The Collins Proline 4 flight tests are in final completion. This system has evolved, too, and is installed in various forms on business jets such as the Beech 400, Learjet 60 and Dassault 2000; it is specified too for the Israel Aircraft Industries Galaxy.

The system is much more than instrumentation, navigation and communications; it controls the majority of the avionics on the aircraft.

Its function includes controlling the electronic flight-instrumentation system (EFIS), engine-indicating and crew-alerting system (EICAS), crew-alerting system and aural warnings; the automatic flight-control system and signaling of engine automatic-performance-reserve (APR) mode; flight-management-system (FMS) navigation, inertial-reference system, digital air-data and communications; data recording, life-cycle data gathering and maintenance-diagnostic computer events.

A single loading suite on the co-pilot's side panel enables data to be input to revise FMS data and output from the maintenance diagnostic computer; an airborne flight-information service (AFIS) interface is also provided in the same unit, to uplift data via Arinc, SITA and satellite communications networks.

A dual-channel integrated avionics processor system is at the heart.


With the EICAS systems pages cut to four, from seven on the RJ, there is no separate page for fuel, and the flight-controls page is quite spartan, with no brake data for example. AC or DC electric systems' synoptics are selected by alternate button pushes. Brakes are shown on the hydraulic page,.

The move to integrated avionics means that the EICAS incorporates many functions, which were previously dealt with in separate boxes.

This integration also enables the on-board maintenance diagnostic computer (MDC) to monitor and record data widely among the aircraft equipment and functions. Wiring and external connectors are reduced; cards replace boxes, which are reduced to two at separate locations, which are independently cooled.

The MDC serves for trouble-shooting, it interfaces with the EICAS and is connected to sensors in the avionics, fuel and landing-gear/proximity-switch systems.


The FMS interrogates three DME channels in the two receivers - or two channels when VOR/DME is manually tuned. Navigation aids known to be out of service can be tagged so that the flight plan ignores them. A polar-grid navigation mode for latitudes above 80¡ will be ready shortly.

The Collins FMS-6000 installed in the CL-604 is ready for the addition and integration of the Avsat 6000 GPS-based navigation and performance-management system. The 15-channel receiver is derived from the lightweight GPS receiver developed for the Lockheed Martin F-22. The Avsat system is among those emerging with a capability to provide stand-alone satellite navigation. It will be compatible with the Wide Area Augmentation System, a differential GPS net to be installed in the USA. Other navigation inputs, particularly from IRS, and DME data, can still be integrated into the FMS functions.

The Rockwell-Collins Proline 4 system controls most of the aircraft's avionics

Source: Flight International