“Standard 2” Certification on the -600 avionics
ics
suite is the result of 3 years of intensive
work and improvement search, undertaken
in the likely emergence of new operator and
regulatory requirements.

In a proactive move, ATR set up collaboration with Thales and
conducted the development of adequate ICAO PBN solutions,
covering operational requisites, regulatory mandates as well
as future market expectations.
DEFINITION: The PBN (Performance Based Navigation) con-
cept is addressed in Doc. 9613 of the dedicated ICAO publi-
cation entitled the Performance-Based Navigation Manual. The
concept represents a shift from sensor-based to performance-
based navigation. It specifies that aircraft RNP and RNAV
systems performance requirements be defined in terms of
the accuracy, integrity, availability, continuity and functionality
which are needed for the proposed operations in the context of
a particular airspace. Please refer to Doc 9613 for full details.

3 APPROACH OPTIONS AND 1 SURVEILLANCE

OPTION UPON SELECTION FOR YOUR ATR
OPERATIONS
LPV (Localizer Performance with Vertical guidance)

LPV is the highest accurate GNSS instrument approach cur- SDCM

rently available; this function allows approach to runways with
minima equivalent to ILS Cat I (where an approved procedure
exists).

How does it work?

MSAS
The lateral and vertical aircraft guidance is performed using EGNOS
WAAS GAGAN
the GNSS/GPS together with SBAS (Satellite Based Augmen-
tation System).
The SBAS consists of several ground receivers which broad
cast position correction(s) to the aircraft via satellite transmis-
sion. The satellites are in geostationary positions and cover
their own given area: EGNOS (Europe), WAAS (US), MSAS flight stages, including critical ones such as the approach phase.
(Japan), GAGAN (India) or SDCM (Russia). Zones under SBAS coverage will progressively abandon the
The SBAS significantly improves GNSS/GPS signal accuracy costly maintenance of ILS infrastructures which will increase
(laterally and vertically) and can therefore be used to sustain all the number of airports with published LPV procedures.

TECHNICAL SOLUTION ON ATR-600s

For any further information, please contact the commercial department you belong to.

LPV Baro-VNAV
PRE-REQUISITE: “Standard 2 basic” package and MPC (DMU PRE-REQUISITE: “Standard 2 basic” package, MPC (DMU
& FDAU) upgrade. 2 SBAS GPS are required and also installa- & FDAU) upgrade and installation of a new control panel FGCP
tion of new wiring to manage new alerts within FWS. with a VNAV push-button.
LNAV/VNAV (Vertical NAVigation coupled to autopilot, APV Baro-VNAV)

It allows to fly RNAV approach with LNAV/VNAV minima. The
Baro-VNAV is the preferred function in areas not allowing the
LPV solution. For reasons of safety prevalence over all aspects,
the ICAO recommends that vertical guidance be introduced
worldwide on all instruments runways before the end of 2016.
The lateral guidance is performed using the GNSS.
Here, vertical guidance has nothing to do with satellites: it is
strictly based on barometric altitude. The Baro-VNAV approach
function alleviates the crew’s workload, optimises flight plans
(lateral guidance) and reduces CFIT (Controlled Flight Into
Terrain).

Current Ground RNAV RNP

RNP AR (Required Navigation Navaids Waypoints
Performance with Authorization
Required) Seamless
Vertical
Path

This new function is also proposed as an option on the ATR

-600 series; it will be of great interest for airlines that operate
Curved
in difficult terrain or congested airspace. Paths

The aircraft is able to follow a precise 3D curved flight path in

final approach, which increases efficiency (optimum trajectory,
fuel and time savings,...). Moreover, the protected areas of the
trajectory are limited to 2xRNP (accuracy limit) without buffer, Highly Optimized
Limited Design Increased Airspace Use of Airspace
thus allowing the lowering of airport minima, thereby increasing Flexibility Efficiency
airport accessibility. Current implementation allows RNP AR 0.3
Nm in approach with or without SBAS coverage.

ADS-B out V2 “DO260B” (Automatic Dependent Surveillance - Broadcast)

Here again, improved safety is what governs functional goals.

ADS-B out V2 “DO260B” makes possible the broadcast of
aircraft data to other aircraft and to ATC centers, even where
GPS
there is no ATM radar coverage available. Data such as latitude/
longitude (including accuracy and integrity data), baro Altitude,
speed (horizontal and vertical), are visible to others. Air Traf-
fic Control beneficiates of enhanced information to improve
aircraft tracking and so traffic regulation. In the meantime infra-
structural ground costs are reduced (10 times cheaper than
with equivalent radar systems). Note that ADS-B out version
Ground Station
2 function is submitted to upcoming EASA and FAA mandates. Air Traffic Control

RNP AR ADS-B out “DO260B”

PRE-REQUISITE: “Standard 2 basic” package, “Baro-VNAV”
package, MPC (DMU & FDAU) upgrade and T2CAS (ASDB,
ACD) on-wing upgrade. Installation of two new wirings sets:
one to improve segregation of sensors chanels and one to add
new alerts within FWS. 2 SBAS GPS also required.
PRE-REQUISITE: “Standard 2 basic” package, MPC (DMU
& FDAU) upgrade and 2 SBAS GPS are required. The modifica-
tion is mainly the installation of a new transponder (NXT600) in
replacement of the current RCZ852 model.
ATR Customer Services
1, allée Pierre Nadot
31712 Blagnac cedex - France
Tel: +33 (0)5 62 21 62 07
Fax: +33 (0)5 62 21 63 67

P R O P E L L I N G T H E N E X T CO N N E C T I O N