NEW AVIONICS SUITE “STANDARD 2”… A WORLD OF

Sept 2014
THE ATR PRODUCT SUPPORT & SERVICES NEWSLETTER
NEW AVIONICS SUITE
“STANDARD 2”…
A WORLD OF OPTIONS
THRUST
T
THRUST
Tod ’s vectored
ve
Today’s
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) concept 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 performancebased 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 currently available; this function allows approach to runways with
minima equivalent to ILS Cat I (where an approved procedure
exists).
How does it work?
The lateral and vertical aircraft guidance is performed using
the GNSS/GPS together with SBAS (Satellite Based Augmentation System).
The SBAS consists of several ground receivers which broad
cast position correction(s) to the aircraft via satellite transmission. The satellites are in geostationary positions and cover
their own given area: EGNOS (Europe), WAAS (US), MSAS
(Japan), GAGAN (India) or SDCM (Russia).
The SBAS significantly improves GNSS/GPS signal accuracy
(laterally and vertically) and can therefore be used to sustain all
SDCM
MSAS
EGNOS
WAAS
GAGAN
flight stages, including critical ones such as the approach phase.
Zones under SBAS coverage will progressively abandon the
costly maintenance of ILS infrastructures which will increase
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
& FDAU) upgrade. 2 SBAS GPS are required and also installation of new wiring to manage new alerts within FWS.
PRE-REQUISITE: “Standard 2 basic” package, MPC (DMU
& FDAU) upgrade and installation of a new control panel FGCP
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.
RNP AR (Required Navigation
Performance with Authorization
Required)
This new function is also proposed as an option on the ATR
-600 series; it will be of great interest for airlines that operate
in difficult terrain or congested airspace.
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,
thus allowing the lowering of airport minima, thereby increasing
airport accessibility. Current implementation allows RNP AR 0.3
Nm in approach with or without SBAS coverage.
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
Navaids
RNAV
RNP
Waypoints
Seamless
Vertical
Path
Curved
Paths
Limited Design
Flexibility
Increased Airspace
Efficiency
Highly Optimized
Use of Airspace
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
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 Traffic Control beneficiates of enhanced information to improve
aircraft tracking and so traffic regulation. In the meantime infrastructural ground costs are reduced (10 times cheaper than
with equivalent radar systems). Note that ADS-B out version
2 function is submitted to upcoming EASA and FAA mandates.
GPS
Ground Station
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 modification 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

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