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2026-07-07

The Traffic alert and Collision Avoidance System (TCAS) is part of the T2CAS. The T2CAS includes the TCAS and the TAWS (Terrain Avoidance Warning System). The TCAS: - Detects any aircraft, equipped with transponders, flying in its vicinity - Displays potential and predicted collision targets - Issues vertical orders to avoid conflict - The TCAS is independent from the ground-based air traffic control system. The TCAS detection capability is limited to intruders flying within a maximum altitude boundary of 9 900 ft (above and below own A/C altitude). Detection range depends mainly on intruder's XPDR type (mode A/C, mode S) and external conditions. The TCAS system uses: - One TCAS transmitter receiver - One directional top antenna - One omni directional bottom antenna - Two ATC Mode S transponders - Four ATC Mode S antennas - Radio altimeter information The TCAS system is interacting with: - Two PFD - Two MFD - Two overhead speakers for voice messages.

Advisory A message given to the flight crew containing information related to collision avoidance. Corrective resolution advisory A resolution advisory that advises the flight crew to deviate from current vertical speed (e.g. CLIMB) when the aircraft is in level flight. Intruder A target that satisfies the TCAS threat detection logic and therefore requires a traffic advisory. Mode S Type of Secondary Surveillance Radar (SSR) equipment that provides replies to mode A and Mode C interrogations and discrete address interrogations from the ground or air.

Preventive resolution advisory A resolution advisory that advises the flight crew to avoid certain deviations from the current vertical speed because there are certain vertical speed restrictions. Proximate traffic Nearby aircraft within ±1 200 ft and 6 Nm that are neither an RA nor a TA. Resolution advisory (RA) Aural and visual information provided to the flight crew to avoid a potential collision. Threat A target that satisfies the threat detection logic and therefore requires a resolution advisory. Traffic advisory (TA) Information given to the flight crew about the position of another aircraft in the proximity zone. The information contains no resolution information.

MFD

STBY TA ONLY AUTO TCAS XPDR The Virtual Control Panel (VCP) permits to configure TCAS function and displays. Press the SURV pb twice on the MCP in order to access the TCAS. The selection on one VCP simultaneously updates the opposite crew member display. The TCAS tab permits to select TCAS function modes (STBY, AUTO, TA ONLY). Press the NAV pb three times on the MCP in order to access the OVLY. The OVLY tab (NORM, ABOVE or BELOW) permits to select the Traffic display mode.

The Multi Function Control Panel (MCP) enables setting TCAS parameters.

1 2 3 4 5 6 7 8 9 0 COM NAV SURV ESC ENT Refer to AFM - Flight Instruments chapter for more details about MCP.

4 V V V V V V V V V V V V RETURN NAV1 A C T I V E 114.05 DME HOLD / OFF STBY PRESET TUNE MODE / MAN AUTO 114.05 ON TEST NEAREST

V V V V V V V TCAS V V V V V M O D E D S P L RETURN / T A _ O N L Y / S T B Y / B L W A B V / AUTO NORM 1 2

Note At power up, the TCAS performs an AUTO test and in case of malfunction will display it on the TCAS part of the PFD. 1 TCAS Mode (AUTO, TA ONLY or STBY) 2 TCAS Display Configuration Enables the flight crew to select the area in which the displayed intruders are located. ABV The TCAS displays intruders from 2 700 ft below to 9 900 ft above the aircraft. NORM The TCAS displays intruders from 2 700 ft below to 2 700 ft above the aircraft. BLW The TCAS displays intruders from 9 900 ft below to 2 700 ft above the aircraft.

Navigation: 2.4 MFD Navigation Display page

MFD

025° 50 10: 6.0 10 AUTO LFBE LFBA 180 80 ° / AGN NEXTWPT +05 +05 +05 +03 RNG WAIT G-VAR 000 TOWPT 330 250 GS TAS T +10 3 . VOR2 112.55 40.5 NM H VOR1 113.50 40.5 NM H AIRPORT NAVAID HDG HDG 015° NM L 1.20 NM 5 TA 25.3NM / +03 RA 25.3NM / +03 1 2 3 2 2

ITEM DISPLAY DESCRIPTION 1 2 3 SYMBOL OF OWN AIRCRAFT RANGE RING (IF NOT AVAILABLE REFER TO ITEM 3) TRAFFIC DATA VALUE GIVES RELATIVE ALTITUDE IN HUNDREDS OF FEET, PRECEDED BY a + or - ARROW UP IF TRAFFIC CLIMBING > 500 FT/min ARROW DOWN IF TRAFFIC DESCENDING > 500 FT/min RESOLUTION ADVISORY (RA) THREATENING TARGET IN WARNING AREA 15 sec TO 35 sec BEFORE ENTERING THE COLLISION AREA TRAFFIC ADVISORY (TA) INTRUDER TRAFFIC IN THE CAUTION AREA AND 20 TO 48 sec FROM ENTERING THE COLLISION AREA PROXIMATE TRAFFIC (PA) A TRAFFIC THAT IS WITHIN 6 NM AND WITHIN ±1200 FT BUT WHOSE PATH IS NOT PREDICTED TO PENETRATE THE COLLISION AREA OTHER TRAFFIC ANY TRAFFIC REPLYING WITHIN THE VERTICAL AND HORIZONTAL RANGE OF DISPLAY AND NOT CLASSIFIED AS PROXIMATE TRAFFIC TCAS WILL PROVIDE INDICATION FOR UP TO 2 MOST THREATENING TRAFFICS INSIDE THE TCAS MESSAGE AREA ON MFD RANGE AND RELATIVE ALTITUDE ARE DISPLAYED IF BEARING OF TA OR RA INTRUDERS IS NOT AVAIBLE, +05 +03 +05 +05 +05 RA 25.3NM / +03 TA 25.3NM / +03

Current TCAS mode (as selected on VCP) and preventive or corrective indications are displayed on PFD. Resolution Indications on VSI Tape Resolution Advisory The RA display is the instrument used to fly the TCAS resolution. The resolution required vertical speed is displayed on the PFD Vertical Speed Scale as a green segment. Corrective RA The pilot has to adjust the vertical speed by bringing the pointer back in the green segment. Preventive RA If in green segment, the pilot maintains the current vertical rate.

TCAS Status Indications On VSI:

PFD 10 06 2 1 6 TA ONLY BELOW XPDR1 ALT 6 2 1 1 2

1 Green segment

2 Red segment On PFD:

PFD

MDH 160 155 M 99A HDG LO ICING ICING AOA AP FD 1+2 HLD SPD ALT 2 1 6 200 220 240 180 6 2 1 205 900 MSG TERM 40 . 5 012 ID_FMS FMS1 29.20 QNH NM TA ONLY BELOW ° ADF2 1250.5 M VOR1 250.30 40.5 NM CHECK HDG M 25 15315 FL 20 157 60 40 80 -2750 M 20 G 30000 FL R V2 F 20 10 10 DH 19999 0 20 20 10 10 F 1

1

TA ONLY NORM TCAS FAIL TCAS STBY TCAS TEST ITEM DISPLAY DESCRIPTION 1 RA FAIL: RESOLUTION FAILURE TA FAIL: TRAFFIC DISPLAY FAILURE SELF TEST VIA MCDU MENU MODE SELECTED VCP TCAS "TA ONLY" MODE SELECTED VCP TCAS "OVLY" TAB MODE SELECTED VCP TCAS "OVLY" TAB MODE SELECTED VCP TCAS "TA ONLY" AND TRAFFIC NOT SELECTED ON ND MODE SELECTED VCP TCAS NOTHING SELECTED ON VCP TCAS AND "OVLY" TAB MODE SELECTED ON VCP TCAS AND "OVLY" TAB MODE SELECTED ON VCP TCAS AND "OVLY" TAB MODE SELECTED ON VCP TCAS AND "OVLY" TAB TA ONLY THREAT TA ONLY ABOVE TA ONLY BELOW TCAS THREAT TCAS NORM TCAS ABOVE TCAS BELOW

The TCAS provides two levels of threat advisories: - If the traffic gets between 20 and 48 s (depending on aircraft altitude) of projected Closest Point of Approach (CPA), it is then considered as an intruder, and an aural and visual traffic advisory is issued. This level calls attention to a developing collision threat using the traffic advisory display and the voice message, “TRAFFIC TRAFFIC”. It permits mental and physical preparation for a possible maneuver to follow, and assists the pilot in achieving visual acquisition of the threat aircraft. - If the intruder gets between 15 and 35 s (depending on aircraft altitude) of CPA, it is considered as a threat and an aural and visual resolution advisory is issued. This level provides a recommended vertical maneuver integrated on PFD and voice messages to provide adequate vertical separation from the threat aircraft, or prevents initiation of a maneuver that would place the TCAS aircraft in jeopardy.

The TCAS resolution advisories are annunciated by the following voice messages, as appropriate: - A “CLIMB, CLIMB”: (Climb at the rate depicted by the green (fly to) band on the TCAS VSI). - B “DESCEND, DESCEND”: (Descend at the rate depicted by the green (fly to) band) - C “MONITOR VERTICAL SPEED”: Initial preventive RAs (adjust vertical speed to a value within the lighted green band). - D “MAINTAIN VERTICAL SPEED, MAINTAIN”: (No crossing maintain rate RAs (corrective)) - E “MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”: (Altitude crossing, maintain rate RAs (corrective)). - F “CLEAR OF CONFLICT”: (Range is increasing, and separation is adequate, return to assigned clearance). - G “CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB”: (Climb at the rate depicted by the green (fly to) band on the PFD). Safe separation will best be achieved by climbing through the threat’s flight path. - H “LEVEL OFF, LEVEL OFF”: (Reduce vertical speed to 0 ft/min) - I “DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND”: (Descend at the rate depicted by the green (fly to) band on the PFD) safe separation will best be achieved by descending through the intruder’s flight path. The following voice messages annunciate enhanced TCAS maneuvers when the initial TCAS RA does not provide sufficient vertical separation. The tone and inflexion must notify increased urgency. - A “INCREASE DESCENT, INCREASE DESCENT”: (Descend at the rate depicted by the green (fly to) band on the TCAS VSI). Received after “DESCEND” advisory, and indicates additional descent rate required to achieve safe vertical separation from a maneuvering threat aircraft. - B “INCREASE CLIMB, INCREASE CLIMB”: (Climb at the rate depicted by the green (fly to) band on the VSI). Received after “CLIMB” advisory, and indicates additional climb rate required to achieve safe vertical separation from a maneuvering threat aircraft. - C “CLIMB-CLIMB NOW, CLIMB-CLIMB NOW”: (Climb at the rate depicted by the green (fly to) band on the TCAS VSI). Received after a “DESCENT” resolution advisory and indicates a reversal in sense is required to achieve safe vertical separation from a maneuvering threat aircraft. - D “DESCEND-DESCEND NOW, DESCEND-DESCEND NOW” (Descend at the rate depicted by the green (fly to) band on the TCAS VSI). Received after a “CLIMB” resolution advisory and indicates a reversal in sense is required to achieve safe vertical from a maneuvering threat aircraft.

All TCAS aural alerts are inhibited: - Below 600 ft AGL when aircraft is climbing - Below 400 ft AGL when aircraft is descending.

  • RA inhibition in non icing conditions CONFIGURATION RA CLIMB RA INCREASE CLIMB FLAPS 0 AUTHORIZED AUTHORIZED FLAPS 15 TO AUTHORIZED INHIBITED FLAPS 15 Approach AUTHORIZED AUTHORIZED FLAPS 30 AUTHORIZED INHIBITED
  • RA inhibition in icing conditions CONFIGURATION RA CLIMB RA INCREASE CLIMB FLAPS 0 Z < 20 000 ft AUTHORIZED INHIBITED Z > 20 000 ft INHIBITED INHIBITED FLAPS 15 TO AUTHORIZED INHIBITED FLAPS 15 Approach AUTHORIZED INHIBITED FLAPS 30 INHIBITED INHIBITED
  • The “INCREASE CLIMB” RA is inhibited for certain above conditions. In non altitude crossing encounters for which a “CLIMB” RA is posted, the threat may maneuver or accelerate toward own aircraft and cause a reduction in vertical separation despite the RA. Since the “INCREASE CLIMB” RA is inhibited, the climb RA remains posted. As soon as the threat passes through own aircraft’s altitude, the RA sense will be reversed and a “DESCEND” RA will be posted. If the threat never crosses through, the “CLIMB” RA will remain posted for the duration of the encounter
  • “DESCEND” RAs are inhibited: o Below 1 200 ft AGL (during a climb) at takeoff o Below 1 000 ft AGL in approach (during a descent)
  • “INCREASE DESCEND” RAs are inhibited: o Below 1 650 ft AGL during a climb o Below 1 450 ft AGL during a descent
  • All RAs are inhibited: o Below 1 100 ft AGL when aircraft is climbing o Below 900 ft AGL when aircraft is descending
  • There can be a case where the threat aircraft track on altitude information is lost during an RA. In this case, the RA will terminate without a “CLEAR OF CONFLICT” annunciation.

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) TCAS DC BUS 2 (on overhead panel C/B T2CAS T-R) NIL

CONDITION VISUAL AURAL TCAS Fault - MC light flashing amber - TCAS FAIL amber message on PFD - TCAS amber message on EWD SC

The flight environment data are provided by three independent air data systems: - Two main systems - One stand by system.

Aircraft is equipped with two independent Air Data Computers (ADCs). Each computer is supplied with: - Static air pressure provided by its specific static ports - Total air pressure provided by its specific pitot tube - Total air temperature provided by its specific TAT probe. Probes and ports are on the LH and RH side of the fuselage and are electrically heated.

CAC 1 & 2 AHRS 1 & 2 XPDR 1 & 2 AII DU MPC ADC 1 ADC 2 STBY PITOT CAPT PITOT F/O PITOT STBY STATIC CAPT STATIC F/O STATIC IESI PT PS TAT 1 TAT 2 PS PT

From this air data each ADC computes: - Indicated Air Speed (IAS) - True Air Speed (TAS) - Total Air Temperature (TAT) - Static Air Temperature (SAT). ADC send barometric data to the AHRS for Baro-inertial vertical speed determination. ADC 1 supplies direct data to: - CAC 1 & 2 - AHRS 1 & 2 - XPDR 1 & 2 - All DU for display of IAS, TAS, SAT, and TAT - MPC. ADC 2 supplies direct data to: - CAC 1 & 2 - AHRS 1 & 2 - XPDR 1 & 2 - All DU for display of IAS, TAS, SAT, and TAT - MPC. The CAC uses data from the ADC to supply information to: - The EECs - The pressurization system - The anti-ice system - The MFC.

The standby system consists of: - Two static ports - One pitot probe. Standby Air Data Systems supplies directly the IESI.

PFD 200 220 240 180 195 206 C H E C K I A S FR V2 F 141

Refer to AIR SPEED DATA.

130 10 10 1013 125 180 240 201 2 20 127 00 220 MENU STD SEL SET + -

180 240 201 2 220 Refer to Standby Navigation System Indication

PFD

000 19600 1013 29.92 200 20 20 NEG 005 / C H E C K A L T Refer to Altitude Indicator

130 10 10 1013 125 180 240 201 2 20 127 00 220 MENU STD SEL SET + -

130 1013 125 20 127 00 Refer to Standby Navigation System Indication. Note - Permitted deviation between normal altimeter indications and between normal and standby altimeter indications. ALT (ft) NORM/NORM (ft) NORM/STBY (ft) 0 50 80 5 000 50 95 8 000 60 120 11 000 70 150 14 000 80 170 17 000 90 190 20 000 100 210 25 000 130 245

Vertical Speed Indicator (VSI)

PFD

10 10 2 1 6 6 2 1 The AHRS supplies the vertical speed indicator with the BARO inertial vertical speed. AHRS uses ADC BARO vertical speed input. Refer to Air Speed Data.

TAT, SAT and TAS Indicators 1) TAT-SAT Indicators PWR B + - C + - ALERT ENGINE DISPLAY PROCEDURE PERMANENT DATA FLAP BRAKE MSG TEST STATUS TRIM

EWD

TAT - 12 °C SAT - 21 °C Refer to Indication on EWD

2) TAS Indicator

PWR B + - C + - FLIGHT MODE ANNUNCIATOR A I R S P E E D A L T I T U D E V E R T I C A L S P E E D ATTITUDE DISPLAY INDICATOR NAVIGATION AREA PFD

180 250 TAS

ADC Switching Control

DISPLAY PFD /EWD /MFD ATT/HDG ADC CAPT SWITCHING 1 F/O/1 SYS 2 F/O/1 SYS 2

2 DISPLAY PFD /EWD /MFD ATT/HDG ADC F/O SWITCHING CAPT/2 SYS 1 CAPT/2 SYS 1

1 CAPT ADC Pushbutton To be used by the captain to select the opposite side ADC source. When pressed, SYS 2 comes on white on CAPT side and CAPT/2 comes on green on F/O side. 2 F/O ADC Pushbutton To be used by the F/O to select the opposite side ADC source. When pressed, SYS 1 comes on white on F/O side and F/O/1 comes on green on CAPT side. When the opposite side is selected, ADC 1(2) message is displayed on the ADI corner.

PWR B + C + N MDA 000 HDG SEL LO ICING DGD PERF APFDDUAL HLD SPD PITCH HOLD 2 1 6 200 220 240 180 6 2 1 195 RNG WX WAIT 40.5 012 CRS VOR2 29.20 / NM TA ONLY BELOW ° ADF2 1250.5 A ILS1 VOR1_ID 40.5 NM M 999 15315 FL 20 157 60 40 80M 20 AHRS1 DEGRADED R F 20 10 10 DH 900 10 10 V2 TCS GS RETRIM ROLL R WING DN CAT1 SPD AUTO INOP FD SINGLE CH 010 G 1013 ADC1 141 I 99 DH TAS 250 GS 200 000° HDG °/ 80 355 MSG TERM A H OFST 110.30 H +10.3 ° T TERR ON XPDR2 STBY G-VAR 6 3 12 15 S 21 24 30 W 33 2750 9 10 PFD 20 20 ADC1 20

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) ADC 1 DC EMER BUS (on overhead panel C/B ADC 1 EMER SPLY/ICP CAPT) Back up supply HOT EMER BAT BUS (on overhead panel C/B MFC 1A AUX/ADC1 HOT SUPPLY) NIL ADC 2 DC EMER BUS (on ground) DC BUS 2 (in flight) (on overhead panel C/B ADC 2 SPLY/ ICP F/O) NIL Note DC EMER BUS failure results in ADC 2 loss for the following reasons: - On ground, DC EMER BUS supplies ADC 2 - In flight, the loss of DC EMER BUS results in the transition from FLIGHT to GROUND position of a ground/flight relay.

CONDITION VISUAL AURAL Loss of one ADC. - MC light flashing amber - ADC amber message on EWD SC

CONDITION VISUAL AURAL Loss of both ADC 1+2. - MC light flashing amber - ADC 1+2 amber message on EWD SC

 PITOT / STATIC / TAT --> [ADC 1] --> [CAC 1] --+
                                                 +--> DU1..DU5 / IESI
 PITOT / STATIC / TAT --> [ADC 2] --> [CAC 2] --+
                            ^                    |
 switching panels / ICP ----+--------------------+

 Solid/dashed source paths in the source distinguish normal and switched feeds.

The attitude and heading data is provided by: - Two main systems (AHRS) - The Standby instruments. The AHRS supplies the flight crew and the autopilot with the magnetic heading, attitude data, vertical speed and lateral acceleration required for flight control and Weather radar.

A standby horizon is provided on the IESI located on the central panel.

MENU STD SEL SET + - 130 VHF1 10 10 1013 VOR1113.10 125 180 240 118.100 201 2 20 127 00 220 *013 M 47 Refer to Standby Navigation System Indication.

UP STBY DN COMPAS Hidden in UP position. Compass control should be placed on DN for use. The compass rose is graduated in 10 ° increments.

3 1 2 3 4 4 PWR B + C + HDG 178 ° 00899 BRG 143° 0. 5 NM --: -- TAS --- GS 0 WX WAIT G-VAR TA ONLY NORM T +10.3° ANTI ICING DE ICING NO DEVICE 1 PROP 2 1 HORN 2 1 ENG 2 SIDE WINDOWS AIRfRAME SEAT BELTS GPS VOR1 117.70 3. 3 NM N 12 15 3 6 33 30 W S 21 24 E 20 40 144 00899 4000A D144H D087L JDG V/ILS1 VOR/ILS V/ILS2 DME HOLD AUTO 117.70 109.30 ACTIVE STBY AUTO DME HOLD 108.90 110.35 ACTIVE STBY ADF ND OVLY ND °/ ---

PWR B + C + N MDA 000 HDG SEL LO ICING DGD PERF APFDDUAL HLD SPD PITCH HOLD 2 1 6 200 220 240 180 6 2 1 195 RNG WX WAIT 40.5 012 CRS VOR2 29.20 / NM TA ONLY BELOW ° ADF2 1250.5 A ILS1 VOR1_ID 40.5 NM M 999 15315 FL 20 157 60 40 80M 20 AHRS1 DEGRADED R F 20 10 10 DH 900 10 10 V2 TCS GS RETRIM ROLL R WING DN CAT1 SPD AUTO INOP FD SINGLE CH 010 G 1013 AHRS1 ADC1 141 I 99 DH TAS 250 GS 200 000° HDG °/ 80 355 MSG TERM A H OFST 110.30 H +10.3 ° T TERR ON XPDR2 STBY G-VAR 6 3 12 15 S 21 24 30 W 33 2750 9 10 PFD 20 20 1 Attitude (Pitch and Roll) 2 Lateral Acceleration 3 Vertical Speed 4 Heading Note For data indicating in case of dual AHRS failure,Refer to DSC.34.12.4.1 ND display after AHRS1+2 failure

DISPLAY PFD /EWD /MFD ATT/HDG ADC CAPT SWITCHING 1 F/O/1 SYS 2 F/O/1 SYS 2

2 DISPLAY PFD /EWD /MFD ATT/HDG ADC F/O SWITCHING CAPT/2 SYS 1 CAPT/2 SYS 1

1 CAPT Switching ATT/HDG Pushbutton To be used by captain to display data from opposite side AHRS. When pressed in SYS 2 comes on white on CAPT side and CAPT/2 comes on green on F/O side. 2 F/O Switching ATT/HDG Pushbutton To be used by F/O to display data from opposite side AHRS. When pressed in SYS 1 comes on white on F/O side and F/O/1 comes on green on CAPT side. When the opposite side is selected, AHRS 1(2) message is displayed on the ADI corner.

PWR B + C + N MDA 000 HDG SEL LO ICING DGD PERF APFDDUAL HLD SPD PITCH HOLD 2 1 6 200 220 240 180 6 2 1 195 RNG WX WAIT 40.5 012 CRS VOR2 29.20 / NM TA ONLY BELOW ° ADF2 1250.5 A ILS1 VOR1_ID 40.5 NM M 999 15315 FL 20 157 60 40 80M 20 AHRS1 DEGRADED R F 20 10 10 DH 900 10 10 V2 TCS GS RETRIM ROLL R WING DN CAT1 SPD AUTO INOP FD SINGLE CH 010 G 1013 AHRS1 141 I 99 DH TAS 250 GS 200 000° HDG °/ 80 355 MSG TERM A H OFST 110.30 H +10.3 ° T TERR ON XPDR2 STBY G-VAR 6 3 12 15 S 21 24 30 W 33 2750 9 10 PFD 20 20 AHRS1 20

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) AHRS 1 DC EMER BUS (on overhead panel C/B AHRS 1 NORM SPLY) Back up supply DC BUS 2 (on overhead panel C/B AHRS 1 AUX SPLY) NIL AHRS 2 DC BUS 2 (on overhead panel C/B AHRS 2 NORM SPLY) Back up supply DC EMER BUS (ground) (on overhead panel C/B AHRS 2 AUX SPLY GND) DC BUS 1 (flight) (on overhead panel C/B AHRS 2 AUX SPLY FLT) NIL

CONDITION VISUAL AURAL Loss of one AHRS - MC light flashing amber - AHRS amber message on EWD SC

CONDITION VISUAL AURAL Loss of both AHRS. - MC light flashing amber - AHRS 1+2 amber message on EWD SC

CONDITION VISUAL AURAL AHRS not aligned - MC light flashing amber - AHRS NOT ALIGN amber message on EWD SC

CONDITION VISUAL AURAL Altitude information provided by ADC1 and ADC2 differs by more than a variable threshold (minimum 60 ft, exact value depending on altitude) - MC light flashing amber - ALT DISAGREE amber message on EWD - Amber CHECK ALT on PFDs SC

CONDITION VISUAL AURAL Pitch or Roll information provided by AHRS1 and AHRS2 differs by more than 3° - MC light flashing amber - ATT DISAGREE amber message on EWD - Amber CHECK ATT on PFDs SC

CONDITION VISUAL AURAL Heading information provided by AHRS1 and AHRS2 differs by more than 8° - MC light flashing amber - HDG DISAGREE amber message on EWD - Amber CHECK HDG on PFDs SC

CONDITION VISUAL AURAL Airspeed information provided by ADC1 and ADC2 differs by more than 10 kt - MC light flashing amber - IAS DISAGREE amber message on EWD - Amber CHECK IAS on PFDs SC

AHRS 2 A429 BUS DISCRETE ANALOG ADC 1 ADC 2 WXR DCA2 CAC 2 CAC 1 AFCA1 CMA AFCA2 MPC DCA1 AHRS 1 FLUX VALVE 2 FLUX VALVE 1 phi: ROLL ANGLE theta: PITCH ANGLE Psi: GYROMAGNETIC HEADING Hp: BAROMETRIC ALTITUDE Phi, theta Psi Phi, theta Psi TAS, Hp TAS, Hp FD PITCH HOLD HDG SEL LO 010 000 5 00 20 00 7600 6 6 2 2 1 1 060 040 90 108 10 10 10 10 20 20 20 -3 0. 5 NM 1013/29.92 HDG178 ° T +10.3° G-VAR WX WAIT TERM BRG 143° FMS1 00899 XPDR1 ALT TA ONLY NORM VOR1 117.70 3. 3 NM 20 ANTI ICING DE ICING 8 6 0 0 0.02 NO DEVICE SEAT BELTS 1 PROP 2 1 HORN 2 1 ENG 2 SIDE WINDOWS AIRfRAME HF1 HF2 VHF1 VHF VHF2 ACTIVE ACTIVE STBY 119.000 118.100 123.45 STBY 121.500 OXY SUPPLY PAX CREW BLEED FAULT XFEED PACK PACK TEMP AUTO TEMP AUTO AIR HIGH FLOW CAB RATE FT/MIN 21°C 2000 2000 0 UP AUTO CAB ALT PRESS 500 FT FD PITCH HOLD HDG SEL LO 010 000 5 00 20 00 7600 6 6 2 2 1 1 060 040 90 108 10 10 10 10 20 20 20 20 -3 0. 5 NM 1013 / 29.92 HDG 178 ° T +10.3° G-VAR WX WAIT TERM BRG 143° FMS 2 00899 XPDR1 ALT TA ONLY NORM VOR1 117.70 3. 3 NM 00899 0 ADF2 415. 0 5 10 --- °/ --- GS HDG178 ° 00899 BRG 143° 0. 5 NM -- : -- TAS --- GS 0 WX WAIT G-VAR TA ONLY NORM T +10.3° ANTI ICING DE ICING NO DEVICE 1 PROP 2 1 HORN 2 1 ENG 2 SIDE WINDOWS AIRfRAME SEAT BELTS GPS VOR1 117.70 3. 3 NM 15 20 40 144 00899 4000A D144H D087L JDG V/ILS1 VOR/ILS V/ILS2 DME HOLD AUTO 117.70 109.30 ACTIVE STBY AUTO DME HOLD 108.90 110.35 ACTIVE STBY ADF ND OVLY --- °/ --- PWR B + C + PWR B + C + PWR B + C + PWR B + C + TAS

 FLUX VALVE 1 + ADC 1 --> [AHRS 1] --+
                                     +--> CAC/DCA/AFCA side 1 --> displays
 FLUX VALVE 2 + ADC 2 --> [AHRS 2] --+
                                     +--> CAC/DCA/AFCA side 2 --> displays

 AHRS 1 <------ maintenance/cross-side A429 ------> AHRS 2
 WXR and MPC receive roll, pitch, heading and altitude data from both sides.

The aircraft is equipped with: - Two VOR/DME receivers - Two ILS receivers - One MKR receiver - One or two DME interrogator/receiver. Each DME is able to manage three different DME frequencies. When installed, the second DME is the back-up system of the first DME. The aircraft navigation system manages mainly VHF NAVAIDS through three navigation channels: - NAV 1 channel includes VOR 1, DME 1, ILS 1, MKR 1 receivers - NAV 2 channel includes VOR 2, DME 2, ILS 2, MKR 2 receivers - NAV 3 channel includes DME 3 only and is dedicated to the FMS for position computation. Frequencies are automatically tuned by the FMS. Note VOR/ILS/DME are managed through the same VHF frequency on the NAV channel. When a VHF frequency is tuned on a NAV channel, the aircraft navigation system tunes the selected VHF frequency (usually for VOR or ILS) and the associated UHF frequency (usually for DME). The NAV 1 and NAV 2 channels frequencies can be managed manually by the flight crew or automatically by the FMS auto-tuning function. The FMS auto-tuning function selects and tunes the most relevant NAVAIDS from the nearest VHF NAVAIDS of the FMS database, to enable the position computation by the FMS. The selection of the most relevant NAVAIDS considers the FPLN and reception criterion (geometry, signal power …). The auto-tuning mode is linked to use of the FMS as navigation source. Auto-tuning function is inhibited when the V/ILS navigation source is selected. The flight crew activates or de-activates the auto-tuning function on NAV 1 or NAV 2 channels by selecting the AUTO mode in the NAV VOR/ILS page on VCP, in the FMS “NAV FRQ” page on MCDU or on the dedicated RMS page on MCDU. CAUTION It is recommended to keep the auto-tuning activated on both NAV 1/2 channels as long as possible.

Note - The auto-tuning function does not select ILS/LOC transmitters when approaching the destination airport. If the flight crew wants to perform an ILS or LOC approach, they must set the required ILS or LOC frequencies. - FMS can deactivate the auto-tuning function if feedback data do not correspond to tuned NAVAIDS. This discrepancy may be transient or temporary. In this case, the pilot can try to re-activate the auto-tuning later. - Auto-tuning is selected at power-up.

The aircraft is equipped with two VOR receivers operating over the range 108 and 117.95 MHz. The VOR information can be displayed on the HSI part of the PFD or on the Navigation Display (ND) of the MFD. Simultaneous display on PFD and MFD is possible. The VOR audio signals are transmitted to the remote control audio unit. VOR frequency selection can be performed through MCP and MCDU. Range display and source switching on HSI between VOR and ADF is controlled by the EFCP. VOR course selection is performed through FGCP. VOR pointer symbols and reminders are displayed on both HSI on the PFD and on the navigation display on the MFD. VOR indications are displayed in white. VOR receiver 1 is used by the IESI.

The aircraft is equipped with two ILS receivers operating over the range 108 MHz to 111.95 MHz. The ILS information is displayed on the PFD on the ADI for LOC and G/S deviation and on the HSI for LOC only. ILS frequency selection can be performed through MCP and MCDU. ILS course selection is performed through FGCP. The ILS audio signals are transmitted to the RCAU. ILS receiver 1 is used by the IESI. Refer to Schematic

Note ILS glide signal is controlled only in a limited airspace volume of 10 Nm within : - ± 8 ° angle horizontally - 45 % to 175 % of the nominal glide path angle vertically. Selecting APP mode outside this controlled airspace could lead to untimely glideslope captures (especially when the aircraft is not on the LOC course). An untimely glideslope capture will manifest by inconsistent : - deviation display - pitch commands from AP/FD.

The MARKER system consists of the following components: - Two VOR/ILS/MKR receivers - One MARKER antenna - One MARKER antenna coupler. Outer, middle and inner markers signals are received and processed for visual display and audio annunciation. The MARKER symbols (MARKER beacon annunciator) are displayed at the bottom right corner of the Attitude Display Indicator (ADI) of the PFD.

The DME frequency are paired with VOR/ILS ones. The DME equipment has three channels, which enables tuning three different frequencies. The DME channels are tuned by the RMA as follow: - Channel 1 of DME is associated with frequency of VOR/ILS 1 - Channel 2 of DME is associated with frequency of VOR/ILS 2 - Channel 3 of DME is associated with frequency from FMS (AUTO tuning). The DME HOLD function enables using the DME signal from an other VOR/ILS source than the active one. A cyan H will appear beside the selected frequency to indicate the hold status. The distance reading is shown on captain and first officer Primary Flight Display (PFD) and Navigation Display (ND). DME frequency selection can be performed through MCP and MCDU. The DME audio signals are transmitted to the RCAU. Refer to Schematic

Not applicable

Not applicable

The flight crew can access to VOR and ILS frequency: - In the V/ILS VCP page - In the FMS/DATA NAV FREQ page - In the dedicated RMS page of the MCDU. Note Any modification of the NAV channels settings (active/standby frequencies, AUTO/MANUAL tuning, DME HOLD activation) is automatically applied to both RMS, FMS (in dual FMS operation), and so to VCP NAV VOR/ILS pages in both sides. 1) V/ILS VCP page Actions on VCP page are performed with MPC.

3 MFD - Fig. 1 : MFD -

0-A-01-N 53 VOR/ILS 4 3 1 2 5 7 6 - Fig. 2 : V/ILS VCP page - 1 and 2 ACTIVE Active frequencies (in MHz) on V/ILS 1 (NAV 1) and V/ILS 2 (NAV 2) channels used by the aircraft navigation system. The flight crew can set a new active frequency by selecting the frequency box with MCP. A FAIL amber message is displayed in the frequency window when the associated VHF is failed or is continuously transmitting for more than 35 s. 3 and 4 STBY Indicated standby frequency respectively on V/ILS 1 (NAV 1 channel) and V/ILS 2 (NAV 2 channel). Select the frequency box with MCP to set a new standby frequency. 5 DME HOLD Enable holding the DME active frequency at time of activation (box ticked). When activated, NAV frequency can be changed, while the DME remains on the hold frequency. The hold frequency is displayed in green aside DME HOLD box. 6 Transfer Switch Switches between ACTIVE and STBY frequencies. 7 AUTO box Indicates if the FMS auto-tuning function is activated. When the auto-tuning function is activated (box ticked), associated V/ILS frequency is set by the FMS. 2) FMS/DATA/NAV FRQ page The NAV FRQ page is displayed by pressing the DATA key on MCDU, then pressing LSK [R3] of the prompt NAV FRQ>.

3 MFD - Fig. 1 : MFD -

-A-01-N 531 F P L N M G P S 2 / E T E E F O B. 0 1 4 K G K G N M L A P A T N M 1 4 - - - - - K G R I S O R " 0 4 1 ° T B E R S U K G

u n d o et a/ S P D/ A L T < N M 0 8 2 ° T

1 2 6
- -
- -
H
  • -
  • -
  • -
    H
    • -
  • -
  • -
    H
    • - 0 8 2 ° T B E R S 1 G R I S O 4 S P E N A R 2 . 9
  • -
  • -
    H
    • - F P L N DI S C O N TI N UI T Y 5 3 2 1 4
  • Fig. 2 : MCDU - DATA / NAV FREQ page - 1 and 2 Active NAVAID Active NAVAID Identifier and frequencies (in MHz) on NAV 1-V/ILS 1 and NAV 2-V/ILS 2 channels actually used by the aircraft navigation system. AUTO/MAN prompt permits to activate or deactivate the FMS auto-tuning function. To set a NAVAID, enters a frequency (in MHz) or a VHF NAVAID identification on the scratchpad and press the requested NAV channel left LSK. 3 NAV 3 channel NAV 3 channel auto-tuned by FMS. No flight crew action is enabled on this channel.

4 NEAREST Displays the list of 20 nearest VHF NAVAIDS and the list of 20 nearest NDB NAVAIDS on dedicated pages. These pages provide main information about these NAVAIDS: identification, type (V, D, VD, T, ID…), frequency, bearing and ground distance from the present aircraft position. 5 DESELECT Displays the list of NAVAIDS defined in the FMS databases and enables to deselect and reselect up to 10 NAVAIDS. Deselection: Enter identification of NAVAIDS to deselect and press the LSK in front of the empty field between brackets [ ]. In case of multiple possibilities, the MCDU displays characteristics of all NAVAIDS with the same identification. Reselection: Use CLR key on the deselected NAVAIDS to reselect it. Deselected VHF NAVAIDS are automatically reselected after a FMS power up. 3) V/ILS setting on RMS The NAV 1 (or 2) RMS page is displayed by pressing the RMS key on MCDU, then pressing NAV 1 (or 2) prompt.

  • Fig. 1 : MDCU -

2 4 RETURN V BRT V V V V V V NAV1 V V V V V ACTIVE 116.05 DME HOLD / ON STBY PRESET TUNE MODE MKR SENS HI AUTO / LO / OFF 1 2 114.05 MAN 3 4 5 6 - Fig. 2 : V/ILS setting -

1 Active Frequency Active frequencies (in MHz) on NAV 1-V/ILS 1 (or NAV 2-V/ILS 2) channel actually used by the aircraft navigation system. To set a NAVAID, enters a frequency (in MHz) then press ACTIVE left LSK. 2 DME HOLD status (On/Off) Enables to hold the current active frequency while using another one. 3 STBY Frequency STBY frequencies (in MHz) on NAV 1-V/ILS 1 (or NAV 2-V/ILS 2) channel. To set a NAVAID, enter a frequency (in MHz), then press STBY right LSK. 4 Marker sensitivity Enables to set MKR sensibility (LO/HI position). 5 Tune Mode (Auto or manual) Indicates if the FMS auto-tuning function is activated or not. 6 PRESET Enables to select a preset frequency.

4 RETURN V BRT V V V V V V NAV1 V V V V V ACTIVE 116.05 DME HOLD / ON STBY PRESET TUNE MODE MKR SENS HI AUTO / LO / OFF 1 2 114.05 MAN 3 4 5 1 Active Frequency - 2 DME HOLD status (On/Off) - 3 STBY Frequency - 4 Marker sensitivity - 5 Tune Mode (Auto or manual) - The NAV MCDU page enables to tune VOR/ILS/DME frequencies, to set tune mode, DME hold, and to set MKR sensibility (LO/HI position).

(Applies: 1054)

FD HDG NAV APP BC STBY ALT IAS VS AP YD SPD HLD CPL HDG PUSH SYNC FD NAV SOURCE ALT SEL COURSE V/ILS 1 V/ILS 2 FM 1 FM 2 NAV SOURCE COURSE V/ILS 2 V/ILS 1 FM 2 FM 1 NOSE UP NOSE DN 1 1 2 2 1 Course Knob Selects course. 2 Rotary Switch Selects radio navigation data source.

(Applies: 1096-1283)

FD HDG NAV APP BC STBY ALT IAS VS AP YD SPD HLD CPL HDG PUSH SYNC FD NAV SOURCE ALT SEL COURSE V/ILS 1 V/ILS 2 FM 1 FM 2 NAV SOURCE COURSE V/ILS 2 V/ILS 1 FM 2 FM 1 NOSE UP NOSE DN 1 1 2 2 VNAV

1 Course Knob Selects course. 2 Rotary Switch Selects radio navigation data source.

C 1-N M F D N A V RANGE FORMAT P R O C RCL MAN DEL CLR PROC MENU MAP M F D PERF ND MISC SYS N A V RANGE FORMAT P R O C VID MAP 1 2 3 MISC SYS PERF BRG1 VID ND 1 3 BRG1 EFCP LEFT EFCP RIGHT 2 - + - + BRG2 BRG2 1 BRG 1(2) pushbuttons Select bearing source VOR 1(2) or ADF 1(2) (ADF 2 if installed). 2 RANGE pushbuttons Increase/Decrease range of the navigation display page. 3 FORMAT Knob Changes the format of the ND.

PFD

MDA 10 20 10 20 10 10 20 20 V R DH 900 1 I 99 DH Three symbols can be displayed: Outer (O on cyan background), middle (M on yellow background) or inner (black on white background).

MENU STD SEL SET + - 130 VHF1 10 10 1013 VOR1113.10 125 180 240 118.100 201 2 20 127 00 220 013 1 2 3 4 5 6 7 1 G/S Deviation Indicator 2 VOR Course Deviation (if VOR Active) 3 LOC Deviation Indicator (if ILS Active)

4 Course Indication 5 TO-FROM Pointer 6 VOR 1 or ILS 1 Source Identification 7 VOR/ILS Frequency 1) VOR/ILS The IESI can display the used navigation source (VOR or ILS) and its frequency. Based on NAV source selected, the appropriate course deviation scale or localizer and glide slope deviation scale will be displayed. Dashes or FAIL flag is displayed in case of invalid data from selected navigation source. For further information Refer to General IESI or to THALES user’s guide for the IESI.

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) NAV 1 DC STBY BUS (on overhead panel C/B VOR 1) NIL NAV 2 DC BUS 2 (on overhead panel C/B VOR 2) NIL DME 1 DC BUS 1 (on overhead panel C/B DME 1) NIL DME 2 DC BUS 2 (on overhead panel C/B DME 2) NIL

 VOR/ILS/NAV 1 --> DCA/CAC 1 --> display/control network --> DU/PFD/MFD side 1
        ^                 ^              ^
        |                 |              |
      ANT 1          MCDU / RMA / VCP / MCP
        |                 |              |
 VOR/ILS/NAV 2 --> DCA/CAC 2 --> display/control network --> DU/PFD/MFD side 2
        ^
      ANT 2

 Cross-side A429/AFDX paths provide tuning, monitoring and display distribution.

The aircraft is equipped with one ADF (a second one could be installed as an option). The receiver operates in the 190 to 1 799 KHz range. ADF bearing pointer symbols and reminders are displayed on both HSI on the PFD and on the navigation display on the MFD. ADF indications are displayed in green. The ADF audio signals are transmitted to the RCAU.

MFD

ACTIVE STBY ACTIVE 1415.0 ADF2 ADF1 VOR/ILS ADF OVLY STBY

< ADF 1423.0 1423.0 1603.0 TONE TONE 1 2 3 4 5

< 1 Active Frequency Indicates the tuned ADF frequency (in cyan). 2 STBY Frequency Indicates the preset frequency (in cyan).

3 “< >” Enables to switch Active and STBY frequencies. 4 ADF Label ADF label displayed in green when ADF mode is selected. 5 TONE Label TONE label displayed in green when ADF tone is set.

ADF 1 1522.5 PRESET MODE ACTIVE V V V V V V V V V V V V STBY 190.0 RETURN OFF / ON TONE ADF / ANT V V V V V V V NAVIGATION COM V V V V V STBY 115.00 114.05 NAV 1 STBY 112.05 STBY 190.0 STBY 1520.0 113.00 NAV 2 1522.5 ADF 1 191.5 ADF 2 AUTO ALD

The following ADF parameters can be displayed and set through the MCDU: - Active frequency - Standby frequency - Mode selection - Tone selection - Preset function that enables to store NDB frequency for subsequent use. The ADF pages are accessed on the MCDU through the RMS key, then NAV lsk (line selection key).

(Applies: 1096-1160) EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) MCP 1 DC EMER BUS (on overhead panel C/B CAPT MCP) NIL MCP 2 DC ESS BUS (on overhead panel C/B F/O MCP) NIL ADF 1 DC STBY BUS (on overhead panel C/B ADF1) NIL

(Applies: 1054;1237-1283) EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) MCP 1 DC EMER BUS (on overhead panel C/B CAPT MCP) NIL MCP 2 DC ESS BUS (on overhead panel C/B F/O MCP) NIL ADF 1 DC STBY BUS (on overhead panel C/B ADF 1) NIL ADF 2 DC BUS (on overhead panel C/B ADF 2) NIL

(Applies: 1054-1096;1237-1283) The aircraft is equipped with one radio altimeter. The radio altimeter gives accurate height information when flying below 2 500 ft. The radio altimeter system includes one transceiver and two antennas. The range of the display is from 0 to 2 500 ft. Radio altitude information is displayed in the bottom of the ADI part of the PFD. Decision height selection is performed from the ICP (Index Control Panel). The radio altimeters provides information to the MFC, AFCS, TCAS, and TAWS.

(Applies: 1124-1160) The aircraft is equipped with two radio altimeters. The radio altimeter gives accurate height information when flying below 2 500 ft. The radio altimeter system includes one transceiver and two antennas. The range of the display is from 0 to 2 500 ft. Radio altitude information is displayed in the bottom of the ADI part of the PFD. Decision height selection is performed from the ICP (Index Control Panel). The radio altimeters provides information to the MFC, AFCS, TCAS, and TAWS.

Radio altitude selection is set through the Index Control Panel. In order to set a decision height, Captain and First Officer have to set their respective ICP Outer/Inner knob to DH. Then the flight crew can set the required decision height value from 0 to 999 ft. Several altitude information are displayed on PFD:

PFD

MDA I 900 AHRS1 007 60 40 010 005 10 20 10 20 10 3000 10 20 20 V DH 500 80 20 399 DH 1 2 3 4

1 Radio Altitude Indication on Altitude Scale Displayed when radio altitude is less than 550 ft. 2 Current Radio Altitude (RA) Numeric value displayed from 0 to 2 500 ft. 3 Selected Decision Height (DH) Selected by the Captain and First Officer through their respective ICP. 4 DH Annunciator Indicates that the aircraft is descending through decision height.

(Applies: 1124-1160) EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) RA 1 NIL 115V AC BUS 1 (on overhead panel C/B RA 1) RA 2 NIL 115V AC BUS 2 (on overhead panel C/B RA 2)

(Applies: 1054-1096;1237-1283) EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) RA 1 NIL 115V AC BUS 1 (on overhead panel C/B RA 1)

(Applies: 1054-1096;1237-1283) CONDITION VISUAL AURAL Loss of radio altimeter - MC light flashing amber - RAD-ALT LOSS amber message on EWD SC

(Applies: 1124-1160) CONDITION VISUAL AURAL Loss of both radio altimeters - MC light flashing amber - RAD-ALT LOSS amber message on EWD SC

(Applies: 1124-1160) CONDITION VISUAL AURAL Loss of one radio altimeter. - MC light flashing amber - RAD-ALT amber message on EWD SC

ANT RA #2 RA WOW WOW RA RA ANT RA #1 RA #1 CDS RA #2 CAC INTERNAL APPLICATION AFCS MFC TCAS TAWS FWS CMS A/C RELAYS

 ANT RA 1 --> [RA 1] --+
                         +--> CDS / FWS / MFC / AFCS / TCAS / TAWS
 ANT RA 2 --> [RA 2] --+
                    ^    |
                    +----+-- WOW and aircraft-relay discretes

 RA 1 and RA 2 provide cross-monitored radio-altitude outputs to the consuming
 systems; the source distinguishes CAC-internal applications by shading.

(Applies: 1054;1124-1283)

ON STEEP APP Modifies the SINK RATE envelope. Comes on blue when pressed in. When the STEEP APP pb is pressed during an ILS approach, AP/FD guidance on the GS capture is modified.

The weather radar system detects atmospheric disturbances and provides the flight crew with display of precipitation levels for ranges up to 300 Nm in front of the aircraft. In addition it can display terrain mapping information. Weather information can be displayed on the Captain and First Officer Navigation Displays (MFD pages) with RADAR background selected on Virtual Control Panel (VCP). Four colors are used, each corresponding to a different target return level.

1 2 3 TGT RCT STAB SECT OFF GAIN RADAR SLV TILT PULL VAR MAX MIN WX STBY OFF FP GMAP 0 + 15 - TEST 1 7 6 5 4

1 Mode Selector Enables the selection of the operating mode. OFF The radar system is turned off (terrain information are not displayed on the MFD and TERR FAULT amber label is turned on). STBY (WX STBY displayed white on the MFD). Sets the radar in standby mode. The antenna scan stops and the transmitter is inhibited. WX (WX TX displayed green on the MFD). Selects the weather detection mode, displaying five different levels of returns. Level 0 : Black - No detectable cloud Level 1 : Green - Light storm Level 2 : Yellow - Medium storm Level 3 : Red - Strong storm Level 4 : Magenta - Intense storm On the ground, the system is automatically forced in STBY position for safety. If needed, it is possible to restore the active WX mode by pressing the STAB pb four times in 3 s. GMAP (WX GMAP displayed cyan on the MFD). Selects the ground mapping mode using four different levels of returns. Level 0 : Black - No return Level 1 : Cyan - Least reflective return Level 2 : Yellow - Moderate return Level 3 : Magenta - Strong return TST (WX TEST displayed on the MFD) displays a test pattern to verify the system. 2 TILT Control Is used to adjust the antenna pitch from 15 ° down to 15 ° up. 3 GAIN Rotary Control and Push/Pull Switch When the switch is pushed, the system enters the preset calibrated gain mode, in this mode the rotary control is inhibited. When the switch is pulled, the system enters the variable gain mode, which can be adjusted by rotating the GAIN Knob (G-VAR is displayed green on the MFD). 4 RCT Pushbutton Activates or deactivates the REACT mode which compensates the attenuation of the radar signal as it passes through rain fall. (WX RCT is displayed cyan on the MFD). The cyan field indicates areas where further compensation is not possible. Any target detected in these areas will be displayed in magenta and should be considered as dangerous.

5 TGT Pushbutton Activates and deactivates the radar target alert mode. When activated, TGT is displayed green on the MFD and the system monitors beyond the selected range and 7.5 ° on each side of the aircraft heading. If a level 3 characteristic return is detected in the monitored area, the TGT legend on the MFD changes from green to amber. TGT alert can only be selected in the WX and FPL modes. 6 STAB Pushbutton Turns the pitch and roll stability ON and OFF. 7 SECT Pushbutton Is used to select either the normal 12 looks/mn 120 ° scan or the faster update 24 looks/mn 60 ° sector scan.

Captain ND is available by pressing ND on EFCP left and First Officer ND via EFCP right. Therefore ND format appears on MFD pages. On ND page weather radar background can be selected using Virtual control panel (lower part of MFD). Weather radar background is updated in accordance with ND format (ARC ROSE) and ND range selected on EFCP left for ND Captain and EFPC right for ND First Officer.

3 MFD ND OVLY WX TRAFFIC WX/TERR TERR NONE ABOVE NORM BELOW NONE NAVAID AIRPORT VOR/ILS ADF

3 2 1 VOR/ILS ADF ND OVLY WX TRAFFIC WX/TERR TERR NONE ABOVE NORM BELOW NONE NAVAID AIRPORT 1 Radar Background Radar background (on ND) box selection. 2 Terrain Background Terrain background (on ND) box selection.

The Virtual control panel is controlled by MCP:

1 2 3 4 5 6 7 8 9 0 COM NAV SURV ESC ENT ND selection and display can be set by EFCP:

2 3 1 PERF MISC SYS BRG1 BRG2 P R O C N A RANGE FORMAT MF D V ND - + 1 Range Selection - 2 Format Selection - 3 ND Selection -

The weather radar system has several mode and warning annunciations are displayed on lower right side of ND.

MFD

40 20 220 GS 355 30 025 DTK ° 50 10 : 6.0 NM TOWPT TCAS NORM 250 TAS -10 +10 004 HDG ° NAVAID AIRPORT RNG WX TX G - VAR T + 10.3° AGN 004 2 1 3 4 5

1 Weather Radar Image In weather mode, five levels of returns can be displayed: - Level 0: Back — No detectable cloud - Level 1: Green — Light storm - Level 2: Yellow — Medium storm - Level 3: Red — Strong storm - Level 4: Magenta — Intense storm In GMAP mode, four levels of returns can be displayed: - Level 0: Back — No return - Level 1: Cyan — Least reflective return - Level 2: Yellow — Moderate return - Level 3: Magenta — Strong return 2 Weather Radar Range Error (line 1) An amber RNG message indicates a mismatch between DU and WXR ranges.

3 Weather Radar Modes (line 2) WX Mode Annunciation Alert Color Mode Description WX WAIT WHITE Power-up approximately 90 s WX STBY WHITE Normal standby (STBY position of switch) or forced standby (ON and aircraft on ground) WX TEST YELLOW Test mode and no faults WX TX GREEN Normal WX on and selected for display WX DGD AMBER Invalid WX control bus, invalid WX ranges WX RCT CYAN Normal WX with react WX GMAP CYAN Ground map mode WX FAIL AMBER Test mode and faults 4 Gain Control Status Message / Target (line 3) WX Mode Annunciation Alert Color Mode Description G-VAR GREEN Variable Gain TGT GREEN Target alert enabled TGT AMBER Target alert enabled and level 3 WX return detected in forward 15 ° of antenna scan 5 Tilt Angle (line 4) When tilt mode is not OFF or STBY, a green “T” followed by cyan tilt angle value and white “°” unit are displayed.

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) Weather radar (Receiver Transmitter Antenna) DC BUS 1 (on overhead panel C/B WXR) NIL

The GPS is a navigation system based on satellite transmission, and provides in any place of earth and in any weather conditions, the following high precision data to other systems: - Position - Ground speed - Date and time - Quality and integrity criteria. The GPS also provides a failure recording/reporting to the Centralized Maintenance Application (CMA). The GPS is composed of: - A SBAS GPS receiver - A GPS antenna. One or two SBAS GPS receivers and antennas can be installed on the aircraft. The GPS is capable to be initialized by FMS data (latitude/longitude/altitude/UTC/date) for quick acquisition. The GPS is connected to: - TAWS - Transponders - PFDs - MFDs - Clocks (only for GPS 1) - FDAU.

The primary function of the GPS is to receive the satellite RF signal from the antenna, find the signal code phase and carrier phase and by using this signals, compute antenna position. Output data includes three dimensional aircraft position and velocities, quality and integrity criteria. In case of dual GPS installation, each GPS receiver output GPS data to other systems which have to select the GPS source used. 1) Position Position is displayed on GPS NAV page of the MCDU. In case of double FMS failure, the GPS position (latitude, longitude) is displayed on the upper right corner of the navigation display. 2) Ground Speed Ground speed is displayed on GPS NAV page of the MCDU.

In case of double FMS failure the GPS ground speed is displayed on the upper left corner of the navigation display. 3) Date/Time The GPS 1 provide the time information to other systems. GPS date and time can be displayed on clocks, and on MCDU. Note ONLY GPS 1 provides time information to clocks. 4) Quality Criteria All quality criteria can be displayed on MCDU GPS pages. 5) RAIM/PRAIM GPS RAIM and PRAIM data can be displayed on MCDU GPS pages. Note RAIM is a function implemented into the GPS receiver and provides integrity monitoring of GPS signals for aviation application. Predictive RAIM (PRAIM) provides the pilot with RAIM availability accordance to satellite constellation predicted availability. 6) Failure Reporting GPS reports failures to the CMA.

With automatic transition from FMS Guidance.

32 035 030 LNAV L-LOC VNAV PATH FD AP/YP INVALID 6 2 1 260 240 200 180 2 6 1 170 TCAS FAIL 1013 XPDR1 FAIL FMS2 IO32L BRG NM 6.1 VOR2 115.80 3000 ILS1 20 40 V ALT SEL -1 00 GPS2 LFBO 32L E32A CRS 11.9 NM WX OFF

EN A LPV TERM 1 3 4 IO32L 3000A T-P F032L 3000 2 5 5 TAS 232 231 GS 055 °/ 7 /29.91 061° 322° 39.2 NM NM / L-GS HDG ° 221

LO 6 7 9 10 15 11 1 8 20 20 10 10 20 20 10 10 12 17 13 14 16 17 2 3 4 5 5 6 2 11 8 18 1) Track Angle Bug Indicates on the heading dial the current track. It is represented by a magenta unfilled diamond along the heading dial and pointing towards the aircraft mock-up. 2) Navigation Source Annunciator FMS 1 or FMS 2 indicates navigation source (FMS 1 or FMS 2 selected on FGCP). Note 1) When navigation source selection is consistent with PFD/ND side, navigation source annunciator is displayed in magenta for FMS and cyan for GPS. When FM navigation source is not consistent with PFD/ND, navigation source annunciator is displayed in yellow. 2) For LPV approaches, NAV SOURCE knob must be set to FMS. While aircraft is following the FPLN, navigation source is FMS. When LPV modes are armed, navigation source is still FMS. GPS preview is also displayed to anticipate angular deviations display. Finally, once LPV approach modes activate, navigation source automatically switches to GPS only.

3) TO WPT ident FMS waypoint “TO” ident in magenta characters is displayed. 4) GPS Airport runway and approach path ident. 5) Selected course (CRS) /Desired track (BRG) numeric value Provides the angle value of the associated pointer. Represented by: - o White "CRS" label followed by 3 cyan digits from 001 to 360 degrees, followed by a white label if the navigation selected source is GPS (in normal condition) o White "CRS" label followed by 3 amber dashes, followed by a white " " label in case of invalidity - o White "BRG" label followed by 3 magenta digits from 001 to 360 degrees, followed by a white " " label if the navigation selected source is FMS o White "BRG" label followed by 3 amber dashes, followed by a white " " label in case of invalidity. Note The magnetic variation source differs between the PFD/ND and the FMS. As a result, during the approach phase, a discrepancy of 1 to 2 ° may be observed in the final course displayed on the PFD or ND compared to the FMS. The FMS provides the most accurate value. 6) GPS/FMS distance To Go Indicates the distance to go to the navigation source reference (Waypoint for FMS source and Runway threshold for GPS source). Represented by: - Three green digits, ranging from 0.0 to 99.9 in decimal increment and after in whole numbers followed by a white "NM" label in normal operation - Three amber dashes followed by a white "NM" label are displayed in case of invalidity. 7) TO / FROM pointer The TO / FROM pointer is a cyan triangle if GPS is navigation source and magenta in case of FMS is navigation source. 8) Course / Desired Track deviation bar Bar color is: - Cyan when corresponding to GPS navigation source - Magenta when corresponding to FMS navigation source. 9) FMS Messages - "TERM" inform the pilots about sensitivity of deviation scales (respectively 1 Nm and 0.3 Nm), displayed in green. - "MSG" informs the pilot that a message is displayed on the MCDU. 10) LPV capability available "LPV" in green for LPV approach.

Note In case of loss of capability, this label is displayed in amber. 11) Aircraft symbol and heading reference The aircraft symbol is a yellow mock-up plane. The heading reference is a yellow unfilled triangle pointing down at the top of the compass rose. 12) Course desired track deviation scale In case of excessive LOC deviation, the four dots flash. In case of invalidity, two red lines cross the dots. 13) Vertical CDI source - Magenta "V" for FMS navigation source - Cyan "L" for LPV navigation source. 14) Vertical CDI - Magenta rectangle that is displayed with a vertical deviation scale when FMS deviation source is selected. Pointer and scale are displayed during DESCENT and APPROACH. Vertical CDI scale is composed of five fixed dashes that provide the pilot with a measure of vertical deviation from FMS vertical profile of the active leg. Full scale equals either ±150 ft in approach area and ±500 ft otherwise (transparent background). Note When V-FP or L-GS mode is active, Vertical CDI scale background turns black. - During LPV approach, angular deviations are displayed with cyan diamonds. 15) Lateral CDI - Magenta rectangle which is displayed with a lateral deviation scale when FMS navigation source is selected. Lateral CDI scale is composed of five fixed dashes that provide lateral deviation from FMS lateral path of the active FPLN leg. Half-scale equals current RNP considered by FMS with a maximum of 5 Nm. Note 1) When V-FP or L-LOC mode is active, Lateral CDI scale background turns black 2) When CDI is used for guidance in degraded guidance operations, pilot shall control the aircraft to center lateral CDI pointer to follow FPLN 3) In FMS source, half rectangle is displayed at scale limit when deviation exceeds maximum scale sensitivity. - During LPV approach, angular deviations are displayed with cyan diamonds.

16) VS digital readout and VS pointer - VS digital readout indicates in green the current vertical speed value in hundreds of feet - VS pointer is a green line extended from a fixed point outside the display to a point along the scale indicating the current vertical speed. The VS readout is associated to the VS pointer. 17) VS target digital readout and VS target bug - VS target readout indicates the active vertical speed target value in hundreds of feet - VS target bug is a filled "M-shape" bug on the vertical tape between numeric indications and graduations of the scale. The VS target readout is associated with the target bug. When VNAV is active, it indicates the FMS computed VS target digital value in magenta and a M-shape bug in magenta. 18) Identification of tuned VHF NAVAID When FMS auto-tuning function is activated, FMS identifies beacon identification of a VOR frequency, beacon identification is displayed instead of its frequency.

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) GPS 1 DC STBY BUS (on overhead panel GPS 1) NIL GPS 2 (if installed) DC BUS 2 (on overhead panel GPS 2) NIL

(Applies: 1054;1237-1283) The ATR -600 series are equipped with two THALES FMS220 (Flight Management System) customized for ATR. The FMS enables managing the aircraft during all the phases of the flight, which enables: - Multi-sensors localization, - Flight plan preparation, - Navigation (Lateral and Vertical advisory indications) and guidance (through FGCP), - Radio navigation management (VOR/ILS 1 & 2 auto-tuning), - Performance computation and prediction. FMS is composed of following elements: - FMS software: The FMS software is hosted in DU 2 (FMS1) and DU 4 (FMS2), - Two Resident Compact Flash cards (one per DU) permanently inserted contain navigation data. - The FMS is controlled by: o 2 MCDU (Multipurpose Control and Display Unit) o 2 VCP (Virtual Control Panel) and their associated MCP (Multi Control Panel). The FMS uses data from several systems: - ADC, - AHRS, - VOR/ILS, DME. FMS provides guidance order to FGCP (Flight Guidance Control Panel). FMS computations are displayed on MCDU and DUs. Refer to DSC.34.10.7.FMS.01.10.2 Aircraft Systems Interfaces for FMS interfaces with other aircraft systems.

(Applies: 1096-1160) The ATR -600 series are equipped with two THALES FMS220 (Flight Management System) customized for ATR. The FMS enables managing the aircraft during all the phases of the flight, which enables: - Multi-sensors localization, - Flight plan preparation, - Navigation (Lateral and Vertical) and guidance (through FGCP), - Radio navigation management (VOR/ILS 1 & 2 auto-tuning), - Performance computation and prediction. FMS is composed of following elements:

  • FMS software: The FMS software is hosted in DU 2 (FMS1) and DU 4 (FMS2),
  • Two Resident Compact Flash cards (one per DU) permanently inserted contain navigation data.
  • The FMS is controlled by: o 2 MCDU (Multipurpose Control and Display Unit) o 2 VCP (Virtual Control Panel) and their associated MCP (Multi Control Panel). The FMS uses data from several systems:
  • ADC,
  • AHRS,
  • VOR/ILS, DME. FMS provides guidance order to FGCP (Flight Guidance Control Panel). FMS computations are displayed on MCDU and DUs. Refer to DSC.34.10.7.FMS.01.10.2 Aircraft Systems Interfaces for FMS interfaces with other aircraft systems.

During FMS power-up process, FMS software and databases are respectively loaded from DU internal memory and from the Resident Compact Flash (RCF) card installed in the slot on lower left side of the DU. DU Internal Memory stores: - FMS software , including logics and data related to a FMS software version - FMS configuration file , with configurations and limitations for FMS data display. - PERF Database , containing the aircraft Performance database based on a set of Engine / Aerodynamic / Performance models. RCF card stores:

  • Navigation Databases: o Two Standard worldwide navigation database AIRAC cycles (STD), loaded for two successive 28-days cycles. They contain airports, en-route waypoints, NAVAIDS (VOR, NDB, DME, ILS), runways, airways and Terminal area procedures (SID, STAR, APPROACH). The Standard database can be customized to include the airline Company route. o Two manually defined navigation database to store additional waypoints, airports or routes:
  • The Company route database (CO-ROUTE) can be defined during maintenance.
  • The Pilot database (PLT) can be filled during aircraft operation by the pilot.
  • Magnetic Variation Database (MAG VAR) contains worldwide magnetic variations tables, including temporal variation factors.
  • The saved secondary flight plan (last SEC) Pilot database and SEC are saved to RCF cards when the pilot saves or erases these data through dedicated MCDU commands. Refer to NAV DATABASES MANAGEMENT for further information. Note FMS power interruptions do not modify RCF cards content. CAUTION The RCF card must never be removed from its DU during aircraft operation.

A FMS flight plan is a succession of SID, STAR, AIRWAY, waypoints and approaches inserted by the flight crew (including holding patterns and missed approach trajectory). FMS manages: - an active flight plan (FPLN), - a secondary flight plan (SEC) (if created), - a temporary flight plan (TMPY) (if active flight update is still not executed or cleared).

Revision / UNDO EXEC / CLR TMPY FPLN SWAP COPY ACTIVATE Revision Revision SEC TMPY - Fig. 1 : Links between three types of FMS flight plan - The flight crew defines flight plans through FMS pages on MCDU. FPLN FPLN is displayed on MCDU FPLN page and on ND. This active flight plan is used for navigation. TMPY When flight crew modifies FPLN, a TMPY is automatically created and displayed on ND. This temporary becomes the FPLN once modifications are validated (Flight crew action on EXEC pb). SEC SEC is a secondary flight plan that can be used to help the flight crew during the flight (diversion at takeoff, diversion at destination,…). SEC is displayed in white on SEC pages of the MCDU and it is not displayed on ND. SEC can be activated, in this case the FPLN is erased. SEC and FPLN can be swap; FPLN becomes the new SEC. SEC can be revised. Refer to FMS PILOT’S GUIDE for further information.

FMS uses all available entries to computes various aircraft performance predictions along the defined flight plans (FPLN, SEC and TMPY):

  • Take off speeds (for non performance limited take off) and landing speed,
  • Managed speeds for every flight phase (in normal or icing situation),
  • Fuel (Estimated FOB), time (ETA, ETE) and remaining distance,
  • Top Of Climb (TOC) and Top Of Descent (TOD),
  • Time, speed and altitude constraints,
  • Maximum flight levels for the one-engine out condition (normal and icing situations). FMS updates the flight predictions at any flight crew modification (flight plan revision, cruise speed mode modification, wind model update …). In flight, predictions are updated every 10 s and upon flight plan transitions (sequencing waypoints). Refer to FPLN PERFORMANCES for further information.

FMS provides localization in the WGS 84 geodetic datum model that is guaranteed in ranges 180 ° West / 180 ° East and 89 ° North / 89 ° South. FMS uses a multi-sensors configuration based on GPS and radio navigation equipment. - FMS 1 uses GPS 1, VOR 1 and VOR 2, DME 1, ADC 1 and AHRS 1, - FMS 2 uses GPS 2, VOR 1 and VOR 2, DME 1, ADC 2 and AHRS 2. Sensor configuration can change depending on system failure or de activation. For further details Refer to POSITION COMPUTATION AND NAVIGATION PERFORMANCE. FMS uses its localization capacity to provide navigation indications to the flight crew. The FMS navigation function: - Indicates the aircraft position along the FPLN - Provides short-term targets and predictions to reach the next waypoint - Indicates the navigation errors.

PERFORMANCE

Two position fixing modes are available in the FMS: ●BCP position computation BCP mode uses all available onboard sensors information to provide the best aircraft position estimation. The BCP mode with all available sensors is selected by default after FMS cold start.

●GPS (Global Positioning Position) This mode directly provides GPS coordinates. Each FMS computes simultaneously BCP position and GPS position. One position fixing mode is used (active position fixing mode) by FMS. The flight crew modified the active position fixing mode. Note It is recommended to maintain the BCP position fixing mode with all available sensors onboard activated. BCP position computation: The BCP uses all available sensor information (GPS, Navaids, ADC…). Depending on sensors availability and performance, the FMS selects the best sensor used for the BCP computation.

 GPS 1 --EPE--> [BCP 1] --+
                             +--> [FMS 1] <--> AFCS <--> [FMS 2]
 VOR1/2, DME1/2/3 ---------->+       ^                    ^
                             |       |                    |
 GPS 2 --EPE--> [BCP 2] -----+-------+--------------------+

 Each BCP selects the best available position source; FMS position and EPE are
 exchanged across the dual-FMS architecture.
  • Fig. 1 : BCP schematic sources for most accurate position - The following list provides expected sensor used by BCP (by decreasing order of accuracy): Nominal localization modes
  • GPS mode: GPS position is used,
  • D-D mode: DME/DME data are used to compute position,
  • V-D mode: VOR/DME data are used to compute position,
  • V-V mode: VOR/VOR data are used to compute position. Back-up localization mode
  • D-R mode: Air data contribute the most to the BCP computation (Dead Reckoning mode). This mode is used when all normal localization means are uninstalled, deselected or inoperative. The position is integrated from the TAS, wind speed and heading. Wind can be updated by the crew.

The Navaids used for position computation can be set either by: - The FMS when auto-tuning is used: the FMS select the most appropriate navaids for the BCP computation, Note When the auto-tuning is used, FMS selects within the FMS databases the best suited NAVAIDS among the nearest VHF NAVAIDS based on FPLN and reception criteria (geometry, signal power …). The AUTO/MANUAL tuning mode is linked to use of the FMS as navigation source. Auto-tuning function is inhibited with the V/ILS navigation source. - The flight crew when manual tuning of navaids is used.

^ ^ ^ ^ V/ILS1 VOR/ILS ADF ND OVLY V/ILS2 ACTIVE STBY DME HOLD 117.70 AUTO AUTO DME HOLD 114.45 109.30 117.70 117.30 ACTIVE STBY AUTO = Tuning AUTO mode selected (auto-tuning) Note - It is recommended to keep the FMS auto-tuning activated on both NAV 1/2 channels as long as possible, except when manual tuning is required (ILS approaches …). - Manual tuning is selected at power-up (with last entered frequencies) after a long power cut. - Upon a short power cut, the tuning mode and frequencies remain the same. If Navaid parameters (position, ident, elevation…) are defined in FMS database, the DME distance or VOR omni bearing of the Navaids can be used for BCP computation. Else, the DME distance or VOR omni bearing will not be used for BCP computation.

Note FMS can deactivate the auto-tuning function if feedback data do not correspond to tuned NAVAIDS. This discrepancy may be transient or temporary. In this case, the flight crew can try to re-activate the auto-tuning later.

Through the PROG 3/3 page on the MCDU, the flight crew can: - Consult and modify the active FMS position fixing mode, - Consult sensors status and navigation data computed by each sensor, - Select Sensors used in BCP computation. Use the PROG key on the MCDU keyboard to display the PROG 3/3 page.

1 2 3 4 ( 1 ) Position and Estimated Position Error (EPE) computed by BCP localization mode. <BCP prompt enables the flight crew to display further information related to BCP mode and select this mode. Note The BCP mode with all available sensors is selected by default after FMS cold start.

( 2 ) Position and EPE computed by the GPS localization mode. <GPS prompt enables the flight crew to display further information related to GPS mode and select this mode. ( 1 ) / ( 2 ) Position fixing modes The MCDU displays FMS position fixing mode and related data in: - Green for the active localization mode: Position of the active localization mode is displayed in latitude and longitude coordinates (in degrees and minutes up to hundredth of minutes). - Cyan for the standby FMS localization mode: Position of the standby localization mode is display as a bearing and ground distance from the FMS position. ( 3 ) The bottom line displays relative position (bearing and ground distance) of the FMS connected on the opposite MCDU by comparison with position of the FMS connected to the MCDU. ( 4 ) Ident of the active localization mode and value of its EPE (both continuously computed by the FMS) are displayed on every FMS page in top right corner of the MCDU screen. Ident of the localization mode can be: - GPS, in green for BCP, in cyan for GPS position fixing mode - D-D (DME-DME) in green - V-D (VOR-DME) in green when this mode is compliant with RNAV 1, otherwise in amber - V-V (VOR-VOR) in amber - D-R (Dead Reckoning) in amber. The active localization mode is also display on the ND with a wording slightly different.

On BCP NAV page

5 6 7 ( 5 ) Navigation data computed by the BCP mode for the present aircraft situation: Latitude and longitude coordinates, Estimated Position Error (EPE), aircraft track (TK) ground speed and wind true direction and wind speed. Note Wind and ground speed values are not computed in D-R mode; because the FMS gets not enough data to compute these parameters in such situation. ( 6 ) GPS and R/NAV current selection: - Pressing LSK [R4] shifts the GPS participation in BCP computations between status YES and NO - Pressing LSK [R5] shifts the R/NAV participation in BCP computations between status YES and NO. The R/NAV gathers VOR and DME data. After a long FMS power interruption, FMS selects all sensors. ( 7 ) SELECT< This prompt is only displayed when the BCP position fixing mode is in standby (in this figure, BCP position fixing mode is the active one). The flight crew can activate the BCP position fixing mode by pressing the LSK [R6] associated to this prompt. CAUTION It is recommended to maintain the BCP position fixing mode with all available sensors onboard activated.

On GPS NAV page

8 10 7 9 ( 7 ) SELECT< This prompt is only displayed when GPS position fixing mode is in standby. The flight crew can activate the GPS position fixing mode by pressing the LSK [R6] associated to this prompt. CAUTION It is recommended to maintain the BCP position fixing mode with all available sensors onboard activated.

( 8 ) Navigation data computed by the GPS mode (i.e. directly provided by the GPS receiver) for current aircraft position. In addition of data also displayed for the BCP mode, the GPS NAV page displays the GPS altitude (depending on the geodetic reference datum selected in the UNITS page), the GPS Horizontal Integrity HIL and the GPS Horizontal Dilution of Precision HDOP. For further details regarding the EPE, HIL and HDOP Refer to Localization and Navigation Performance - A supprimer. ( 9 ) SRCE MODE S/MOD: reports GPS source, mode and sub mode. GPS modes: - INIT: Initialization, the GPS receiver is initializing time and position information - ACQ: Acquisition, the receiver is searching for satellites - NAV: Navigation, 3D position and time are provided - ALT: Altitude/Clock aiding. The GPS receiver uses FMS information of altitude or clock to perform a 3D localization. RAIM is not available - TEST: Self Test - AIDED: The receiver uses external speed to update its position (until enough satellites can be received) - FAULT: GPS failure. Sub mode is displayed if the GPS is in NAV MODE and GPS is augmented by the Satellite Based Augmentation System. The sub mode is SBAS: the GPS is augmented by the Satellite Based Augmentation System. Note SBAS is designed to provide the additional accuracy, availability, and integrity. The integrity is necessary to enable users to rely on GPS for: - All phases of flight, from en route through approach, - All qualified airports within the SBAS coverage area. ( 10 ) PRAIM> - Pressing LSK [R5] displays the PRAIM 1/2 page. For further details Refer to DSC.34.10.2.4.3.3.4 Predictive Receiver Autonomous Integrity Monitoring (PRAIM).

FMS supports operations with navigation accuracy for US terminal and en-route RNAV, European RNAV 5 and RNAV 1 environment and RNP environment up to RNP APCH 0.3. Refer to PBN Capabilities.

FMS displays relevant parameters for following specific navigation operations.

For navigation performance (RNP) monitoring purpose in various restrictive airspaces, FMS computes three flight areas EN ROUTE, TERMINAL and APPROACH as shown on this figure. DEPT. ARPT DEST ARPT . FAF EN ROUTE TERMINAL EN ROUTE DEPT. TERMINAL AREA DEST. TERMINAL AREA TERMINAL APPROACH TERMINAL EN ROUTE 2 NM 30 NM 30 NM 16 000ft 15 000ft

FOR INFORMATION ONLY, BASED ON A CLASSIC FLIGHT, NON REPRESENTATIVE SCALE EN-ROUTE area is computed at FMS power up while no FPLN is defined, at manual FPLN initialization and at FPLN ending. TERMINAL area is a cylinder of 30 Nm radius (direct ground distance) centered on the airport and 16 000 ft (for the departure) / 15 000 ft (for the destination) height above the airport.

APPROACH area is computed inside a TERMINAL area. It starts 2 Nm before FAF (that is contained in the approach procedure), while the active FPLN leg belongs to the approach procedure with all following conditions: - Geometry of the approach actually performed is compatible with an acceptable approach: XTK < 0.3 Nm and TKE < 90 °. - Acceptable navigation performance: o FMS using GPS: HIL < 0.3 Nm and RAIM at FAF and MAP < 0.3 Nm o FMS not using GPS: EPE < 0.5 Nm The APPROACH area is no longer computed after the MAP, activating the GA guidance mode or when the active leg does not belong to the approach procedure. When the flight area is TERMINAL or APPROACH, green label TERM or APPR (respectively) is displayed in lower left part of the HSI / mini ND on PFD.

FMS database contains default RNP values for airways, SID, STAR and approach procedure. Areas With GPS used for positioning Without GPS used for positioning EN ROUTE 5 Nm * 5 Nm * TERMINAL 1 Nm 2 Nm* APPROACH 0.3 Nm/0.7 Nm ** 0.7 Nm * Default value after a FMS long power interruption ** respectively when integrity criteria is fullfilled / not fullfilled The RNP value applied to the present computed airspace is displayed on the FLPN page and PROG 2/3 page.

  • Fig. 1 : MCDU – PROG 2/3 page with RNP and ANP - The flight crew can modify RNP value of the present airspace during the flight through the RNP field in the PROG 2/3 page on the MCDU. Entering a RNP value through LSK [L6] via scratchapd modifies the RNP field. RNP value provided by the FMS is displayed in small cyan font while a manual entry is displayed in large cyan font. A scratchpad message is displayed if the inserted value is out of range (depending on the flight area) and rejected. The flight crew can cancel the inserted RNP value by pressing the CLR key then pressing LSK [L6]. Note RNP value of each flight plan leg is also displayed on FPLN page in ETE/EFOB configuration:

EPE is the estimated horizontal error of the FMS position. EPE may be figured as a circle of radius EPE that is centered on the FMS position; it means that the true aircraft position is guaranteed with 95 % of probability to be within this uncertainty circle.

EPE FMS position FMS position uncertainty area True aircraft position - Fig. 1 - EPE computation depends on measurements accuracies and satellites or NAVAIDS geometry (depending on localization sensors used by the FMS) around the aircraft. FMS computes EPE for every localization mode using GPS and/or NAVAIDS. The localization mode used by the FMS and its EPE value are displayed in the top right corner of the MCDU screen on every FMS page. It is expressed in Nm.

  • Fig. 2 : MCDU - FMS page (here a FPLN page) with the active FMS localization mode (here GPS) and the related EPE value (in Nm) - EPE of every FMS localization mode is displayed in the PROG 3/3 page and its sub-pages BCP NAV and GPS NAV on the MCDU.

ANP (Actual Navigation Performance) ANP is the performance accuracy criteria of the FMS navigation capability. It is designed to be compared directly to RNP. ANP is an assessment of the total navigation system error, i.e. quality of the FMS position determination. ANP distance is the quadratic sum of all positioning errors: path definition error (navigation database accuracy), guidance control accuracy and EPE. ANP is displayed on the PROG 2/3 page of the MCDU.

  • Fig. 1 : MCDU - PROG 2/3 page with ANP -

GPS provides HIL to FMS when FMS uses GPS position to compute the FMS position. HIL is an assessment of the trust that may be placed into the GPS position integrity along the whole GPS transmission chain. HIL may be figured as a circle of radius HIL (in Nm) which is centered on the GPS position; it means that the true aircraft position is guaranteed with 99.9% of probability to be within this protection circle, assuming a latent failure occurs in the GPS (including satellites, receiver …).

HIL GPS position Area of actual GPS position integrity True aircraft position - Fig. 1 - GPS HIL value is displayed on the GPS NAV page of the MCDU.

  • Fig. 2 : MCDU - GPS NAV page with HIL - FMS generates a GPS alert or an AIM alert on MCDU when the GPS HIL is not valid, depending on additional degraded GPS data.

FMS also generates also a HIL alert on MCDU when GPS HIL does not comply with the present RNP criteria.

HDOP is the level of degradation of the GPS receiver positioning accuracy in the horizontal plane due to relative position of the GPS receiver compared to visible GPS satellites. The greater is the number of visible GPS satellites and the distance between them, the lower is the position accuracy degradation and the HDOP value. HDOP value Confidence level rating 1 to 5 High 5 to 10 Moderate

10 Low HDOP value is displayed on the GPS NAV page of the MCDU.

  • Fig. 1 : MCDU – GPS NAV page with HDOP - HDOP parameter is unitless.

FMS uses the RAIM function of GPS to provide integrity monitoring capacity of the present GPS receiver signals by assessing its integrity.

FMS uses this information for further monitoring and predictions operations. FMS activates the AIM alert “NO GPS RAIM” on the MCDU when current navigation integrity fails.

The Predictive Receiver Autonomous Integrity Monitoring (PRAIM) function performs a RAIM predictions computation at the destination and at any selected waypoint of the flight plan. FMS uses the RAIM function of the GPS to provide on ground a predictive GPS signals integrity monitoring, i.e. through predictive HIL, which enables the flight crew to check navigation performance availability and continuity at the destination airport and at any FPLN or SEC waypoint in 30 minutes centered time-window. The flight crew uses the PRAIM functions through two PRAIM pages on MCDU: - PRAIM 1/2: Press LSK of prompt on the GPS NAV page. On the PRAIM 1/2 page:

2 3 5 4 1 - Fig. 1 : MCDU – PRAIM 1/2 page -

( 1 ) PRAIM at DEST: Predicted HIL values around ETA at destination. ( 2 ) WPT: By default, FMS selects the alternate airport. Enter the ident of any FPLN or SEC waypoint or airport initiates computation of related HIL predictions (if the waypoint ident entry is performed on the ground). ( 3 ) PRAIM at selected WPT: Predicted HIL values around ETA at WPT. ( 4 ) PRAIM TIME RANGE: Predicted HIL are given every 5 minutes up to ± 15 minutes around point ETA. ( 5 ) MANUAL GPS SATELLITES DESELECTION: This line displays PRN-number of GPS satellites which have been manually deselected from PRAIM computations. The flight crew can deselect manually a maximum of two GPS satellites (for instance when these satellites have been declared unserviceable). Enter the PRN-number (1 to 32) into the [ ] field. The flight crew can re-select a satellite by pressing the CLR key on the MCDU then pressing LSK [L5] or [R5] next to the satellite number. Note 1) FMS deletes all HIL predictions when the flight crew deselects a satellite. 2) FMS rejects automatically GPS satellites from PRAIM computations which do not provide good data. The flight crew have no access to the rejected satellites information. In the example of the PRAIM 1/2 page, satellite 12 is deselected. In the example of the PRAIM 2/2 page, no satellite is deselected.

5 8 7 6 - Fig. 2 : MCDU – PRAIM 1/2 page -

On the PRAIM 2/2 page, the flight crew can: ( 6 ) Apply computation of the HIL predictions on the Active FPLN or the SEC. ( 7 ) Select predictions criterion { RNAV 10 OCEANIC, RNAV 5-2-1, RNP 4 OCEANIC or RNP 1 } depending on airspaces crossed by the selected flight plan. RNAV 10 OCEANIC is the default selection at FMS start after a long FMS power cut. ( 8 ) Start or cancel the PRAIM function to compute HIL predictions given every 5 minutes up to ± 15 minutes around the ETA of the flight plan waypoints. The flight crew can starts the PRAIM computations only on the ground. When the prediction result is “FAIL”, the MCDU enables the flight crew to display the RESULT page to know at which ETA the computation failed due to an excessive HIL and/or an FDE (Failure Detection and Exclusion). Predicted HIL values are displayed in amber when they do not comply with the integrity criterion applied for the waypoint, otherwise they are displayed in green. FMS activates an AIM message on the MCDU when predicted HIL at FAF (Final Approach Fix) or MAP (Missed Approach Point) is invalid or degraded.

MCDU is the main interface to insert and display FMS data; it provides flight crew an access to main FMS functions.

MENU FPLN DTO PERF MSG EXEC

4 PREV NEXT BRT BRT VNAV PROG DATA MRK E A B C D F G H I J K N L M S T Q O P R W V X Y Z U 1 4 7 SP / CLR 3 2 5 6 8 9 +/- 0 RMS 2 3 1 5 6 7 22 8 13 12 11 14 4 17 10 15 20 19 16 18 9 21 GPS 0.01

( 1 ) Heading (HDG) reference M The heading reference is ‘M’ Magnetic (default value) T The heading reference is ‘T’ Magnetic The flight crew can change the heading reference on the UNITS MCDU page (via the DATA key). ( 2 ) FMS alert reminder message It informs the flight crew that a message is displayed in the MSG page on the MCDU. The label of the alert message reminder reports the subject of this message (Refer to ( 3 ) Annunciators From left to right: FAIL The FAILURE label displayed in amber indicates that MCDU detects a major failure. It may be completed by a message on the MSG page. MSG The MESSAGE label displayed in amber indicates that a MCDU message (information and/or pilot action request) is pending on the MSG page. POS The POSITION label displayed in amber indicates an FMS positioning error. This information may be detailed by a message in the MSG page. OFST The OFFSET label displayed in green indicates when aircraft trajectory is voluntarily offset compared to the FPLN. In DUAL mode, the annunciator is activated on both MCDU, otherwise it is activated in the involved FMS/MCDU. The annunciator illuminates if the MCDU was connected to the FMS at initial announce activation. ( 4 ) Spare annunciators Not used. ( 5 ) Active FMS localization sensor Indicates the navigation sensor used by FMS to compute present FMS position. ( 6 ) Estimated Performance Error (EPE) of activate FMS localization sensor Indicates the Estimated Position Error of the sensor used by FMS, given in Nautical Miles.

( 7 ) Left Lines Select Keys (LSK) To be used to interact with the data line in front of the key. Depending on the content of the data line, following actions can be performed: - Display a sub-menu page when symbol < or > are displayed on the data line - Insert a data written in the scratchpad - Swap a mode selection or activate a specific function. From top to bottom, the left keys are identified as [L1] to [L6] and the right keys. ( 8 ) Right Lines Select Keys (LSK) To be used to interact with the data line in front of the key. Depending on the content of the data line, following actions can be performed: - Display a sub-menu page when symbol < or > are displayed on the data line - Insert a data written in the scratchpad - Swap a mode selection or activate a specific function. From top to bottom, the right keys are identified as [R1] to [R6]. ( 9 ) MENU light Illuminates green when an inactive system or application available from the MCDU interface (FMS, RMS or ACMS) requests to be selected. ( 10 ) EXECUTE light Illuminates green when the EXEC key can be pressed to confirm execution of a command. ( 11 ) MENU key Press the MENU key displays the MENU page on MCDU. The MENU page displays all systems or applications that the flight crew can connect and use through the MCDU. ( 12 ) Slew keys When a function contains several MCDU pages, slew keys enable to cycle those pages. NEXT key To scroll the pages forward from the current page displayed PREV key To scroll the pages rearward from the current page displayed ( 13 ) RMS menu key Press the RMS key displays the COMMUNICATIONS page, i.e. the RMS menu page for VHF, HF, XPDR and TCAS management through RMS pages on MCDU. ( 14 ) Spare key Not used.

( 15 ) FMS pages keys The flight crew can access main FMS pages by pressing the desired FMS PAGE key: FPLN Access to FPLN page of the FMS. Pressing the FPLN key displays alternatively active FPLN page, TMPY pages (when available) or SEC pages. PROG Short term and long term navigation data about FPLN and related predictions as well as navigation parameters readout. DTO The DTO key gives access to the lateral DIRECT TO function and the VTF function. DATA Access directly and indirectly to all inserted, computed and stored FMS data. PERF Display minimum performance indications for TAKEOFF, CRUISE and APPROACH. VNAV Display of main vertical navigation parameters. MSG Display of FMS messages related to abnormal behavior of the FMS and its subsystems. MRK FMS page for creation of a marker point. Note FMS pages keys are active only when MCDU is connected to a FMS. ( 16 ) Execution key The EXEC key is active when the EXECUTE light annunciator illuminates green. Pressing the EXEC key confirms execution of the pending command; for instance, execute FPLN or SEC initialization, FPLN revision... ( 17 ) Scratchpad field The SCRATCHPAD field displays keyboard entries (that can be modified using the CLR key) before inserting them into the data field by pressing LSK in front of the desired data field. The scratchpad field can also display FMS and MCDU messages related. ( 18 ) Alphanumeric keyboard Used to type data in the scratchpad.

( 19 ) CLEAR key To erase a data entry in the scratchpad line (when data are typed in the scratchpad field) or a data in the data field (when the scratchpad field is empty). When data are typed in the scratchpad field: - Pressing briefly (< 1 s) on the CLR key erases the last character - Pressing longer (> 1 s) on the CLR key erases all characters. When the scratchpad field is empty: First pressing the CLEAR key displays “CLEAR?” in the scratchpad area and then pressing the LSK adjacent to the data line erases it or initializes it. Note When a parameter gets a default value (in cyan), the flight crew can modify and reinitialize data line to its default value, but the data field cannot be erased. ( 20 ) MCDU screen brightness control keys Use to adjust the MCDU screen brightness. ( 21 ) Title Indicates title of the present displayed page. ( 22 ) Data field Data field is composed of six pairs of lines; a pair of line contains: A LABEL line (top) This line can be a text to introduce the data line below or a dash line to separate two areas A DATA line (down) This line can be computed, selected or inserted data or a prompt that enables executing action Note For all LSKs and keyboard keys except for the CLR key, a press greater than 1 s has the same result than two consecutive presses.

SMALL Units, titles or FMS computed data LARGE Data entered manually by the pilot REVERSE VIDEO With a white, amber or red background depending of the message: - Protected command prompt requiring pilot validation - Alert message codes - Scratchpad messages. UNDERLINE On MCDU: Time prediction for a FPLN waypoint defined with a time constraint (RTA) COLORS AMBER Mandatory box field to be filled by the pilot. Attention getter data or icing data. Constraint predicted to be missed. CYAN Field or selection which can be modified by the pilot. Missed approach data. Non active items in selection GREEN Non modifiable data computed by the FMS. Last active position features (FROM waypoint). Active items in selection Constraint predicted to be made. MAGENTA FMS computed Targets Present active leg and TO waypoint features. YELLOW Temporary data or flight plan, before confirmation by the pilot. YELLOW Titles and units, secondary flight plan, separation line, minor messages, special characters (prompt, overfly triangle …) Ignored constraint.

At power up, FMS is in Internal Initialization mode, after this initialization phase, the FMS switches to OPERATIONAL mode. INTERNAL INITIALIZATION mode / FMS start INTERNAL INITIALIZATION mode occurs at FMS start (on ground or in flight). The flight crew has no access to FMS functions. Duration of the initialization mode depends on the FMS power off time: - After a long FMS power cut (more than 5 s): FMS fully initializes because most of its data have been reset during the long cut. FMS data are normally displayed on ND, PFD and MCDU within 10 seconds following beginning of the FMS internal initialization mode. - After a short FMS power cut (less than 5 s): FMS partially initializes because most of its data (including computed data and manual entries and selections) are not modified. FMS data are normally displayed on ND, PFD and MCDU within 5 seconds following beginning of the FMS internal initialization mode. The FMS page displayed on MCDU at FMS interruption is displayed again at FMS start. OPERATIONAL mode / Normal FMS operation The OPERATIONAL mode activates at the end of the INTERNAL INITIALIZATION mode. FMS operational functions and data display are available in this mode allowing the flight crew to use FMS functions.

At FMS power up, the displayed MCDU page is the MENU page. This page enables to connect the MCDU to all systems usable through the MCDU, for example: - FMS 1 - FMS 2 - RMS 1 - RMS 2 - ACMS (for maintenance purpose only).

1

EXEC MSG PERF DTO FPLN PREV NEXT RMS BRT BRT DATA PROG VNAV MRK 1 2 3 B C D F G A E 4 5 6 H I J K L M N 7 8 9 S T P Q R O U 0 +/- V W X Y Z SP / CLR MENU 2 2 - Fig. 1 : MCDU - MENU key and MENU page - For information only, the content of the list depends on fitted and active equipment ( 1 ) At any time, press the MENU key displays the MENU page on MCDU. Note The MENU page is displayed on MCDU in following cases: - At FMS power up (i.e. at DU 2 / DU 4 power up) - Pressing the MENU key - When communication breaks down with system connected to the MCDU. ( 2 ) A press on the LSK in front of the systems initiates the connection and displays pages of this system. MCDU can connect to only one system at a time. The connected system becomes the active system. The connected system becomes the active system. Name of system may be followed by following label: - when system is active and connected to the MCDU - when system is unavailable (system or connection failure) - when system is requiring pilot attention - A blank when system is not connected to the MCDU.

When both MCDU and both FMS are operative, it is recommended to connect each MCDU with its respective FMS: - On CAPT side: FMS 1 to MCDU 1 - On F/O side: FMS 2 to MCDU 2.

Navigation: 4.1.3 MCDU - Power-up page

When the flight crew selects an FMS on the MCDU MENU page for the first time after a long FMS power cut, the MCDU displays power-up page of the selected FMS. This page enables the identification of the FMS configuration and data files versions.

1 2 6 3 4 7 5 - Fig. 1 : MCDU – Power up page - ( 1 ) PERF DATA Aircraft performance data file (check ATR 42 or 72). ( 2 ) STD DATA Standard navigation database provided with its expiring date. ( 3 ) SW P/N Part Number of the IAD (Display Unit) software application, including the FMS application with its own P/N.

( 4 ) SYS CONF Aircraft systems configuration file. ( 5 ) MAG VAR MAG VAR database version identification. ( 6 ) Check of FMS files and databases At FMS power up, FMS checks configuration data and navigation databases integrity. The FMS power up page displays results of these tests: No label Displayed after “CONF DATA :” and “NAV DATA :” a power up following a long power interruption TEST Displayed in green when test is in progress. Test starts automatically during FMS power up. All MCDU function keys are inactive as long as this test is in progress OK Displayed in green when test result is correct; then INIT> is displayed in prompt [6R] FAIL Displayed in amber when test result is not correct; then FMS BITE> is displayed in prompt [6L]. In that case, maintenance action is required. ( 7 ) INIT prompt Pressing the INIT prompt displays the INIT page on the MCDU to initialize the FMS for flight operations. For further details Refer to FMS.02.00.2 Access to the FMS Initialization. Note The flight crew can also check the FMS databases reference in DATA / NAV DATA page on the MCDU.

In normal operation, FMS 1 and FMS 2 are synchronized and operate in DUAL mode. In case of a FMS failure or loss of FMS cross talk function, FMS switches automatically from DUAL mode to SINGLE mode or INDEPENDENT mode. DUAL mode When both FMS are operative, the DUAL mode activates automatically at FMS start.

In dual mode, both FMS perform their own computations in parallel and the cross- talk function ensures continuous exchange, comparison, validation and synchronization of processed data. In normal situation, the flight crew uses FMS and related cockpit interfaces on his side. CAUTION It is not recommended that two flight crew working on their MCDU fill data entries in the same page on the same time. Note - FMS working in parallel are managed by a Master / Slave principle. Master FMS, also called active FMS, is defined as the reference FMS for internal synchronization, radio-navigation aids auto-tuning and lateral/vertical guidance command transfer to the AFCS (Automatic Flight Control System). The other FMS becomes the slave FMS. - The Master FMS is selected following decreasing priority order of conditions: o The master FMS is the FMS selected as navigation source on the coupled side (“CPL” selection on FGCP) o If the navigation source on the coupled side is V/ILS, FMS 1(2) is the master FMS if the coupled side is CM1(2) o If “CPL” side selection data is not available, the master FMS is FMS2 - Slave FMS is first synchronized with the Master FMS at dual FMS initialization via crosstalk channel and next on any manual entry. The flight crew is prompted to initiate dual FMS synchronization when the automatic synchronization failed. When crosstalk channel is operational, the flight crew is alerted in case of data discrepancy between both FMS. INDEPENDENT mode In degraded Independent mode, both FMS are available and active but they operate independently because dual FMS cross-talk function is inoperative. Each FMS can be controlled by its respective MCDU. FMS displays the message “FMS INDEPENDENT” on ND when FMS are in independent mode. CAUTION In independent mode, it is recommended to operate both FMS in parallel to ensure same flight plan management and predictions on both cockpit sides. Otherwise, the two flight crew members may have different navigation data on their respective ND/PFD and MCDU interfaces. The flight crew can use navigation data displayed on ND/PFD and MCDU from only one FMS by selecting the same FM as NAV SOURCE via FGCP, but loosing FMS computation redundancy.

SINGLE mode In degraded Single mode, only one FMS is available but its data are automatically transferred and displayed on both cockpit sides. The operational FMS can be connected to both MCDUs.

MCDU displays messages as result of the FMS monitoring related to FMS internal operation, FMS functions and FMS data exchange with other systems. The flight crew is informed of message activation by two indicators: the top annunciator “MSG” and the alert reminder message on FMS pages of the MCDU; its title indicates the type of message as summarizes in the table below:

ALERT REMINDER TITLE SUBJECT AIM GPS data integrity (HIL or HDOP) invalid or degraded AIR Invalid air data APP Approach condition not met CFG Abnormal aircraft FMS databases CMD Exchanged FMS command alert CTK FMS crosstalk alert DTA User Data not saved FAL Fuel management alert FFF Fuel Flow meter Failure FMS FMS or MCDU internal failure (BITE) FPL Arrival on a FPLN discontinuity GPS GPS failure HDG Heading failure HIL GPS HIL greater that a stored value INI Invalid initial FMS position invalid ISA Cold temperature compensation alert LAB Fuel unit failure POS FMS position alert R/N Radio navigation failure or abnormal situation RNP Navigation performance degraded or RNP inconsistent TMR End of timer VAR Inserted / stored magnetic variation discrepancy WGT A/C weight update at SEC activation Several alerts reminders can be activated simultaneously but only the alert reminder with the highest priority is displayed. CAUTION FMS and MCDU must be connected when the issue is present to be detected and memorized in MCDU. Detailed messages and associated possible pilot actions are displayed on MSG pages of the MCDU. Pressing the MSG key on the MCDU keyboard displays these pages.

  • Fig. 1 : MCDU – MSG page - Possible actions which may be proposed with a message:

    CLEAR Masks the message on the concerned MCDU (message masking is managed individually). This prompt is displayed for most messages. CHECK> Displays the appropriate FMS page on the MCDU to check concerned data in its context. INSERT> Displays the appropriate FMS page on the MCDU to insert missing data. UPDATE> Displays the appropriate FMS page on the MCDU to update data. CHANGE> Displays the appropriate FMS page to modify some data CONFIRM> Displays the appropriate FMS page to confirm the proposed action. SAVE> Displays the FMS “DATA MENU” page on the MCDU to save new or modified pilot data in the compact flash card. CTK> Displays the FMS “BITE” page to initiate a FMS cross-talk operation. Possible actions on this page: <RETURN Displays the previously displayed page without performing any action concerning messages of the MSG page. MSG RECALL< Unmasks messages which have been voluntarily masked by the CLEAR action (if the message is still activated).

GPS PRAIM NOT VALID AT FAF OR MAP

  • Fig. 1 - Predicted HIL at FAF or MAP (i.e. MAPT) is invalid or degraded. During RNP AR operations or upon RNP AR procedure selection, the predicted HIL at FAF or MAP is higher than 2xRNPmap – 0.25 Nm. CHECK>: Pressing the right LSK displays the PRAIM 1/2 page.
  • Fig. 2 : MCDU – PRAIM 1/2 page - Enter identification code of the concerned waypoint (FAF or MAPT) in the WPT field of the PRAIM 1/2 page to initiate computation of the HIL predictions and check the issue. For further details Refer to DSC.34.10.2.4.3.3.4 Predictive Receiver Autonomous Integrity Monitoring (PRAIM). NO GPS RAIM
  • Fig. 3 -

GPS HIL is invalid. CHECK>: Pressing the right LSK displays the GPS NAV page to enable identifying the issue.

  • Fig. 4 : MCDU – GPS NAV page -

AIR DATA FAILURE INSERT BACKUP PARAMETERS

  • Fig. 1 - The Indicated Air Speed (IAS), the barometric corrected altitude or the Total Air Temperature (TAT) provided by the Air Data system is invalid. INSERT>: Pressing the right LSK displays the AIR/RA page to enable identifying the missing data. Insert manually an Air Data (with the possibility to update it regularly) to compensate the data loss. Consult value of this parameter on the other MCDU normally connected to the other ADU.
  • Fig. 2 : MCDU – AIR/RA page -

APPROACH NOT ENABLE CHECK POS EPE OR GPS HIL

  • Fig. 1 - The approach conditions related to the FMS positioning sensors (GPS and Radio navigation systems) are not met.

CHECK>: Pressing the right LSK displays the PROG 3/3 page; pressing left LSK of the active positioning mode BCP or GPS in green displays the associated pages with further details on the mode. APPROACH NOT ENABLE CHANGE LOCALIZATION MODE

  • Fig. 2 - The TKE or XTK approach condition is not met and EPE radio is higher than 0.5 Nm. CHECK>: Pressing the right LSK displays the PROG 3/3 page in order to change the localization mode. In both cases, correct the aircraft trajectory to follow the FPLN final approach or abort the current approach procedure to perform an approach procedure based on ATC indications.

(Applies: 1054-1096;1237-1283) No flight crew action is requested when a CFG message is activated. A maintenance operation is required. CONF A/C TYPE INCONSISTENCY

  • Fig. 1 - Aircraft type indicated by the FMS configuration file is not consistent with the equipment configuration. Display of FMS data is not adapted to the aircraft. No flight crew action requested by the MCDU. CURRENT FM CONF DATA DISCREPANCY
  • Fig. 2 - The dual FMS cross check function detects a CRC (Cyclical Redundancy Check) discrepancy between FMS databases (version, content) stored in both FMS. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. No flight crew action requested by the MCDU.

PERFDB A/C TYPE INCONSISTENCY

  • Fig. 3 - Aircraft type indicated by the aircraft performances databases is not consistent with the equipment configuration. Computation of the aircraft performance parameters (speeds, altitudes …) and flight plan predictions are not adapted to the aircraft. No flight crew action requested by the MCDU. CONF DATA DISCREPANCY
  • Fig. 4 - A CRC (Cyclical Redundancy Check) discrepancy is detected between FMS MAGVAR databases, configuration file or aircraft performances databases. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. CHECK>: Pressing the right LSK displays the CONF DATA page to identify version and CRC of the configuration files and databases which are probably concerned.
  • Fig. 5 : MCDU - CONF DATA page -

(Applies: 1124-1160) No flight crew action is requested when a CFG message is activated. A maintenance operation is required. CONF A/C TYPE INCONSISTENCY

  • Fig. 1 - Aircraft type indicated by the FMS configuration file is not consistent with the equipment configuration. Display of FMS data is not adapted to the aircraft. No flight crew action requested by the MCDU.

CURRENT FM CONF DATA DISCREPANCY

  • Fig. 2 - The dual FMS cross check function detects a CRC (Cyclical Redundancy Check) discrepancy between FMS databases (version, content) stored in both FMS. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations. No flight crew action requested by the MCDU. PERFDB A/C TYPE INCONSISTENCY
  • Fig. 3 - Aircraft type indicated by the aircraft performances databases is not consistent with the equipment configuration. Computation of the aircraft performance parameters (speeds, altitudes …) and flight plan predictions are not adapted to the aircraft. No flight crew action requested by the MCDU. CONF DATA DISCREPANCY
  • Fig. 4 - A CRC (Cyclical Redundancy Check) discrepancy is detected between FMS MAGVAR databases, configuration file or aircraft performances databases. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations. CHECK>: Pressing the right LSK displays the CONF DATA page to identify version and CRC of the configuration files and databases which are probably concerned.
  • Fig. 5 : MCDU - CONF DATA page -

CROSS TALK COMMAND REJECT

The opposite FMS has rejected a command transmitted by the on-side FMS. No flight crew action requested by the MCDU. The flight crew can re-engage the FMS cross-talk command if the message occurred after a manual request.

Read scratchpad message that would be displayed relatively to the type of command and identify possible effects for FMS operations: FMS in INDEPENDENT mode.

(Applies: 1054-1096;1237-1283) ADDITIONAL STANDARD DATABASE DISCREPANCY

  • Fig. 1 - The FMS active standard database is completed by an additional standard database (the inactive standard database). The message is displayed when two FMS do not have the same additional database in their compact flash card. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. CHECK>: Pressing the right LSK displays the NAV DATA page to identify version of the inactive standard database and check validity of its expiration date (EXP DATE) compared to the present date. Confirm discrepancy by comparing these data with the opposite FMS. A maintenance operation is necessary.
  • Fig. 2 : MCDU - NAV DATA page - COMPANY DATABASE DISCREPANCY
  • Fig. 3 - Both FMS RCF cards do not contain the same company database (CO-RTE DATA). Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually.

CHECK>: Pressing the right LSK displays the NAV DATA page to identify version of the CO- RTE DATA and check validity of its last modification date (LAST MOD). Confirm discrepancy by comparing these data with ones of the opposite FMS.

  • Fig. 4 : MCDU - NAV DATA page with CO-RTE DATA - Access to this page is described on the previous page. CROSS TALK FAILURE NO COMMUNICATION FMS1/2
  • Fig. 5 - The FMS on-side cannot communicate with the opposite FMS either because the FMS software versions are different or because the FMS has detected no activity on the cross talk bus during more than 15 s. Without FMS cross-talk communication, each FMS runs in INDEPENDENT mode that may increase the flight crew workload during the flight. No flight crew action requested by the MCDU. The flight crew can identify a possible discrepancy between the software P/N of both FMS. The flight crew can re-engage the FMS cross-talk command if the message occurred after a manual request, read eventual scratchpad message related to the type of command and identify possible effects for FMS operations: FMS in INDEPENDENT mode.

2 CROSS TALK INIT CONFIRM ON THE OTHER FMS - Fig. 6 - The FMS cross-talk initialization* has not been correctly executed. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. CONFIRM: Pressing the right LSK confirms the on-side FMS is waiting launch of the FMS cross-talk initialization from the opposite FMS. A scratchpad message is displayed when the cross talk is operating. * After the first cross-talk initialization or at FMS power up in flight. CROSS TALK INIT PRESS CTK TO CONFIRM

  • Fig. 7 - The FMS cross-talk initialization* has not been correctly executed. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. PRESS CTK: Pressing the right LSK confirms launch of the FMS cross-talk initialization. A scratchpad message is displayed when the cross talk is operating. Note The FMS cross-talk initialization process locks the MCDU keyboard during 2 minutes, except BRT/DIM keys and the MENU key.
  • After the first cross-talk initialization or at FMS power up in flight. USED STANDARD DATABASE DISCREPANCY
  • Fig. 8 - Both FMS do not have the same standard database (STD DATA) in their compact flash card. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually.

CHECK>: Pressing the right LSK displays the NAV DATA page to identify version of the STD DATA and check validity of its expiration date (EXP DATE) compared to the present date. Confirm discrepancy by comparing these data with ones of the opposite FMS.

  • Fig. 9 : MCDU - NAV DATA page with STD DATA -

(Applies: 1124-1160) ADDITIONAL STANDARD DATABASE DISCREPANCY

  • Fig. 1 - The FMS active standard database is completed by an additional standard database (the inactive standard database). The message is displayed when two FMS do not have the same additional database in their compact flash card. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations. CHECK>: Pressing the right LSK displays the NAV DATA page to identify version of the inactive standard database and check validity of its expiration date (EXP DATE) compared

to the present date. Confirm discrepancy by comparing these data with the opposite FMS. A maintenance operation is necessary.

  • Fig. 2 : MCDU - NAV DATA page - COMPANY DATABASE DISCREPANCY
  • Fig. 3 - Both FMS RCF cards do not contain the same company database (CO-RTE DATA). Each FMS runs in INDEPENDENT mode until the discrepancy disappears.

The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations CHECK>: Pressing the right LSK displays the NAV DATA page to identify version of the CO- RTE DATA and check validity of its last modification date (LAST MOD). Confirm discrepancy by comparing these data with ones of the opposite FMS.

  • Fig. 4 : MCDU - NAV DATA page with CO-RTE DATA - Access to this page is described on the previous page. CROSS TALK FAILURE NO COMMUNICATION FMS1/2
  • Fig. 5 - The FMS on-side cannot communicate with the opposite FMS either because the FMS software versions are different or because the FMS has detected no activity on the cross talk bus during more than 15 s. Without FMS cross-talk communication, each FMS runs in INDEPENDENT mode that may increase the flight crew workload during the flight. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations No flight crew action requested by the MCDU. The flight crew can identify a possible discrepancy between the software P/N of both FMS.

The flight crew can re-engage the FMS cross-talk command if the message occurred after a manual request, read eventual scratchpad message related to the type of command and identify possible effects for FMS operations: FMS in INDEPENDENT mode.

2 CROSS TALK INIT CONFIRM ON THE OTHER FMS - Fig. 6 - The FMS cross-talk initialization* has not been correctly executed. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations CONFIRM: Pressing the right LSK confirms the on-side FMS is waiting launch of the FMS cross-talk initialization from the opposite FMS. A scratchpad message is displayed when the cross talk is operating. * After the first cross-talk initialization or at FMS power up in flight. CROSS TALK INIT PRESS CTK TO CONFIRM

  • Fig. 7 - The FMS cross-talk initialization* has not been correctly executed. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations PRESS CTK: Pressing the right LSK confirms launch of the FMS cross-talk initialization. A scratchpad message is displayed when the cross talk is operating. Note The FMS cross-talk initialization process locks the MCDU keyboard during 2 minutes, except BRT/DIM keys and the MENU key.
  • After the first cross-talk initialization or at FMS power up in flight.

USED STANDARD DATABASE DISCREPANCY

  • Fig. 8 - Both FMS do not have the same standard database (STD DATA) in their compact flash card. Each FMS runs in INDEPENDENT mode until the discrepancy disappears. The INDEPENDENT mode of the dual FMS may increase the flight crew workload during the flight because both FMS can be managed only individually. Note It is recommended to avoid INDEPENDENT mode for RNP AR operations. CHECK>: Pressing the right LSK displays the NAV DATA page to identify version of the STD DATA and check validity of its expiration date (EXP DATE) compared to the present date. Confirm discrepancy by comparing these data with ones of the opposite FMS.
  • Fig. 9 : MCDU - NAV DATA page with STD DATA -

NAV DATA MODIFIED SAVE DATA

  • Fig. 1 - Two causes are possible:
  • Data in Pilot (PLT) database, Company (CO-RTE) database or SEC has been created or modified but not saved in the compact flash cards. Without further actions, these modifications would be lost at next FMS power off.
  • Data discrepancy in Pilot (PLT) database or SEC exists between two compact flash cards (one per side, CAPT and F/O) and no data harmonization has been performed. Note Only SEC revisions inserted on ground raises this alert message. SAVE>: Pressing the right LSK displays the DATA MENU page to save the created or modified PILOT data into both resident cards by pressing LSK [R6] of the prompt SAVE<. On the DATA MENU page, the flight crew can also erase those data (and present defined flight plans) by pressing the LSK [L6]. Unsaved PLT data would be erased after next FMS power down.
  • Fig. 2 : MCDU – DATA MENU page with USER DATA management actions -

CHECK STD DATA CYCLE

  • Fig. 3 - Two causes are possible, when UTC Time is available:
  • The flight crew has not selected manually an applicable NavDB cycle, or
  • The automatic selection of a NavDB cycle prior to date arrival has led to an out of date NavDB cycle.

FUEL AT DESTINATION LESS THAN RESERVE

  • Fig. 1 - The Estimated FOB (EFOB) predicted at the destination is less than the fuel quantity reserve manually inserted in the WEIGHT page. CHECK>: Pressing the right LSK displays the PERF CRUISE page with EFOB at DEST airport. The flight crew can modify flight parameters (altitude, speed, flight path, CRZ MODE…) to save fuel.
  • Fig. 2 : MCDU – PERF CRUISE page with EFOB at DEST - FUEL AT ALTERNATE LESS THAN RESERVE
  • Fig. 3 - The Estimated FOB (EFOB) predicted at the alternate airport is less than the fuel quantity reserve manually inserted in the WEIGHT page. CHECK>: Pressing the right LSK displays the PERF CRUISE page with EFOB at ALTN airport. The flight crew can modify flight parameters (altitude, speed, flight path, CRZ MODE…) to save fuel.
  • Fig. 4 : MCDU - PERF CRUISE page with EFOB at ALTN -

FUEL FLOW FAILURE INSERT BACKUP PARAMETERS

Fuel flow values measured at one or both engines are invalid. In this case, FMS will compute erroneous EFOB predictions along the FPLN. INSERT>: Pressing right LSK displays the FUEL FLOW page. The flight crew can confirm a failure of one or both fuel flow meters by crosschecking fuel values on the SD ENGINE page (measured in fuel tanks) and on EWD FUEL field (FOB computed by the FMS). When a permanent fuel flow meter failure is confirmed, the flight crew can insert consistent fuel flow values on the FUEL FLOW page instead of the failed sensors to minimize degradation of EFOB computation along the FPLN.

0 250 XFEED FUEL TANK 250 FUEL FLOW KG/H 90.4 1+2 KG/MN X START FAIL ENGINE LO OIL PRESS PSI TEMP °C 0 60 0 OIL START RUN KG TEMP °C 60 0 START 0 500 H S 0 500 PR 0 PRESS PSI TEMP °C LO 0 PR FUEL TEMP °C RUN KG

6 PWR B + - C + - MFD

EWD

FMS BITE FAILURE

  • Fig. 1 - An error has been detected during FMS or MCDU internal tests. CHECK>: Pressing the right LSK displays the FMS BITE page.
  • Fig. 2 : MCDU – FMS BITE page and previous actions to display this page anytime - Note The prompt >CTK INIT is displayed only when FMS is not coupled with AFCS. Then the flight crew could execute the FMS cross-talk resynchronization (as performed automatically at start up) by pressing LSK [L5] of the prompt >CTK INIT. If the issue persists, maintenance action is recommended.

FPLN DISCONTINUITY OR END OF ROUTE

Aircraft will reach the last active FPLN waypoint or a FPLN discontinuity within one minute. If the alert refers to a FPLN discontinuity, the alert indicates also that the LNAV guidance mode will be disengaged at the discontinuity. For further details Refer to FMS.02.20.4.3.5 Discontinuity. CHECK>: Pressing the right LSK displays the FPLN page to enable checking the FPLN and revising it as required. Note This message is not triggered if FPLN End corresponds to the Missed Approach Point (expected end of FPLN).

GPS FAILURE CHECK GPS STATUS

  • Fig. 1 - One or several data coming from GPS are invalid or fault. CHECK>: Pressing the right LSK displays the SENSOR STS page.
  • Fig. 2 : MCDU - FMS SENSOR STS page and previous actions to display this page anytime -

HEADING INPUT NOT VALID INSERT NAV HEADING

  • Fig. 1 - The navigation heading provided by the AHRS is invalid. INSERT>: Pressing the right LSK displays the HDG/ATT page to enable entering the navigation heading in the selected reference (Magnetic or True).
  • Fig. 2 : MCDU - HDG/ATT page and previous actions to display this page anytime -

(Applies: 1054-1096;1237-1283) GPS HORIZONTAL INTEGRITY ALERT

  • Fig. 1 - HIL of the GPS is greater than 2xRNP

CHECK>: Pressing the right LSK displays the GPS NAV page to enable checking the HIL value. For further details Refer to DSC.34.10.2.4.3.3.1 Horizontal Integrity Limit (HIL).

  • Fig. 2 : MCDU - GPS NAV page with present HIL value and flight area -

(Applies: 1124-1160) GPS HORIZONTAL INTEGRITY ALERT

  • Fig. 1 - During normal operations, HIL of the GPS is greater than 2xRNP. During RNP AR operations, the HIL of the GPS is greater than HAL (Horizontal Alert Limit) = 2xRNP - 0.25 Nm. CHECK>: Pressing the right LSK displays the GPS NAV page to enable checking the HIL value. For further details Refer to DSC.34.10.2.4.3.3.1 Horizontal Integrity Limit (HIL).
  • Fig. 2 : MCDU - GPS NAV page with present HIL value and flight area -

CHECK INITIAL POSITION AND INIT SENSORS

  • Fig. 1 - The initial FMS position is invalid. CHECK>: Pressing the right LSK displays the POS INIT page to enable checking the last known position (LAST POS) and the GPS position (GPS POS). If these positions do not correspond to the present aircraft position, check the SENSOR STS and if required, initialize the FMS position. For further details Refer to FMS.02.00.3 FMS Position Initialization.

B - Fig. 2 : MCDU – POS INIT page and previous actions to display this page anytime -

TEMP COMPENSATION RECOMMENDED

  • Fig. 1 - FMS recommends activation of the Temperature Compensation function when ΔISA (ISA deviation) at destination is less than -15 °C.

CHECK>: Pressing the right LSK displays the VNAV 2/2 page to enable: - Checking SAT at destination and the ΔISA - Activating the temperature compensation function. Note When ISA deviation exceeds -15 °C, FMS generates the “ISA” MSG. Temperature compensation function must be activated whenever temperature at destination is outside the published temperature range. If approach conditions requires, flight crew shall activate the Temperature Compensation. For further details Refer to FMS.02.50.4.3.2 Temperature.

  • Fig. 2 : MCDU - VNAV 2/2 page with TEMP COMP function - Anytime, the flight crew can use the VNAV key on the MCDU keyboard to display the VNAV 2/2 page.

LABEL ERROR CHECK WEIGHT UNIT

  • Fig. 1 - The weight unit is invalid.

CHECK>: Pressing the right LSK displays the UNITS page to enable checking the weight unit setting (modifying it requires a maintenance action).

  • Fig. 2 : MCDU - UNITS page -

(Applies: 1124-1160) SELECTED POS NOT VALID CHANGE NAV MODE

  • Fig. 1 -

FMS position (i.e. position computed by the active navigation mode) is invalid. CHANGE>: Pressing the right LSK displays the PROG 3/3 page to enable checking the navigation mode invalidity: Pressing left LSK of the active navigation mode displays the dedicated page of this mode. If possible, activate the healthy navigation mode..

  • Fig. 2 : MCDU - PROG 3/3 page - POSITION DISCREPANCY
  • Fig. 3 - Either:
  • Position discrepancy between both FMS is greater than current RNP, or
  • Position discrepancy between selected positioning mode and another one is greater than the sum of each mode EPE (with a minimum of 0.1 Nm). Note This alert is inhibited during RNP AR operations. CHECK>: Pressing the right LSK displays the PROG 3/3 page to enable identifying the inconsistent source.
  • Fig. 4 : MCDU - PROG 3/3 page - BCP POSITION UPDATING IN 30S
  • Fig. 5 - The BCP navigation mode will be re-initialized automatically within 30 s because of an excessive difference between the BCP position and the best sensor position. CHECK>: Pressing the right LSK displays the BCP NAV page to enable the flight crew checking initialization of the BCP mode. If the alert persists after the end of the BCP re- initialization and that navigation performance are not efficient enough for further operations, the flight crew may search the degraded sensor to deselect its contribution to BCP computations. Note The flight crew can detect the degraded sensor (GPS or R/NAV) linked to the concerned FMS by deselecting / reselecting navigation sensors GPS and R/NAV through the BCP NAV page and comparing the resulting position and EPE (between various BCP mode, between both FMS -See Fig. 4-).
  • Fig. 6 : MCDU - BCP NAV page - Anytime, the flight crew can use the left LSK [L2] of the <BCP prompt on the PROG 3/3 page to display the BCP NAV page.

(Applies: 1054-1096;1237-1283) SELECTED POS NOT VALID CHANGE NAV MODE

- Fig. 1 - FMS position (i.e. position computed by the active navigation mode) is invalid. CHANGE>: Pressing the right LSK displays the PROG 3/3 page to enable checking the navigation mode invalidity: Pressing left LSK of the active navigation mode displays the dedicated page of this mode. If possible, activate the healthy navigation mode.

  • Fig. 2 : MCDU - PROG 3/3 page - POSITION DISCREPANCY
  • Fig. 3 - Either:
  • Position discrepancy between both FMS is greater than current RNP, or
  • Position discrepancy between selected positioning mode and another one is greater than the sum of each mode EPE (with a minimum of 0.1 Nm). CHECK>: Pressing the right LSK displays the PROG 3/3 page to enable identifying the inconsistent source.
  • Fig. 4 : MCDU - PROG 3/3 page - BCP POSITION UPDATING IN 30S
  • Fig. 5 - The BCP navigation mode will be re-initialized automatically within 30 s because of an excessive difference between the BCP position and the best sensor position. CHECK>: Pressing the right LSK displays the BCP NAV page to enable the flight crew checking initialization of the BCP mode. If the alert persists after the end of the BCP re- initialization and that navigation performance are not efficient enough for further operations, the flight crew may search the degraded sensor to deselect its contribution to BCP computations. Note The flight crew can detect the degraded sensor (GPS or R/NAV) linked to the concerned FMS by deselecting / reselecting navigation sensors GPS and R/NAV through the BCP NAV page and comparing the resulting position and EPE (between various BCP mode, between both FMS -See Fig. 4-).
  • Fig. 6 : MCDU - BCP NAV page - Anytime, the flight crew can use the left LSK [L2] of the <BCP prompt on the PROG 3/3 page to display the BCP NAV page.

R/N MCDU alert message is associated with following messages: RADIO NAV EPE > RNP OR INVALID

  • Fig. 1 - EPE of the radio-navigation (R/NAV) contribution to the BCP navigation mode is invalid or greater than RNP of the present area. CHECK>: Pressing the right LSK displays the NAV FRQ page to enable checking the radionavigation settings: NAV1 and NAV2 should be in AUTO, all frequencies should be displayed in green, distance between the aircraft and the tuned navaid should not be too high (at least less than the efficient radio range of the navaid). For further details Refer to
  • Fig. 2 : MCDU - NAV FRQ page and previous actions to display this page anytime - RADIO NAV AUTOTUNING FAILURE
  • Fig. 3 - During DME frequency tuning operation (Refer to DSC.34.10.2.2.1 Navaids Setting), a discrepancy occurred between the FMS command and response of the R/NAV equipment. Note This alert is displayed only for the active FMS when coupled to AFCS.

CHECK>: Pressing the right LSK displays the NAV FRQ page to enable identifying the concerned NAV channel and VHF NAVAID frequency (displayed in amber). Then, the flight crew can re-activate the auto-tuning on the concerned NAV channel: - Through the NAV VOR/ILS page on VCP, ticking the AUTO box, or - Through the NAV FRQ page on MCDU, pressing the right LSK of the AUTO/MAN< prompt. Auto-tuning is activated when AUTO is displayed in green large font.

  • Fig. 4 : MCDU - NAV FRQ page and previous actions to display this page anytime -

NAVIGATION ACCURACY DEGRADED

  • Fig. 1 - This alert is activated in both following cases:
  • ANP is greater than RNP
  • EPE is greater than 3.8 Nm when GPS is not used in the selected navigation mode. CHECK>: Pressing the right LSK displays the PROG 2/3 page to enable checking ANP and RNP values. EPE is always displayed in the top right corner of the MCDU screen in FMS pages.
  • Fig. 2 : MCDU - PROG 2/3 page with RNP and ANP values - RNP APPROACH INTEGRITY DEGRADED
  • Fig. 3 - GPS navigation accuracy is insufficient for RNP approach. CHECK>: Pressing the right LSK displays the PROG 2/3 page to enable checking the RNP and ANP values.
  • Fig. 4 : MCDU - PROG 2/3 page with RNP and ANP values - RNP > RNP_DEFAULT AIRSPACE INCONSISTENCY
  • Fig. 5 - The RNP value manually inserted in RNP field of the PROG 2/3 page is greater than the default RNP value for the current airspace; for further details Refer to DSC.34.10.2.4.2.2 Required Navigation Performance (RNP). CHECK>: Pressing the right LSK displays the PROG 2/3 page to enable the insertion of a new RNP value or set the RNP to its default value.
  • Fig. 6 : MCDU - PROG 2/3 page with the RNP value - Note The RNP value is displayed in:
  • Small cyan characters when it comes from FMS, or
  • Large cyan characters when it is inserted by the flight crew.

END OF COUNTDOWN TIMER

  • Fig. 1 - The countdown timer reaches 00:00.

INSERTED/COMPUTED VAR DISCREPANCY

  • Fig. 1 - This alert is activated when the difference between the MAG VAR values provided by FMS and manually entered on the HDG/ATT page value is greater than 2 °. CHECK>: Pressing the right LSK displays the HDG/ATT page to enable entering a new MAG VAR value (“VAR MANUAL”) or set the MAG VAR to its default value (provided by the MAG VAR table “VAR + name of the MAG VAR table”) by clearing the field: Press the CLR key then press LSK [L6].
  • Fig. 2 : MCDU - HDG/ATT page -

SEC FPLN ACTIVATED CHECK WEIGHT

  • Fig. 1 -

After activation of the SEC, one or several weight parameters of the former FPLN have been replaced by their equivalent entered through T/O part of the SEC PERF page. For further details Refer to FMS.02.70.1 Initialization and Revisions. CHECK>: Pressing the right LSK displays the WEIGHT page. On the WEIGHT page, check weight parameters (ZFW, FOB, GW) and enter the appropriate T/O CG value (the alert has reset this value). For further details Refer to Initialization.

  • Fig. 2 : MCDU - WEIGHT page -

MDCU displays messages in the scratchpad area when a command or a manual insertion is rejected or during the execution of a command. Scratchpad messages are displayed in black and white reverse video. Scratchpad messages are of two types, depending if they can be cleared or not: - When the message can be cleared, press the CLR key to delete the message and restore previous content of the scratchpad field. - When the message cannot be cleared, the message is displayed during the entire time of the operation. As long as a scratchpad message is displayed, pressing MCDU keys has no effect (except BRT and MENU keys).

Messages which cannot be cleared are displayed with a higher priority compared to other messages. The table below summarizes all scratchpad messages with their meaning and indicating if the CLEAR function has an effect or not.

MESSAGE DESCRIPTION CLEAR EFFECT ALREADY DESELECTED The NAVAID has been already deselected. The satellite has been already deselected from PRAIM computation. YES CHANGE ALT CNSTR FIRST A vertical DIRECT TO is tried to be entered on an ALT CNSTR ignored (not due to a previous Vertical DIRECT TO). YES CHANGE APP OR TYPE Approach (RNAV, ILS…) or type (LPV, LNAV) should be modified. YES CLEAR ? Press the required LSK deletes or resets its field value. YES CROSSTALK INIT The two FMS are harmonizing their data. YES DELETE OTHER RTA ? Only one RTA can be defined in a flight plan. Consequently, FMS requests the pilot to confirm deletion of the existing RTA when the pilot is defining a new RTA. YES ERASING DATA Content of the PILOT DATABASE is being deleted NO FORMAT ERROR Format of the data entry is wrong. YES FPLN FULL The active flight plan (FPLN) is full. YES FPLN WILL BE DELETED Press the EXEC key will confirm the command, i.e. the FPLN will be deleted. YES IDENT ALREADY USED IDENT of the entered data (airport, waypoint, NAVAID, airway …) is already used in the FMS databases. YES INCONSISTENT NAV DB An item from the PILOT database uses or refers to an item of a STD data that does not belong to the present active STD database. For PILOT route, the concerned item is displayed in amber in route summary and it is replaced by a discontinuity when the route is inserted in a flight plan. YES INCORRECT PASSWORD The access code entered to edit a CO-ROUTE is wrong. YES MEMORY FULL The PILOT or CO-ROUTE database is full (including MARK waypoint insertion) YES NO ACTION DEFINED The pressed LSK is not activated, i.e. it has no effect on the page displayed. YES

MESSAGE DESCRIPTION CLEAR EFFECT NO APPROACH LOADED Unable to perform a VTF because approach FAF was already sequenced. YES NOT ALLOWED The command or the data entry is not permited. YES NOT IN DATABASE The data entry does not exist in the databases YES NO VALID INTERSECTION No valid intersection between the FPLN and a latitude/longitude value (LAT/LON crossing) YES OFFSET CANCELLED The OFFSET applied on the active FPLN leg is cancelled YES OFFSET DELAYED Activation of the OFFSET is postponed to the next active FPLN leg. YES PRESS EXEC TO CONFIRM Press the EXEC key will confirm and execute the pending command. YES RANGE ERROR The data entry is out of range. YES RTA MISSED The RTA defined at a waypoint is predicted to be missed or has been missed. YES SEC FULL The secondary flight plan (SEC) is full. YES TOO STEEP PATH AHEAD Will be triggered in descent/approach when VNAV is engaged and next altitude constraint cannot be met (250 ft tolerance) even with guidance at 5.5 °. YES TMPY EXIST The TMPY is already open (FPLN revision is pending) while the pilot is requesting activation of the SEC. In this situation, the SEC is not activated until the pilot closes the TMPY. YES VERTICAL PROFILE ERROR Will be triggered when computed vertical profile leads to a TOC predicted after the TOD (no cruise phase). This message is not triggered if aircraft is within 5 min of TOD or 20 Nm of destination. YES XFER DATA IN PROGRESS Data inserted or computed on a FMS are transmitted to the other FMS. NO XFER FAIL The data transfer between both FMS failed; no data has been exchanged. YES

FMS messages can be displayed on ND and PFD. Refer to NAVIGATION DISPLAY

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) DU 2 DC EMER BUS (on overhead panel DU 2 MFD) BACK UP SUPPLY HOT MAIN BAT BUS (on overhead panel DU 2 MFD AUX) NIL DU 4 DC ESS BUS SECT 1 (on overhead panel DU 4 MFD) BACK UP SUPPLY HOT EMER BAT BUS (on overhead panel DU 4 MFD AUX) NIL MCDU 1 DC STBY BUS (on overhead panel NAV/COM/ SURV/CAPT/MCDU) NIL MCDU 2 DC BUS 2 (on overhead panel NAV/COM/ SURV/F/O/MCDU) NIL

FMS exchanges data with other aircraft systems through connections illustrated on the figure here below.

ADC1 T2CAS CAC 1 / CAC 2 CLOCK1 CLOCK2 MCDU1 VHF COM1 GPS1 ADC2 EEC1 EEC2 GPS2 DME1 DME2 VHF NAV1 VHF NAV2 MCDU2 FDS AHRS2 AHRS1 ATC1 WXR HF1 HF2 VHF COM2 ATC2 ADC1 T2CAS EEC1 AHRS1 Weight on Wheels relays EFCP1 MCP1 EFCP2 Optional system Basic system A429 AFDX FMS2 RMS2 ANF2 FDS ANF1 RMS1 FMS1 DU 1 DU 2 DU 4 DU 5 MPC FMS cross talk ADC2 EEC2 AHRS2 WXR MCP2

CMS Weight on Wheels relays

The figure below shows details of Pilots / FMS interfaces in blue diagonal stripes.

RH EFCP LH EFCP AUTO/MAN SPD TGT BARO SET PUSH STD DH MDA SEL MENU 2 3 6 5 4 NEXT RMS 7 8 9 0 . +-/ A H O V W X Y Z PREV MSG PROG DATA VNAV BRT BRT MRK B C D E F G I J K L M N P Q R S T FPLN DTO PERF U CLR 1 / SP EXEC FGCP ICP1 DU1 DU2 DU3 (EWD) ICP2 DU4 DU5 MCP1 MCDU1 MCP2 MCDU2 HDG NAV APP BC STBY ALT VS AP YD SPD HLD CPL HDG PUSH SYNC FD NAV SOURCE ALT SEL COURSE V/ILS 1 V/ILS 2 FM 1 FM 2 NAV SOURCE COURSE V/ILS 1 FM 2 FM 1 NOSE UP NOSE DN IAS FD 1 2 3 4 5 6 7 8 9 0 COM NAV SURV ENT ESC 1 2 3 4 5 6 7 8 9 0 COM NAV SURV ENT ESC MENU 2 3 6 5 4 NEXT RMS 7 8 9 0 . +-/ A H O V W X Y Z PREV MSG PROG DATA VNAV BRT BRT MRK B C D E F G I J K L M N P Q R S T FPLN DTO PERF U CLR 1 / SP EXEC AUTO/MAN SPD TGT BARO SET PUSH STD DH MDA SEL GA P/B ON ENGINES POWER LEVERS AUTO/MAN SPD TGT BARO SET PUSH STD DH MDA SEL M F D BRG1 BRG2 N A V - + RANGE FORMAT P R O C M F D PERF ND MISC SYS BRG1 BRG2 N A V - + RANGE FORMAT P R O C RCL CLR PROC MENU MAN DEL VID MAP PERF ND MISC SYS VID MAP C A S FLAPS 0° 15° 3 ° 5 25° 0° 15° 3 ° 5 25° 0° 3 ° 5 25° 15° 100% OVRD AUTO FTR FUEL S.O. 100% OVRD AUTO FTR FUEL S.O. CONDITION 902VU 902VU TO CONFIG TEST INCREASE DECREASE FRICTION EMER CANCEL AUDIO ADJUST |1| |2| BRK OFF E M E R E M E R 902VU PARKING HYD AUX PUMP GND CTL ONLY 902VU GUST OFF LOCK OFF ON MAX PWR MAX PWR 85 80 75 70 65 60 55 50 45 40 35 FI GI 85 80 75 70 65 60 55 50 45 40 35 POWER POWER IDLE GATE FAIL GATE IDLE PULL PUSH GND FLT OVRD 1 2 ND2 or Systems pages VCP2 PFD2 HSI2/ Mini-ND2 ND1 or Systems pages VCP1 PFD1 HSI1/ Mini-ND1

  • Fig. 1 : FMS / Pilots interfaces -

The navigation information are displayed in different format, on PFD, MFD and IESI. On the flight guidance coupled side, the ND is displayed by default on the MFD. In standard configuration an HSI is displayed on the PFD. If the pilot changes the ND to an other page (system for example), a mini ND page is displayed on the PFD, in place of the HSI. In this case the format of the mini ND can be changed by the rotary knob (only ROSE and ARC). HSI MDH 160 155 M 99A HDG LO ICING ICING AOA AP FD 1+2 HLD SPD ALT 2 1 6 6 2 1 900 MSG TERM 40 . 5 012 ID_FMS FMS1 29 . 20 QNH NM TA ONLY ° ADF2 1250.5 M VOR1 250.30 40.5 NM CHECK HDG 0 M 25 15315 FL 20 157 60 40 80 -2750 M 20 G 30000 FL 20 10 10 DH 19999 0 20 20 10 10 200 220 180 195 206 C H E C K I A S FR V2 F 141 240

2

2 ADF1 1250.5 OFST +10.3 G-AUTO T RNG STAB 1250.5 ADF2 WAIT 99 MDA 157 60 40 160 155 10 20 10 20 10 ADC1 HOLD VOR ROLL LO ICING DGD PERF CAT1 RETRIM ROLL R WING DN AP FD DUAL ALT SEL HLD TCS CHECK T/O SPD SPD 0 9 2 1 6 FL 25 10 20 20 V TA ONLY BELOW XPDR1 VOR1 110.30 M 012 40.5 H NM 29.20 1013 / / 355 80 6 2 1 FD SINGLE CH I 900 DH 900 DH ° ° 80 20 PITCH HOLD AHRS1 A M MSG TERM HDG HDG 000 ° 10 AUTO 5 CHECK HDG ON 200 250 GS TAS MINI-ND MODE ARC 200 220 180 195 206 C H E C K I A S FR V2 F 141 240 MINI-ND MODE ROSE ADF1 1250.5 OFST +10.3 G-AUTO T RNG STAB 1250.5 ADF2 WAIT 99 MDA 157 60 40 160 155 10 20 10 20 10 ADC1 HOLD VOR ROLL LO ICING DGD PERF CAT1 RETRIM ROLL R WING DN AP FD DUAL ALT SEL HLD TCS CHECK T/O SPD SPD 0 9 2 1 6 FL 25 10 20 20 V TA ONLY BELOW XPDR1 ON VOR1 110.30 M 012 40.5 H NM 29.20 1013 / / 355 80 200 250 GS TAS 6 2 1 FD SINGLE CH I 900 DH 900 DH ° ° 80 20 PITCH HOLD AHRS1 A CHECK HDG 10 AUTO M MSG TERM HDG HDG 000 ° 200 220 180 195 206 C H E C K I A S FR V2 F 141 240

2

Navigation: 1.2 MFD (ND Page)

Three different ND format, can be displayed on the MFD, by pressing on the ND pb, and then by selecting the format on the NAV control.

M F D PERF ND MISC SYS BRG1 BRG2 N A V RANGE FORMAT VID MAP - + ND PLAN MODE NAV 205 80 ° / 330 250 GS TAS 0 2 5 50 10 : 3.0 TOWPT NM ° DR AIRPORT NAVAID L 1.20 NM N S W E 10 5 AGN NEXTWPT LFBA LFBE ND ROSE MODE 117.55 VOR2 1250.5 ADF 1 A A 40.5 NM ° ° 06.12 015 85 330 TAS GS GPS1 ° 250 80 / 30.45 205 E N HDG 040° H G-VAR WAIT RNG TA 25.3NM / +03 RA 25.3NM / +03 5 AUTO 025 10 ND ARC MODE 025 DTK ° 50 10 : 3.0 NM RNG WAIT TOWPT 330 GS 250 TAS VOR2 117.55 40.5 NM H ADF1 1250.5 AIRPORT NAVAID TA 25.3NM / +03 RA 25.3NM / +03 A A G-VAR ° 80 / 205 10 AUTO +04 025 5 +03 +03 HDG 040°

BRG 1(2) pb Select the station (VOR or ADF) associated to the bearing pointers Range pb Select the different operating ranges Format knob Change the ND format (ARC, ROSE and PLAN)

MENU STD SEL SET + 130 VHF1 10 10 1013 ILS1 108.55 125 180 240 118.100 20 1 2 20 127 00 220 ILS M 47 VOR/ILS FREQUENCY HORIZONTAL SCALE FOR VOR OR ILS LOCALIZER DEVIATION VERTICAL SCALE FOR ILS GLIDE SLOPE DEVIATION

(Applies: 1124-1160)

PFD FOR INFORMATION ONLY. NOT REPRESENTATIVE OF AN IN-FLIGHT SITUATION

5 ADF1 368.0 OFST +10.3 G-VAR T RNG 424.5 ADF2 WAIT VOR1 110.30 025 40.5 H NM 200 250 GS TAS ° ° CHECK HDG 10 AUTO HDG HDG 330° TRUE CRS MSG TERM 1 2 3 4 7 8 6 12 10 11 9 5 20 TERR ON N 22 21

CHECK HDG 13 14 19 17 15 16 18

1 Navigation source annunciation Indicates which navigation source is selected on the own-side FGCP. It is displayed in: - Cyan for VOR or ILS source selected - Magenta for FMS source selected - Cyan “GPS” for LPV or LP approaches (for this approach FMS source is selected) When yellow, the annunciation indicates a source reversion. 2 Radio-navigation frequency / FMS ident Identifies the selected source either by its frequency (VOR and ILS) or by its ident (FMS). Five cyan digits from 108 to 117.95 MHz are displayed in the case of VOR-ILS navigation source. 5 amber dashes are displayed in the case of invalidity. The label of valid FMS waypoint “TO” ident with maximum seven magenta characters is displayed in the case of FMS navigation source. 3 Selected course/desired track numeric value Provides the angle value of the associated pointer. Represented by: - White “CRS" label followed by 3 cyan digits from 001 to 360 degrees, followed by a white “°" label if the navigation selected source is ILS or VOR (in normal condition) - White “CRS" label followed by 3 amber dashes, followed by a white “°" label in the case of invalidity if the navigation selected source is ILS or VOR. - White “DTK" label followed by 3 magenta digits from 001 to 360 degrees, followed by a white “°" label if the navigation selected source is FMS - White “DTK" label followed by 3 amber dashes, followed by a white “°" label in the case of invalidity if the navigation selected source is FMS.

4 DME Channel HOLD mode Cyan “H" label, which indicates if DME channel is in HOLD Mode. 5 DME/FMS distance Indicates the distance to go to the selected navigation source (station or “TO" waypoint). Represented by: - Three green digits, ranging from 0.0 to 99.9 in decimal increment and after in whole numbers followed by a white “NM" label in normal operation. - Three amber dashes followed by a white “NM" label are displayed in the case of invalidity. 6 Selected heading numeric value Indicates the angle value pointed by the selected heading bug. It is represented by a white “HDG“ label followed by 3 cyan digits from 000 to 359 degrees, and by a white “°" label (in normal condition). In case of invalidity a white “HDG" label followed by 3 amber dashes and by a white “°" label is diplayed. 7 TRUE heading indication (available only if IRS installed) Cyan “TRUE" label to indicate the true heading. 8 Track angle bug Indicates on the heading dial the current track. It is represented by a magenta unfilled diamond along the heading dial and pointing towards the aircraft symbol. 9 Selected heading bug Indicates on the heading dial the current selected heading. It is represented by a cyan filled “M-shape" bug along the heading dial. 10 11 Bearing pointer The bearing pointer indicates the bearing of the navigation source selected on MCP. Pointer 1: - The needle head is depicted as a circle, the color is white if source is VOR and green if source is ADF. Pointer 2: - The needle head is depicted as an open diamond, the color is white if source is VOR and green if source is ADF.

12 FMS Messages - “TERM" and “APPR" green labels inform the pilots about sensitivity of deviation scales: full-scale deflection (2 dots) equals 1 Nm in “TERM” (Terminal) and 0.3 Nm in “APPR” (Approach). When no flight area is displayed, aircraft is assumed to be En Route. When LPV or LP approach are performed, “LPV” or “LP” labels indicate the current or next operation category. Display is green if operation capability is available, amber otherwise. When RNP AR operation is performed, “RNP AR” label indicates the current or next operation category. Display is green if operation capability is available, amber otherwise. - “MSG" amber label informs the pilot that a message is displayed on the MCDU. - “OFST“ green label indicates that FMS function ‘Lateral OFFSET’ is activated and operating. 13 Heading mismatch flag Amber “CHECK HDG" label appears above the aircraft symbol in when a discrepancy is detected for heading data between the AHRS sources for captain and F/O side. 14 Course desired track deviation scale In case of excessive LOC deviation, the four dots flash amber. In case of invalidity, two red lines cross the dots. Lateral deviation scale is composed of four fixed dots that provide an approximate measure of the lateral deviation. The scale of the deviation depends on NAV source. When FM NAV source is used, the full-scale deflection (2 dots) equals present RNP considered by FMS with a maximum of 5 Nm. The full-scale deflection equals 1 Nm in “TERM” (Terminal) area and 0.3 Nm in “APPR” (Approach). 15 TO/FROM pointer The TO/FROM pointer is a cyan triangle if VOR is selected as navigation source and magenta in the case of FMS selected as navigation source. Pointer indicates if the waypoint is forward or rearward compared to the current aircraft track. 16 Selected course/desired track pointer Pointer color is: - Cyan if VOR/ILS selected as NAV source - Magenta if FMS selected as NAV source - Cyan if LPV or LP approaches are performed - Amber in the case of excessive LOC deviation.

17 Course/desired track deviation bar Moves to the left or to the right on the lateral deviation scale to indicate side and distance of lateral deviation of the current aircraft trajectory compared to the desired track. Bar color is: - Cyan if VOR/ILS selected as NAV source - Magenta if FMS selected as NAV source - Cyan if LPV or LP approaches are performed - Amber in the case of excessive LOC deviation. 18 Rotating heading dial It is the reference for all angle information. In the case of loss of data a white circle with “HDG FAIL" red label will be displayed. 19 Aircraft symbol and heading reference The aircraft symbol is a yellow mock-up plane. The heading reference is a yellow unfilled triangle pointing down at the top of the compass rose. 20 Ground speed value 21 True air speed Value 22 Wind direction and speed

(Applies: 1054-1096;1237-1283)

PFD FOR INFORMATION ONLY. NOT REPRESENTATIVE OF AN IN-FLIGHT SITUATION

5 ADF1 368.0 OFST +10.3 G-VAR T RNG 424.5 ADF2 WAIT VOR1 110.30 025 40.5 H NM 200 250 GS TAS ° ° CHECK HDG 10 AUTO HDG HDG 330° TRUE CRS MSG TERM 1 2 3 4 7 8 6 12 10 11 9 5 20 TERR ON N 22 21 CHECK HDG 13 14 19 17 15 16 18

1 Navigation source annunciation Indicates which navigation source is selected on the own-side FGCP. It is displayed in: - Cyan for VOR or ILS source selected - Magenta for FMS source selected - Cyan “GPS” for LPV or LP approaches (for this approach FMS source is selected) When yellow, the annunciation indicates a source reversion. 2 Radio-navigation frequency / FMS ident Identifies the selected source either by its frequency (VOR and ILS) or by its ident (FMS). Five cyan digits from 108 to 117.95 MHz are displayed in the case of VOR-ILS navigation source. 5 amber dashes are displayed in the case of invalidity. The label of valid FMS waypoint “TO” ident with maximum seven magenta characters is displayed in the case of FMS navigation source. 3 Selected course/desired track numeric value Provides the angle value of the associated pointer. Represented by: - White “CRS" label followed by 3 cyan digits from 001 to 360 degrees, followed by a white “°" label if the navigation selected source is ILS or VOR (in normal condition) - White “CRS" label followed by 3 amber dashes, followed by a white “°" label in the case of invalidity if the navigation selected source is ILS or VOR. - White “DTK" label followed by 3 magenta digits from 001 to 360 degrees, followed by a white “°" label if the navigation selected source is FMS - White “DTK" label followed by 3 amber dashes, followed by a white “°" label in the case of invalidity if the navigation selected source is FMS. 4 DME Channel HOLD mode Cyan “H" label, which indicates if DME channel is in HOLD Mode. 5 DME/FMS distance Indicates the distance to go to the selected navigation source (station or “TO" waypoint). Represented by: - Three green digits, ranging from 0.0 to 99.9 in decimal increment and after in whole numbers followed by a white “NM" label in normal operation. - Three amber dashes followed by a white “NM" label are displayed in the case of invalidity. 6 Selected heading numeric value Indicates the angle value pointed by the selected heading bug. It is represented by a white “HDG“ label followed by 3 cyan digits from 000 to 359 degrees, and by a white “°" label (in normal condition). In case of invalidity a white “HDG" label followed by 3 amber dashes and by a white “°" label is diplayed. 7 TRUE heading indication (available only if IRS installed) Cyan “TRUE" label to indicate the true heading. 8 Track angle bug Indicates on the heading dial the current track. It is represented by a magenta unfilled diamond along the heading dial and pointing towards the aircraft symbol.

9 Selected heading bug Indicates on the heading dial the current selected heading. It is represented by a cyan filled “M-shape" bug along the heading dial. 10 11 Bearing pointer The bearing pointer indicates the bearing of the navigation source selected on MCP. Pointer 1: - The needle head is depicted as a circle, the color is white if source is VOR and green if source is ADF. Pointer 2: - The needle head is depicted as an open diamond, the color is white if source is VOR and green if source is ADF. 12 FMS Messages - “TERM" and “APPR" green labels inform the pilots about sensitivity of deviation scales: full-scale deflection (2 dots) equals 1 Nm in “TERM” (Terminal) and 0.3 Nm in “APPR” (Approach). When no flight area is displayed, aircraft is assumed to be En Route. When LPV or LP approach is performed, “LPV” or “LP” labels indicate the current or next operation category. Display is green if operation capability is available, amber otherwise. - “MSG" amber label informs the pilot that a message is displayed on the MCDU. - “OFST“ green label indicates that FMS function ‘Lateral OFFSET’ is activated and operating. 13 Heading mismatch flag Amber “CHECK HDG" label appears above the aircraft symbol in when a discrepancy is detected for heading data between the AHRS sources for captain and F/O side. 14 Course desired track deviation scale In case of excessive LOC deviation, the four dots flash amber. In case of invalidity, two red lines cross the dots. Lateral deviation scale is composed of four fixed dots that provide an approximate measure of the lateral deviation. The scale of the deviation depends on NAV source. When FM NAV source is used, the full-scale deflection (2 dots) equals present RNP considered by FMS with a maximum of 5 Nm. The full-scale deflection equals 1 Nm in “TERM” (Terminal) area and 0.3 Nm in “APPR” (Approach). 15 TO/FROM pointer The TO/FROM pointer is a cyan triangle if VOR is selected as navigation source and magenta in the case of FMS selected as navigation source. Pointer indicates if the waypoint is forward or rearward compared to the current aircraft track.

16 Selected course/desired track pointer Pointer color is: - Cyan if VOR/ILS selected as NAV source - Magenta if FMS selected as NAV source - Cyan if LPV or LP approaches are performed - Amber in the case of excessive LOC deviation. 17 Course/desired track deviation bar Moves to the left or to the right on the lateral deviation scale to indicate side and distance of lateral deviation of the current aircraft trajectory compared to the desired track. Bar color is: - Cyan if VOR/ILS selected as NAV source - Magenta if FMS selected as NAV source - Cyan if LPV or LP approaches are performed - Amber in the case of excessive LOC deviation. 18 Rotating heading dial It is the reference for all angle information. In the case of loss of data a white circle with “HDG FAIL" red label will be displayed. 19 Aircraft symbol and heading reference The aircraft symbol is a yellow mock-up plane. The heading reference is a yellow unfilled triangle pointing down at the top of the compass rose. 20 Ground speed value 21 True air speed Value 22 Wind direction and speed

-0 -N B 1 PFD

B 1 MINI ND ARC MODE

-0 -N C 1 PFD

B 1 MINI ND ROSE MODE

MFD 025 BRG ° 50 10 : 3.0 NM 10 +03 RNG WX WAIT 025 TOWPT 200 GS 250 TAS T HDG HDG 040° NM 5 +03 +05 OFST L 18.3 TERR NAV DR G-VAR -07 -07 B + C + PWR

3 200 TAS GS ° 250 50 / 355 5 AUTO 025 10 ° 1 11 6 5 13 RNG WAIT G-VAR T +10 3 . ADF2 424.5 ADF1 368.0 HDG 025 ° GPS1 3 15 8 15 12 7 10 2 9 ND FORMAT IN ROSE MODE 23

3 025 DTK ° 50 10: 3.0 NM RNG WAIT TOWPT 200 GS 250 TAS AIRPORT NAVAID TA 25.3NM / +03 RA 25.3NM / +03 OFST L 18.3 G-VAR ° 50 / 355 10 AUTO +04 025 5 +03 +03 HDG 025° 14 3 17 16 18 19 ND FORMAT IN ARC MODE ADF2 424.5 ADF1 368.0 21 20 25 24 22

AIRPORT NAVAID N S W E 10 5 50 10 : 3.0 TOWPT NM DTK AGN NEXTWPT LFBA LFBE L 1.20 NM 17 16 18 19 ND FORMAT IN PLAN MODE

3 26 27 “FOR INFORMATION ONLY. NOT REPRESENTATIVE OF AN IN-FLIGHT SITUATION” 1 Latitude/Longitude Indication Provides the current position of the aircraft through numeric latitude and longitudes values. If the position is not valid, all numbers and letters are replaced by amber dashes. 2 Selected Heading Bug A cyan filled M-shape bug (along the heading ROSE or ARC scale) indicates the current selected heading. 3 9 Bearing Pointer Indications Indicates the bearing of the navigation source selected on the FGCP. - Pointer 1: The needle head is depicted by a circle, the color is white if source is VOR and green if source is ADF. The selected frequency is displayed in the bottom left square 5 . - Pointer 2: The needle head is depicted an open diamond, the color is white if source is VOR and green if source is ADF. The selected frequency is displayed in the bottom right square 6 . 4 Heading Mismatch Flag (not depicted) Amber CHECK HDG warns of heading discrepancy between Captain and F/O side.

5 6 Bearing Pointer Identification Displays NAV source, the frequency and DME distance (if available) of associated pointer. When Navaid auto-tuning function is activated : - VOR identifier is displayed instead of its frequency - An “A” cyan label is displayed beside the VOR identifier Note A cyan “H” is displayed beside DME distance when the DME HOLD function is activated. 7 Selected Heading Readout 8 Aircraft Reference ARC mode Location: at the geometric center of the arc heading dial. ROSE mode Location: at the geometric center of the full compass heading dial. PLAN mode Location: center of aircraft based on the LAT/LONG position sent by the FMS, only if the scrolling and range of the flight plan selected corresponds to a representation where the aircraft is present.

10 14 Range The range can be set manually through the EFCP or be managed by the display system. - Manual range in ARC mode The range indication includes: o One outer white arc displaying 90 ° of heading centered on aircraft reference o Three cyan numeric digits, on the outer arc left extremity o One inner white dashed arc displaying 150 ° of heading, centered on aircraft reference and whose radius is half the radius of first arc o Three cyan numeric digits, on the inner arc left extremity. - AUTO range in ARC mode The range indication includes: o One outer white arc displaying 90 ° of heading centered on aircraft reference o Three white numeric digits, on the outer arc left extremity with below an “AUTO” label o One inner white dashed arc displaying 150 ° of heading, centered on aircraft reference and whose radius shall be half the radius of first arc o Three white numeric digits, located on the inner arc left extremity. - Manual range in ROSE mode The range indication includes: o One outer white circle centered on aircraft reference o Three cyan numeric digits, on bottom left along outer circle o One inner white dashed circle, centered on aircraft reference and whose radius shall be half the radius of outer circle o Three cyan numeric digits, on bottom left along inner circle. - AUTO range in ROSE mode The range indication includes: o One outer white circle centered on aircraft reference o Three white numeric digits, on bottom left along outer circle with above an “AUTO” label o One inner white dashed circle, centered on aircraft reference and whose radius shall be half the radius of outer circle o Three white numeric digits, on bottom left along inner circle. - Range in PLAN mode The range indication includes: o One outer white circle o Three cyan numeric digits, on bottom left along outer circle o One inner white circle, centered like outer circle and whose radius shall be half the radius of outer circle o Three cyan numeric digits, located on bottom left along inner circle. 11 Heading Dials 12 Track Angle Bug A green unfilled diamond along the ROSE or ARC heading dial and pointing towards the aircraft mock-up indicates the current track. 13 Heading Readout

15 Static Markers Provide a static reference on ROSE and PLAN compasses. 16 Ground Speed Value 17 True Air Speed Value 18 Wind Value Reports current wind direction and speed. 19 Wind Direction Indication 20 Active flight plan leg Displayed in magenta with associated next waypoint. 21 FPLN legs with associated waypoints Displayed in: - Green for non-active legs - Cyan for non-active missed approach legs - Yellow for temporary flight plan legs Guided leg are basic navigation straight legs that clearly define a path between two waypoints. Guided leg is displayed as a continuous line. Non-guided leg is computed by FMS as transition legs between two guided legs. Their geometry can change depending on the flight conditions. Non guided leg is displayed as a dashed line. 22 TO WPT INFORMATION The following information are displayed: - Bearing (BRG) up to TO waypoint - Distance between current aircraft position and TO waypoint - ETE (Estimated Time En-Route) up to the TO waypoint; it is displayed in minutes and seconds format. When both FMS are not available, TO WPT information is not available. GPS latitude / longitude of current aircraft position are displayed. When the LNAV mode is engaged, identification of the TO waypoint is flashing: - 10 seconds prior reaching the TO waypoint of the active leg - 10 seconds prior a turn initiation when the TO waypoint is defined with a Fly-by transition. Note In this second case, the waypoint alert is not repeated at the TO waypoint when the aircraft is flying the TO waypoint. - One minute prior reaching the discontinuity - One minute prior reaching the end of FPLN. Note Waypoint alert does not concern pseudo-waypoints of the FPLN vertical trajectory.

23 FMS nav mode/advisory messages Displays FMS navigation mode, NAV DR The back-up localization mode Dead Reckoning (D-R) is active. This mode does not enable performing restrictive operations in specific airspaces. GPS INTEG Loss of the GPS data integrity; see also AIM/RAIM monitoring for restrictive operations in specific airspaces. UNABLE RNP The Actual Navigation Performance is greater than the RNP. For further details Refer to RNP Operations. FMS INDEPENDENT FMS is operating in INDEPENDENT mode; for further detail Refer to DSC.34.10.4.2.01 Dual FMS Configuration. FMS1 FMS2 Unusual FMS navigation source selection; i.e. FMS 1 selected on F/O side or FMS 2 selected on CAPT side. NAV DME FMS localization mode DME/DME is active in BCP NAV VOR/DME FMS localization mode VOR/DME is active in BCP NAV VOR/VOR FMS localization mode VOR/VOR is active in BCP GPS FMS localization mode GPS is active in BCP or GPS position fixing mode. When both FMS are not available, this field indicates GPS source (GPS 1, GPS 2 if installed). 24 Activation OFFSET annunciator indicates that FMS function ‘Lateral OFFSET’ is activated and operating. the Offset side (“L” or “R”) and offset lateral distance in Nm are displayed. 25 Lateral track deviation to the active FPLN leg Indicates the current lateral track deviation. The deviation side (“L” or “R”) and deviation lateral distance in Nm are displayed. 26 NAVAID display NAVAIDS are displayed on ND. The nearest NAVAIDS (except LOC) are displayed on the map (up to 15 NAVAIDS can be displayed). Note This function is selected on the VCP NAV / ND OVLY page.

27 AIRPORT display Airports are displayed on ND. The nearest airports are displayed on the map (up to 15 airports can be displayed). Note This function is selected on the VCP NAV / ND OVLY page.

(Applies: 1096-1160)

2 FROM STANDARD DATABASE FROM PILOT DATABASE WAYPOINT AIRPORTS VOR VOR/ILS/DME NDB Vertical profile interception point

Predictive interception between the FMS vertical profile and the actual aircraft vertical trajectory. This symbol is displayed on ND and on mini ND along the FPLN. In VNAV mode, this symbol is displayed along the FPLN at position where FMS predicts: - The interception of a 5.5° slope and descent profile when A/C is above the path. - The interception of current A/C altitude and descent profile when A/C is below the path. TOC Top Of Climb. This pseudo waypoint is the intersection of the vertical profile from the departure airport with the cruise altitude. This symbol is displayed on ND and on mini ND along the FPLN. TOD Top Of Descent. This pseudo waypoint is the intersection of the cruise altitude with the vertical profile to the destination airport. This symbol is displayed on ND and on mini ND along the FPLN. Predictive intersection of the selected altitude (during climb or descent) along the FPLN path. This symbol is displayed on ND and on mini ND along the FPLN. Predictive intersection of the FMS altitude (during climb or descent) along the FPLN path. This symbol is displayed on ND and on mini ND along the FPLN.

(Applies: 1054;1237-1283)

2 FROM STANDARD DATABASE FROM PILOT DATABASE WAYPOINT AIRPORTS VOR VOR/ILS/DME NDB Vertical profile interception point Predictive interception between the FMS vertical profile and the actual aircraft vertical trajectory. This symbol is displayed on ND and on mini ND along the FPLN. TOC Top Of Climb. This pseudo waypoint is the intersection of the vertical profile from the departure airport with the cruise altitude. This symbol is displayed on ND and on mini ND along the FPLN. TOD Top Of Descent. This pseudo waypoint is the intersection of the cruise altitude with the vertical profile to the destination airport. This symbol is displayed on ND and on mini ND along the FPLN. Predictive intersection of the selected altitude (during climb or descent) along the FPLN path. This symbol is displayed on ND and on mini ND along the FPLN.

HSI on PFD

ND on MFD (with TERRAIN displayed)

2 1 HDG FAIL Flag HDG FAIL flag is display in case of dual AHRS failure. Heading indications on ND and HSI are lost. 2 FPLN NOT AVAILABLE Flag FPLN NOT AVAILABLE flag is display in case of dual AHRS failure. Flight plan path on ND and HSI is lost. 3 Aircraft symbol Aircraft symbol is replaced by a white dash in case of dual AHRS failure. Note Terrain display will remain available on ND. Terrain display is oriented with true track up. GPS is used to define aircraft true track. ILS deviations and ADF bearing are still available.

ADF OVLY

<

< STBY PWR B + - C + - MFD UPPER WINDOW MEMO PANEL DISPLAY ACTIVE STBY ACTIVE 115.10 V/ILS2 DME HOLD V/ILS1

< VOR/ILS STBY

< DME HOLD AUTO AUTO 117.10 112.30 112.30 ACTIVE ACTIVE 1415.0 ADF2 ADF1 VOR/ILS ADF OVLY STBY ADF 1423.0 1423.0 1603.0 TONE TONE MFD 113.15

COM NAV ESC . SURV 1 2 3 4 5 6 7 8 9 0 1 2 3 4 ENT 1 NAV P/B Enables the selection of the NAV pages on the VCP. 3 pages : - VOR - ADF - ND OVLY (ND Overlay) 2 Multi directional pad Enables choosing the selection area 3 Numeric Key Board Enables setting manually the frequency 4 Enter P/B Enables validating the selection area

Selection of the required overlay information on the ND: - Traffic - Weather radar - Terrain - Navaid - Airport

OVLY VOR/ILS ADF NAVAID AIRPORT TRAFFIC WX WX/TERR NORM ABOVE BELOW NONE TERR NONE

MENU STD SEL SET + - 130 VHF1 10 10 1013 ILS1 108.55 125 180 240 118.100 201 2 20 127 00 220 013 1 1 1 Glide Slope & Localizer scales and indexes The deviation scales appear when the ILS MODE is selected. The indexes appear when the glideslope and localizer signals are valid and deviation scales displayed. When MENU button is pushed and VHF NAV 1 is tuned on ILS:

SEL SET BARO UNIT [INHG] SEL SET SEL SET TUNING MODE [OFF] SEL SET MAINTENANCE [OFF] SET TURN SET SET TURN SET SET TURN SET EXIT MENU PRESS MENU ENTER MENU PRESS MENU ILS MODE IESI MENU WITH ILS TUNING MENU STD SEL SET + - 130 10 10 1013 125 180 240 201 2 20 127 00 220 The deviation scale appears when the VOR MODE is selected. In the bottom left corner TO ▲ and FROM ▼ are indicated in cyan followed by the selected course.

When MENU buttons is pushed and VHF NAV 1 is tuned on VOR:

SEL SET BARO UNIT [INHG] SEL SET SEL SET TUNING MODE [OFF] SEL SET MAINTENANCE [OFF] SET TURN SET SET TURN SET SET TURN SET EXIT MENU PRESS MENU ENTER MENU PRESS MENU VOR MODE IESI MENU WITH VOR TUNING MENU STD SEL SET + - 130 10 10 1013 125 180 240 201 2 20 127 00 220

The Terrain and Traffic Collision Avoidance System (T2CAS) is designed to provide the flight crew with visual and aural warnings of possible inadvertent flight into terrain. During normal flight operations, the system remains essentially silent. It uses GPS, radio altitude, barometric altitude and other relevant data in combination with its internal database information to provide the pilot with a full time terrain display. The look ahead function compares aircraft’s position and projected flight profile with the terrain database, and if activated, also the obstacle database. TAWS alert modes are: - Reactive modes (GPWS modes) : o Mode 1 – excessive descent rate o Mode 2 – excessive terrain closure rate o Mode 3 – altitude loss after takeoff or go around o Mode 4 – unsafe terrain clearance not in landing mode o Mode 5 – excessive descent below glide slope o Mode 6 – excessive bank angle and altitude callouts - Predictive modes: o Terrain Caution and Warning o Obstacle Caution and Warning Note CPA when used in reference to TAWS refers to Collision Prediction and Alerting. TAWS is a situational awareness system. It is not intended to be used for primary navigation of the aircraft.

Mode 1 - Excessive Sink Rate This mode monitors the radio altitude and vertical speed and generates a reactive medium- term caution and a reactive short-term warning when the current flight path is descending at an excessive rate. Sink Rate Caution : If the aircraft penetrates the amber envelope, the “SINK RATE” audio alert is generated and the amber “GPWS” pushbutton light turns on.

Sink Rate Warning : If the aircraft penetrates the red envelope, the “PULL UP” audio alert is generated and the red “PULL UP” pushbutton light turns on.

MODE 1 EXCESSIVE DESCENT RATE RADIO ALTITUDE VERTICAL SPEED CPA NOT ACTIVE STEEP APPROACH MODE 1 ENVELOPE VERTICAL SPEED (ft/min) RADIO ALTITUDE (ft) 50 370 1750 1180 2610 2450 2075 6225 1000 3000 5150 5500 1500 "PULL UP" "SINK RATE" STEEP APPROACH

Mode 2 - Excessive Terrain Closure Rate This mode monitors the radio altitude, computed airspeed, landing gear configuration, and landing flaps configuration and generates a reactive medium-term caution and a reactive short-term warning when the current flight path and the terrain are closing at an excessive rate. Terrain Caution : Mode 2 has two Caution sub-modes: Mode 2A and 2B. A Terrain Caution is generated when radio altitude and closure rate are of the following: - Within the red envelope for one second if the flaps are not in a landing configuration and the flaps override is not set (Mode 2A) - Within the amber envelope for one second if the flaps are in a landing configuration or if the flaps override is set (Mode 2B) When a Mode 2 Terrain caution is generated, the “TERRAIN TERRAIN” audio alert is generated and the amber “GPWS” pushbutton light turns on. Terrain Warning : Mode 2 Terrain Caution changes to Terrain Warning if : - The landing gear in not in the landing configuration, and - The radio altitude and terrain closure rate are one of the following : o Within the red envelope for 3 s if the flaps are not in a landing configuration and the flaps override is not set (Mode 2A). o Within the amber envelope for 3 s if the flaps are in landing configuration or if the flaps override is set. When a Mode 2 Terrain Warning is generated, the “PULL UP” audio alert is generated and the red “PULL UP” pushbutton light turns on.

MODE 2 EXCESSIVE TERRAIN RADIO ALTITUDE LANDING GEAR LANDING FLAPS CPA NOT ACTIVE MODE 2 ENVELOPE TERRAIN CLOSURE RATE (ft/min) RADIO ALTITUDE (ft) 50 220 2277 790 3900 1500 2450 6000 1800 3000 < 220 kts

310 kts 2063 CLOSURE RATE FLAPS NOT EXTENDED FLAPS IN LANDING CONFIGURATION "TERRAIN TERRAIN" .... "PULL UP" Note Mode 2 is normally deactivated when predictive mode is available.

Mode 3 - Altitude Loss After Takeoff This mode monitors the radio altitude and aircraft altitude and generates a caution alert when there is loss of altitude after takeoff or a missed approach. Don’t Sink Caution : If the aircraft penetrates the amber envelope, the “DON’T SINK” audio alert is generated and the amber “GPWS” pushbutton light turns on.

MODE 3 LOSS OF ALTITUDE RADIO ALTITUDE ALTITUDE MODE 3 ENVELOPE ALTITUDE LOSS (ft) RADIO ALTITUDE (ft) 1500 143 "DON'T SINK" AFTER TAKEOFF

Mode 4 -Unsafe Terrain Clearance Not In Landing Mode This mode monitors the radio altitude, landing gear configuration, landing flaps configuration, and airspeed and generates a caution alert if there is insufficient terrain clearance when the aircraft is not in the proper landing configuration. Too Low Terrain Caution: A Too Low Terrain Caution is generated if : - The radio altitude and the airspeed are within the Too Low Terrain envelope, and - The landing gear or flaps are not in a correct landing configuration. When a Mode 4 Too Low Terrain Caution is generated, the “TOO LOW TERRAIN” audio alert is generated and the amber “GPWS” pushbutton light turns on. Too Low Gear Caution: A Too Low Gear Caution is generated if : - The radio altitude and the airspeed are within the Too Low Gear envelope, and - The landing gear is not in a correct landing configuration. When a Mode 4 Too Low Gear Caution is generated, the “TOO LOW GEAR” audio alert is generated and the amber “GPWS” pushbutton light turns on. Too Low Flaps Caution: A Too Low Flaps Caution is generated if : - The radio altitude and the airspeed are within the Too Low Flaps envelope, and - The flaps are not in a correct landing configuration. When a Mode 4 Too Low Flaps Caution is generated, the “TOO LOW FLAPS” audio alert is generated and the amber “GPWS” pushbutton light turns on.

MODE 4 UNSAFE TERRAIN CLEARANCE RADIO ALTITUDE LANDING GEAR LANDING FLAPS AIR SPEED (CAS) MODE 4 ENVELOPE COMPUTED AIR SPEED (kts) RADIO ALTITUDE (ft) 245 159 500 250 1000 190 NOT IN LANDING MODE "TOO LOW TERRAIN" "TOO LOW GEAR" "TOO LOW FLAPS"

Mode 5 - Excessive Descent below Glide Slope This mode monitors the radio altitude, glide slope deviation, localizer deviation, landing gear configuration, and glide slope inhibit/cancel. Glide Slope Caution: A Glide Slope Caution is generated if there is excessive descent below the instrument glide path when making a front course approach with gear down. When a Glide Slope Caution is generated, the “GLIDE SLOPE” audio alert is generated and the amber “GPWS” pushbutton light turns on.

MODE 5 EXCESSIVE DESCENT BELOW RADIO ALTITUDE GLIDESLOPE DEVIATION ILS LOCALIZER ILS BACKCOURSE MODE 5 ENVELOPE GLIDESLOPE DEVIATION (DOTS) RADIO ALTITUDE (ft) 150 2.0 300 2.98 1000 1.3 GLIDESLOPE SELECTED RUNWAY HEADING TRACK ANGLE LANDING GEAR GLIDESLOPE CANCEL/INHIBIT 3.68 "GLIDESLOPE" (6 dB REDUCED VOLUME) MODE 5A "GLIDESLOPE" MODE 5B

Mode 6 - Excessive Bank Angle And Altitude Callouts Mode 6 monitors the following parameters: - Radio altitude - Decision Height (DH) - Minimum Descent Altitude (MDA) - Bank angle. 1) Excessive Bank Angle Callout An aural alert (BANK ANGLE) is triggered when aircraft bank angle exceeds a bank angle limit. The bank angle limit depends on the radio altitude.

MODE 6 EXCESSIVE BANK ANGLE RADIO ALTITUDE BANK ANGLE MODE 6 ENVELOPE BANK ANGLE (DEGREES) RADIO ALTITUDE (ft) 30 40.0 150 10.0 2450 55.0 "BANK ANGLE" 2) Altitude Callouts The system:

  • Monitors the radio altitude
  • Generates altitude callouts during descent. Each callout is emitted one time. The callout process is reactivated only when the radio altitude is above 1 080 ft. Radio Altitude Callout 500 ft FIVE HUNDRED 200 ft TWO HUNDRED 100 ft ONE HUNDRED 50 ft FIFTY 40 ft FORTY 30 ft THIRTY 20 ft TWENTY 10 ft TEN 3) Decision Height Callouts When the landing gear is down and a DH is set, the system generates altitude callouts based on radio altitude. Radio Altitude (DH) Callout Selected DH + 100 ft APPROACHING DECISION HEIGHT Selected DH DECISION HEIGHT 4) Minimum Descent Callouts When the landing gear is down and an MDA is set, the system generates altitude callouts based on barometric altitude. Baro Altitude (MDA) Callout Selected MDA + 80 ft APPROACHING MINIMUM Selected MDA MINIMUM, MINIMUM

This function uses aircraft geographic position provided by the aircraft GPS, aircraft altitude and a worldwide terrain database to predict possible conflicts between the aircraft flight path and the terrain, and to provide aural alert and graphic displays of the conflicting terrain.

1) Terrain / Obstacle Display The terrain data can be displayed on the ND mode of the MFD and on the Navigation Area of the PFD. When the flight crew selects the terrain display, it replaces the Weather Radar display and can be available to the flight crew at any time. The local terrain forward of the aircraft is depicted as variable density dot patterns in green, yellow or red. The density and color is a function of how close the terrain is to aircraft altitude

TERRAIN COLORATION + 1000 FT REF. ALT. - MTCD FT - 1000 FT - 2000 FT The terrain identified as water is displayed as cyan dots. Two elevation numbers (in hundreds of feet above MSL), with the highest terrain on top and the lowest terrain under it, are displayed with the corresponding colors to indicate the highest and lowest terrain currently being displayed. If A/C altitude is safely above the highest terrain elevation within the ND range, the terrain is displayed independently of aircraft altitude. MAX TERRAIN THRESHOLD IS 90% OF SPREAD THRESHOLD IS 75% OF SPREAD THRESHOLD IS 25% OF SPREAD MIN TERRAIN 90% 75% 25% 14, 0, 4, 3 V13.2

2) Terrain/ Obstacle Alerting Three predicted A/C trajectories are used to detect conflict with terrain or obstacle. These trajectories are constituted of three parts: - An extrapolation of current A/C trajectory during : o 20 s for the CAUTION alert level trajectory o 8 s for the WARNING alert level trajectory o 1 s for the AVOID alert level trajectory. - A constant 0.5 g acceleration vertical maneuver to change current A/C trajectory to a climb trajectory. - A climb trajectory with a climb gradient corresponding to current weight, altitude, temperature, engine operative considering a climb maneuver at recommended 150 kt airspeed. The duration of this part is: o 112 s for the CAUTION alert level trajectory o 112 s for the WARNING alert level trajectory o 119 s for the AVOID alert level trajectory.

CURRENT CLIMB CAPABILITY CURRENT FPA CONSTANT 0.5 g ACCELERATION VERTICAL MANEUVER SAFETY MARGIN 1 s 8 s 20 s TERRAIN If a conflict is detected between the CAUTION alert level trajectory and terrain or obstacle: - An aural message “TOO LOW TERRAIN”, “TERRAIN AHEAD” or “OBSTACLE AHEAD” is generated - GPWS lights on the glareshield come on - Conflicting terrain areas are shown in solid yellow on the Terrain Display (MFD).

If a conflict is detected between the WARNING alert level trajectory and terrain or obstacle: - An aural message “TERRAIN AHEAD, PULL UP” or “OBSTACLE AHEAD, PULL UP” is generated - PULL UP lights on the glareshield come on - Conflicting terrain areas are shown in solid red on the Terrain Display (MFD). If a conflict is detected between the WARNING alert level trajectory and terrain or obstacle: - An aural message “AVOID TERRAIN” or “AVOID OBSTACLE” is generated - PULL UP lights on the glareshield come on - Conflicting terrain areas are shown in solid red and black cross-hatch on the Terrain Display (MFD). Note A safety margin is added to terrain and obstacle elevation. The safety margin value varies depending on distance to closest airport (it reduces when approaching to airport) and current vertical speed (it reduces with increasing descent rate). A discrete pop up signal is used to automatically display on the MFD the threatening terrain or obstacle with an auto range of 10 Nm, whatever is the previous information displayed. If a Caution alert is expected 120 s ahead of the current A/C trajectory, an Advisory line will be display on the ND . The Advisory line is displayed at the position where the Caution alert is expected to be triggered. Alert Level Aural warning TAWS light Terrain display ND auto mode Advisory line — — Yellow line — Caution “TOO LOW TERRAIN” OR “TERRAIN AHEAD” / “OBSTACLE AHEAD” On each flight crew’s glareshield, GPWS light comes on amber Solid yellow Automatic 10 Nm display Warning “TERRAIN AHEAD, PULL UP” / “OBSTACLE AHEAD, PULL UP” On each flight crew’s glareshield, PULL UP light comes on red Solid red Automatic 10 Nm display Avoid “AVOID TERRAIN” / “AVOID OBSTACLE” On each flight crew’s glareshield, PULL UP light comes on red Solid red and black crosshatch Automatic 10 Nm display

AVOID Warning Caution Advisory line AVOID Warning Caution

As the aircraft enters the approach sector (approximately 2.7 Nm or 5 km from the runway threshold), the system begins to measure the aircraft approach relative to an imaginary convergence envelope extending from the runway threshold. The convergence envelope defines the limits for a safe arrival at the runway threshold. Forward looking alerts are suppressed as long as the calculations indicate that the aircraft can converge (safe non-CFIT approach is predicted). If the calculation shows the aircraft will not converge correctly or if the aircraft is not in landing configuration, the forward looking function is enabled and generates appropriate alerts, should a CFIT potential exist. The convergence envelope has the approximate shape of a funnel with the smallest part being a landing box that approximately overlays the runway threshold. The bottom and top of the convergence envelope accommodate normal and steep approaches, while the sides are defined to accommodate straight-on and curved approaches. The aircraft can approach and enter the envelope from any direction and convergence is calculated accordingly.

CONVERGENCE ENVELOPE 5000 m

OFF FAULT TERR FAULT OFF TAWS GPWS NORM FLAP OVRD OFF

The selector is guarded and wirelocked on NORM position. NORM TAWS reactive modes operate normally. FLAP OVRD Mode 4 alert caused by flap extension at less than landing configuration is inhibited to avoid nuisance warnings in case of landing with reduced flap setting. OFF All TAWS reactive modes are inhibited, TAWS reactive modes are inoperative.

OFF FAULT TERR FAULT OFF TAWS GPWS NORM FLAP OVRD OFF

FAULT Comes on amber when some or all TAWS reactive modes are lost. OFF Comes on white when GPWS selector on OFF position.

OFF FAULT TERR FAULT OFF TAWS GPWS NORM FLAP OVRD OFF

Pressed TAWS predictive modes are operative. FAULT Comes on amber when some or all TAWS predictive modes are lost. OFF Comes on white when TERR pb is released to inhibit TAWS predictive modes.

MASTER CAUT MASTER WARN PULL UP GPWS 133VM 134VM PULL UP GPWS MASTER CAUT MASTER WARN

Pull Up - GPWS Pushbutton The pushbuttons on CAPT and F/O panels are identical and connected in parallel. PULL UP and GPWS indications are integrated into the pushbuttons. Pb pressed in Activates TAWS self-test operation on ground. It is necessary to push on the pushbutton during 1 to 3 seconds to start the self-test. Inhibits the aural and visual alert caution in flight. Reactive modes: PULL UP Comes on red when a reactive mode warning is activated (PULL UP). GPWS Comes on amber when a reactive mode caution is activated: - For modes 1 to 4 (Aural alert): o Mode 1: SINK RATE PULL UP o Mode 2: TERRAIN PULL UP o Mode 3: DON’T SINK o Mode 4 (Based on speed and / or flaps / gear setting): TOO LOW TERRAIN or TOO LOW GEAR or TOO LOW FLAPS - For mode 5 (Aural alert): o GLIDE SLOPE Predictive modes: PULL UP Comes on red when a predictive mode warning is activated. - TERRAIN AHEAD, PULL UP or OBSTACLE AHEAD, PULL UP warnings - AVOID TERRAIN or AVOID OBSTACLE warnings GPWS Comes on amber when a predictive mode caution is activated: - TERRAIN AHEAD or OBSTACLE AHEAD cautions

MFD

B 1 1 TERRAIN RADAR BELOW On MFD, in normal display configuration, both captain and first officer Virtual Control Panel (VCP) OVLY tab enable Terrain background selection on respective Navigation Displays.

3 MFD PWR B + - C + - GPS1 N 85 30.45 ° E 015 06.12 ° 180 80 ° / 330 250 GS TAS 000 10 AUTO TERR ON 094 055 5 ADF1 1250.5 HDG 015° VOR2 117.00 40.5 NM H 1 2

3 3 000 10 AUTO 180 80 ° / 330 250 GS TAS VOR2 117.00 40.5 NM H ADF1 1250.5 HDG 015° 5 GPS1 N 85 30.45 ° E 015 06.12 ° TERR ON 094 055 1 TAWS status indication When Terrain background is selected on OVLY tab of VCP: - A cyan “TERR ON” label is displayed when TAWS predictive mode normal operation - A white “TERR OFF” label is displayed when TAWS predictive mode is switched off - Amber “TERR FAULT” label is displayed when TAWS predictive mode is faulted - A yellow “TERR TEST” label is displayed on ground during system test 2 TAWS image

When Terrain background is selected on OVLY tab of VCP: - Terrain background is displayed in different color and density and indicates the difference between local ground altitude and aircraft altitude. 3 TAWS terrain altitues (in hundreds of feetabove MSL) Numbers indicate the highest and lowest terrain currently displayed. Number colors correspond to the terrain color. A single elevation number (highest altitude) is displayed when the screen is fully black or blue.

EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B) PULL UP - GPWS pb GPWS light TERR pb DC BUS 1 (on overhead panel TAWS ADVS) NIL T2CAS Computer DC BUS 2 (on overhead panel T2CAS T-R) NIL

1 TAWS TAWS reactive modes - Alert CONDITION VISUAL AURAL TAWS reactive modes loss - MC light flashing amber - GPWS amber message on EWD - GPWS FAULT amber light on TAWS panel. SC TAWS predictive modes - Alert CONDITION VISUAL AURAL TAWS predictive modes - MC light flashing amber - TERRAIN amber message on EWD - TERR pb FAULT amber light on the TAWS panel SC

TAWS-Alert CONDITION VISUAL AURAL TAWS computer internal failure - OR - Power supply loss - MC light flashing amber - TERRAIN amber message on EWD - GPWS amber message on EWD - Both GPWS and TERR FAULT amber lights onTAWS panel. SC Additional Information When Terrain background is selected on OVLY tab of VCP, TERRAIN function failure is indicated by TERR FAULT amber label on ND (or HSI).

When ADS-B Out function is active, the transponder will transmit periodically, surveillance data from avionics sources (GNSS, ADC, Radio Management Application, AHRS, AFCS and FMA) to ground stations or ADS-B in aircraft. Broadcast of ADS-B data is started as soon as XPDR is set ON either “on ground” or “in flight”. ADS-B broadcast cannot be switched OFF independently of mode A/C/S surveillance functions. The following ADS-B out surveillance parameters are periodically sent by XPDR in compliance: - Aircraft identification - Mode A code (except if mode A code is 1000) - ICAO 24 bit aircraft address - Horizontal position (latitude and longitude) (on ground and in flight) with associated quality parameters - Pressure Altitude - Special Position Identification (SPI) (”IDENT” transmission) - Emergency status and emergency indicator (7500/7600/7700 codes) - 1090 ES Version Number - Airborne velocity over Ground - (East/West and North/South) with associated quality parameter - Emitter Category - Vertical Rate - Ground Track - Ground speed - Aircraft length and width - GPS antenna longitudinal offset - Geometric Altitude and associated quality parameter - Selected Altitude - Barometric Pressure Setting - ACAS Resolution Advisory - System Design Assurance Note - Each XPDR uses GNSS1 as primary source. If GNSS1 is unavailable, GNSS2 is used. - AHRS, AFCA and FMA data are provided through Data Concentrator Application.

When ADS-B Out function is active, the transponder will transmit periodically, surveillance data from avionics sources (GNSS, ADC, Radio Management Application, AHRS, AFCA and FMA) to ground stations or ADS-B In aircraft. System architecture is detailed below (same architecture for XPDR1 and XPDR2)

MCDU2 MCDU1 AHRS2 AHRS1 XPDRi GNSS2 GNSS1 ADC1 ADC2 TCAS Weight On Wheel RMA1 RMA2 Display Units FWA1 DCAi FWA2 CMA AFCA1 AFCA2 FMA1 FMA2 coaxial

Broadcast of ADS-B data is initiated as soon as XPDR is set ON either on ground or in flight and cannot be switched OFF independently of mode A/C/S surveillance functions. Following ADS-B out surveillance parameters are periodically sent by XPDR in compliance with DO-260B format (ADS-B out version 2):

1) Aircraft Identification; 2) Mode A Code (disable when mode A code = 1000 is set); 3) ICAO 24-bit aircraft address; 4) Airborne and surfaceHorizontal Position (Latitude and Longitude) with associated quality parameters (NIC, NACp, SIL, SDA) 5) Pressure Altitude (including NICbaro); 6) Special Position Identification (SPI); 7) Emergency Status and Indication; 8) 1090 ES Version Number; 9) Airborne velocity over Ground -- (East/West and North/South) with associated quality parameter (NACv); 10) Emitter Category; 11) Vertical Rate; 12) Surface Ground Track; 13) Surface movement (ground speed); 14) Length/width of Aircraft; 15) GPS Antenna Longitudinal Offset; 16) Geometric Altitude and associated quality parameter (GVA) 17) Selected Altitude; 18) Barometric Pressure Setting; 19) ACAS Resolution Advisory. Note Each XPDR uses own GNSS1 as the most priority source and opposite side GNSS if GNSS1 is unavailable. - AHRS, AFCA and FMA data are provided through Data Concentrator Application. In case of dual GNSS failure amber ADS-B caution is displayed on Engine and Warning Display. In case of XPDR equipment failure, ADS-B function will also be lost. This will be indicated on Engine and Warning Display with both XPDR and ADS-B caution being displayed.