CMA-9000.pdf

OPERATOR'S MANUAL FLIGHT MANAGEMENT SYSTEM

CMA-9000 OPERATIONAL PROGRAM S/W 169-614876-056

Esterline CMC Electronics 600 Dr. Frederik Philips Boulevard Ville Saint-Laurent, Quebec, Canada H4M 2S9

This document includes Proprietary Information and shall not be reproduced or communicated to third party without prior written permission by CMC Electronics Inc.

OPERATOR'S MANUAL FLIGHT MANAGEMENT SYSTEM

CMA-9000 OPERATIONAL PROGRAM S/W 169-614876-056

Esterline CMC Electronics 600 Dr. Frederik Philips Boulevard Ville Saint-Laurent, Quebec, Canada H4M 2S9 Item No.: 930-600166-000

July 17, 2013


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056)

LIST OF EFFECTIVE PAGES NOTE The portion of the text affected by the latest change is indicated by a vertical line in the margin of the page. Changes to illustrations are indicated by miniature pointing hands or black vertical lines. Original ...................0 ..................July 17, 2013

SUBJECT

PAGE

DATE

Title

T-1 T-2

July 17/13 Blank

Lists of Effective Pages

LEP-1 LEP-2 LEP-3 LEP-4 LEP-5 LEP-6 LEP-7 LEP-8 LEP-9 LEP-10 LEP-11 LEP-12 LEP-13 LEP-14 LEP-15 LEP-16 LEP-17 LEP-18 LEP-19 LEP-20

July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

Record of Revisions

RR-1 RR-2

July 17/13 Blank

Table of Contents

TC-1 TC-2

July 17/13 Blank

Purpose of Operator's Manual Operational Approval and Limitations

OR-1 OR-2

July 17/13 July 17/13


Page LEP-1 July 17, 2013


LIST OF EFFECTIVE PAGES SUBJECT 1 - Introduction

PAGE 1-i 1-ii 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 1-9 1-10 1-11 1-12 1-13 1-14

DATE July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

2 - Control and Display

2-i 2-ii 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 2-9 2-10 2-11 2-12 2-13 2-14 2-15 2-16 2-17 2-18 2-19 2-20

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

3 - Preflight

3-i 3-ii 3-1 3-2 3-3 3-4 3-5 3-6 3-7 3-8

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13




LIST OF EFFECTIVE PAGES SUBJECT

PAGE 3-9 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-19 3-20 3-21 3-22 3-23 3-24 3-25 3-26 3-27 3-28 3-29 3-30

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

4 - Departures

4-i 4-ii 4-1 4-2 4-3 4-4 4-5 4-6

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

5 - Enroute

5-i 5-ii 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 5-18 5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-28 5-29 5-30 5-31 5-32 5-33 5-34 5-35 5-36

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

6 - Arrivals

6-i 6-ii 6-1 6-2 6-3 6-4 6-5 6-6


7 - Approach

7-i 7-ii 7-1 7-2 7-3 7-4 7-5 7-6 7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 7-21 7-22 7-23 7-24 7-25 7-26 7-27 7-28

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

8 - Post-Flight Procedures

8-i 8-ii 8-1 8-2

July 17/13 Blank July 17/13 July 17/13

9 - Direct-To/Intercept

9-i 9-ii 9-1 9-2 9-3 9-4 9-5 9-6

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

10 - Holding Pattern Navigation

10-i 10-ii 10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9 10-10 10-11 10-12

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

11 - Tactical Functions

11-i 11-ii 11-1 11-2 11-3 11-4 11-5 11-6 11-7 11-8 11-9 11-10 11-11

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 11-12 11-13 11-14 11-15 11-16 11-17 11-18 11-19 11-20 11-21 11-22 11-23 11-24 11-25 11-26 11-27 11-28

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

12 -Navigation Sensors

12-i 12-ii 12-1 12-2 12-3 12-4 12-5 12-6 12-7 12-8 12-9 12-10 12-11 12-12 12-13 12-14

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

13 - Radio Tuning Pages

13-i 13-ii 13-1 13-2 13-3 13-4 13-5 13-6 13-7 13-8 13-9 13-10 13-11 13-12 13-13 13-14

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 13-15 13-16 13-17 13-18 13-19 13-20 13-21 13-22 13-23 13-24 13-25 13-26 13-27 13-28 13-29 13-30 13-31 13-32 13-33 13-34 13-35 13-36 13-37 13-38 13-39 13-40 13-41 13-42 13-43 13-44 13-45 13-46 13-47 13-48

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

14 -Performance Functions

14-i 14-ii 14-1 14-2 14-3 14-4 14-5 14-6

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

15 - RNP Capability

15-i 15-ii 15-1 15-2 15-3

July 17/13 Blank July 17/13 July 17/13 July 17/13





PAGE 15-4 15-5 15-6

DATE July 17/13 July 17/13 Blank

16 –MCDU Functions

16-i 16-ii 16-1 16-2 16-3 16-4

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13

17 - Abnormal Procedures

17-i 17-ii 17-1 17-2 17-3 17-4 17-5 17-6


18A - Performance VNAV For A300/310

18A-i 18A-ii 18A-1 18A-2 18A-3 18A-4 18A-5 18A-6 18A-7 18A-8 18A-9 18A-10 18A-11 18A-12 18A-13 18A-14 18A-15 18A-16 18A-17 18A-18 18A-19 18A-20 18A-21 18A-22 18A-23 18A-24 18A-25 18A-26 18A-27 18A-28 18A-29

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 18A-30 18A-31 18A-32 18A-33 18A-34 18A-35 18A-36 18A-37 18A-38 18A-39 18A-40 18A-41 18A-42 18A-43 18A-44 18A-45 18A-46 18A-47 18A-48 18A-49 18A-50 18A-51 18A-52 18A-53 18A-54 18A-55 18A-56

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

18B - Performance VNAV For SUPERJET 100

18B-i 18B-ii 18B-1 18B-2 18B-3 18B-4 18B-5 18B-6 18B-7 18B-8 18B-9 18B-10 18B-11 18B-12 18B-13 18B-14 18B-15 18B-16 18B-17 18B-18 18B-19 18B-20 18B-21

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 18B-22 18B-23 18B-24 18B-25 18B-26 18B-27 18B-28 18B-29 18B-30 18B-31 18B-32 18B-33 18B-34 18B-35 18B-36 18B-37 18B-38 18B-39 18B-40 18B-41 18B-42 18B-43 18B-44 18B-45 18B-46 18B-47 18B-48 18B-49 18B-50 18B-51 18B-52

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

19 - Datalink Functions

19-i 19-ii 19-1 19-2 19-3 19-4 19-5 19-6 19-7 19-8 19-9 19-10 19-11 19-12 19-13 19-14 19-15 19-16 19-17

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE 19-18 19-19 19-20 19-21 19-22 19-23 19-24 19-25 19-26 19-27 19-28 19-29 19-30 19-31 19-32 19-33 19-34 19-35 19-36 19-37 19-38 19-39 19-40 19-41 19-42 19-43 19-44

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

Appendix A - FMS Pages - Detailed Descriptions

A-i A-ii A-1 A-2 A-3 A-4 A-5 A-6 A-7 A-8 A-9 A-10 A-11 A-12 A-13 A-14 A-15 A-16 A-17 A-18 A-19 A-20 A-21

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13






PAGE A-22 A-23 A-24 A-25 A-26 A-27 A-28 A-29 A-30 A-31 A-32 A-33 A-34 A-35 A-36 A-37 A-38 A-39 A-40 A-41 A-42 A-43 A-44 A-45 A-46 A-47 A-48 A-49 A-50 A-51 A-52 A-53 A-54 A-55 A-56 A-57 A-58 A-59 A-60 A-61 A-62 A-63 A-64 A-65 A-66 A-67 A-68 A-69 A-70 A-71 A-72

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE A-73 A-74 A-75 A-76 A-77 A-78 A-79 A-80 A-81 A-82 A-83 A-84 A-85 A-86 A-87 A-88 A-89 A-90 A-91 A-92 A-93 A-94 A-95 A-96 A-97 A-98 A-99 A-100 A-101 A-102 A-103 A-104 A-105 A-106 A-107 A-108 A-109 A-110 A-111 A-112 A-113 A-114 A-115 A-116 A-117 A-118 A-119 A-120 A-121 A-122 A-123

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13




Appendix A300-A - CMA-9000 VNAV A300/310 Display Pages Detailed Descriptions


PAGE A-124 A-125 A-126 A-127 A-128 A-129 A-130 A-131 A-132 A-133 A-134 A-135 A-136 A-137 A-138 A-139 A-140 A-141 A-142 A-143 A-144

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

A300-A-i A300-A-ii A300-A-1 A300-A-2 A300-A-3 A300-A-4 A300-A-5 A300-A-6 A300-A-7 A300-A-8 A300-A-9 A300-A-10 A300-A-11 A300-A-12 A300-A-13 A300-A-14 A300-A-15 A300-A-16 A300-A-17 A300-A-18 A300-A-19 A300-A-20 A300-A-21 A300-A-22 A300-A-23 A300-A-24 A300-A-25 A300-A-26

July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE A300-A-27 A300-A-28 A300-A-29 A300-A-30 A300-A-31 A300-A-32 A300-A-33 A300-A-34 A300-A-35 A300-A-36 A300-A-37 A300-A-38 A300-A-39 A300-A-40 A300-A-41 A300-A-42 A300-A-43 A300-A-44 A300-A-45 A300-A-46 A300-A-47 A300-A-48 A300-A-49 A300-A-50 A300-A-51 A300-A-52 A300-A-53 A300-A-54 A300-A-55 A300-A-56 A300-A-57 A300-A-58 A300-A-59 A300-A-60 A300-A-61 A300-A-62 A300-A-63 A300-A-64 A300-A-65 A300-A-66 A300-A-67 A300-A-68 A300-A-69 A300-A-70 A300-A-71 A300-A-72 A300-A-73 A300-A-74

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank



LIST OF EFFECTIVE PAGES SUBJECT Appendix SSJ 100-A - CMA-9000 VNAV SUPERJET 100 Display Pages - Detailed Descriptions


PAGE

DATE

SSJ 100-A-i SSJ 100-A-ii SSJ 100-A-1 SSJ 100-A-2 SSJ 100-A-3 SSJ 100-A-4 SSJ 100-A-5 SSJ 100-A-6 SSJ 100-A-7 SSJ 100-A-8 SSJ 100-A-9 SSJ 100-A-10 SSJ 100-A-11 SSJ 100-A-12 SSJ 100-A-13 SSJ 100-A-14 SSJ 100-A-15 SSJ 100-A-16 SSJ 100-A-17 SSJ 100-A-18 SSJ 100-A-19 SSJ 100-A-20 SSJ 100-A-21 SSJ 100-A-22 SSJ 100-A-23 SSJ 100-A-24 SSJ 100-A-25 SSJ 100-A-26 SSJ 100-A-27 SSJ 100-A-28 SSJ 100-A-29 SSJ 100-A-30 SSJ 100-A-31 SSJ 100-A-32 SSJ 100-A-33 SSJ 100-A-34 SSJ 100-A-35 SSJ 100-A-36 SSJ 100-A-37 SSJ 100-A-38 SSJ 100-A-39 SSJ 100-A-40 SSJ 100-A-41 SSJ 100-A-42 SSJ 100-A-43 SSJ 100-A-44 SSJ 100-A-45 SSJ 100-A-46 SSJ 100-A-47 SSJ 100-A-48

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13




PAGE SSJ 100-A-49 SSJ 100-A-50 SSJ 100-A-51 SSJ 100-A-52 SSJ 100-A-53 SSJ 100-A-54 SSJ 100-A-55 SSJ 100-A-56 SSJ 100-A-57 SSJ 100-A-58 SSJ 100-A-59 SSJ 100-A-60 SSJ 100-A-61 SSJ 100-A-62 SSJ 100-A-63 SSJ 100-A-64 SSJ 100-A-65 SSJ 100-A-66

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

Appendix FANS-A – FMS FANS Pages - Detailed Descriptions

FANS-A-i FANS-A-ii FANS-A-1 FANS-A-2 FANS-A-3 FANS-A-4 FANS-A-5 FANS-A-6 FANS-A-7 FANS-A-8 FANS-A-9 FANS-A-10 FANS-A-11 FANS-A-12 FANS-A-13 FANS-A-14 FANS-A-15 FANS-A-16 FANS-A-17 FANS-A-18 FANS-A-19 FANS-A-20 FANS-A-21 FANS-A-22 FANS-A-23 FANS-A-24 FANS-A-25 FANS-A-26 FANS-A-27 FANS-A-28 FANS-A-29 FANS-A-30

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE FANS-A-31 FANS-A-32 FANS-A-33 FANS-A-34 FANS-A-35 FANS-A-36 FANS-A-37 FANS-A-38 FANS-A-39 FANS-A-40

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

Appendix B - Navigation Leg Type Definitions

B-i B-ii B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 B-10 B-11 B-12 B-13 B-14 B-15 B-16 B-17 B-18 B-19 B-20

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

Appendix C - Navigation Displays

C-i C-ii C-1 C-2 C-3 C-4 C-5 C-6 C-7 C-8 C-9 C-10

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 Blank

Appendix D - CMA-9000 FMS Display Pages Flow Diagrams

D-i D-ii D-1 D-2

July 17/13 Blank July 17/13 Blank





PAGE D-3 D-4 D-5 D-6 D-7 D-8 D-9 D-10 D-11 D-12 D-13 D-14 D-15 D-16 D-17 D-18 D-19 D-20

DATE July 17/13 Blank July 17/13 Blank July 17/13 Blank July 17/13 Blank July 17/13 Blank July 17/13 Blank July 17/13 Blank July 17/13 Blank July 17/13 Blank

Appendix E - System Messages and Remote Annunciators

E-i E-ii E-1 E-2 E-3 E-4 E-5 E-6 E-7 E-8 E-9 E-10 E-11 E-12 E-13 E-14 E-15 E-16 E-17 E-18 E-19 E-20 E-21 E-22 E-23 E-24 E-25 E-26 E-27 E-28 E-29 E-30

July 17/13 Blank July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13





PAGE E-31 E-32 E-33 E-34 E-35 E-36 E-37 E-38 E-39 E-40 E-41 E-42 E-43 E-44 E-45 E-46 E-47 E-48 E-49 E-50

DATE July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13 July 17/13

Index

IND-1 IND-2 IND-3 IND-4 IND-5 IND-6

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RECORD OF REVISIONS ASSIGNED TO (JOB TITLE)

REV. NO.

REVISION DATE

0

July 17/13

INSERTION DATE

On receipt of revisions, insert pages and record date inserted and initial. LOCATION

BY


REV. NO.

REVISION DATE

INSERTION DATE

BY

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TABLE OF CONTENTS Subject

Section/Appendix

Introduction

Section 1

Control and Display

Section 2

Preflight

Section 3

Departures

Section 4

Enroute

Section 5

Arrivals

Section 6

Approach

Section 7

Post-Flight Procedures

Section 8

Direct-To/Intercept

Section 9

Holding Pattern Navigation

Section 10

Tactical Functions

Section 11

Navigation Sensors

Section 12

Radio Tuning Pages

Section 13

Performance Functions

Section 14

RNP Capability

Section 15

MCDU Functions

Section 16

Abnormal Procedures

Section 17

Performance VNAV For A300/310

Section 18A

Performance VNAV For SUPERJET 100

Section 18B

Datalink Functions

Section 19

FMS Pages - Detailed Descriptions

Appendix A

CMA-9000 VNAV A300/310 Display Pages - Detailed Descriptions

Appendix A300-A

CMA-9000 VNAV SUPERJET 100 Display Pages - Detailed Descriptions

Appendix SSJ 100-A

APPENDIX FANS FMS- A – FMS FANS Pages - Detailed Descriptions

Appendix FANS FMS-A

Navigation Leg Type Definitions

Appendix B

Navigation Displays

Appendix C

CMA-9000 FMS Display Pages Flow Diagrams

Appendix D

System Messages and Remote Annunciations

Appendix E

Index

Index


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PURPOSE OF OPERATOR'S MANUAL This Operator's Manual applies only to CMA-9000 Flight Management Systems (FMS) which incorporate the specific operational program(s) indicated on the cover page. This manual describes the capabilities, components, typical flight applications, and operating procedures for the CMA-9000 family of the Flight Management Systems (FMS). THIS MANUAL IS INTENDED TO BE A GENERIC MANUAL FOR ALL FMS APPLICATIONS. THE PROCEDURES DESCRIBED HEREIN INCLUDE ALL THE AVAILABLE DISPLAYS AND CONTROLS. When the CMA-9000 FMS is set up through the configuration procedures, as described in the installation manual, some of the features described herein may be disabled and not displayed. CAUTION THE INFORMATION CONTAINED IN NAVIGATION DATABASES IS NOT CERTIFIED BY A REGULATORY AUTHORITY; THEREFORE, THE USER IS ULTIMATELY RESPONSIBLE FOR ENSURING THAT DATA IS CORRECT PRIOR TO USE. ALL FMSs ARE CERTIFIED FOR IFR NAVIGATION UNDER THE CONDITION THAT ANY INFORMATION TAKEN FROM THE DATABASE BE VERIFIED AGAINST AN INDEPENDENT SOURCE PRIOR TO USE. IT IS ESSENTIAL THAT PILOTS COMPLY WITH THIS REQUIREMENT BY USING APPROACH, TERMINAL AND ENROUTE CHARTS TO CHECK FOR DISCREPANCIES IN FMS GENERATED NAVIGATION DATA. IF THERE ARE ANY DISCREPANCIES BETWEEN THE INFORMATION FROM THE FMS DATABASE AND THE OFFICIAL PUBLISHED HARD COPY, THE PILOTS MUST FOLLOW THE HARD COPY PROCEDURE, AND ADVISE THE FMS DATABASE SUPPLIER OF THE DISCREPANCY.


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OPERATIONAL APPROVAL AND LIMITATIONS OPERATIONAL APPROVAL Approval of the CMA-9000 FMS for VFR/IFR operation must be obtained from the Civil Aviation Authority of the country of registration of the aircraft. When operated with any of the external GPS equipment listed in Figure 5B Approved Installation Configurations with GPS Equipment of the Installation Flight Line Manual, the CMA-9000 FMS has been approved for VFR/IFR GPS supplemental navigation in en-route, terminal and non-precision approach. LIMITATIONS Limitations on the operation of the system and its particular installation, are outlined in the Airplane Flight Manual Supplement (AFMS). In particular the operational manual is affected by the way the equipment has been configured with respect to its installation. Instructions for installation and configuration are provided in the Installation Manual. It is expected that the installer takes into account the “Installation Considerations and Limitations” provided in Section 1.L. of the Installation Manual to plan the installation and operation of the aircraft and to obtain TC or STC approval.


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SECTION 1 - INTRODUCTION

CONTENTS Subject

Page

SYSTEM OVERVIEW ........................................................................................................................................1-1 COMPONENT DESCRIPTION ..........................................................................................................................1-2 A. Flight Management System (FMS) with Embedded Display Unit..........................................................1-2 B. External Global Positioning System (GPS) Receiver .............................................................................1-2 NAVIGATION MODES ......................................................................................................................................1-3 A. GPS..............................................................................................................................................................1-3 B. DME/DME ....................................................................................................................................................1-4 C. VOR/DME ....................................................................................................................................................1-4 D. Inertial .........................................................................................................................................................1-4 E. Dead Reckoning (DR) ................................................................................................................................1-4 WAYPOINT NAVIGATION ................................................................................................................................1-5 TERMINAL AREA OPERATIONS AND GPS INSTRUMENT APPROACHES................................................1-7 NAVIGATION DATABASE................................................................................................................................1-7 PHASES OF FLIGHT ........................................................................................................................................1-7 ACRONYMS AND ABBREVIATIONS ..............................................................................................................1-8


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SECTION 1 INTRODUCTION SYSTEM OVERVIEW The CMA-9000 Flight Management System (FMS) provides a complete Global Navigation System (GNS) and area navigation (RNAV) solution for world-wide four-dimensional aircraft navigation in the oceanic/remote, enroute, terminal and non-precision approach. It includes extensive flight management capabilities and a full range of navigation and flight planning features, together with simple route and flight plan creation and modification procedures. A world-wide subscription navigation database, stored in a non-volatile memory, provides the FMS with information on waypoints, navaids, airports, terminal area procedures, airways... In addition the database is capable of storing customer defined routes and waypoints. The CMA-9000 also integrates the functionality of Radio Management System (RMS) and Multi-Function Control Display Unit (MCDU) into a standalone, cockpit mounted enclosure. In dual/triple FMS installations, the synchronization is established automatically on power-up. Flight management capabilities include: • Multi-sensor navigation modes • Navigation performance monitoring and alerting • Flight planning • Standard Instrument Departure (SID) • Standard Terminal Arrival Routes (STAR) • Instrument approaches (RNAV, GPS, ILS, VOR, NDB, …) • LP/LPV approaches are supported when the FMS is used with the CMA-4024 GLSSU • Direct-to/intercept navigation, holding patterns, procedure turns, arcs and offset tracks • Lateral guidance along flight plan • Automatic waypoint sequencing, with and without turn anticipation • Navigation and communications radio tuning functions •

For some aircraft models: • Vertical flight planning and performance initialization • Performance predictions and vertical profile generation • Vertical guidance along computed profile

The FMS accepts data from the following navigation sensors, if installed: • Global Positioning System (GPS) • Distance Measuring Equipment (DME) • •

• • •

VHF Omni-directional Range (VOR) TACAN Inertial Reference System (IRS) Heading Source (AHRS) Air Data Computer

Information from these sensors is combined to determine aircraft position. This position is then used for navigating along a programmed flight plan created by selecting procedures/waypoints from the navigation database.


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COMPONENT DESCRIPTION A. Flight Management System (FMS) with Embedded Display Unit The CMA-9000 provides a color display of alphanumeric data. An alphanumeric keyboard allows data entry, data editing and system control of the flight management functions. The display is a sunlight readable color Active Matrix Liquid Crystal Display (AMLCD). Dedicated function keys and line select keys allow easy operator control of flight management functions. The keyboard panel is integrally lit from a panel light dimming bus. The front panel is illustrated in Section 2 along with an explanation of the keys and their function. For the control of the display brightness, two options are proposed. The first option consists in the combination of light sensors and manual brightness setting. Two light sensors on the FMS front panel sense any change in the cockpit ambient light level. This results in an increase or decrease in display brightness relative to a manual brightness setting. The second option consists in an external dimming bus. The Flight Management Unit (FMU) accepts data from external navigation sensors and performs all the signal processing and computations required to generate high performance navigation data. The FMU accepts operator’s commands from the alphanumeric keyboard, provides navigation, steering and status data on its own display and to the primary navigation flight displays. The FMU also provides suitably formatted outputs for the flight guidance system. B. External Global Positioning System (GPS) Receiver The external GPS Receiver receives signals transmitted by US DoD Global Positioning System satellites. It provides all the signal processing and computational capability required to determine aircraft position, velocity and time. The GPS sensor continuously monitors the integrity of the satellites using a SBAS satellite source (for TSO-C145a/C146 receivers) or an embedded high performance Receiver Autonomous Integrity Monitor (RAIM) (for TSO-C129a receivers).


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NAVIGATION MODES The FMS follows a hierarchical navigation mode system using TSO-approved sensors characterized by the following decreasing priority order: Navigation modes

Sensor

Inertial

TSO-C129a B1/C1 GPS sensor (or TSOC145/C146) TSO-C66c DME receiver TSO-C66c DME receiver; TSO-C40c VOR receiver TSO-C4c, TSO-C6d IRS

Dead Reckoning

Heading + TAS inputs

GPS DME/DME VOR/DME

The FMS will use GPS data for navigation provided the GPS Horizontal Integrity Limit (HIL) meets the phase of flight requirement. Otherwise, the FMS will select the next best navigation mode meeting the TSO-C115b accuracy requirement (95% confidence factor) for the phase of flight, following the above priority order. This complies with TSO-C129a and TSO-C115b. The following navigation modes are supported: A. GPS GPS is the highest priority navigation mode of the FMS, and will be used when sufficient satellite coverage exists in the phases of flight for which it is approved. The GPS mode is selected for navigation by the FMS when the GPS receiver computes an Integrity value(HIL or HPL) which is less than the Required Accuracy or Error Limit for the current phase of flight being either approach, terminal or En-Route. The GPS receivers may derive the integrity(HPL) using SBAS uplink or will use RAIM (HIL) when there is no SBAS source available. GPS receivers approved for TSOC145/C146 are capable of using the SBAS signal. When the HIL or HPL exceeds the alert limit, or if the GPS loses its integrity capability, then: •

If GPS is the only sensor available for navigation: GPS will remain selected for navigation, but the GPS Integrity annunciator will illuminate and the “GPS POS UNCERTAIN” alert message will be displayed. If at any time GPS becomes unavailable for navigation, the FMS will revert to the Dead Reckoning (DR) mode of navigation, the GPS integrity annunciator will illuminate, and the “GPS NAV LOST” alert message will be displayed.

•

If additional sensors are available and approved for the phase of flight (DME/DME or VOR/DME): The FMS will continuously compute an ANP based on the difference of two positions (GPS and other sensor) and the accuracy of the other sensor. If this ANP exceeds the required accuracy, or if at any time the GPS sensor becomes unavailable for navigation, the FMS will revert to the next best IFR-approved navigation mode, the GPS Integrity annunciator will illuminate, and the “GPS NAV LOST” alert message will be displayed.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) B. DME/DME DME/DME is used in areas with sufficient DME and TACAN coverage, provided the appropriate navigation database is configured. In this mode the FMS automatically tunes the DME transceiver, acquiring distance information from up to six DME and TACAN (DME capable) ground stations. The DME distance is corrected for slant range error. Information on the DME facilities in use is displayed on the DME STATUS page, and individual stations can be inhibited from the navigation solution from the VHF NAV DESELECT page. C. VOR/DME VOR/DME navigation is used in areas with sparse DME coverage where there are less than three DME stations available. This mode combines co-located DME distance and VOR bearing to determine position. Tuned facility information is displayed on the VOR/DME STATUS page. Individual stations can be inhibited from the navigation solution from the VHF NAV DESELECT page. D. Inertial The FMS inertial navigation mode is based on the following parameters: • Present Position Latitude and Longitude; • North-South velocity; • East-West velocity. The FMS uses the raw Inertial position and velocities provided by the IRS. When the FMS is interfaced with 3 IRS, the resulting inertial navigation mode position will be a weighted average of the 3 IRS raw inertial positions. E. Dead Reckoning (DR) When the external sensor data inputs become insufficient to maintain the normal navigation modes, the FMS reverts to the dead reckoning mode of navigation. The FMS must then rely on the last known aircraft position, combined with heading and TAS inputs, and the last valid computed wind, for its aircraft position calculation. Prolonged DR operation will result in decreased position accuracy. Alerts are provided when the estimated position accuracy exceeds the requirements for each phase of flight. Refer to Section 12 for additional information on the various FMS navigation modes.


Page 1-4 July 17, 2013


WAYPOINT NAVIGATION The FMS navigates from waypoint to waypoint sequentially, automatically changing the legs, and displays all required navigation parameters, computed according to the relationships and direction sense illustrated in Figure 1-1. The FMS steering function anticipates the next leg prior to reaching the active waypoint so that the aircraft turns are smooth without any overshoot. Waypoints may be defined as either fly-by (with turn anticipation) or fly-over (no turn anticipation). For fly-over transition the aircraft is considered to have passed a given point when it has crossed the perpendicular to the desired track at that point (wayline). Thus, for leg sequencing to occur, the aircraft needs only to pass abeam the waypoint. For fly-by leg transition, leg switching, in most cases, occurs when the aircraft passes the bisector of the active leg and the next leg. After the last defined waypoint is overflown, or when a route discontinuity is active, the FMS will invalidate its roll steering to the autopilot/flight director (AP/FD) system, thus forcing the AP/FD to revert to a basic lateral mode. Angular inputs to the FMS may be referenced to either magnetic or true north. The input mode is installation dependent as defined in the Airplane Flight Manual Supplement. The reference used for the FMS angular displays and outputs to the flight instruments, can also be selected by the operator. NOTE: On certain installations only magnetic angular reference is supported, due to Display System limitations.


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NORTH

WIND DIRECTION (WD)

BEARING TO WAYPOINT (BRG)

WINDSPEED (WS)

A HE

DESIRED TRACK (DTK)

DRIFT ANGLE (DA) RIGHT

GROUND TRACK ANGLE (TK)

R HEADING AI (HDG) RUE T

SP

D EE

S) (TA

O GR

P DS UN

EE

D(

GS

S OS CR IND W

DW

D IN

ND WI E D E SP S) (W

TRACK ANGLE ERROR (TKE) LEFT

)

"TO" WAYPOINT

CROSS-TRACK DISTANCE (XTK) LEFT

INE S. SE L YPOINT A OUR E D C WE E N W IR S T DE E BE IRCL AT C GRE

0012033

Figure 1-1 Navigation Relationships


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TERMINAL AREA OPERATIONS AND RNAV INSTRUMENT APPROACHES Standard Instrument Departures (SID), Airways, Standard Terminal Arrival Routes (STAR), STAR transitions, GPS and GPS overlay instrument approaches, and approach transitions, can be selected for the departure/arrival airports. These procedures may be modified on the LEGS pages. The implementation of the RNAV ( LPV, LNAV/VNAV and LNAV minima) instrument approach procedures is primarly based on TSO-C129a, TSO-C145a and TSO-C146.The transition from en-route through terminal to non-precision approach is effectively a seamless series of waypoints/legs with progressive increases in HSI lateral deviation display sensitivity (to reduce flight technical error), and reductions in Error Limit value for each phase of flight, and appropriately-timed alert or advisory messages

NAVIGATION DATABASE The navigation database includes most of the information that the operator would normally determine by referring to the navigation charts. The database may be tailored to specific customer needs and contains such data as en-route and terminal VHF, NDB navigation facilities, airports, waypoints, named intersections, and terminal area procedures. All ARINC 424 procedural legs are implemented. These leg types and their corresponding graphical representation are illustrated in Appendix B.

PHASES OF FLIGHT The phases of flight are defined as follows: Approach:

When below 15,000 feet AGL and within 2 nm of the FAF, with all GPS instrument approach conditions satisfied.

Terminal:

For arrivals, when below 15,000 feet AGL and within 30 nm radial distance of the arrival airport, but not in approach phase of flight. For departures, when below 16,000 feet AGL and less than 33 nm radial distance from the departure airport.

En-route:

When in neither approach nor terminal phases of flight.


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ACRONYMS AND ABBREVIATIONS A AA AAIM AAR AC ACARS ACCUR ACID ACT ACMS ACQ ADC ADF ADIRS ADS ADx AF AFCS AFMS AFN AG AGC AGL AHRS ALT AMLCD ANP ANT AOC AP/FD APPR APU ARC ARINC ARPT ARR ATA ATC ATK ATT ATS

-

Above (altitude) Air-To-Air Aircraft Autonomous Integrity Monitoring Air-To-Air Refuelling Aircraft Aircraft Communications Addressing and Reporting System Accuracy Aircraft Identifier Active Aircraft Conditioning Monitoring System Acquisition mode Air Data Computer Automatic Direction Finder Air Data Inertial Reference System Automatic Dependent Surveillance Primary (AD1) or Secondary (AD2) ADF radio Initial Approach Fix Automatic Flight Control System Airplane Flight Manual Supplement ATS Facilities Notification Air-To-Ground Automatic Gain Control Above Ground Level Attitude Heading Reference System Altitude Active Matrix Liquid Crystal Display Actual Navigation Performance Antenna Airline Operational Communications Autopilot/Flight Director Approach Auxiliary Power Unit Arc to Fix/Radius to Fix Aeronautical Radio Incorporated Airport Arrival Actual Time of Arrival Air Traffic Control Along Track Distance Attitude Air Traffic Services

BARO BRT BRG BW

-

Barometric Brightness Bearing Back Course Marker

Cx CAP CARP

-

COM radio (primary : C1, secondary : C2) Capable Calculated Air Release Point


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) CDI CDU CF CFG CHK CLR CMx CMA CMD CMU COM COMMS CON CONC COORD CPDLC CPS CRP CRS CRZ CTR

-

Course Deviation Indicator Control Display Unit Final Approach Course to fix Configuration Checker Clear Primary (CM1) or Secondary (CM2) COM radio Canadian Marconi (Avionics) Command Communications Management Unit Communication Communication Radios Connection Concentrator Coordinates Controller Pilot Datalink Communication Compass Computed Air Release Point Course (desired track) of route leg or to waypoint Cruise Center

DA DEL DEP DES DESEL DEST DF DGNSS DIFF DISCON DIS DIST DLU DME DOD DOP DR DTG DTK DTO DTRA DTW

-

Drift Angle Delete Departure Destination Deselected Destination Direct To Fix Differential Global Navigation Satellite System Differential Route Discontinuity Distance Distance Data Loader Unit Distance Measurement Equipment Department Of Defense Dilution of Precision Dead Reckoning Distance To Go Desired Track Direct To Transition Distance Distance To Waypoint

E E/W EDT EFA EFIS EHE EHSI ENRT EQUIP ESC

-

East East/West Edit Estimated Fuel at Arrival Electronic Flight Instrumentation System Estimated Horizontal Error Electronic Horizontal Situation Indicator En-Route Equipment Escape Point


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) EST ESS ETA ETE EW EXEC

-

Estimated External Sub-System Estimated Time of Arrival Estimated Time Enroute Electronic Warfare Execute

FAF FDE FF FFK FIR FL FLT FMS FMU F/O FOM FPU FR FREQ FSD FT FTE

-

Final Approach Fix Failure Detection and Exclusion Final Approach Fix Front panel Function Key Flight Information Region Flight Level Flight Flight Management System Flight Management Unit First Officer Figure of Merit Floating Point Unit From Frequency Full Scale Deflection Feet Flight Technical Error

GD GDOP GLNS GLONASS GMT GNS GNSSU GPIAL GPS GS GSM GWT

-

Guard Geometric Dilution of Precision GLONASS Global Navigation Satellite System (Russian) Greenwich Mean Time Global Navigation System Global Navigation System Sensor Unit GPS Position Integrity Alert Limit Global Positioning System Ground Speed Global Navigation System Sensor Module Gross Weight

/H HARP HAT HDG HDOP HF HFOM HIL HOR HR HSI HT HW HYB

-

Holding Pattern High Altitude Release Point Height Above Terrain Heading Horizontal Dilution of Precision High Frequency Horizontal Figure Of Merit Horizontal Integrity Limit Horizontal Hour Horizontal Situation Indicator Height Hardware Hybrid

IAF IAS

-

Initial Approach Fix Indicated Airspeed


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) IC ICAO ID IDENT IDT IF IFR in Hg ILS IM INBD INACT INIT INT INTC INS IP IRS ITU

-

Intercom International Civil Aviation Organization Identifier Identifier Identifier Intermediate Fix Instrument Flight Rules Inches of Mercury Instrument Landing System Innner Marker Inbound Inactive Initialize Integrity Intercept Course Inertial Navigation System Identification Point Inertial Reference System Telecommunication Union

KG KT

-

Kilogram Knot(s)

L LAT LB LDA LDR LIB LNAV LOC LOCB LONG LP LPV LRU LSK LVL

-

Left Latitude or Lateral Pound Landing distance available Light Detect Resistor Library Lateral Navigation mode of the autopilot/flight director system Localizer Localizer Backcourse approach Longitude Localizer Precision approach Localizer Precision with Vertical guidance approach Line Replaceable Unit Line Select Key Level

M MA MAG MAGVAR MAHP MAINT MAP MB MC MCDU MDA MDA-DA MEW MGRS MHz MID

-

Meter Missed Approach Point when not RW Magnetic Magnetic Variation Missed Approach Holding Point Maintenance Missed Approach Point Millibars (hectopascal) Mission Computer Multipurpose Control and Display Unit Minimum Descent Altitude Minimum Descent Altitude-Decision Altitude Mean Effective Wind Military Grid Reference System Mega Hertz Maritime Identification Digits


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) MIN MLS MM MOD MRK MSG MSLA MTBF

-

Minute Microwave Landing System Middle Marker Modified Mark Message Mean Sea Level Altitude Mean Time Between Failures

N Nx NAV NDB NDBD NM NOTAMS NP NPA NVx NVM VNAV NVIS

-

North NAV radio (primary : N1, secondary : N2) Navigation or Navaid Non-directional Beacon NDB approach with DME facility (GPS or NDB/(DME)) Nautical Mile Notices To Airmen Navigation Performance Non-Precision Approach Primary (NV1) or secondary (NV2) NAV radio Non-Volatile Memory Vertical Navigation Night Vision Imaging System

/O OAT OFST OM OP ORIG

-

Overfly Waypoint Outside Air Temperature Offset Outer Marker Operations (independent/synchronized) Origin

PBD PBPB PEE PERF PG PIT POF POS PPOS PREDEF PREV PRN PROG P-T PWR

-

Place/Bearing/Distance Place/Bearing-Place/Bearing Position Estimation Error Performance Page Programmable Interrupt Timer Phase of Flight Position Present Aircraft Position Predefined Previous Pseudo Range Number Progress Procedure Turn Power

QFE QNH

-

Field Elevation Pressure Sea Level Pressure

/R R RAD RADALT RAIM RALT

-

Radial-To Right Radial Radar Altitude Receiver Autonomous Integrity Monitor Radio Altimeter


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) RCU RCV REC REF REL RES RESEL RF RIB RMS RNAV RNG RNP RTA RTC RTE RW

-

Remote Control Unit Receive only Flight Recorder Reference Relative Reserve Reselect Radio Frequency Radio Interface Board Radio Management System Required Navigation Range Required Navigation Performance Required Time of Arrival Real Time Clock Route Runway Threshold

/S S/W S SAR SAT SATCOM SD SDF SEL SID SMS SP SPD SQK SSM SSR STAR STAT STBY STC STS SURF SYNC

-

Search Pattern Software South Search and Rescue Satellite Satellite Communication System Slowdown Point Simplified Directional Facility Selected Standard Instrument Departure Short Message Service Space Speed Squawk Sign Status Matrix Secondary Surveillance Radar Standard Terminal Arrival Routes Status Standby Supplemental Type Certificate Status Surface Synchronization

/T T TACAN TACT TAS TCN TD TE TEL TEMP TERM TF TGL

-

Tactical Direct-To Angle referenced to True North Tactical Air Navigation Tactical True Air Speed TACAN Touchdown Fix when not RW Trailing Edge Telephone Temperature Terminal Track To Fix Temporary Guidance Leaflet


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) TK TKE TOGA TP TPDR TR TRANS TRK TRG TSE TSO TTFF TTG TTS TX1 TX2

-

Track (Actual) Track Angle Error Take-Off/Go-Around Turn Point Transponder Transmit/Receive Transition Track Transmit on Guard Total System Error Technical Standard Order Time To First Fix Time To Go Time To Station V/UHF1 Transmitting V/UHF2 Transmitting

UF UHF UTC UTM

-

UHF radio Ultra High Frequency Universal Time Coordinates Universal Transverse Mercator

V VAL VDOP VECT VERT VFOM VFR VHF VNAV VUHF VIR VIS VOR VORD

-

Velocity (VX, VY, VZ) Value Vertical Dilution of Precision Vector Vertical Vertical Figure Of Merit Visual Flight Rules Very High (30-300 MHz) Frequency Vertical Navigation Very Ultra High Frequency VOR ILS Receiver Visible VHF Omni-directional Radio Range VOR/DME approach (GPS or VOR/DME)

W WD WPT WS WT WGS WGT WXR

-

West Wind Direction Waypoint Windspeed Weight World Geodetic System Weight Weather Radar

XFILL XPDR XMT XTE XTK

-

Cross FMS Fill Transponder Transmit Extended Trailing Edge Point Cross Track

Z

-

Zulu (UTC) time


Page 1-14 July 17, 2013


SECTION 2 - CONTROL AND DISPLAY

CONTENTS Subject

Page

GENERAL .......................................................................................................................................................2-1 FMCDU FRONT PANEL .................................................................................................................................2-1 GENERAL DISPLAY CONVENTIONS .........................................................................................................2-12 Standard Colour Convention......................................................................................................................2-13 Airbus Colour Convention ..........................................................................................................................2-14 Font Size .......................................................................................................................................................2-15 Special Symbols ..........................................................................................................................................2-15 SCRATCHPAD MESSAGES ........................................................................................................................2-17 WAYPOINT NAMES AND OTHER CONVENTIONS ...................................................................................2-19








SECTION 2 CONTROL AND DISPLAY

GENERAL The CMA-9000 FMS is a Flight Management Computer (FMC) embedded within a Multipurpose Control Display Unit (MCDU), thus becoming an FMCDU. The MCDU function can be interfaced with up to seven other ARINC739 capable LRUs (ACARS, SATCOM, ACMS, etc.). The unit’s front panel presents a full alphanumeric keyboard, with special function keys. These special function keys are mostly dedicated to FMS operations (e.g. INIT/REF, RTE, DEP/ARR, etc.). There are six line select keys (LSK) on each side of the display area. The functions of the LSKs are specific to each screen page.

FMCDU FRONT PANEL A typical front panel arrangement of the FMCDU is illustrated in Figure 2-1 on next page. The display screen is approximately 3 x 4 inch colour Active Matrix Liquid Crystal Display (AMLCD) providing fourteen lines of twentyfour characters. The page format is divided in four areas: page title, left side, right side, and scratchpad.

Page Title:

This area is the top line of the display (line 1 of 14). It identifies the page in view and indicates how many pages of the same set are available.

Left Side:

This area is comprised of six pair of lines, up to twelve characters per line. A line pair comprises a field title line and a data line. The operator has access to the data line of each pair through a Line Select Key aligned on the left side. This area extends from the left side of the screen to the center.

Right Side:

This area is similar to the Left Side area. The operator has access to the data line of each pair through a Line Select Key aligned on the right side. This area extends from the right side of the screen to the center. On some pages a field is placed in the middle of a line. For these fields the user cannot enter or delete data through the line select keys. Scratchpad: This area is the bottom line of the display (line 14 of 14). Typed characters and FMS-generated messages are displayed on this line.


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Figure 2-1 CMA-9000 FMS Front Panel, Hardware variation 045


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Figure 2-2 FMS Front Panel, Hardware variation 445


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VAR 060

VAR 460

Figure 2-3 Front Panel, Hardware variation 060/460


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VAR 070

VAR 470/471

Figure 2-4 Front Panel, Hardware variation 070/470/471


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Figure 2-5 Front Panel, Hardware variation 050


Page 2-6 July 17, 2013


The item numbers 1 to 33 below refer to the front panel elements of Figure 2-1 and subsequent figures. Display Screen (Item 1): Provides 14 lines of 24 characters: • Line 1 displays the page title and page number; • Lines 2 to 13 are used for data display; • Line 14 (scratchpad) is for user data entry, and system display of alert/advisory messages. Alphanumeric Keyboard (Item 28) These keys allow typing alphanumeric characters into the scratchpad successively from left to right. Line Select Keys (LSK) (Item 10) There are twelve LSKs on the front panel, six on either side of the display, aligned with their corresponding data field. LSKs are identified by their location from top to bottom of the screen and as left or right (LSK1L, LSK2L, …LSK6R). Depending of the context of a given page, pressing a line select key may: • display a new page, • enter data from the scratchpad into the selected field, • copy data from the selected field to the scratchpad. Data Entry from Scratchpad Data entries are permitted only on lines adjacent to the LSKs. Entry of data from the scratchpad into the selected field is accomplished by pressing the adjacent LSK which moves the data from the scratchpad to the selected field. This action clears the scratchpad, unless an entry format error is made. Data Copy to Scratchpad When the scratchpad is empty, data can also be copied from a data field to the scratchpad by pressing the LSK adjacent to the desired data line. Slash (/) Key (Item 26) The slash key " / " is used to separate two items of data entered in the same data field (LSK) (such as wind direction and speed): • If a single entry is made without being preceded or followed by a slash, it will be entered into the field adjacent to the LSK (field closest to the edge of the screen). • Entering data into the field closest to the center of the screen always requires typing of a slash. Cancellation of Waypoint Attribute (/H, /O) – Some waypoints are displayed on the LEGS page with an attribute appended to the right of the identifier: • waypoint followed by a holding pattern (/H), • waypoint marked as a mandatory fly-over (/O), This waypoint attribute is identified using the slash symbol followed by a single letter. The attribute can be cancelled using the slash key alone without a letter and the appropriate LSK. NOTE:

Cancellation of the attribute does not delete the waypoint itself.


Page 2-7 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SP Key (Item 24) This key allows typing a blank space into the scratchpad. Plus-Minus [+/-] Key (Item 25) This key allows typing a "+" (plus) or "-" (minus) sign into the scratchpad. Pressing this key will first display a "-" (minus) sign in the scratchpad. Pressing it a second time will replace the minus sign with a "+" (plus) sign. Decimal (.) Key (Item 27) This key allows typing a decimal point into the scratchpad, for numeric data entries. CLR Key (Item 15) The CLR key is used to clear messages and data from the scratchpad or an individual data field. Clearing Data from Scratchpad One press clears the last entered character from the scratchpad. When pressed and held for more than 1 second, it clears the entire scratchpad. Acknowledging Alert and Advisory Messages The CLR key also acknowledges alert and advisory messages and clears them from the scratchpad. Delete Data from an Entry Field To delete an entry already made in a given data field: •

Pressing the CLR key with the scratchpad empty will display DELETE in the scratchpad.

•

This DELETE message can be cleared by another press of the CLR key if the latter was inadvertently pressed.

•

The deletion process is completed by pressing the LSK next to the data to be deleted.

Function Keys (qty 10) (Items 14, 16-23 & 33) Function keys are used for single-key access to certain FMS pages. The first row of function keys (INIT/REF, RTE, DEP/ARR, LEGS, PROG) is common to all hardware variations of the unit. •

INIT REF - provides access to pre-flight initialization pages and various reference data pages. NOTE : If the key is pressed for more than 1 second, the MESSAGE RECALL page will be displayed.

•

RTE - provides access to the ROUTE page for the definition of routes.

•

DEP ARR - provides access to the DEP/ARR page for the selection of departure and arrival procedures and runways.

•

LEGS - provides access to the LEGS pages containing detailed data concerning each leg of the route.

•

PROG - provides access to the PROGRESS pages for display of current flight and navigation status information.


Page 2-8 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) For the second row, various variations of the unit support different combinations of function key labelling (see Figure 2-1 to 2-5 above, and Table 2-1 below). A given combination is selected by the operator depending of the type of operations of this aircraft. •

MSG - provides access to the MESSAGE RECALL page for display of System Alert messages.

•

HOLD - if no holding pattern exists in the route, brings LEGS page in view with “/H” in the scratchpad for line selection of the desired holding fix waypoint. If a holding pattern already exists in the route, accesses the HOLD page for the definition of holding pattern parameters at the designated waypoint or present position.

•

VNAV – o provides access to the VNAV Approach page when advisory (uncoupled) approach VNAV is enabled (see section 7). o provides access to the vertical navigation page associated to the current phase-of-flight when Performance VNAV is enabled (see section 18).

•

FMC COMM - provides access to company datalink (Airline Operational Communications) related pages.

•

RADIO - provides access to RADIO tuning functions.

•

ATC - provides access to ATC datalink related pages, or provides access to ATC Transponder control and display pages NOTE: On a given installation, the ATC key can be used only for one of these two purposes. If transponder control and display is required on an installation where ATC Datalink is also enabled, access to the transponder control pages is via the RADIO page.

•

FIX - provides access to FIX page for all fix and abeam waypoint functions.

•

TACT - provides access to tactical functions (not for airlines operations). See Section 11.

Front Panel Variation 045/445 050 060/460 070/470/471

Item 22

Item 20

Item 33

Item 17

Item 14

RADIO RADIO ATC RADIO

FMC COMM TACT FMC COMM ATC

VNAV VNAV VNAV VNAV

HOLD HOLD HOLD HOLD

FIX ATC FIX MSG

Table 2-1 Configurable Key layout per Front Panel Variation NEXT Key (Item 29) When multiple-page of a given set exist (as indicated in the page title line), pressing the NEXT key advances the display to the next page number, or wraps around to page 1 if presently on the last page. NOTE:

If the NEXT functionality is configured, additional press of the INIT/REF, RTE, DEP/ARR, LEGS, PROG, FREQ, FUEL and HOLD keys allow the access to the next page, as per the NEXT key.


Page 2-9 July 17, 2013


PREV Key (Item 30) When multiple-page of a given set exist (as indicated in the page title line), pressing the PREV key moves backs the display to the previous page number, or wraps around to the last page if presently on page 1. EXEC Annunciator (Item 11) Illuminates when the active route is being edited. A modified (temporary) route is thus being created to allow editing and reviewing without affecting the current guidance being performed with the active route. When the EXEC annunciator is lit, all flight planning pages display: • MOD in reverse video in the column 2 of the title line, and • the ERASE prompt in field LSK6L o Pressing the ERASE prompt LSK erases all modifications and restores the display of the active route. Even if a modified route exists, the FMS continues to use the (unmodified) active route for navigation and guidance. EXEC Key (Item 12) Allows crew to accept modifications to the active route. When data entries have been made active (by pressing the EXEC key), the title MOD status will revert to ACT (active). Any modification can be erased (cancelled) prior to EXECution by pressing the ERASE prompt (LSK6L). System Annunciators (Items 2-8) Various hardware variations of the unit support different annunciator labelling. Conditions for illumination vary with hardware variation and software configuration options. Front Panel Variation 045/445 050 060/460 070/470/471

Item 2

Item 3

Item 4

Item 5

Item 6

Item 7

Item 8

FAIL FAIL FAIL FAIL

MSG MSG MSG MSG

RNP RNP RNP RNP

OFST OFST OFST OFST

IND IND IND IND

None None None None

ATC ATC ATC ATC

Table 2-2 Annnunciator layout per Front Panel Variation FAIL (Item 2) -

illuminates at maximum brightness with the display blank upon detection of a major unit failure (e.g. system is halted).

MSG (Item 3) - illuminates when a new alert message appears in the scratchpad. The annunciator stays lit as long as the condition causing the alert message remains, or until the message is acknowledged by pressing the CLR key, or until the message is viewed on the MESSAGE RECALL page. RNP (Item 4) -

illuminates when the FMS ANP exceeds the RNP.

POS (Item 4) -

illuminates when the FMS is in dead reckoning navigation mode.

OFST (Item 5) - illuminates during offset (parallel track) navigation IND (Item 6) -

illuminates when the FMS operates on INDEPENDENT mode.


Page 2-10 July 17, 2013


BRT Key (Item 13) Controls the brightness of the screen and annunciators. After an elapsed time of 5 seconds, the first press of this key will always increase brightness, each depression of the BRT key alternately brightens or dims the display. NOTE1: When night and NVG mode selected and short power interruption occurs, the brightness of the display may require minor re-adjustments. NOTE2: When external dimming control is selected in the configuration, the brightness of the screen and annunciators can also be controlled by an external system providing a 0-5 VDC to the FMS. LDR Sensor (Item 9) Detects ambient light conditions in order to perform auto-brightness control of display screen and annunciators. MENU Key (Item 31) Provides access to the MCDU MENU 1/2 page, which allows access to other subsystems connected to the MCDU (e.g. ACARS, SATCOM, …). This key relates only to the ARINC 739 MCDU capabilities of the CMA9000. MENU Annunciator (Item 32) Illuminates when a sub-system, other than the one currently displaying pages, is requesting crew attention. • •

For example, if any of the installed subsystems that uses the FMCDU as control head (e.g. CMU, IFDMU, SATCOM, ACMS, DFDAU) is requesting crew attention while the MCDU function is connected to the FMS, the MENU light will be turned on. Conversely, if the MCDU function is connected to any of the above mentioned sub-systems and the FMS is requesting attention, the MENU annunciator will equally be turned on.


Page 2-11 July 17, 2013


GENERAL DISPLAY CONVENTIONS

A typical screen page is illustrated below as an aid in describing the various page layouts, page prompts, and data entry rules.

ACT,MOD STATUS FIELD [CYAN] [LARGE]

MOD BOX DATA FIELD [GREEN] [LARGE]

PAGE NUMBER AND NUMBER OF PAGES [CYAN] [LARGE]

PAGE TITLE [CYAN] [LARGE]

RTE1 LEGS

299o

CAFTA

1/2 2.25N M

A

THEN

COMPUTED AND RECEIVED DATA [WHITE] [SMALL]

-- ROUTE DISCONTINUITY -

YZP01 299o DASH DATA FIELD [GREEN] [LARGE]

ERASE PROMPT [GREEN] [LARGE]

10.6N M

YZP02 ----
SCRATCHPAD [WHITE] [LARGE]

DATA FIELD UNIT [WHITE] [SMALL]

LEGS ETA>

PAGE PROMPT [BLUE [LARGE]

MESSAGES DISPLAYED IN THE SCRATCHPAD [AMBER] [LARGE]

Figure 2-6 Basic Display Format Page Title -

displayed in cyan on the top line of the screen.

Page Number -

when a display consists of several pages (as indicated in the upper right of the page), the additional pages may be displayed by pressing the NEXT or PREV keys. When the NEXT key configuration option is selected, the Front-panel Function Keys (FFKs) (elements 14 to 23 on Figure 2-1) can be used as a NEXT key as well.

Page Prompt -

pressing the LSK adjacent to a page prompt will bring in view the associated page.

Scratchpad -

This area is the bottom line of the display (line 14 of 14).

•

Keyboard entries are displayed in white large font in the scratchpad and then moved to the data field by pressing the appropriate Line Select Key (LSK). Error checking for invalid format or data type, or out of range values, is performed when the LSK is pressed.


Page 2-12 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) •

Copying data from a data field into the scratchpad is accomplished by pressing the appropriate LSK when the scratchpad is empty. Data in the scratchpad remains there when a new page is selected, and can thus be carried over for entry into other pages.

Standard Colour Convention The colour convention used on the FMS pages is configurable in order to better blend with a given cockpit environment. The standard colour convention is as follows:

Figure 2-7 Standard Colour Convention Green

Fixed data fields, field titles and waypoint names (on LEGS page).

White

Computed (dynamic) data, data units, scratchpad data, data entry error, and advisory/maintenance messages.

Cyan

Page titles, page browsing prompts and inactive route related information.

Magenta

Depending on configuration, used in normal video, or reverse video, to identify the active waypoint on ACT RTE LEGS 1/X, and PROGRESS pages.

Amber

Used to display cautions and warnings, including alert conditions requesting immediate crew attention or action (e.g. alert scratchpad messages).

Red

Reserved for maintenance purposes only. Major change (e.g. confirmation of system reconfiguration).

Reverse Video Text can also be displayed in reverse video: Green

Temporary states prompting crew attention (such as CONFIRM and CANCEL). Navigation and guidance actions (e.g. missed approach initiation, manual waypoint sequence, hold exit initiation).

White

Pending active waypoint sequencing; activated mode/function; temperature compensated altitudes; waypoint attribute designators (e.g.: FAF, MAP).


Page 2-13 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Cyan

Used for certain status advisories, such as modified route in title line.

Magenta

Depending on configuration, used in normal video, or reverse video, to identify the active waypoint on ACT RTE LEGS 1/X, and PROGRESS pages.

Amber

Unachievable temperature compensated altitudes constraints.

Red

Not used

Temperature Compensation All temperature compensated altitude constraints are displayed in reverse video. Thus altitude constraints can be displayed in reverse Green (constraints), or Amber (broken altitude constraints).

Airbus Colour Convention The Airbus colour convention diverts from the standard configuration as follows: •

the active waypoint is displayed in reverse video green on the LEGS/PROGRESS pages,

•

downpath waypoints are displayed in white on the LEGS/PROGRESS pages,

•

altitude, speed, and time constraints are displayed in magenta,

•

On LEGS pages, text in the title lines is displayed in green.

Figure 2-8 Airbus Colour Convention

NOTE:

In this document, the page examples will follow the standard convention. For page examples using the Airbus A300/310 standard, refer to section 18A Performance VNAV for A300/310 and appendix A300-A CMA-9000 VNAV A300/310 Display Pages – Detailed Descriptions.


Page 2-14 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Font Size There are 2 types of fonts, small and large, on the pages. Each font supports upper and lower case alpha characters. Lower case alpha characters are used only for the display of units and unit acronyms. The data fields (line adjacent to LSK) are displayed in: • •

Large Small

Manual entries. Computed or system generated data.

Data on the field title line (above the data line) are displayed in small font. The page title line is displayed in large font.

Special Symbols The following special symbols are used to convey their respective meaning: Dash Data Field (-----) Box Data Field (

Optional data entry. ) Mandatory data entry.

Blank Fields

Data cannot be computed.

Triangle (>) Pointing inward

Toggle prompt or command prompt

Pointing outwards Page access prompt

Asterisk Fields (****)

Data exceeds the maximum value for that field, or the external source of data is failed.

Leading Zeros

Only required during data entry for: • angular data (bearing, course, wind direction, etc.) • latitude/longitude coordinates • runway identifiers


Page 2-15 July 17, 2013


Summary of conventions:

Page Title Active waypoint

Display Elements

Font Large Large

Page prompt (with outward triangle) Legs page waypoint

Large Large

Fix caption Units Tuning in progress Active waypoint being sequenced (fly-by transition) Entered data Computed data Temporary states pilot attention requested Toggle option (with inward triangle) Command prompt (with inward triangle)

Small Small Large Large Large Small Large Large Large


Color Cyan Reverse video magenta Reverse video green (Airbus) Cyan Green White (Airbus) Green White Reverse video white Reverse video white White White Reverse video green Green triangle with White text Green triangle with Green text

Page 2-16 July 17, 2013


SCRATCHPAD MESSAGES

The FMS can generate the following types of system messages: System Alerts

Require immediate pilot action or attention. Example:

Data Entry Advisories

Indicate that the user-entered data is incorrect. Example:

Status Advisories

Do not require immediate pilot action but require pilot awareness. Example:

Maintenance Advisories

Do not require immediate pilot action but indicate a particular external input failure condition. Example:

Maintenance Alerts

Indicate a particular FMCDU internal failure condition. Such messages never displayed in scratchpad.

Refer to Appendix E of this manual for additional information and the complete list of messages. Alert Messages A. System Alerts •

• • • •

Indicate: • a required pilot action, • a loss of functionality • or a degraded mode of operations. Displayed in amber in the scratchpad until acknowledged. Cause both the FMS front panel MSG annunciator and the remote MSG annunciator to illuminate until all new messages are cleared/acknowledged by the pilot. Displayed in amber in the MESSAGE RECALL page. Highest priority scratchpad messages: • cannot be typed over or overwritten by any other message type or data entry; • must be acknowledged by pressing the CLR key before data entry can take place.

B. Maintenance Alerts • • •

Indicate an internal FMCDU failure condition. Never displayed in the scratchpad as they are covered by the generic FMS FAILED (system alert) collector message. Displayed in amber on the MAINT MESSAGES page.


Page 2-17 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Advisory Messages C. Data Entry Advisories • • • • • •

Immediate system response to data entries performed by the crew. Notifiy the crew that the entered data is incorrect. Identified in the scratchpad by a leading exclamation mark "!". Displayed in white in the scratchpad (until acknowledged) Never displayed on the MESSAGE RECALL or MAINT MESSAGES page Can be typed over and overwritten by system alerts only

D. Status Advisories • • • •

Do not require immediate pilot action but require pilot awareness Displayed in white in the scratchpad (until acknowledged). Never displayed on the MESSAGE RECALL or MAINT MESSAGES page. Second lowest scratchpad priority (can be typed over and overwritten by any message type except maintenance advisories).

E. Maintenance Advisories • Do not require immediate pilot action but indicate a particular external input failure condition, typically a loss of redundancy without loss of capability (e.g. DME 1 FAILED). • Displayed in white in the scratchpad unless an associated (system alert) collector message is active. • Displayed in white on the MAINT MESSAGES page, regardless of the presence of an associated (system alert) collector message. • Lowest priority scratchpad messages (can be typed over and overwritten by any other message type).


Page 2-18 July 17, 2013


WAYPOINT NAMES AND OTHER CONVENTIONS Terminal Area Waypoints - where specific identifiers have not been assigned, the following two-character prefix codes are added to the runway identifier (number) to create terminal area and approach-related waypoints in the navigation database: AF CF FF IF MA SD RW OM MM IM BM TD

-

Initial Approach Fix Final Approach Course Fix Final Approach Fix Intermediate Fix Missed Approach Point when not RW Step-down Fix Runway Threshold Outer Marker Middle Marker Inner Marker Back Course Marker Touchdown Fix when not RW

Unnamed Turnpoints and Intersections - where no name has been assigned to a turnpoint or intersection, the waypoint name in the navigation database is created by adding the distance of the point from the nearest applicable navigation facility to the facility identifier, e.g. SEA77. Temporary Waypoints - place/bearing/distance (PBD), place/bearing-place/bearing (PBPB) and along track waypoints are automatically named by adding a sequence number to the first three characters of the reference waypoint, e.g. ANC01. Similarly, the names of waypoints entered in latitude/longitude are created by adding a sequence number to the prefix WPT. Alternatively, depending of configuration option, waypoints entered in latitude/longitude can be automatically named per the entered coordinates (e.g. N45W123). DME ARC Waypoints - the waypoint name in the navigation database is created by adding the radial from the DME station in degrees followed by the radius of the arc in nautical miles (represented by a letter: A = 1 nm, B = 2 nm, J = 10 nm, etc) to the prefix D, e.g. D173J. Conditional Waypoints - a conditional waypoint is used in the navigation database when a route leg does not terminate at a defined latitude and longitude. Such legs include radar vectors, intercepts, and course or heading legs, or a leg with a manual or an altitude termination. Conditional waypoint names are displayed in parentheses as shown below. Conditional waypoints cannot be used for direct-to navigation, nor as references for temporary waypoint creation, and cannot be copied into the scratchpad. (INTC)

-

Leg terminates at the interception of the next leg.

(3000)

-

Leg terminates automatically when climbing through the displayed altitude.

(VECT)

-

Leg is a radar vector. Operator action is required to sequence to the next leg.


Page 2-19 July 17, 2013


Course Legends - courses may be displayed with the following legends depending on the leg type, as listed below: CRS

-

Indicates a course leg inbound to the next waypoint

FR FIX

-

Indicates a course outbound from the FIX

HDG

-

Indicates a heading leg

HOLD AT -

Replaces the active waypoint course on RTE LEGS 1/X and PROGRESS 1/4 pages when navigating a holding pattern

P-T

Appended to the courses of the outbound legs of the procedure turn

-

Course Prefixes - the required turn direction (L or R) is added as a prefix to the displayed course, and is most commonly used at the inbound turn of a procedure turn and in missed approaches.


Page 2-20 July 17, 2013


SECTION 3 - PREFLIGHT

CONTENTS Subject

Page

SECTION 3 - PREFLIGHT.........................................................................................................................................3-i CONDENSED PREFLIGHT PROCESS..........................................................................................................3-1 PREFLIGHT.....................................................................................................................................................3-2 START-UP AND INITIALIZATION..................................................................................................................3-3 ACTIVE DATABASE SELECTION.................................................................................................................3-4 FMS DISPLAY SETUP....................................................................................................................................3-5 SYSTEM POSITION, DATE AND TIME UPDATE..........................................................................................3-6 ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY (POLAR AREA DEFINITION) ................3-7 ACTIVE ROUTE SELECTION USING THE COMPANY ROUTE NAME.......................................................3-8 ROUTE SELECTION FROM THE LIST OF COMPANY ROUTES ................................................................3-9 BUILDING A ROUTE BY WAYPOINT INSERTION .....................................................................................3-10 BUILDING A ROUTE BY AIRWAY INSERTION..........................................................................................3-11 VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE..........................................................3-12 INITIAL LEG ..................................................................................................................................................3-13 CANCELLING ANY PROCEDURE OR ROUTE MODIFICATION...............................................................3-13 ROUTE 2 OPTION ........................................................................................................................................3-13 ROUTES 2 & 3 OPTION ...............................................................................................................................3-17 ACCESSING INIT/REF INDEX PAGES........................................................................................................3-24 CRUISE PERFORMANCE PARAMETERS INITIALIZATION (if configured) ............................................3-25 FUEL PERFORMANCE PARAMETERS INITIALIZATION (if configured) ................................................3-26 FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION (if configured) ........................3-26 GPS SATELLITE DESELECTION (If configured).......................................................................................3-28 DUAL/TRIPLE FMS OPERATIONS .............................................................................................................3-28 SYNCHRONIZED OPERATIONS .................................................................................................................3-29 INDEPENDENT OPERATIONS ....................................................................................................................3-30 RADIO TUNING OPERATIONS – DUAL/TRIPLE FMS or FMS and RADIO HEAD ..................................3-30 EMBEDDED CALCULATOR/CONVERSION TOOL (if configured) ..........................................................3-30








SECTION 3 PREFLIGHT CONDENSED PREFLIGHT PROCESS This page sequence gives an overview of the Preflight operations of the FMS. The intent of each step is summarized on the next page.

FMS1 IDENT

1/2

NAV DATABASE ACTIVE K L M W W 0 6 9 7 OCT10-NOV06/03 S E C O N1/3 D POS INIT/REF -DEC04/96 K L MFWMWS0 6P9O7S NOV07 DR O P P R ON47 G R Ao26.28 M C F G o18.67 NO W122 ACT RTE 1 6 1 4R0E0F0 -W0A0Y5P O I N T 0 0 7 71/3 7 CKUBFI SOTROIMNG4ID7NAo 3 T1 A. B8 A0 SW E 1 2 2 oD1A8TD.EE0S0T E C -MKSEA ROTDEES T M A R 2 1 / 0PANC 2 UACT NDWAATYARTE O USSTA ERRNDBY B A S E1 LEGS DFALTTE N1/2 KL007 E C --U---D2T6E4SoT S E TM AIRN12S21./P80ON2SM CO ROUTE JOH /H

. . o 1D 1A 3T NE M 1/1 U T C2 6 2 FMS1 SETUP 280/1600A :04z OCT20/99 175D7173J DISPLAY o 6MAG 3ACT R ARTE R C A N1 C CO 1 0ROUTES> .6N M FUEL 1/2 1. GOR1600A T IMMAEX R A N G E FOFSSSE TW T 0>UTC 5736o0 NCMR S 1 0 . 0+5.0 N M9 7H 0 R0 SK G OFFSET ANC 2. RANCE FDUAETLU MW T C OEONRDDU/oFAF o 0>5LAT_ 5 .---.0 9 NWGS84< M1N4M0 0 K G 132 + 4CLONG 4R S RW06R F U E L/oFAF FLOW MILEAGE 3.

4.

100K G / N M 110K G / H R F U E LLEGS R E M A I N ILEGS N G A TETA> FIX ZCH 892K G UNIT

KG< ROUTE>

5.
If radios are used

RADIO
1/4

04

05 ↔ 1220.0 --1530.0 ↔ 1 5 2 4 . 5 YJN A ---115.80 ↔ 1 1 6 . 7 0 YUL 109.30H YQB 116.30 ↔ 1 1 2 . 8 0 SBY 2200 ↔ 1500

1218.5

OR

ADF1

9A.

9B.

RADIO 1/3 1218.5 1530.0 A D F 2

128.050 1524.5 V O R 1 115.80 116.30 V O R 2 AUTO116.70 109.30HOLD X P D R 7777 3A 1211 TCN

033 X 111 Y

6.

RADIO DETAILS>


Page 3-1 July 17, 2013


PREFLIGHT 1. IDENT - check software version number. Check Configuration Number. Check active database date and interchange if necessary. 2. POS INIT/REF – If GPS is available, check aircraft present position, time and date. Otherwise, manually enter the system and/or IRS position (for alignment). 3. MOD, ACT RTE, DEPARTURES - enter route, confirm FMS flight plan matches clearance. 4. ACT RTE LEGS - check all course and distances between waypoints of the active route. 5. SETUP - check display reference (MAGNETIC, TRUE). 6. FUEL (only if configured) - if a fuel computer is not configured, enter fuel quantity and fuel flow, for computation of maximum range and endurance, and the fuel remaining over a desired waypoint. 7. GPS SAT DESELECT – (only if ARINC 743A GPS is configured): check that GPS satellites are not deselected or deselected according to NOTAMs. 8. VHF NAV DESELECT – deselect any applicable VHF navaids as per NOTAMs. 9. RADIO - check frequencies (if radios are used). 10. PERFORMANCE VNAV – Pre-flight initialization is significantly different when Performance VNAV is enabled. Please refer to Section 18 accordingly. A detailed description of each display page is contained in Appendix A. Radio display pages are detailed in Section 13.


Page 3-2 July 17, 2013


START-UP AND INITIALIZATION 1. Verify that all relevant circuit breakers are on. 2. Upon initial power-up, the FMS will test all the annunciators. After these tests, it displays the IDENT 1/2 page as the default power-up page. NOTE: The RADIO page (Horizontal or Vertical format) can also be configured as the default power-up page.

FMS1 IDENT 1L 2L 3L 4L

1/2

NAV DATABASE ACTIVE K L M W W 0 6 9 7 OCT10-NOV06/03 SECOND KLMWW0697 NOV07-DEC04/03 OP PROGRAM CFG NO 614876-050F 00777 CUSTOM DATABASE DATE EC-RTEST MAR21/04

5L 6L

1R 2R 3R 4R 5R

POS INIT>

6R

3. Adjust the intensity of the FMS display by pressing and holding the BRT key until a comfortable viewing level is obtained. Each depression of the BRT key alternately brightens or dims the display. On initial power up, or when a time interval of more than 5 seconds has elapsed since the last time the [BRT] key was pressed, the first press of this key will always increase brightness. 4. Verify the OP PROGRAM (software version) and CFG NO. (system configuration) against the Aircraft Flight Manual Supplement. If either software or configuration numbers are incorrect, maintenance action is required. 5. Verify the date of the active database cycle. If all identification data is correct, system start up and initialization is complete.


Page 3-3 July 17, 2013


ACTIVE DATABASE SELECTION CAUTION:

When the active database is changed, any existing active route is deleted.

1. Copy the SECOND cycle date into the scratchpad, by pressing LSK 2R. 2. Move the cycle date into the ACTIVE field by pressing LSK 1R. The active database cycle is replaced by the second database cycle, as shown by the interchange of cycle dates. The active database cycle is displayed in large font. The active database can only be changed on the ground. Display the IDENT 2/2 page by pressing [INIT REF], and [NEXT].

FMS1 IDENT 1L 2L

2/2 1R

MAGVAR MODEL 2010 (DEF)

2R

3L

3R

4L

4R

5L

5R

6L

POS INIT>

6R

Field 2L displays the in-use 5-year cycle of the Magnetic Variation Table Model. (DEF) indicates that the default 5-year cycle beginning in 2010 is in use. It is valid until the end of 2015. (DEF) blanks when the default Magnetic Variation Table Model is replaced with a new cycle (e.g. 2015) loaded from an external media, via Service Bulletin. NOTE: Other parameters such as aircraft model, engines model, performance database, policy file, weight units, decel factor and fuel flow factor are also displayed when Performance VNAV is enabled. Refer to Section 18.


Page 3-4 July 17, 2013


FMS DISPLAY SETUP From the IDENT 1/2 page, go to DISPLAY 1/1 page, by pressing [INIT REF], [NEXT] and (LSK 1R).

DISPLAY 1L

1/1

1R

2L

2R

3L

3R

4L

4R

5L

5R

6L

6R

1. Press LSK 1L and adjust display PARALLAX for proper viewing angle. 2. Press [INIT/REF]. 3. Press to return to the IDENT 1/2 page.


Page 3-5 July 17, 2013


SYSTEM POSITION, DATE AND TIME UPDATE From the IDENT 1/2 page go to POS INIT/REF 1/3 page by pressing (LSK 6R).

POS INIT/REF

1/3

FMS POS DR 1L 2L 3L 4L

N47o26.28 W122o18.67

REF WAYPOINT KBFI N 4 7 o3 1 . 8 0 W 1 2 2 o1 8 . 0 0 GATE N47o32.30W122o18.70 BF1 SET IRS POS

N47o32.30W122o18.70

UTC

5L

1757:04

6L

DATE

1R 2R 3R 4R

OCT20/04

5R

ROUTE>

6R

NOTE: Position/time/date cannot be updated if the NAV mode is GPS. At power up the system position is the last calculated position prior to shutdown, or the current GPS position, if available. Initialization of position, date and time is not normally required. If GPS is available, the FMS internal clock is updated to GPS-based UTC and date. Unless an IRS is configured and the GPS position is available, a manual initialization of position, date, and time is not normally required except during an initial aircraft installation, or possibly after a maintenance action. In this case, if GPS position is unavailable, the alert message “SET IRS POS” appears. If the navigation mode is not GPS: 1. Enter the new time into the scratchpad, e.g. 175704. 2. Move the new time to UTC field by pressing LSK 5L. and/or 3. Enter the new date to the scratchpad, e.g. OCT20/04. 4. Move the new date to the DATE field by pressing LSK 5R.

To initialize the position use the POS INIT/REF 1/3 page: 1. Enter the airport identifier into the scratchpad. 2. Move the airport identifier to the REF WAYPOINT field by pressing LSK 2L. REF WAYPOINT and IRS mode fields blank on aircraft lift-off.


Page 3-6 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 3. Line select airport or IRS position into the scratchpad (by pressing LSK 2R or LSK 4R, or enter any other desired position into the scratchpad (e.g. N472628W1221867). 4. Move the new position to the POSITION field by pressing LSK 1R.

ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY (POLAR AREA DEFINITION) Display the SETUP 1/1 by pressing on the INIT/REF INDEX.

FMS1 SETUP

1/1

DISPLAY

1L

>MAG

1R

2L

2R

3L

3R

4L

4R

FMS OPERATION

5L

>SYNCHRONIZED

6L

5R

ROUTE>

6R

The default angular reference of all navigation displays (heading, course, actual track, and bearing) is Magnetic North (degree symbol following each angle display), and that of wind direction is True North (T symbol following each angle display). Select the angle display reference to TRUE or MAGNETIC by pressing LSK 1L. In some installations, the angle display reference can only be controlled via an external true/mag cockpit switch. In this case the MAG/TRUE selection prompt (at LSK 1L) is removed; only the current state is displayed. Upon entering the polar area (by default above N73 and below S60), the angular reference automatically reverts to true north and the reference toggling is inhibited. The FMS invalidates all its magnetic angles in those regions. If the angular reference was magnetic previous to entering the polar area, the USING TRUE REF advisory scratchpad message is displayed to inform the crew of the change from magnetic to true north. Upon the airplane leaving the polar area, the system behaviour depends upon the aircraft installation: • If interfaced with a true/mag cockpit switch, then the FMS uses the switch state to determine the angular display reference. • Otherwise, the angular reference display is maintained to True and the True/Mag toggling capability is restored. The CHECK TRUE/MAG REF advisory scratchpad message prompts the crew to check/select the angular reference. NOTE:

It is possible to configure the FMS to change the definition of the polar area, in order to provide better availability of magnetic angles. The purpose of this feature is to enable operations in some airports charted in magnetic angles and located marginally within the default polar area. Special care should be taken at the aircraft level when enabling this feature given that the magnetic data becomes less reliable when approaching the poles.


Page 3-7 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) CAUTION: FMS operations above latitude N85 and below latitude S85 are expected to be limited to flying fixto-fix legs (great circle tracks), including fly-by leg transitions. Procedures using angular references are therefore not intended to be conducted in these areas.

ACTIVE ROUTE SELECTION USING THE COMPANY ROUTE NAME Display the RTE 1/X page by pressing the [RTE] function key.

MOD

RTE 1

1/3

ORIGIN

DEST

RUNWAY

FLT NO

1L

KSEA

2L

-----

PANC

KL007

ROUTE

1R 2R

3L

KSEAPANC1

3R

4L

CO RTES>

4R

5L 6L

5R

DEPARTURES>

6R

1. Key in the company route identifier into the scratchpad, e.g.: KSEAPANC1. 2. Move the company route name to the CO RTES field by pressing LSK 3R. "MOD" status is displayed in the title line. 3. Verify the ORIGIN and DEST identifiers. 4. Enter flight number into the scratchpad. Move to the FLT NO field by pressing LSK 2R. The entered flight number will also be displayed on the PROGRESS pages titles.. 5. Accept the new active route by pressing [EXEC]. "MOD" status in the title line changes to "ACT". The selected route is now active. NOTE: When loading a company route in flight, the FMS will append a "+" to the company route identifier on the RTE page thus indicating that the company route has been appended to the end of the current flight plan. When a company route is inversed, the route name is preceded by the prefix INV in reverse video.


Page 3-8 July 17, 2013


ROUTE SELECTION FROM THE LIST OF COMPANY ROUTES With the ACT or MOD RTE 1/X page displayed: Display the company routes by pressing (LSK 4R).

SELECT CO ROUTE 1L

KSEAPANC

2L

KSEAPANC2

1/1

KSEAPANC1

3L 4L

1R 2R 3R

LOAD

4R

5L

>DIRECT

5R

6L

6R

Company routes are displayed left to right, sorted by origin identifier. NOTE: If the display of the CO ROUTE is configured to ORIG_DEST, the entry of an ORIGIN or both ORIGIN and DEST identifiers on RTE x 1/X page will reduce the company routes list, when on ground, to those specified in the ORIGIN or ORIGIN and DEST fields. When airborne, all company routes are displayed. If CO ROUTE is configured to ALL, every CO ROUTE in the company database will be displayed. 1. Display the desired route by pressing [NEXT] or [PREV] as often as required. 2. Select route identifier by pressing the appropriate LSK. 3. Select the direction in which the route is loaded by toggling DIRECT/INVERSE using LSK 5L. 4. The RTE 1/X page is re-displayed. Verify the ORIGIN and DEST identifiers. 5. Accept the new active route by pressing [EXEC]. When airborne, selecting a company route will replace the destination with the selected company route destination and will insert a discontinuity after the active waypoint followed by the selected company route waypoints. If a procedure (for e.g. STAR or Approach) is part of the flight plan, the whole procedure is replaced by the selected company route.


Page 3-9 July 17, 2013


BUILDING A ROUTE BY WAYPOINT INSERTION When no company route is available, a route can be created by first defining the origin and destination airports on the ROUTE page, followed by entry of the individual waypoints on the RTE x LEGS page. Display the ACT or MOD RTE x 1/X page by pressing [RTE].

ACT

RTE 1

1/3

ORIGIN

DEST

RUNWAY

FLT NO

1L

KSEA

2L

-----

PANC

KL007

ROUTE

1R 2R

3L

KSEAPANC1

3R

4L

CO RTES>

4R

5L 6L

5R

DEPARTURES>

6R

1. Key the departure airport identifier into the scratchpad and move it to the ORIGIN field by pressing LSK 1L. "MOD" status is displayed in the title line. 2. Key the destination airport identifier into the scratchpad and move it to the DEST field by pressing LSK 1R. 3. Display the MOD RTE x LEGS 1/1 page by pressing [LEGS]. The active waypoint identifier field contains boxes. 4. Key the identifier of the first waypoint into the scratchpad and move it to the active waypoint location by pressing LSK 1L. The direct course and distance from present position to the active waypoint is computed and displayed, and the INTC CRS prompt is displayed at the LSK 6R location with dashes ("---") in the intercept course field. NOTE: The minimum route comprises of the origin and destination airports and a single waypoint. If desired, direct-to navigation from the present position to the first waypoint of the route can be initiated at this time as described in Section 9 (Direct-To/Intercept). 5. Key in all subsequent waypoint identifiers in turn, inserting them into the route by pressing the appropriate left hand LSK. Press [NEXT] as required to display a new RTE x LEGS page. 6. Additional temporary waypoints can be inserted into the route as described in Section 5.


Page 3-10 July 17, 2013


BUILDING A ROUTE BY AIRWAY INSERTION When no company route is available, a route can be created by first defining the origin and destination airports on the ROUTE page, followed by entry of the individual airway identifier on the ROUTE page. 1. Key the departure airport identifier into the scratchpad and move it to the ORIGIN field by pressing LSK 1L. "MOD" status is displayed in the title line. The "ERASE" prompt is displayed at LSK 6L and the EXEC annunciator illuminates. 2. Key the destination airport identifier into the scratchpad and move it to the DEST field by pressing LSK 1R. 3. Display the RTE x 2/X page by pressing [NEXT].

MOD VIA

1L

LACRE3

RTE 1

2/3 TO

HUMPP

-- ROUTE DISCONTINUITY -

2L

1R 2R

3L

J20

OCS

3R

4L

J154

RAMMS

4R

5L

DIRECT

GWENS

5R

6L

ARRIVALS>

6R

4. Key the identifier of the first waypoint into the scratchpad and move it to the TO location by pressing LSK 1R. DIRECT is displayed below VIA, indicating that the first flight leg will be from Present Position direct to the first waypoint of the desired airway. 5. Key in the airway identifier and move it to the airway field by pressing LSK 2L, a box data field appears against LSK 2R. 6. Key in the next airway identifier and move it to the airway field by pressing LSK 3L, the waypoint at the junction of the two airways appears in the box data field against LSK 2R and a box data field appears against LSK 3R. 7. Key in all subsequent airway identifiers in turn, inserting them into the route by pressing the appropriate left hand LSK. Press NEXT as required to display a new ROUTE page.


Page 3-11 July 17, 2013


NOTE: The route can be modified by defining the waypoint identifier at which the desired airway segment is terminated and repeating the procedure for entering the following airways. If a departure or an arrival is selected on the DEP/ARR page, the procedure and the transition name will be displayed in the VIA and TO fields. If a waypoint is inserted immediately before an already inserted waypoint, a DIRECT TO the entered waypoint will be created followed by a route discontinuity and a DIRECT TO the already inserted waypoint. The route can also be modified by adding and/or erasing waypoints on the selected RTE x LEGS page. 8. Display the first leg by pressing [LEGS] and [PREV] or [NEXT] as required. 9. Close-up any route discontinuity as described in Section 5. 10. Verify the course, distance, altitude/speed advisory of each airway leg in turn by pressing [NEXT] as required to display all legs. 11. Make the selected route active by pressing [EXEC].

VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE Display the MOD RTE x LEGS 1/X page by pressing [LEGS].

MOD

RTE 1 LEGS

2/4

299o

39.6N M

298o

154N M

307o

86.7N M

306o

165N M

282o

197N M

1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

6L

1R 2R 3R 4R 5R

LEGS ETA>

6R

1. Verify the course and distance of all route legs. 2. Display all route legs in sequence by pressing [NEXT] as often as required. 3. Return to the MOD RTE x LEGS 1/X page by pressing [LEGS] or [PREV] as required. 4. Make the route active by pressing [EXEC].


Page 3-12 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) The "MOD" status in the title line changes to "ACT", the ERASE prompt disappears and the EXEC annunciator extinguishes.

INITIAL LEG Following the waypoint of a route, navigation and guidance is computed initially for the leg from present position direct to the first waypoint. On takeoff, the FMS automatically re-computes a Direct-To to the first waypoint. If a runway and SID are selected and the first leg is not a Direct-To leg, navigation and guidance is computed initially from the runway threshold to the first waypoint. On take-off, the FMS automatically re-computes the initial leg using the present position as the start of the leg.

CANCELLING ANY PROCEDURE OR ROUTE MODIFICATION During any procedure which involves a modification to the active route, an ERASE prompt is displayed at LSK 6L. Prior to EXECuting the procedure, it can be cancelled and all route modifications deleted by pressing (LSK 6L).

ROUTE 2 OPTION NOTE: If RTE 3 option is enabled, ignore this sub-section and go to next sub-section (ROUTE 3 OPTION). When configured with RTE 2 option, two independent routes (RTE 1 and RTE 2) may reside in the FMS at the same time. The FMS allows activation of one route as the active flight plan. The other flight plan is stored as the inactive route. The default route at power-up, with both routes empty, is RTE 1. The inactive route may be manually created or selected from the stored company routes. It may also be copied from the active route. The procedures to create, select, and/or edit the inactive route are identical to those of the active route. 1. Display the ACT RTE x 1/X page by pressing [RTE] (a route has been previously entered and executed).

ACT

RTE 1

1/2

ORIGIN

DEST

RUNWAY

FLT NO

1L

KSEA

2L

23R

PANC

AS007

ROUTE

1R 2R

3L

KSEAPANC1

3R

4L

CO RTES>

4R

5L 6L

5R

OFFSET

R0.0N M


6R

Page 3-13 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 2. Access the inactive route by pressing LSK 6L (e.g. RTE 2). NOTE: The inactive route pages are displayed in monochrome cyan to distinguish them from the active route pages.

RTE 2 ORIGIN 1L 2L

1R

RUNWAY

-----

ROUTE

3L 4L

1/2 DEST

----------

3R

CO RTES>

4R

5L 6L

2R

5R

6R

A. INACTIVE ROUTE MANIPULATIONS (SUMMARY) 1. Using the procedures outlined in Section 3, enter the origin, destination, and waypoints, or select a stored company route as the inactive route. Next, press , (LSK 6R) to save the modifications or (LSK 6L) to delete them. NOTE: In the case of a dual/triple FMS installation, the inactive route modification is cross-talked to the off-side FMS upon pressing the prompt. The EFIS typically displays the inactive flight plan in cyan when an inactive route page is displayed on the FMS. 2. The inactive route is edited directly on the ROUTE, LEGS, DEP/ARR and HOLD pages. Both active and inactive routes have their own independent set of ROUTE, LEGS, DEP/ARR and HOLD pages. 3. To ACTIVATE the inactive route, press LSK 6R on the inactive RTE page, followed by pressing the [EXEC] key. NOTE: The following COPY RTE procedures highlight the basic steps required to select, then activate a second route.


Page 3-14 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) B. INACTIVE ROUTE MANIPULATIONS (DETAILED STEPS) 1. To copy the active route, e.g. RTE 1, to the inactive route, press LSK 4L of the inactive RTE page. RTE 1 remains active and continues to be used for navigation.

RTE 2

1/2

ORIGIN

1L

KSEA

2L

RW34R

DEST

PANC

RUNWAY ROUTE

3L 4L

2R

KSEAPANC1

3R

CO RTES>

4R

5L 6L

1R

5R

CONFIRM>

SAVE?

6R

2. Press LSK 6R to CONFIRM copying of the route. NOTE: The copied route contains the active and subsequent waypoints. Overflown waypoints are not copied. In the case of a dual/triple FMS installation, the inactive route is crosstalked to other FMU's upon each CONFIRM of flight plan changes. 3. Press [LEGS] to display the RTE 2 waypoints. Modify the RTE x LEGS page as required to build a new flight plan based on the current active route.

RTE 2 LEGS

1/5

299o

39.6N M

298o

154N M

307o

86.7N M

306o

165N M

282o

197N M

1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

6L

1R 2R 3R 4R 5R

LEGS ETA>

6R

4. Access the RTE x LEGS ETA and FUEL pages to perform predictions as for the inactive route. Predictions are based on the aircraft’s present position direct to the first waypoint in the inactive route. NOTE: There are no predictions made on the inactive route when Performance VNAV is configured.


Page 3-15 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 5. When changes are completed, press the [RTE] key to access the RTE 2 page.

RTE 2

1/2

ORIGIN

1L

KSEA

2L

RW34R

PANC

RUNWAY ROUTE

3L 4L

DEST

2R

KSEAPANC1

3R

CO RTES>

4R

5L 6L

1R

5R

RTE 2

ACTIVATE>

6R

6. Press (LSK 6R) to the inactive route. 7. The RTE 2 LEGS page is displayed. Press the [EXEC] key to confirm activation of RTE 2.

MOD

RTE 2 LEGS

2/4

299o

39.6N M

298o

154N M

307o

86.7N M

306o

165N M

282o

197N M

1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

6L

1R 2R 3R 4R 5R

LEGS ETA>

6R

8.

Prior to pressing [EXEC], (LSK 6L), may be used to cancel activation.

9.

The LEGS page title legend changes from MOD to ACT. The former inactive route, now active, is displayed in multiple colors.

10. The previous active route is now inactive route (displayed in cyan).


Page 3-16 July 17, 2013


ROUTES 2 & 3 OPTION When configured with for ROUTES 2 & 3 option, up to three independent routes (RTE 1, and RTE 2, and RTE 3) may reside in the FMS at the same time. The FMS allows activation of one route as the active flight plan. The other flight plans are stored as inactive routes. The default route at power-up, with all routes empty, is RTE 1. The inactive routes may be manually created or selected from the stored company routes. They may also be copied from the active route. The procedures to create, select, and/or edit the inactive route are identical similar to those of the active route with the addition of the VIA feature (which is available only when the Performance VNAV function is enabled). Without use of the VIA feature (described below in dedicated sub-section), when an inactive route is made active, the FMS will fly direct-to the first waypoint of the new active route. 1. Display the ACT RTE x 1/X page by pressing [RTE] (a route has been previously entered and executed).

ACT

RTE 1

1/3

ORIGIN

DEST

RUNWAY

FLT NO

1L

KSEA

2L

RW34R

PANC

-------ROUTE

1R 2R

3L

----------

3R

4L

CO RTES>

4R

5L

6L

5R

DEPARTURES>


6R

Page 3-17 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 2. Access an inactive route by pressing LSK 6L (e.g. RTE 2) or LSK 5L (RTE 3). NOTE: The inactive route pages are displayed in monochrome cyan to distinguish them from the active route pages.

RTE 2 ORIGIN 1L 2L

1/2 DEST 1R

RUNWAY

-----

ROUTE

3L

2R

----------

3R

CO RTES>

4R

4L

5L

5R

6L

6R

A. INACTIVE ROUTE MANIPULATIONS (SUMMARY) 1. Using the procedures outlined in Section 3, enter the origin, destination, and waypoints, or select a stored company route as the inactive route. Next, press , (LSK 6R) to save the modifications or (LSK 6L) to delete them. NOTE: In the case of a dual/triple FMS installation, the inactive route modification is cross-talked to the off-side FMS upon pressing the prompt. The EFIS typically displays the inactive flight plan in cyan when an inactive route page is displayed on the FMS. 2. The inactive route is edited directly on the ROUTE, LEGS, DEP/ARR, and HOLD pages. Both active and inactive routes have their own independent set of ROUTE, LEGS, DEP/ARR, FUEL and HOLD pages. 3. To ACTIVATE the inactive route, press LSK 6R on the inactive RTE page, followed by pressing the [EXEC] key. The LEGS page will display RTE 2 or RTE 3 waypoints, depending on which RTE page was being previously viewed. NOTE: The following COPY RTE procedures highlight the basic steps required to select, and then activate a second or third route.


Page 3-18 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) B. COPYING THE ACTIVE ROUTE TO THE INACTIVE ROUTE MANIPULATIONS (DETAILED STEPS) 1. To copy the active route, e.g. RTE 1, to the inactive route, select the inactive route from the active route page (press LSK 5L for RTE 3, or 6L for RTE 2), and then press LSK 4L of the inactive RTE page. RTE 1 remains active and continues to be used for navigation.

RTE 2

1/3

ORIGIN

1L

KSEA

2L

RW34R

DEST

PANC

RUNWAY ROUTE

3L 4L

2R

----------

3R

CO RTES>

4R

5L 6L

1R

5R

CONFIRM>

SAVE?

6R

2. Press LSK 6R to CONFIRM copying of the route. NOTE: The copied route contains the active and subsequent waypoints. Overflown waypoints are not copied. In the case of a dual/triple FMS installation, the inactive route is crosstalked to other FMU's upon each CONFIRM of flight plan changes and upon synchronization. 3. Press [LEGS] to display the RTE 2 waypoints. Modify the RTE x LEGS page as required to build a new flight plan based on the current active route. NOTE: ETE/ETA and EFA are not displayed for the inactive route when Performance VNAV is configured.

RTE 2 LEGS

1/5

299o

39.6N M

298o

154N M

307o

86.7N M

306o

165N M

282o

197N M

1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

6L

1R 2R 3R 4R 5R

LEGS ETA>

6R

4. Access the INACTIVE RTE x LEGS ETA and RTE x FUEL pages to perform display predictions for the inactive route. Predictions are based on the aircraft’s present position direct to the first waypoint in the inactive route.


Page 3-19 July 17, 2013


5. When changes are completed, press the [RTE] key to access the RTE 2 page.

RTE 2

1/2

ORIGIN 1L

KSEA

2L

RW34R

DEST

PANC

RUNWAY ROUTE

3L 4L

5L

6L

1R 2R

----------

3R

CO RTES>

4R 5R

RTE 2

ACTIVATE>

6R

6. Press (LSK 6R) to the activate the inactive route. 7. The RTE 2 LEGS page is displayed. Press the [EXEC] key to confirm activation of RTE 2.

MOD

RTE 2 LEGS

299o

1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

6L

1/5 39.6 N M

298o

154.0

307o

86.7

306o

165. 0

282o

197. 0

1R 2R 3R 4R 5R

LEGS ETA>

6R

8. Prior to pressing [EXEC], (LSK 6L), may be used to cancel activation. 9. The LEGS page title legend changes from MOD to ACT. The former inactive route, now active, is displayed in multiple colors. 10. The previously active route now forms one of two inactive routes (displayed in cyan). C. SWITCHING FROM RTE 1 to RTE 2 or RTE 3 WITHOUT THE VIA FUNCTION Activation of an Inactive route while in-flight or on ground results in a modified route consisting of the waypoints of the Inactive route, starting at the Top waypoint location on the MOD RTE x LEGS page. The previously active route becomes the inactive route but retains its route number. Any one route at a time, RTE 1, RTE 2 or RTE 3 may be active, while the other two are inactive.


Page 3-20 July 17, 2013


D. USING THE VIA FUNCTION (available only when Performance VNAV is enabled) The VIA function can be used to append waypoints from the active route to the beginning of the inactive route upon its activation, in order to plan a diversion point from the original active route. Typically this function is used to plan the diversion to an alternate airport. The VIA waypoint is a waypoint from the active route from which the diversion to the inactive route will be initiated. The VIA prompt is available at LSK 2R of the inactive RTE page, provided that this route does not contain a departure runway/SID (the FMS does not allow departing the active route to string a SID of the inactive route). Once a VIA waypoint is entered, no departure selection is possible on the inactive route. In the following example, an alternate airport (PAFA) is to be entered on RTE 2, to be flown to after being diverted from PANC, the destination of the active route. 1. On the inactive RTE 2 page, enter the destination PANC at (LSK 1L). Enter the new destination PAFA at (LSK 1R). When the inactive route origin coincides with the active route destination, then this inactive route is considered an alternate, and the VIA waypoint field is automatically pre-filled with the last waypoint of the active route (typically the missed approach holding point). In the example below, NAPTO being the missed approach holding point of the active route (PANC) is automatically copied to (LSK 2R) field.

RTE 2 ORIGIN

1L

PANC

2L

-----

PAFA

RUNWAY

VIA RTE 1 NAPTO ROUTE

3L 4L

1/2 DEST

2R

----------

3R

CO RTES>

4R

5L 6L

1R

5R

CONFIRM>

SAVE?

6R

2. The VIA waypoint can be modified if required (e.g. KILLA) to provide an earlier diversion point from the current active route.

RTE 2

DEST

RUNWAY

VIA RTE 1

1L

PANC

2L

-----

PAFA

KILLA

ROUTE

3L 4L

1/2

ORIGIN

2R

----------

3R

CO RTES>

4R

5L 6L

1R

5R

SAVE?

CONFIRM>


6R

Page 3-21 July 17, 2013


3. Via the DEP/ARR INDEX page, select an approach for PAFA ARRIVALS.

PAFA ARRIVALS 1L 2L

1/1

STARS RTE 2 APPROACHES -NONE- VOR19R TRANS D040S

1R 2R

3L

3R

4L

4R

5L

5R

6L

CONFIRM>

SAVE?

26

4. Press [LEGS] to display the RTE 2 waypoints. Modify the RTE x LEGS page as required. NOTE: ETE/ETA and EFA are not displayed for the inactive route.

RTE 2 LEGS

1/2

RTE 1 KILLA

92.0 N M

004o

65.4

000o

113. 0

108o

5.6

198o

2.8

1L

PEE

2L

UMM

3L

CEPLA

4L

ELACA

5L

ROPEE

6L

4900A 4600

SAVE?

CONFIRM>

1R 2R 3R 4R 5R 26

5. Access the INACTIVE RTE x FUEL pages to display predictions for the inactive route. Predictions for the inactive route with VIA function are based on the active route up to the VIA waypoint and then direct to the first waypoint of the inactive route. 6. When all changes are complete, press (LSK 6R) to confirm RTE 2. 7. Prior to pressing , (LSK 6L) may be used to cancel RTE 2 changes. NOTE: In the case of a dual/triple FMS installation, the inactive route is crosstalked to other FMU's upon each CONFIRM of flight plan changes and upon synchronization.


Page 3-22 July 17, 2013


8. To activate RTE 2 route to alternate destination PAFA, press the [RTE] key to access the RTE 2 page.

RTE 2

1/2

ORIGIN 1L

PANC

2L

-----

DEST

PAFA

RUNWAY

VIA RTE 1 NAPTO ROUTE

3L 4L

5L

6L

1R 2R

----------

3R

CO RTES>

4R 5R

RTE 2

ACTIVATE>

6R

9. Press < ACTIVATE> (LSK 6R) to activate RTE 2 route. 10. The RTE 2 LEGS page is displayed in MOD state. NOTE: The modified route contains the current active route waypoints downpath to the VIA waypoint, followed by the RTE 2 waypoints.

MOD 1L 2L 3L 4L

RTE 2 LEGS

R167o TUVUJ 211o

NAPTO

/H

2/4

7.10N M 240/ 7663 22.7N M

200/

3000A

THEN — ROUTE DISCONTINUITY PEE 240/ 7115 004o 65.4N M

5L

UMM

6L

240/

6802

LEGS ETA>

1R 2R 3R 4R 5R 6R

11. Press the [EXEC] key to confirm activation of RTE 2. 12. Prior to pressing [EXEC], (LSK6L), may be used to cancel the activation. 13. The LEGS page title legend changes from MOD to ACT. The former inactive route, now active, is displayed in the active route color scheme. 14. The previously active route (RTE 1 in this example) becomes inactive and is displayed in monochrome cyan. Activation of an Inactive route with a VIA from the original destination airport to an alternate airport results in a modified route consisting of the current active waypoint and remaining waypoints, up to and including any missed approach and hold, followed by a discontinuity, then the waypoints of the Inactive route.


Page 3-23 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Activation of an Inactive route with a VIA from an en-route waypoint results in a modified route consisting of the current active waypoint up to the VIA waypoint, followed by a discontinuity, then the waypoints of the Inactive route. The previously active route becomes an inactive route but retains its route number.

ACCESSING INIT/REF INDEX PAGES Display the INIT/REF INDEX 1/2 page by pressing [INIT REF].

FMS1 INIT/REF INDEX 1/2 1L

2L

3L

4L

5L

6L

NAV DATA>

1R

WPT LISTS>

2R

NEAREST>

3R

FUEL>

4R

NAV STATUS>

5R 6R

Display the INIT/REF INDEX 2/2 page by pressing [NEXT] or [PREV].

FMS1 INIT/REF INDEX 2/2 1L

DISPLAY> RTE DISCON>

2L

1R 2R

3L

3R

4L

4R

5L

DATA LOAD>

5R

6L

MAINT>

6R

NOTE: All prompts displayed on the INIT/REF INDEX pages are configurable and the page layouts illustrated above are provided as examples only. In this particular example, LSK 1L, LSK 4L, LSK 1R, LSK 2L and LSK 4R are installation dependent, and thus may not appear as shown above. appears only when the aircraft is on ground for maintenance database loading. appears only when the aircraft is on ground for maintenance operations.


Page 3-24 July 17, 2013


CRUISE PERFORMANCE PARAMETERS INITIALIZATION (if configured)

NOTE : The PLAN DATA page is mutually exclusive with the Performance VNAV functions. Refer to Section 18 for performance initialization and vertical flight planning when Performance VNAV is enabled. When a modification is made to the origin airport or associated departure procedure, the TRANS ALT field will be update to show the navigation database extracted value, if one exists, otherwise the configured FMS default value will be displayed. When a modification is made to the destination airport or associated arrival procedure, the TRANS LVL field will be update to show the navigation database extracted value, if one exists, otherwise the configured FMS default value will be displayed. The Transition Altitude and Transition Level are user modifiable. Additional details on the TRANS ALT and TRANS LVL fields can be seen on the PLAN DATA page in Appendix A. For flight planning calculations while on ground, the FMS will provide user modifiable Cruise TAS and Cruise Wind values. The cruise TAS and cruise wind will only appear airborne if the system TAS is failed. Upon a warm or cold start, the FMS will keep the Cruise TAS value prior to the power down. Upon a change in configuration, the FMS will set the Cruise TAS value to 480 kts. The FMS will reset the Cruise Wind value to zero after a cold start on ground. Upon a warm start or cold start in air, the FMS will keep the Cruise Wind value prior to the power down. Display the INIT/REF INDEX 1/2 page by pressing [INIT REF]. 1. Display the PLAN DATA 1/1 page by pressing [INIT REF], [NEXT] and .

PLAN DATA TRANS ALT

1L 2L

18000F T

TRANS LVL F L 180

1/1

CRZ WIND 300T / 90K T CRZ TAS

360K T

1R 2R

3L

3R

4L

4R

5L

5R

6L


6R

Page 3-25 July 17, 2013


2. To modify the TRANS ALT and/or TRANS LVL field(s), key in the transition altitude (e.g.: "18000" in feet or "180" in flight level) and move it into the either the TRANS ALT or TRANS LVL field by pressing LSK 1L or 2L, respectively. 3. Key in the cruise wind (e.g. 300/90) and move it into the CRZ WIND field by pressing LSK 1R. 4. Key in the planned cruise true airspeed (e.g. 360) and move it into the CRZ TAS field by pressing LSK 2R.

FUEL PERFORMANCE PARAMETERS INITIALIZATION (if configured) These are not mandatory entries. Refer to Section 14, Performance functions. NOTE :

Section 14 referred above is mutually exclusive with the Performance VNAV functions. Refer to section 18 for performance initialization and vertical flight planning when Performance VNAV is enabled.

FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION (if configured)

NOTE :

The FUEL page described below is mutually exclusive with the Performance VNAV functions. Refer to section 18 for performance initialization and vertical flight planning when Performance VNAV is enabled.

If the FUEL+WEIGHTS option is configured for the FUEL pages, the FMS provides on the RTE x FUEL 2/2 page several fields used by the operator to enter the empty weight, optional equipment weight, crew weight, cargo weight and total fuel weight including reserve. These values are used by the FMS to calculate the initial Gross-Weight (GWT) estimate, displayed on the RTE x FUEL 1/2 page. Once the initial GWT is accepted by the FMS, the Gross Weight will be continuously estimated by subtracting the fuel consumption based on the average fuel flow. The display of the GWT units will match the display of the fuel flow units that is, if the fuel flow is displayed in Kg/Hr or Lb/Hr, then the GWT will also be displayed in Kg or Lb respectively. CAUTION: The unit selection on the FUEL 1/2 and FUEL 2/2 pages has to be consistent with other fuel indicators configured in the cockpit. Verify units on the FUEL pages and on other fuel indicators. Display the INIT/REF INDEX 2/2 page by pressing [INIT REF], [PREV] or [NEXT].


Page 3-26 July 17, 2013


Display the RTE x FUEL 1/2 page by pressing (can be configured on any LSK) on the INIT/REF INDEX 2/2 page or the [FUEL] functional key (if configured).

ACT RTE 1 FUEL 1L 2L 3L 4L

1/2

MAX RANGE 760N M ENDURANCE 01+21 FUEL FLOW

GROSS WT 9700K G FUEL WT 1400K G MILEAGE 110K G / H R 100K G / N M FUEL REMAINING AT FIX ZCH 892K G UNIT

KG<

5L 6L

1R 2R 3R 4R 5R 6R

1. Key in the current fuel weight (e.g. 9700) and move it into the FUEL WT field by pressing LSK 2R. 2. Key in the current fuel flow (e.g. 110) and move it into the FUEL FLOW field by pressing LSK 3L. 3. UNIT at LSK 5R toggles between LB and KG. Maximum range and endurance are calculated based on entered fuel quantity and fuel flow rate. The maximum range is computed along the track to the FIX waypoint (if the FIX is defined) or with the current track, given current or estimated fuel weight (excluding the reserve), fuel flow, and ground speed (if the FIX is not defined). The endurance is computed using the given current or estimated fuel weight (excluding the reserve) and fuel flow. CAUTION: On power interruptions, the fuel units will revert to the configured units (from maintenance page). Verify units when reading or entering values. Display the RTEx FUEL 2/2 page by pressing [NEXT] or [PREV].

ACT RTE 1 FUEL

EMPTY WT

RESERVE

EQUIP WT

1L

1700K G

2L

300K G

5000K G 700K G

CREW WT

300K G

3L

CARGO WT

2000K G

4L

UNIT KG<

5L 6L

2/2

FUEL+RES

1R 2R 3R 4R 5R 6R

4. Key in the fuel weight including reserve (e.g. 1700) and move it into the FUEL+RES field by pressing LSK 1L. 5. Key in the fuel reserve weight (e.g. 300) and move it into the RESERVE field by pressing LSK 2L.


Page 3-27 July 17, 2013


6. Key in the aircraft empty weight (e.g. 5000) and move it into the EMPTY WT field by pressing LSK 1R. 7. Key in the optional equipment weight (e.g. 700) and move it into the EQUIP WT field by pressing LSK 2R. 8. Key in the total crew weight (e.g. 300) and move it into the CREW WT field by pressing LSK 3R. 9. Key in the total cargo weight (e.g. 2000) and move it into the CARGO WT field by pressing LSK 4R. 10. UNIT at LSK 6R toggles between LB and KG.

GPS SATELLITE DESELECTION (If configured) If required by NOTAM deselect the indicated satellite(s). Refer to Appendix A, GPS SAT DESELECT 1/1 page for the deselection commands. Otherwise ensure that no satellites are deselected.

DUAL/TRIPLE FMS OPERATIONS In dual/triple FMS installations, the operator can set the FMS to operate in either synchronized or independent mode from the SETUP 1/1 page. The operating mode can be configured to automatically startup in either synchronized or independent mode. From the INIT/REF INDEX 1/2 page, display the SETUP 1/1 page by pressing .

FMS1 SETUP

1/1

DISPLAY

1L

>MAG

1R

2L

2R

3L

3R

4L

4R

FMS OPERATION

5L

>SYNCHRONIZED

6L

5R

ROUTE>

6R

1. Select either INDEPENDENT or SYNCHRONIZED mode of operation. NOTE: When the XFMS synchronization option of the FMS is configured to ALWAYS, manual selection of independent mode is inhibited. When the XFMS synchronization option of the FMS is configured to NO (e.g. independent) manual selection of the independent and synchronized modes are inhibited.


Page 3-28 July 17, 2013


2. Press LSK 5L, confirm by pressing LSK 6R or cancel by pressing LSK 6L. After confirming change to independent mode, the alert scratchpad message “FMS INDEPENDENT OP” is displayed by all FMSs and the IND annunciator is illuminated on all CDUs. NOTE: Selection from independent to synchronized mode is prevented with the display of the alert message “UNABLE FMS-FMS SYNC” when: • communication between the FMSs has been lost, • on-side FMS is in a holding pattern, • on-side FMS is in a GPS approach, • any FMS in a missed approach procedure, • a conflicting operational s/w part number, • FMSs have a different active navigation database, • performance database (when used, refer to section 18) are different, • user databases (when used, refer to Section 11) are different. NOTE: On synchronization, the flight plan is transferred from the FMS where the synchronization was initiated to the other FMSs, overriding any existing flight plan.

SYNCHRONIZED OPERATIONS NOTE: To operate correctly in the synchronized mode the FMSs must contain the same databases. Furthermore the active database must be the same in all FMSs. In the synchronized mode of operation, the following items are automatically synchronized between all FMSs: • • • • • • •

FMS settings (e.g. UTC/Date entry, TRUE/MAG selection, etc). Flight-Plan related information (e.g. flight plan entries or changes) Navigation-related information (e.g. system position, RNP, etc.) Guidance-related information (e.g. Missed approach request, Hold exit request, etc.) Alert messages and their fault sources Radio-related information (e.g. self-test commands, tuning data, etc.) Etc.

Only one FMS can change an active flight plan at any time. If one FMS is already in MOD status (route modifications in progress), any attempt to change the flight plan of another FMS will bring in view the “ !CDU ENTRY CONFLICT” message in the scratchpad. In synchronized mode, both FMS will use the best system sensor for navigation and guidance computations (unless deselected on the DESELECT 1/1 page). Therefore, FMS present position, track and ground speed are synchronized. NOTE: In synchronized mode of operation, the GPS integrity annunciator will illuminate only if the GPS integrity is lost on all GPS sensors. When synchronized, an FMS will change to independent mode if its Phase of Flight is different from the other FMS(s) for more than 5 seconds.


Page 3-29 July 17, 2013


INDEPENDENT OPERATIONS In the independent mode of operation, all entries made on either FMS are not reflected on the other FMS. The alert message FMS-FMS POS DISAGREE is displayed in the scratchpad if the estimated position is significantly different between different FMS. NOTE: Due to slight variations in the position computation made by each FMS, leg sequencing may not occur at exactly the same time on all FMSs while in independent operations.

RADIO TUNING OPERATIONS – DUAL/TRIPLE FMS or FMS and RADIO HEAD The radio tuning feature may not use FMS cross talk to establish synchronization. Depending of the installation, it may use burst tuning and the radios’ feedback to establish synchronization. Its operations will not be affected by the selection of synchronized or independent mode of operations. In a dual/triple FMS architecture, when the standby frequency is entered, it is cross talked to the cross-side FMS (both FMS always display the same standby frequency of the same radio).

EMBEDDED CALCULATOR/CONVERSION TOOL (if configured) If any mathematical calculations are required, use the CALC/CONV 1/2 page. Conversions from one unit to another (e.g.: Meters to Feet) can be performed using the CALC/CONV 2/2 page. Refer to Appendix A for specific details.


Page 3-30 July 17, 2013


SECTION 4 - DEPARTURES

CONTENTS Subject

Page

SECTION 4 - DEPARTURES ....................................................................................................................................4-i INTRODUCTION .............................................................................................................................................4-1 SID SELECTION WHILE IN FLIGHT..............................................................................................................4-3 CONDENSED SID AND SID TRANSITION PROCESS .................................................................................4-3 STANDARD INSTRUMENT DEPARTURE (SID) SELECTION .....................................................................4-4








SECTION 4 DEPARTURES CAUTION: In case of disagreement between the published SID information and FMS displayed information, the operator MUST follow the published SID directives.

INTRODUCTION The complete departure procedure, including Standard Instrument Departure (SID) and SID transition, can be loaded into the route at the same time or in segments, depending on the ATC clearance received. The segments are selected from lists of named procedures extracted from the navigation database for the specified origin airport. When a SID is selected, the waypoints and procedural legs are extracted from the navigation database, procedural leg types are decoded, and all resulting waypoints are inserted into the route. SID transitions are appended to the route after the SID and are usually separated from it by a route discontinuity, unless the last waypoint of the SID and the first waypoint of the en-route portion of the route are identical. Figure 4-1 shows a typical SID and SID transition. The SID transition is linked to the appropriate waypoint of the en-route portion, and enroute waypoints preceding the intersecting waypoints are deleted. If there is no SID transition, the SID is separated from the en-route portion by a route discontinuity. For certain types of SID and transition, the waypoints may not be loaded into the route until the runway is selected. ATC clearances which modify the selected SID procedures can be incorporated by selection of the new procedure while the aircraft is still on ground. This results in the automatic deletion of the waypoints associated with the cancelled procedure.


Page 4-1 July 17, 2013

R1 0

9°

21

6

SA (C N M HA A V2 TY2. RCUS 5 R 60 - 18 ZS) 0

N34 30.6 W119 46.3

RZS

SAN MARCUS

D (H) 114.9

1 0 600

31 1

D16


VTU

°

N34 06.9 W119 03.0

D (L)108.2

D20

N33 56.0 W118 25.9

3 23

LOS ANGELES INTL 126

070° hdg

dg °h

7 DM

LAX

LOS ANGELES D (H)113.6

0 04

TAKE-OFF Runways 6L/R: Climb via a 040° heading for vector to V-23. Thence via (transition or FILLMORE assigned route). D (L)112.5 FIM Runways 7L/R: Climb via a 070° heading for vector to V-23. Thence via (transition or N34 21.4 W118 52.9 assigned route). HENER 28 HENER N34 19.9 Transitions: 9° D R) NE HE 2. (CHATY 0° 25 D27 W119 13.7 R San Marcus (CHATY2. RZS): From Chaty Int 86 097 V1 27 ° V27- 186 6000 V 1 7° N34 15.5 to RZS VOR: Via V-23, and FIM R-097 to FIM D 6000 W118 35.4 VOR, then FIM R-250 to Deano Int then RZS DEANO 17 V 5 86 9 10 N34 19.0 D22 R-109 to RZS VOR. Cross Charty Int at or 600 7 0 2 1 89 W119 25.0 above 5400'. 16 D 00° ° 16 Direct distance from Los Angeles Intl to: Chaty Int 20 NM CHATY N34 14.5 W118 35.0 AT OR ABOVE 5400' VENTURA

Expect clearance to filed altitude 3 minutes after departure.

(RWYS 6L/R AND 7L/R)(DME REQUIRED)

CHATY TWO DEPARTURE (CHATU2.CHATY)

CHATY TWO DEPARTURE (CHARTY2.CHARTY) (PILOT NAV) 9812020


E

°

V23

Figure 4-1 Typical Standard Instrument Departure with Transition Procedure

Page 4-2 July 17, 2013


NOTE: When stringing a SID procedure to an Enroute Transition or Enroute segment at their common waypoint, if speed and/or altitude constraints exist for this waypoint in both procedures, the constraint(s) from the SID procedure are retained. The SID altitude/airspeed constraint(s) will probably be lower/slower than the Enroute Transition or Enroute constraints. CAUTION: During Standard Instrument Departures, the FMS does not support the low speed flight regime of aircraft in which the bank angle is limited by the autopilot to 15 degrees as a function of airspeed and aircraft flap/slat configuration. Where required by the magnitude of the track angle change, the FMS may use up to a maximum of 30 degree bank angle in computing the roll steering command to the autopilot. Crews should therefore exercise caution when engaging LNAV in this flight regime and may wish to use the heading select mode until sufficient airspeed is allowing bank angles larger than 15 degrees. No difficulties are anticipated for engaging LNAV when track angle changes are less than 15 degrees.

SID SELECTION WHILE IN FLIGHT The FMS allows the activation in flight of an inactive route containing a SID, subject to the selection of the inactive runway. The FMS prefixes an inactive SID sequence with the corresponding inactive runway waypoint on activation in flight.

CONDENSED SID AND SID TRANSITION PROCESS This section provides an overview of the process of selecting the SID and SID transition procedures. The intent of each step is summarized on the next page. 1. MOD, ACT ROUTE - Select departure/arrival index page. 2. DEP/ARR INDEX - Select departure. 3. DEPARTURES - Select SID, SID transition,and/or runway. 4. MOD, ACT LEGS - Confirm the SID, SID transition and/or runway procedure agrees with the clearance, then execute the modified route. A detailed description of each FMS page is contained in Appendix A.


Page 4-3 July 17, 2013


STANDARD INSTRUMENT DEPARTURE (SID) SELECTION This procedure is based on the SID and SID transition depicted in Figure 4-1 and assumes that only these portions of the departure are to be loaded at this time. CAUTION: When operating with departure published in TRUE heading reference, a runway must be selected otherwise unexpected CHECK TRUE/MAG REF alert could be generated. Display the DEP/ARR INDEX 1/1 page by pressing: • [DEP/ARR] (if on ground). • [DEP/ARR] (if airborne and midway point of active route not reached yet). • From ARRIVALS 1/1 page. • From DEPARTURES 1/1. NOTE: If the FMS is configured for two routes (RTE 1 and RTE 2), the origin and destination of the inactive route are also displayed. The active route information is displayed in white text. The inactive route origin and destination airport codes are displayed in cyan. Example of the DEP/ARR INDEX page when configured for two routes.

DEP/ARR INDEX ACT 1L

2L

1/1

RTE 1

KSEA

ARR>

PANC

ARR>

2R

KSEA

ARR>

3R

PANC

ARR>

4R

1R

RTE 2 3L

4L 5L

5R

6L

6R

Example of the DEP/ARR INDEX page when configured for three routes.


1/1

RTE 1

PANC ARR>

2L

1R 2R

RTE 2 3L

PANC ARR>

4L

3R 4R

RTE 3 5L

CYVR ARR>

6L


5R 6R

Page 4-4 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 1. Display the DEPARTURES 1/X page by pressing the DEP prompt at LSK 1L or from RTE page when on ground and no departure selected. The DEPARTURES 1/X page is displayed, with the origin airport ICAO code included in the title line. Lists of SIDs and runways for that airport are displayed

KBFI DEPARTURES 1/1 SIDS

RTE 1

RUNWAYS

1L

LACRES

13R

2L

QUIET1

31L

1R 2R

3L

3R

4L

4R

5L

5R

6L

RTE VIA>

6R

2. Display the desired RUNWAY by pressing the PREV or NEXT key as required, and select the RUNWAY by pressing the appropriate right hand LSK. NOTE: Once a runway is selected, then only those SIDs applicable to that runway will be displayed. 3. Display the desired SID by pressing the PREV or NEXT key as required, and select the SID by pressing the appropriate left hand LSK. The SID list is replaced by the selected SID, with the legend "" beside the name. Transitions available for the selected SID are listed below the SID, under the heading "TRANS". If no transitions are available, the word "-NONE-" is displayed. If no runway was selected, a list of runways applicable to the selected SID appears on the right hand side of the page.

KBFI DEPARTURES 1/1 SIDS 1L

RTE 1

LACRES< S E L >

RUNWAYS 13R

TRANS

1R

2L

HUMPPS

2R

3L

ORTIN

3R

4L

VAMPS

4R

5L 6L

5R

RTE VIA>


6R

Page 4-5 July 17, 2013


4. Display the desired SID transition by pressing the PREV or NEXT key as required, and select the transition by pressing the corresponding left hand LSK.

KBFI DEPARTURES 1/1 SIDS 1L

RTE 1

LACRES< A C T >

RUNWAYS 13R

TRANS 2L

VAMPS

1R 2R

3L

3R

4L

4R

5L

5R

6L

RTE VIA>

6R

The list of transitions is replaced by the selected transition, with the legend "" beside the name. NOTE: Any selected element can be changed by pressing the appropriate left/right hand LSK to re-display the desired list (toggles the selection). 5. Display the first SID leg by pressing LEGS and PREV or NEXT as required. NOTE: For certain types of SID and SID transition, the selection of the runway may also be required before the SID waypoints are loaded into the route from the navigation database. The message “!SELECT TRANS/RUNWAY” is then displayed in the scratchpad. 6. Close-up any route discontinuity as described in Section 5. 7. Verify the course, distance, altitude/speed advisory, and procedural leg type information of each SID leg in turn by pressing NEXT as required to display all legs. NOTE: Pressing ERASE (LSK 6L) at any time during this procedure will cause all selections made up to that time to be deleted. 8. Make the selected SID and SID transition active by pressing EXEC. NOTE: On DEPARTURES page, the active SID and SID transition are now shown with the legend "" beside the name(s).


Page 4-6 July 17, 2013


SECTION 5 - ENROUTE

CONTENTS Subject

Page

CONDENSED EN-ROUTE PROCESS ...........................................................................................................5-1 LEAVING THE TERMINAL AREA..................................................................................................................5-3 DISPLAYING THE LEGS OF THE ROUTE....................................................................................................5-3 INSERTING WAYPOINTS ..............................................................................................................................5-4 A. PLACE/BEARING/DISTANCE WAYPOINTS .........................................................................................5-4 B. PLACE/BEARING-PLACE/BEARING WAYPOINTS ..............................................................................5-4 C. ALONG-TRACK WAYPOINTS ................................................................................................................5-5 D. LATITUDE/LONGITUDE WAYPOINTS ...................................................................................................5-5 E. NAVIGATION DATABASE WAYPOINTS ...............................................................................................5-6 ROUTE DISCONTINUITIES............................................................................................................................5-6 ROUTE DISCONTINUITY CLOSE-UP ...........................................................................................................5-7 WAYPOINT DELETION ..................................................................................................................................5-7 A. BY CLOSE-UP METHOD ........................................................................................................................5-7 B. BY CLEAR KEY .......................................................................................................................................5-8 FLY-OVER AND FLY-BY WAYPOINTS.........................................................................................................5-8 A. TO CONVERT TO FLY-OVER FROM FLY-BY .......................................................................................5-8 B. TO CONVERT TO FLY-BY FROM FLY-OVER .......................................................................................5-9 LEG SEQUENCING ........................................................................................................................................5-9 A. FLY-BY WAYPOINTS ..............................................................................................................................5-9 B. LARGE COURSE CHANGES..................................................................................................................5-9 C. FLY-OVER WAYPOINTS.......................................................................................................................5-10 ETA AND EFA...............................................................................................................................................5-12 WAYPOINT WIND ENTRY AND ETA ..........................................................................................................5-13 4-LEVEL WIND OPTION...............................................................................................................................5-15 WAYPOINT LATITUDE/LONGITUDE DISPLAY..........................................................................................5-18 PROGRESS ALONG THE ROUTE (DISTANCE-TO-GO, ETA) ..................................................................5-19 REQUIRED TIME OF ARRIVAL COMPUTATION .......................................................................................5-20 WIND COMPONENTS, NAVIGATION ANGLES AND AIR DATA ..............................................................5-21 OFFSET TRACK INITIATION .......................................................................................................................5-21 OFFSET TRACK CANCELLATION .............................................................................................................5-22 AIRWAY INTERCEPT...................................................................................................................................5-23 POSITION FIX INFO DISPLAY.....................................................................................................................5-23 DOWNTRACK FIX CREATION ....................................................................................................................5-24 CURRENT NAVIGATION MODE STATUS ..................................................................................................5-26 GPS SENSOR AND SATELLITE STATUS ..................................................................................................5-26 PREDICTIVE RAIM REQUESTS ..................................................................................................................5-27 PREDICTIVE RAIM SATELLITE DESELECTION........................................................................................5-28 WAYPOINT INFORMATION FROM THE NAVIGATION DATABASE ........................................................5-29 DUPLICATE IDENTIFIER SELECTION .......................................................................................................5-29 RNP MODIFICATION....................................................................................................................................5-31 NEAREST......................................................................................................................................................5-32 TIMER (If configured) ..................................................................................................................................5-34








SECTION 5 ENROUTE CAUTION: FMS operations above latitude N85 and below latitude S85 are expected to be limited to flying fixto-fix legs (great circle tracks), including fly-by leg transitions. Procedures using angular references are therefore not intended to be conducted in these areas. CONDENSED EN-ROUTE PROCESS This page sequence gives an overview of the main FMS pages used enroute. The intent of each step is summarized on the next page.

ACT

RTE 1 LEGS

299o

1/2

39.6N M

CAFTA ACT RTE 1 LEGS ETA 1/2 298o 154N M ETA WIND YZP FL350B CAFTA 1 9 1 6 . 4 Z4 5 3. 00 0N TM/ 9 0 320o ACT RTE 1 LEGS POS 1/2 YZP01 YZP 1950.2Z 300T/ 90 THEN CAFTA PROGRESS 1/4 MOCA1 D I S22C08O00N0TT1.I87NTZU IY3TQ0YD03TT-6/G4N39M0 8 7 3E2T A - - R O U T EYZP CAFTA1 8 T Y Q 3 25T 2. 42 0 6 6 71 28 1 7 < KILLA 90 BKA 228004T 4 . 5 Z 3 0 0 /PROGRESS 2/4 MOCA1 TOU LEGS 8 8 . 3 N M 1830.5Z ATA FTR OYMPOS> 1 9 Q 2 T 2 2 2 A8L7T3F2T 2 1 2 7 . 0WZI N3D0 0 / 9 0 T K / G S KILLA SEA 1300 1803 BKA TRUE T >020T1/9TT45 T 28 / 2 2 8 K TE T E 1. O YKQ D1 T8G7 3 6 4 3 3 2 ACT RTA PROGRESS 3/4 T2 K NE M/ X 0 T0 K+ 1 7 . 9 < ARRIE__ . KILLA R T A W1P7 RTA TT TQ R3060403 /8L703.20 0 N M 1 9NTE XY CAFTA 1938.0Z 2. R N P / TOU ANP H S. I 7 NS MC A 0 LPROGRESS E+ 3 0 . 5 4/4 0 DIS 3.

1 . 0 0 / 0 D. E0 S5TN M H E A D W1I.N0DN M CROSSWIND 288N M 248K T N A V PANC MODE 027 K9TN M 0 5 + 4 7 . 2 R44K T 1 2 7 RTA WIND
5. ALT(CORR) 3424F T

6. 7.


Page 5-1 July 17, 2013


NOTE: Progress pages can be in a set of 3 or 4 (depending on configuration). 1. LEGS - displays each route leg and waypoint. Waypoints may be modified or created, and directto/intercept, fly-over or holding procedures performed on these pages. 2. LEGS ETA - displays ETA for each waypoint on the corresponding LEGS page. 3. LEGS POS - displays latitude-longitude coordinates of each leg termination. Also displays RNP value for the leg, if any is defined in the Navigational Database. 4. PROGRESS 1/4 - displays current active waypoint, distance to go (DTG), course, estimated time of arrival (ETA), next waypoint, wind, current track and ground speed (TK/GS), track angle error and cross track (TKE/XTK), Required and Actual Navigation Performance (RNP/ANP), navigation display cross-track deviation scaling, and Navigation Mode. If entered, the Flight Number is displayed on the page title. 5. PROGRESS 2/4 - displays identifier of the last (FROM) waypoint overflown, its crossing altitude (ALT) and actual time of arrival (ATA). Displays the distance to go (DTG), estimate time of arrival (ETA), for the ACTIVE, NEXT and DESTINATION waypoints of the route. This page also displays the tuned VOR identifier(s) and frequency(ies) (based on the selected configuration). If entered, the Flight Number is displayed on the page title. 6. RTA PROGRESS 3/4 - used to compute the TAS required to reach a waypoint at a required time of arrival (RTA). After entry of RTA waypoint, page allows a WIND entry used to refine recommended RTA TAS computations. 7. PROGRESS 4/4 - displays the wind components (HEADWIND or TAILWIND, CROSSWIND), Heading and Drift Angle (HDG/DA), True Air Speed (TAS), Magnetic Variation, System Altitude in feet (ALT), System Altitude in meters (when configured) and QNH Altimeter setting (QNH SET). If entered, the Flight Number is displayed on the page title. NOTE: Refer to Performance VNAV (Section 18) for Performance VNAV variations of PROGRESS pages. or: If the 3-page set of PROGRESS pages is configured then above steps 4, 5, 6, and 7 are replaced with: 4. PROGRESS 1/3 - displays identifier of the last (FROM) waypoint overflown, its crossing altitude (ALT) and actual time of arrival (ATA). Displays the distance to go (DTG), estimate time of arrival (ETA), for the ACTIVE, NEXT and DESTINATION waypoints of the route. Also displays Required and Actual Navigation Performance (RNP/ANP), navigation display cross-track deviation scaling, and Navigation Mode. If entered, the Flight Number is displayed on the page title. 5. PROGRESS 2/3 - used to compute the TAS required to reach a waypoint at a required time of arrival (RTA). After entry of RTA waypoint, page allows a WIND entry used to refine recommended RTA TAS computations.


Page 5-2 July 17, 2013


6. PROGRESS 3/3 - displays the wind components (HEADWIND or TAILWIND, CROSSWIND), True/ Magnetic Wind, True Air Speed (TAS), Heading and Drift Angle (HDG/DA), Track and Ground Speed (TK/GS), Magnetic Variation, Track Angle and Cross-track error (TKE/XTK), System Altitude in feet (ALT), System Altitude in meters (when configured) and QNH altimeter setting (QNH SET). If entered, the Flight Number is displayed on the page title. Detailed descriptions of each display page are contained in Appendix A. Sections 6 and 7 describe arrival and approach procedures. Direct-to and holding pattern procedures are contained in Sections 9 and 10 respectively.

LEAVING THE TERMINAL AREA On leaving the terminal area, when the radial distance from the departure airport becomes greater than 33 nm or the aircraft climbs above 16,000 feet above airport elevation, the FMS transitions from terminal to en-route phase of flight, with the following indications: 1. HSI lateral deviation sensitivity changes from 1 nm to 2 nm full scale over a ten (10) second period. NOTE: Enroute lateral deviation sensitivity may vary depending of the values supported by the HSI. Refer also to Section 15, RNP. 2. On the PROGRESS 1/3 or 1/4 page the RNP value changes from 1 nm to 2 nm.

DISPLAYING THE LEGS OF THE ROUTE Display the ACT RTE x LEGS 1/X page by pressing the [LEGS] functional key. The active leg and the next four legs are displayed. NOTE: Depending on the configuration, the active waypoint identifier is displayed in magenta or reverse video magenta or reverse video green. Display all the flight plan legs in sequence by pressing [NEXT] as often as required. NOTE: The maximum number of waypoints in a flight plan allowed by the system is 199 (e.g. maximum of 40 LEGS page can be used). The legs of the inactive route can also be viewed in the RTE x LEGS 1/X page by pressing the prompt (LSK 6L) on the ACT RTE x LEGS page. NOTE: The pages related to an inactive route are displayed in cyan.


Page 5-3 July 17, 2013


INSERTING WAYPOINTS A. PLACE/BEARING/DISTANCE WAYPOINTS With the desired reference waypoint identifier in the scratchpad by keyboard entry or LSK action: 1. Key the bearing and distance separated by a slash (/), into the scratchpad. e.g.: YZP320/45. 2. Display the desired insert location in the route by pressing [LEGS], and [NEXT] or [PREV] as required. Move the waypoint to the desired place in the route by pressing the appropriate LSK. The new waypoint is inserted ahead of the existing waypoint. The new waypoint identifier is created with a name based on the first three characters of the reference waypoint identifier followed by a sequence number, e.g.: YZP01. 3. Verify the waypoint entry by checking the course and distance of the previous and next legs.

MOD 1L 2L 3L

RTE 1 LEGS

2/4

299o

39.6N M

298o

154N M

CAFTA YZP01

2R

THEN -- ROUTE DISCONTINUITY -

4L

MOCA1

5L

BKA

6L

306o

1R

165N M

3R 4R 5R

LEGS ETA>

6R

4. Make the modified route active by pressing [EXEC]. NOTE: The system allows for a maximum of 99 temporary waypoints in a flight plan. B. PLACE/BEARING-PLACE/BEARING WAYPOINTS With the first reference waypoint identifier in the scratchpad: 1. Key into the scratchpad the bearing of the waypoint from the first reference waypoint followed by a slash (/) and the second reference waypoint and bearing e.g. CAFTA268/YZP148. 2. Display the desired insert location in the route by pressing [LEGS] and [NEXT] or [PREV] as required. 3. Move the waypoint to the desired place in the route by pressing the appropriate LSK. The new waypoint is inserted ahead of the existing waypoint. The new waypoint identifier is created based on the identifier of the first reference waypoint as described in the previous procedure, e.g. CAF01. 4. Verify the waypoint entry by checking the course and distance of the previous and next legs.


Page 5-4 July 17, 2013


5. Make the modified route active by pressing [EXEC]. Waypoints entered by means of place/bearing-place/bearing will be displayed as place/bearing/distance waypoints, based on the first reference waypoint. NOTE: The system allows for a maximum of 99 temporary waypoints in a flight plan. C. ALONG-TRACK WAYPOINTS An along-track waypoint lies on the inbound (outbound) course to (from) the reference waypoint at the selected distance. No course change occurs at the along-track waypoint. With the reference waypoint identifier in the scratchpad: 1. To enter a new waypoint AFTER the reference waypoint, key in /, and distance, e.g. KILLA/20. or: 2. To enter a new waypoint BEFORE the reference waypoint, key in /, [+/-], distance, e.g. KILLA/-20. or: 3. To move an initial DME ARC fix along the arc, key in /, desired radial from the DME station, e.g. D173J/203. then: 4. Display the reference waypoint location in the route by pressing [LEGS] and [NEXT] or [PREV] as required. 5. Move the waypoint to the reference waypoint in the route by pressing the appropriate LSK. NOTE: All along-track waypoints must be inserted at the reference waypoint location, independently of their actual relative position relative to that waypoint. 6. Verify the waypoint entry by checking the course and distance of the previous and next legs. 7. Make the modified route active by pressing [EXEC]. NOTE: If the leg created by the along-track waypoint overlaps an adjacent waypoint, such that a course reversal is created, the along-track waypoint is not accepted and the data entry error message "!OUT OF RANGE" is displayed. D. LATITUDE/LONGITUDE WAYPOINTS 1. Key the coordinates into the scratchpad (LATITUDE, LONGITUDE) e.g. N60W146. NOTE: Coordinates must be entered with whole degrees and optionally whole minutes with a resolution of up to 0.01 minutes. 2. Display the desired insert location in the route by pressing [LEGS] and [NEXT] or [PREV] as required. 3. Move the waypoint to the desired place in route by pressing the appropriate LSK. 4. Verify the waypoint entry by checking course and distance of the previous and next legs.


Page 5-5 July 17, 2013


5. Make the modified route active by pressing [EXEC]. The waypoint name is automatically named "WPT" followed by a sequence number (e.g. WPT01). Alternatively, the waypoint name can be automatically named using the latitude and longitude degree components (e.g. N60W120). This option is selectable through configuration pages. NOTE: The system allows maximum 99 temporary waypoints in a flight plan. E. NAVIGATION DATABASE WAYPOINTS 1. Key the new waypoint identifier into the scratchpad. 2. Display the desired insert location in the route by pressing [LEGS] and [NEXT] or [PREV] as required. 3. Move the waypoint to the desired place in the route by pressing the appropriate LSK. If the identifier is not found in the navigation database, the message "!NOT IN DATABASE" will be displayed in the scratchpad. 4. Verify the waypoint entry by checking course and distance of the previous and next legs. 5. Make the modified route active by pressing [EXEC].

ROUTE DISCONTINUITIES Under normal conditions, the active route will form a continuous path of linked waypoints (legs). However, a ROUTE DISCONTINUITY will be inserted into the flight plan at the end of a procedure/airway if it cannot be linked with the next procedure/airway, when the entered waypoint is not part of the existing active flight plan or following a manually-sequenced leg (ex: radar vector). Under these conditions, “THEN” followed by a boxed data field and ROUTE DISCONTINUITY lines are inserted immediately after the new waypoint. Along-track waypoints do not create a ROUTE DISCONTINUITY.

MOD

RTE 1 LEGS

2/4

299o

39.6N M

298o

154N M

320o

45.0N M

1L

CAFTA

2L

YZP

3L

YZP01

4L

5L

KILLA

6L

300-320 FL350B

1R 2R 3R

THEN -- ROUTE DISCONTINUITY -

4R 5R

LEGS ETA>

6R

A ROUTE DISCONTINUITY can be inserted into the flight plan by selecting RTE DISCON on the INIT/REF 2/2 " in the scratchpad. Insert the page. The active or inactive RTE x LEGS page will be displayed with " " into the flight plan by pressing the appropriate left LSK. The ROUTE DISCONTINUITY will be inserted " before the selected waypoint.


Page 5-6 July 17, 2013


ROUTE DISCONTINUITY CLOSE-UP CAUTION: Close-ups can occur only upwards, e.g. moving a downtrack waypoint to an earlier location. Moving a waypoint downwards (e.g. to a later location) causes the waypoint to be DUPLICATED into the new location. A discontinuity that follows a manually-sequenced leg (e.g. radar vector) cannot be removed unless the associated leg is also removed With ACT (or MOD) LEGS page displayed showing "THEN" and "ROUTE DISCONTINUITY" lines: 1. Display the next desired waypoint in the route by pressing [NEXT] as required. 2

Key in, or copy the waypoint identifier into the scratchpad by pressing the appropriate LSK.

3. Display the page with the THEN box data field by pressing [PREV] as often as required. 4. Move the waypoint to the THEN field by pressing the appropriate LSK except for discontinuity following a manual leg (e.g. radar vector). In the latter case, the discontinuity needs to be removed using a close-up on the manual vector itself. 5. Verify the entry by checking course and distance of the previous and next legs. 6. Make the modified route active by pressing [EXEC]. NOTE: To minimize keystrokes, the close-up of a route discontinuity should be performed before EXECuting the route modification which causes it.

WAYPOINT DELETION A. BY CLOSE-UP METHOD 1. Display the waypoint to be deleted by pressing [LEGS] and [NEXT] or [PREV] as required. 2. Copy the waypoint identifier following the one to be deleted into the scratchpad by pressing appropriate LSK.

the

3. Move the waypoint to the location of the waypoint to be deleted by pressing the appropriate LSK. The selected waypoint is deleted from the route. 4. Verify the entry by checking the course and distance of the previous and next legs. 5. Make the modified route active by pressing [EXEC]. NOTE: In this case, a ROUTE DISCONTINUITY is not created. "Close up" is the simplest method to delete a number of consecutive waypoints, but this can also be performed by a series of [CLR] key operations.


Page 5-7 July 17, 2013


B. BY CLEAR KEY 1. Start the deletion by pressing [CLR]. "DELETE" message is displayed in the scratchpad. NOTE: "DELETE" is displayed only when the scratchpad is empty. 2. Display the desired waypoint by pressing [LEGS], and [NEXT] or [PREV] as required. 3. Delete the selected waypoint by pressing the appropriate LSK. A "ROUTE DISCONTINUITY" is inserted in place of the deleted waypoint. Any holding pattern associated with the deleted waypoint will also be deleted. 4. Verify the entry by checking course and distance of the previous and next legs. 5. Make the modified route active by pressing [EXEC].

FLY-OVER AND FLY-BY WAYPOINTS Waypoints are loaded into the route as fly-by (with turn anticipation) or fly-over (no turn anticipation) as coded in the navigation database. By default, all waypoints, including manually-entered temporary waypoints, are initially defined as fly-by unless specifically coded as fly-over. Any waypoint can be converted from one type to the other, with the exception that the missed approach waypoint is always defined as a fly-over waypoint and cannot be modified. With any ACT or MOD RTE x LEGS page displayed: A. TO CONVERT TO FLY-OVER FROM FLY-BY 1. Display the INIT/REF 2/2 page, and select "FLY-OVER" by pressing [INIT REF], [NEXT]. The ACT RTE x LEGS 1/X page is displayed with "/O" in the scratchpad. or: Key in "/O". 2. Display the desired waypoint by pressing [LEGS], and [PREV] or [NEXT] as required (on the active or inactive route). 3. Move the "/O" to the waypoint location by pressing the appropriate left hand LSK. The legend "/O" is displayed to the right of the waypoint name. 4. Make this route modification active by pressing [EXEC]. The waypoint is now defined as a fly-over waypoint and turn anticipation is inhibited for that waypoint only. The switch to the next leg will occur automatically on crossing over or abeam the waypoint.


Page 5-8 July 17, 2013


B. TO CONVERT TO FLY-BY FROM FLY-OVER CAUTION: Special care should be taken if any fly-over waypoint extracted from the navigation database is converted to fly-by (particularly the final approach fix and missed approach holding fix). The crew will remain responsible at all times for remaining within protected airspace, and for compliance with all altitude constraints. 1. Display the desired waypoint by pressing [LEGS] and [PREV] or [NEXT] as required. 2. Key in “/”, and move the “/" to the waypoint location by pressing the appropriate left hand LSK. The legend "/O" is removed from the waypoint name. 3. Make this route modification active by pressing [EXEC]. The waypoint is now defined as a fly-by waypoint and turn anticipation will occur at the appropriate distance prior to reaching that waypoint. NOTE: An inactive route waypoint can also be converted to "FLY-OVER". NOTE: The missed approach waypoint is always defined as a fly-over waypoint, and cannot be converted to fly-by. Any holding pattern defined at a waypoint is cancelled if that waypoint is converted to a fly-over waypoint.

LEG SEQUENCING A. FLY-BY WAYPOINTS The FMS sequences fly-by waypoints when crossing the bisector of the active leg and next leg, or when passing the wayline of the active leg, whichever occurs first. In certain exceptional cases where the next leg is short, sequencing may occur based on crossing the wayline of the next leg, if that is the first situation to occur. If the aircraft is performing a downwind approach to a runway, sequencing of the FAF will only be possible after the aircraft has turned towards the runway. During the first half of the fly-by leg transition, between the initial turn point and the leg switching point (bisector), the active waypoint is displayed in white reverse video on the LEGS and PROGRESS pages. CAUTION: If the active flight path presents unreasonable geometry (combination of ground speed, track changes and closely located waypoints that prevent the definition of a flyable path) the crew should be ready to disengage the LNAV. B. LARGE COURSE CHANGES Regardless of the phase of flight, a fly-by leg transition involving a course change greater than 125 degrees that is not part of a published procedure, will trigger the COURSE CHANGE>125 AHEAD status advisory scratchpad message (via FMS configuration, this message can alternatively be configured as a system alert message).


Page 5-9 July 17, 2013


C. FLY-OVER WAYPOINTS The FMS sequences fly-over waypoints when passing the wayline of the active leg. Refer to Figure 5-1 for an example.

ACT

RTE 1 LEGS

2/4

299o

39.6N M

298o

154N M

1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

6L

/o

307o

86.7N M

306o

165N M

282o

197N M

1R 2R 3R 4R 5R

LEGS ETA>

6R

NOTE: For both fly-by and fly-over waypoints, when the installed display system supports a turn direction symbol, the FMS will display the turn point and direction for the active leg (and downpath transitions in some configurations), when the latter is not represented by a circular path and has a significant course change. Depending on the installed EFIS model, the turn information may also be displayed for down-path forced direction turns involving course change exceeding 170 degrees. The turn information is also displayed for procedural waypoints.


Page 5-10 July 17, 2013


Figure 5-1 Bi-Sector and Circular Transition


Page 5-11 July 17, 2013


ETA AND EFA Display the desired waypoint in the route by pressing [LEGS], [PREV] or [NEXT] as required. 1. Display the ACT RTE x LEGS ETA 1/X or RTE x LEGS ETA 1/X page by pressing (LSK 6R).

ACT RTE 1 LEGS ETA 1/4 1L

CAFTA

ETA 1916

EFA(K G ) 1328

2L

YZP

1950

1185

3L

MOCA1

2000

1179

4L

BKA

2044

950

4R

5L

KILLA

2127

792

5R

6L

LEGS WIND>

1R 2R 3R

6R

ETAs are based on measured wind and forecast waypoint winds (performance data is also used if it is available). While on ground, ETEs are displayed instead of ETAs and they are based on the CRZ TAS as entered in the PLAN DATA page. EFAs are based either on the current fuel flow and ground speed if a fuel computer is configured or on the fuel flow entered by the pilot on the FUEL 1/2 page. NOTE: Refer to Performance VNAV (Section 18) for details on the basis of the ETE/ETA/EFA calculations when Performance VNAV is enabled. 2. Return to the previously displayed RTE x LEGS page by pressing [LEGS] or the prompt at LSK 6L. NOTE: Lateral flight plan modifications are not permitted on the RTE X LEGS ETA page.


Page 5-12 July 17, 2013


WAYPOINT WIND ENTRY AND ETA Display the desired waypoint in the route by pressing LEGS, PREV or NEXT as required. NOTES: • The figure below reflects the single wind entry per waypoint configuration. If the FMS is configured for the 4Level Wind Option, refer to next sub-section. • When Performance VNAV is configured, by default 4-Level Wind is enabled. Refer to Performance VNAV (Section 18) for further details. 1. Display ACT RTE LEGS WND 1/X page by pressing [LEGS], and .

ACT RTE 1 LEGS WND 2/4 ETA 1916

WIND 000T/ 0

1L

CAFTA

2L

YZP

1950

000 /

0

3L

MOCA1

2000

000T/

0

4L

BKA

2044

000T/

0

4R

5L

KILLA

2127

000T/

0

5R

6L

T

LEGS POS>

1R 2R 3R

6R

ETAs are based on measured wind and forecast waypoint winds (performance data is also used if available). While on ground, ETEs are displayed instead of ETAs and they are based on the CRZ TAS as entered in the PLAN DATA page. NOTE: Wind entries are shown in large fonts while propagated winds are shown in normal font size. The measured wind information is blended with these forecast winds for computation of downtrack ETAs. The FMS linearly blends the current wind ahead of the aircraft for 250nm. Beyond that distance, the FMS does not use the measured wind and uses only forecast winds.


Page 5-13 July 17, 2013


2. Enter the forecasted true wind, e.g. 80/50, at a waypoint, e.g. MOCA1 (LSK 3R). propagated forward until the next waypoint with a wind entry or until the end of route.

This wind will be

NOTE: Forecast winds are linearly interpolated between waypoints.

MOD RTE 1 LEGS WND 2/4 1L

CAFTA

ETA 1916

WIND 000T/ 0

2L

YZP

1950

000T/

3L

MOCA1

2000

080T/ 50

4L

BKA

2044

080T/ 50

4R

5L

KILLA

2127

080T/ 50

5R

6L

LEGS POS>

6R

0

1R 2R 3R

3. Confirm wind entry by pressing the EXEC key. 4. Return to the previously displayed LEGS page by pressing LEGS or the LEGS prompt at LSK 6L. NOTE: Lateral flight plan modifications are not permitted on the LEGS ETA/WND page. In addition to predicted winds, the FMS uses predicted TAS to compute ETA and ETE at each waypoint. The predicted TAS is computed by linear blending of measured TAS at aircraft position and cruise TAS entry.


Page 5-14 July 17, 2013


4-LEVEL WIND OPTION The FMS provides a configurable option allowing entering forecast winds at four different flight levels. The same four levels are used for all waypoints. However, each waypoint can have its specific wind entries. 1. Display ACT RTE LEGS WND 1/X page by pressing [LEGS], and .

ACT RTE 1 LEGS WND 1/4 ETE 00+49

WIND 000T/ 0>

1R

1L

CAFTA

2L

YZP

01+05

300 / 90►

2R

3L

MOCA1

01+15

300T/ 85>

3R

4L

BKA

01+22

290 / 20>

4R

5L

KILLA

01+42

280T/ 15>

5R

6L

LEGS POS>

6R

T

T

2. Press the right hand side LSK corresponding to the waypoint where the wind entry is required, e.g. CAFTA.

ACT CAFTA 1L

ALT F L ---

WIND

2/17

DIR/SPD 1R

2L

2R

3L

3R

4L

4R

5L

5R

6L

LEGS WIND>


6R

Page 5-15 July 17, 2013


3. Enter the flight level in the scratchpad, e.g. 100, and then press LSK 1L.

MOD CAFTA 1L

ALT FL---

WIND

2/17

DIR/SPD 1R

2L

2R

3L 4L

3R F L 100

T

000 /

0

5L 6L

4R 5R

LEGS WIND>

6R

4. Enter the wind direction and speed at LSK 4R, e.g. 090/70. 5. Repeat the procedure for up to 4 winds. Press the EXEC key to complete the wind entry. NOTE

The first wind entry is displayed on line 4. Upon entry of subsequent flight level, the entries get re-ordered by decreasing flight level from line 1 to line 4.

ACT CAFTA 1L 2L 3L 4L

ALT F L 200 F L 150 F L 125 F L 100

WIND

2/17

DIR/SPD

140T / 3 0 T

135 / 40 T

100 / 50 T

090 / 70

5L 6L

1R 2R 3R 4R 5R

LEGS WIND>

6R

NOTE: A wind entry at a given flight level is propagated forward at the same flight level to the end of the route, or until the occurrence of the next forecast wind at the same flight level. 6. Use the NEXT key to advance to the next waypoint, e.g. page 2/5 YZP. procedure if a change of wind is predicted at the specified flight level.

Repeat the DIR/SPD entry

NOTE: The wind entry is shown in a large font size at the page where first entered. The propagated winds on other pages are shown in normal font size.


Page 5-16 July 17, 2013


7. The flight level can be changed at any waypoint. scratchpad.

Press the CLR key.

DELETE is displayed in the

Delete the flight level by pressing either LSK 1L, 2L, 3L, or 4L. Next, re-enter a new flight level and wind as described above. NOTE: The new flight level and wind is propagated throughout the flight plan. The same four flight levels are used throughout the flight plan, but each waypoint can have its specific wind entries. 8. Return to the LEGS WIND page by pressing LSK 6R. Waypoints where a wind entry was made have a filled-in prompt, whereas where no entry was made, the prompt is a “greater than” symbol. 9. On the LEGS WND page, the displayed wind data is the result of the blending of measured wind at aircraft position with waypoint wind. This blended wind is used for the calculation of ETAs.

ACT RTE 1 LEGS WND 2/4 ETA 1916

WIND 140T/ 30>

1R

1L

CAFTA

2L

YZP

1950

140 / 30>

2R

3L

MOCA1

2000

140T/ 30>

3R

4L

BKA

2044

140 / 30>

4R

5L

KILLA

2127

140T/ 30>

5R

6L

LEGS POS>

6R

T

T


Page 5-17 July 17, 2013


WAYPOINT LATITUDE/LONGITUDE DISPLAY Display the coordinates for each waypoint by pressing [LEGS], (LSK 6R), (LSK 6R).

ACT RTE 1 LEGS POS 1/2 1L

CAFTA

2L

YZP

3L

MOCA1

4L

BKA

5L

KILLA

RNP 1.00N M . N51o17.72 W129o05.32 RNP 1.00N M N53o15.13 W131o48.42 N54o30.18 W133o01.90 N56o51.57 W135o33.08

1R 2R 3R 4R 5R

N58o44.98 W140o35.10

6L

LEGS>

6R

Return to the LEGS page by pressing [LEGS] or the prompt (LSK 6R). NOTES: 1. Flight plan waypoint modifications are not permitted on the RTE x LEGS POS Y/X page. 2. The position displayed on the ACT RTE x LEGS POS or RTE x LEGS POS page depends on the selection for the coordinate system made on the SETUP 1/1 page. 3. RNP value for the leg is also displayed if a value is defined in the Navigational Database.


Page 5-18 July 17, 2013


PROGRESS ALONG THE ROUTE (DISTANCE-TO-GO, ETA) NOTE: Similar information is available on PROGRESS 1/3 and PROGRESS 2/3 page, when the FMS is configured for the 3-page set of PROGRESS pages. NOTE: Layout of PROGRESS pages is substantially different when Airbus A300/A310 Performance VNAV function is enabled. Refer to section 18A accordingly. Display the PROGRESS 1/4 page by pressing [PROG].

PROGRESS 280T

1L 2L 3L 4L 5L 6L

DTGN M 35.2

ARRIE 280T

TOU /o TRUE W I N D >020T/ 45K T RNP/ANP 1.00/0.05N M NAV MODE
1/4 ETA 1817<

88.3

1830 TK/GS 281T/228K T XTK L0.00N M DEV SCALE 1.0N M

1R 2R 3R 4R 5R 6R

1. When operating outside the polar area, the crew can toggle the display reference of the wind direction to either TRUE or MAGNETIC by pressing LSK 3L. Upon entry in the polar area, the wind direction reference is forced to TRUE and the toggling is inhibited. 2. Display PROGRESS 2/4 page by pressing [NEXT].

PROGRESS FROM

1L

SEA

2L

ARRIE

3L

TOU

4L

PANC

TO

2/4

ALTF T 1300 DTGN M 17.2

ATA 1803 ETE 00+17<

1R

68.7

00+30

3R

1279

05+47

4R

NEXT DEST

2R

5L

5R

6L

6R


Page 5-19 July 17, 2013


PROGRESS 1/4 and 2/4 pages always show the information for the currently active route. Route modifications which have not yet been EXECuted are ignored. NOTE: When established in a hold, the active waypoint course is replaced by the title "HOLD AT". The ATA is the time of entry of the hold, on the first crossing of the holding waypoint. The distance-to-go to the active waypoint is from present position direct to the holding waypoint. The ETA to the active waypoint is for the next crossing of the holding waypoint. The ETAs and distances to go for the next and destination waypoints are based on the holding waypoint location and current TAS.

REQUIRED TIME OF ARRIVAL COMPUTATION

With the desired waypoint identifier in the scratchpad: Display the RTA PROGRESS 3/4 or 2/3 page by pressing [PROG], [PREV], [PREV] or [PROG], [NEXT] respectively. 1. Move the waypoint identifier into the RTA WPT field by pressing LSK 1L.

ACT

RTA PROGRESS

RTA WPT

1L 2L 3L

CAFTA

RTA TAS 248K T RTA WIND 020T / 45K T

3/4

RTA 1938:10 DIS 288N M

1R 2R 3R

4L

4R

5L

5R

6L

6R

2. Key in the required time of arrival (e.g.: 1938) and move the entry into the RTA field by pressing RTA (LSK 1R). The computed ETA is replaced by the manual entry of RTA, displayed in LARGE font. The required TAS to reach the RTA waypoint at the required time is computed. RTA WIND is current wind or CRZ WIND if on the ground. Manual entry of the RTA TAS will result in a new ETA. Manual entry of RTA WIND alters the evaluation of the ETA for the given waypoint.


Page 5-20 July 17, 2013


WIND COMPONENTS, NAVIGATION ANGLES AND AIR DATA Display the PROGRESS 3/3 or 4/4 page by pressing [PROG] and [PREV]. PROGRESS 3/3 or 4/4 page includes the display of wind, aircraft heading, drift angle, true air speed, magnetic variation, altitude, QNH altimeter setting and QNH Altimeter Ref (if configured). NOTE: Information related to QNH altimeter settings is located in Section 17. The HEADWIND (TAILWIND) field displays the present headwind or tailwind components in knots. The sense of the CROSSWIND component is the side FROM which the wind is blowing.

PROGRESS 1L 2L 3L 4L 5L 6L

HEADWIND 027K T HDG/DA 290o/ L11o MAGVAR E019.9o

4/4

CROSSWIND R44K T TAS 240K T

1R 2R 3R 4R

ALT(CORR) 34245F T QNH SET

5R

>2 9 . 9 2 I N H G

6R

OFFSET TRACK INITIATION Display the ACT RTE x 1/X page by pressing [RTE].

ACT

RTE 1

1/3

ORIGIN

DEST

RUNWAY

FLT NO

1L

KSEA

2L

-----

PANC

KL007

ROUTE

1R 2R

3L

KSEAPANC1

3R

4L

CO RTES>

4R

5L 6L

5R

OFFSET

R0.0N M

6R

1. Enter the desired track offset in nautical miles (e.g.: L10.0) and move the entry into the OFFSET field by pressing LSK 6R.


Page 5-21 July 17, 2013


2. Initiate the capture of the offset track by pressing [EXEC]. Navigation and guidance will now be relative to the offset track. If the FMS is autopilot-coupled, the FMS will capture the offset track at a 45 degree angle if the offset value is greater than the normal cross-track limit. Offset route waypoints are located on the bisector of the angle between the original route legs. The OFST annunciator of the FMS illuminates.

OFFSET TRACK CANCELLATION Automatic Cancellation: An active offset path is automatically cancelled upon any of the following conditions: •

Active leg is not a TF (track to fix) or DF (direct to fix) leg; or

•

A direct-to/intercept is executed; or

•

Active leg is part of an approach; or

•

Holding Pattern defined on the active waypoint; or

•

Next leg is a DME arc

•

Active waypoint is designated as fly-over

Manual Cancellation: Display the ACT RTE x 1/X page by pressing [RTE]. 1. Set the offset value to zero by entering 0 (zero) into the scratchpad and moving it into the OFFSET field by pressing LSK 6R. or: 2. Delete the offset value by pressing [CLR] and then LSK 6R. 3. Initiate return to the original track by pressing [EXEC]. The advisory message "END OF OFFSET" is displayed in the scratchpad. The FMS OFST annunciator is turned off. Navigation and guidance will now be relative to the original track. If autopilot-coupled, the FMS will capture the original track at a 45 degree angle if the offset value was greater than the normal cross-track limit.


Page 5-22 July 17, 2013


AIRWAY INTERCEPT Refer to section 9 (Direct-To with Intercept Course function).

POSITION FIX INFO DISPLAY With the desired waypoint identifier in the scratchpad: Display the FIX INFO 1/1 page by pressing [FIX] or [INIT REF], .

FIX

1L

ANN

FIX INFO

1/1

CRS/DIS o 310 / 456N M

REF

TO<

1R

3L

-- DOWNTRACK FIXES -RAD/DIS DTG ETA ---o/ - - - N M

4L

--- / - - - N M

4R

5L

5R

2L

o

6L

2R 3R

6R

1. Enter the waypoint identifier in the scratchpad and move it into the FIX field by pressing LSK 1L. The bearing (radial) and distance FROM the FIX to the aircraft are displayed. The displayed reference of the bearing (radial) (e.g. true or magnetic North) is consistent with the other navigation angles as described in the SETUP page in Section 3. 2. Display the reciprocal by pressing REF (LSK 1R).


Page 5-23 July 17, 2013


DOWNTRACK FIX CREATION With the desired reference waypoint identifier in the scratchpad: Display the FIX INFO 1/1 page by pressing [FIX] or [INIT REF], . 1. Move the waypoint identifier into the "fix" field by pressing LSK 1L.

FIX

1L

ANN

FIX INFO

1/1


REF

TO<

1R

3L

-- DOWNTRACK FIXES -RAD/DIS DTG ETA 175o/ 80 N M 4 2 0 N M 2033

4L

---o/ - - - N M

4R

5L

5R

6L

6R

2L

2R 3R

2. To create a downtrack fix along the flight plan where the radial from the entered "fix" intersects, key in the radial (e.g. 175) and press LSK 3L or LSK 4L. or: 3. To create a downtrack fix along the flight plan where the distance from the entered "fix" intersects, key in /, distance (e.g. /80) and press LSK 3L or LSK 4L. or: 4. To create a downtrack fix along the flight plan where the aircraft will be directly abeam the entered "fix", press (LSK 5L). The distance to go (DTG) and ETA to the intersection point are displayed. If the radial, distance or abeam fix does not intercept the route ahead of the aircraft, or the intersection point does not lie within 500 nm of the reference fix, then the advisory message "!INVALID INTERSECTION" is displayed. Figure 5-2 shows a typical downtrack fix creation involving the radial, distance or abeam fix intercepting the route ahead of the aircraft. The displayed reference of the bearing (radial) (e.g. true or magnetic North) is consistent with the other navigation angles as described in the SETUP page in Section 3.

FIX

1L 2L 3L 4L 5L 6L

ANN

FIX INFO

1/1


REF

TO<

-- DOWNTRACK FIXES -RAD/DIS DTG ETA 175o/ 80 N M 5 4 7 N M 0307 o

1R 2R 3R

163 / 100N M

520N M

0239

ABEAM 216o/ 6 0 N M

4R

599N M

0400

5R


6R

Page 5-24 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 5. Line select the intersection to the scratchpad by pressing LSK 3L, LSK 4L, or LSK 5L. The intersection is displayed as a Place Bearing/Distance in the scratchpad e.g. ANN216.3/60.2. NOTE: When the FIX is a 7-character waypoint identifier, the intersection is displayed as a waypoint coordinate. 6. Display the desired location in the route by pressing [LEGS] and [NEXT] or [PREV] as required. 7. Move the waypoint to the desired place in the route by pressing the appropriate LSK. 8. Verify the waypoint entry and make the modified route active by pressing [EXEC]. NOTE: When no intersection is found with the active Flight Plan, the FIX INFO page will retain the radial or distance entry. The EFIS will display a green circle around the FIX waypoint (if symbology is supported by the installed EFIS). It will also display the radial as a line extending from the FIX. The distance is displayed as a circle with its radius equal to the distance value entered. 10 0N

M

BKA

ABEAM CROSSING ANN 216/60

ANN

M 60N ° 6 1 R-2 R-1 75°

MOCA1

REFERENCE FIX RADIAL CROSSING ANN 175/80 DISTANCE CROSSING ANN 163/100

4

YZP

G704127.cdr

Figure 5-2 Typical Downtrack Fix Creation


Page 5-25 July 17, 2013


CURRENT NAVIGATION MODE STATUS Display the PROGRESS 1/3 or 1/4 page by pressing [PROG].

PROGRESS 280T

1L 2L 3L 4L 5L 6L

ARRIE

1/4

DTGN M 35.2

ETA 1817<

280T

TOU 88.3 1830 TRUE W I N D TK/GS >020T / 45K T 281T/228K T RNP/ANP 1.00/0.05N M NAV MODE
XTK L0.00N M DEV SCALE 1.0N M

1R 2R 3R 4R 5R 6R

NOTE: The current navigation mode (NAV MODE) is displayed at LSK 6L. The Required Navigation Performance (RNP) and the current estimated navigation performance (ANP) are expressed in nautical miles. The Required Navigation Performance (RNP) can be manually overwritten by entering the desired value in LSK 5L. If the manually entered RNP exceeds the default RNP then the "VERIFY RNP VALUE" alert message is raised. Refer to Section 15 RNP Capability for additional information. More information on the navigation mode can be found on the POS INIT/REF 2/3. To access the POS INIT/REF 2/3 page press the
(LSK 6L).

GPS SENSOR AND SATELLITE STATUS Display the NAV STATUS INDEX 1/1 page by pressing [INIT REF],
(LSK 5R).

NAV STATUS INDEX 1L

1/1 GPS>

1R

2L

DME>

2R

3L

VOR/DME>

3R

4L

IRS>

4R

5L 6L

5R

DESELECT>

6R

Display the GPS STATUS 1/2 page by pressing GPS (LSK 1R). NOTE: DME, VORDME, VORDME/TCN, and IRS prompts are displayed only if their interfaces are configured.


Page 5-26 July 17, 2013


PREDICTIVE RAIM REQUESTS CAUTION: It is not recommended to perform manual predictive RAIM requests when the aircraft is about to enter the approach phase of flight as the FMS automatically sends predictive RAIM requests as well. No manual predictive RAIM request should be entered when the aircraft is within 6 nm to the FAF waypoint. Display the GPS PREDICT RAIM 1/1 page by pressing [INIT REF],
(LSK 5R), (LSK 1L).

GPS PREDICT RAIM IDENT

1L

PANC

2L

1200

1145Z 1150Z 1155Z 1200Z 1205Z 1210Z 1215Z

ETA

3L

1/1 NONE ENRT TERM NPA NPA TERM NONE

1R 2R 3R

4L

4R

5L

5R

6L

SAT DESEL>

6R

The GPS PREDICT RAIM 1/1 page for the destination airport is displayed, with the current estimated time of arrival (ETA) in the LSK 2L field. The arrival times listed on the right hand side of the display are for the selected ETA and for time intervals of 5 minutes before and after the ETA, up to a maximum of 15 minutes. After a short delay, the results of the predictive RAIM computation are displayed for each arrival time. The prediction for the selected ETA is displayed in reverse video. It is presented as the most stringent operation that the waypoint can support at the indicated time. The possible outcomes are: Displayed Prediction

Operation Allowed

Predicted HIL (NOTE 1)

Approach, Terminal, En Route, Oceanic, Remote

Less than or equal to 0.3 nm.

TERM

Terminal,En Route, Oceanic, Remote

Greater than 0.3 nm but less than or equal to 1.0 nm.

ENRT

En Route, Oceanic, Remote

Greater than 1.0 nm but less than or equal to 2.0 nm.

NONE

None

Greater than 2.0 nm.

NPA

" **** "

No computed HIL data due to lack of current almanac information, or due to GPS sensor failure.

1. To determine the predicted HIL for any waypoint, key the waypoint identifier into the scratchpad and move it to the IDENT field by pressing LSK 1L. The ETA field is replaced by dashes ("---"), and the right side of the display blanks.


Page 5-27 July 17, 2013


2. Key the ETA for the new waypoint into the scratchpad and move it to the ETA field by pressing LSK 2L. The range of arrival times appears on the right side of the display and after a short delay the predicted HIL value for each arrival time is displayed. If the predictive RAIM function indicates that GPS instrument integrity does not support the intended operation at the entered time, then the operator should modify the ETA (new ETA may be attainable by flying at a different speed or making a flight plan change), conduct the operation with other approved equipment or discontinue IFR operations. NOTES: 1.

A HIL prediction can be initiated at any time and for any waypoint stored in the system whether or not it is part of the active route. If the identifier is that of an airport, and an approach has been selected, the integrity computation is based on the missed approach waypoint (MAP), otherwise the airport reference location is used. If the waypoint is not part of the route, the ETA must also be entered.

2. Whenever the same waypoint is used more than once in the flight plan the predictive RAIM will be provided for the first occurrence of this waypoint in the flight plan. Enter the ETA for the occurrence of the waypoint for which the predictive RAIM is desired. 3. Whenever the same waypoint identifier is used for more than one waypoint location only the location corresponding to the first occurrence of the waypoint in the flight plan will be used in the calculation of the prediction.

PREDICTIVE RAIM SATELLITE DESELECTION Display the GPS SAT DESELECT page by pressing (LSK 6R) from the GPS PREDICT RAIM 1/1 page.

GPS SAT DESELECT 1L 2L 3L 4L

1/1

DESEL -SATELLITE PRN--01 02 03 04 05 RESEL 06 07 08 09 10 -11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32

5L 6L

1R 2R 3R 4R 5R

6R

GPS Satellites can be excluded from the PRAIM calculations if a satellite is known to be providing erroneous data. Satellite status information may be obtained from Notices to Airmen (NOTAM). 1. Key into scratchpad the satellite Pseudo Range Number (PRN). 2. Press LSK 1L to deselect the satellite. The corresponding number will appear in reverse video white color. Or 3. Press LSK 2L to re-select the satellite. The corresponding number will reappear in medium font white color.


Page 5-28 July 17, 2013


WAYPOINT INFORMATION FROM THE NAVIGATION DATABASE 1. Key in the desired identifier (waypoint, navaid, airport, temporary waypoint), or copy it into the scratchpad from any other page. 2. Display the NAV DATA 1/1 page by pressing [INIT REF],
(LSK 1R).

YUL 1L 2L 3L 4L 5L

NAV DATA

1/1

WPT POS N45o28.08 W073o44.48 BRG/DIS 295T/91.0N M

DATABASE NAVIGATION REGION TYPE/CLASS ELEVATION FREQ DECLIN

CAN CY VORDME/C/H +230F T 116.30M H Z W016o

6L

1R 2R 3R 4R 5R 6R

3. Move the scratchpad entry to the ID field by pressing LSK 1L. 4. Detailed information appropriate to the selected identifier type is displayed. If the identifier is not contained in the database, the "!NOT IN DATABASE" advisory message is displayed in the scratchpad.

DUPLICATE IDENTIFIER SELECTION The SELECT WPT 1/X page is automatically displayed when multiple occurrences of the entered identifier are found in the navigation database. The duplicated identifier is incorporated into the page title line. Duplicated identifiers are listed on as many pages as necessary, in order of increasing distance from the previous waypoint. NOTE: Display the desired coordinates by pressing [NEXT] as required and then select it by pressing the appropriate left or right hand LSK.

SELECT WPT RNG 1L 2L 3L

1/1

SAM SK VHF NAV N05o59.50 W073o25.30 SPA AD WAYPOINT S12o19.50 E134o53.30 CAN CY AIRPORT N45o27.00 W073o44.00

1R 2R 3R

4L

4R

5L

5R

6L

6R


Page 5-29 July 17, 2013


The display reverts to the page where the duplicated identifier was entered, with the selected identifier in the data field. When the operator enters in the flight plan (active or inactive) a waypoint identifier which is not unique, then the "SELECT WPT" page is displayed if any of the two entry modalities was used: 1. Via the FMS keypad; 2. Via the FMS line select key from any page except the "RTE x LEGS" page(s) or the "PROGRESS" page(s) or the "RTE x" page(s). The operator selected waypoint via the "SELECT WPT" page is inserted in the flight plan followed by a discontinuity. When the operator enters a unique waypoint identifier in the flight plan (active or inactive) via the FMS keypad or via the FMS line select key from any page except the RTE x LEGS page(s) or the "PROGRESS" page(s) or the "RTE x" page(s), the waypoint is inserted in the flight plan followed by a discontinuity. When the operator inserts a waypoint copied using the FMS line select key on the "RTE x LEGS" page or the "PROGRESS" page or the "RTE x" page in the flight plan (active or inactive), a close up to that particular waypoint will be done (if the waypoint is inserted before its current position in the flight plan) or the waypoint will be inserted in the flight plan followed by a discontinuity (if the waypoint is inserted after its current position in the flight plan). If the operator inserts in the active route (inactive route) a waypoint copied from any inactive route (active route) page then the behaviour will be the same as when entering an identifier using the FMS keypad. NOTE: The flight plan can contain waypoints with the same identifier but with different coordinates. The company database (usually built using a navigation database) should not contain duplicate waypoints compared with the navigation database. If duplicate waypoints exist then the company database occurrence will not be shown on the SELECT WPT page.


Page 5-30 July 17, 2013


RNP MODIFICATION Refer to Section 15 RNP Capability for a detailed description of the FMS RNP capability. Display the PROGRESS 1/3 or 1/4 page by pressing [PROG].

PROGRESS 280T

1L 2L 3L 4L 5L 6L

ARRIE

DTGN M 35.2

280T

1/4 ETA 1817<

TOU 88.3 1830 TRUE W I N D TK/GS >020T / 45K T 281T/228K T RNP/ANP 1.00/0.05N M NAV MODE
XTK L0.00N M DEV SCALE 1.0N M

1R 2R 3R 4R 5R 6R

1. The Required Navigation Performance (RNP) can be manually overwritten by entering the desired value in LSK 5L. If the manually entered RNP exceeds the default RNP then the "VERIFY RNP VALUE" alert message is raised. 2. Deletion of the manual entry will bring back the default RNP value.


Page 5-31 July 17, 2013


NEAREST The FMS provides information about the current airspace by providing bearing and distance with respect to a center reference waypoint of the 50 closest waypoints within a distance of 640 nautical miles for either of the following categories of waypoints: • • • •

AIRPORT Non Directional Beacon (NDB) VHF NAV CUSTOM WPT

The respective waypoints are displayed in order of distance from the closest to the farthest. By default, the reference point is selected to be the current position of the aircraft. The first time the NEAREST page is accessed after a cold start, the center reference waypoint is set to the present position (PPOS). If the reference waypoint is the present position, distance and bearing information are refreshed every 10 seconds, otherwise for any other waypoint type, the bearing and distance are computed once (before the respective page is exited and entered again). Display the NEAREST page by pressing [INIT REF] and .

NEAREST 1L

2L

3L

1/1 1R

CUSTOM WPTS>

2R 3R

4L

4R

5L

5R

6L

6R

A. Display NEAREST AIRPORT 1/X page:

NEAREST AIRPORT 1L 2L 3L 4L

1/13

ID/BRG/DIS CFYF 125o/ 0.4NM FORT YOUTH KPT0 205o/ 9.4N M POINTS ZERODE INTERNATIO CYUL 125o/19.4N M DORVAL INTERNATIONAL KBBF 165o/53.4N M BOX BAY

1R 2R 3R 4R

5L

5R

6L

6R


Page 5-32 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Press [INIT REF], (LSK 3R) and (LSK 1L) to display the NEAREST AIRPORT 1/X page. Information for 4 airports is displayed on each page. To view the other pages press [NEXT] or [PREV]. When entering any NEAREST AIRPORT page, the first entry of the respective page is displayed in reverse video. By pressing any other LSK the corresponding identifier is displayed in reverse video and it is copied in the scratchpad. Any location contained in this page can be selected as a DIRECT-TO destination. The destination is selected by pressing the corresponding LSK of the desired destination and then pressing (LSK 5L). The MOD RTE x LEGS 1/X page is displayed and the selected waypoint identifier is inserted as the first waypoint of the page. Also any location displayed on one of the NEAREST AIRPORT pages can be selected as a new destination. B. DISPLAY NEAREST VHF NAV:

NEAREST VHF NAV 1L 2L 3L 4L

ID/BRG/DIS MRS 036o/0.09N M MBO 127o/5.99N M AN 335o/31.2N M LUC 094o/45.5N M

5L

6L

1/5

ID/BRG/DIS ML 306o/0.73N M MTG 242o/6.38N M AVN 329o/39.2N M DGN 049o/50.8N M REF ID PPOS

1R 2R 3R 4R 5R 6R

Press [INITREF], and to display the NEAREST VHF NAV 1/X page. The information for 8 waypoints is displayed on each page. To view the other pages press [NEXT] or [PREV]. Any location contained in this page can be selected as a DIRECT-TO destination. The destination is selected by pressing the corresponding LSK of the desired destination and than pressing (LSK 5L). The MOD RTE LEGS 1/X page is displayed and the selected waypoint identifier is inserted as the first waypoint of the page. The center reference waypoint (LSK 5R) is set to the present position (PPOS) when the page is accessed after a cold start. The center reference waypoint can be selected from any of the following databases: Navigation Database, Company Routes Database, Temporary Waypoint List, Active Route or Inactive Route. To modify the source of the reference computation, press LSK 5R. When the center reference waypoint is changed, the list is re-ordered by proximity using the entered waypoint. Whenever is a Temporary or a Route waypoint and the waypoint is deleted, the center reference waypoint is set to PPOS and the NEAREST waypoint list is refreshed. NOTE:

The NEAREST NDB, and NEAREST CUSTOM WPTS pages are similar to the NEAREST VHF NAV pages.


Page 5-33 July 17, 2013


TIMER (If configured) The FMS provides a timer, which may be used as a count-up or countdown timer, and which will generate a TIMER ALARM alert message upon expiration. The FMS allows the user to either enter in an alarm time or a count-down value (range from 0 to 23 hours, 59 minutes and 59 seconds). With the timer not activated, and a valid alarm time entered, the user has the ability to add 5, 15 or 30 minutes to the alarm time. By initiating the timer to start, if an alarm time was set, then the time remaining is displayed in the countdown field. Similarly, if a countdown time was set, the corresponding alarm time is displayed. Once activated, the FMS enables the user to update the timer, stop or deactivate/clear the timer. The TIMER continues to function in the background, even though the page is no longer displayed, until the timer reaches zero, or is manually stopped. Display TIMER 1/1 page by pressing [INIT REF], [NEXT] and (LSK 3R). A. Display when no data is entered or after pressing [CLR]:

TIMER ALARM TIME

1L

1/1 COUNTDOWN 0000:00

----:--

1R

2L

ADD 5 MIN>

2R

3L

ADD 15 MIN>

3R

4L

ADD 30 MIN>

4R

5L

5R

6L

6R

B. Display after an alarm time is entered:

TIMER ALARM TIME

1L

1234:12

1/1 COUNTDOWN ----:--

1R

2L

ADD 5 MIN>

2R

3L

ADD 15 MIN>

3R

4L

ADD 30 MIN>

4R

CLEAR>

5R

5L

>START

6L


6R

Page 5-34 July 17, 2013


C. Display after a countdown time is entered:

TIMER ALARM TIME

1L

1/1 COUNTDOWN

----:-2354:15

1R

2L

ADD 5 MIN>

2R

3L

3R

4L

4R

5L 6L

CLEAR>

>START

5R 6R

D. Display after timer alarm triggered:

TIMER ALARM TIME

1L

1234:12

1/1 COUNTDOWN ----:--

1R

2L

ADD 5 MIN>

2R

3L

ADD 15 MIN>

3R

4L

ADD 30 MIN>

4R

CLEAR>

5R

5L 6L

>START TIMER ALARM


6R

Page 5-35 July 17, 2013




Page 5-36 July 17, 2013


SECTION 6 - ARRIVALS

CONTENTS Subject

Page

INTRODUCTION .............................................................................................................................................6-1 CONDENSED ARRIVAL PROCESS ..............................................................................................................6-2 STANDARD TERMINAL ARRIVAL ROUTE (STAR) SELECTION ...............................................................6-2








SECTION 6 ARRIVALS CAUTION: In case of disagreement between the published arrival information and the FMS displayed information, the operator MUST follow the published arrival information.

INTRODUCTION The complete arrival procedure, including Standard Arrival Route (STAR) and STAR transition can be loaded into the route at the same time or in segments, depending on the ATC clearance received. The segments are selected from lists of named procedures extracted from the navigation database for the destination airport. When an arrival procedure is selected, the waypoints and procedural legs are extracted from the navigation database, procedural leg types are decoded, and all resulting waypoints are inserted into the route in the correct order. The first waypoint of the STAR (or STAR transition) is linked to the coinciding waypoint of the en-route portion, and subsequent en-route waypoints are deleted. If the first waypoint of the STAR (or STAR transition) does not coincide with any en-route waypoint, then the STAR (or STAR transition) is separated from the en-route portion by a route discontinuity. For certain types of STAR and transition, the waypoints may not be loaded into the route until the approach is selected. Approach transitions are appended to the route after the STAR and are usually separated from it by a route discontinuity, unless the last waypoint of the STAR and the first waypoint of the approach transition are identical. Arrival waypoints may include speed and altitude constraint advisories. NOTE: When stringing STAR and Approach Transitions procedures at their common waypoint, if speed and/or altitude constraints exist for this waypoint in both procedures, the constraint(s) from the Approach transition are retained. The Approach altitude/airspeed constraint(s) will probably be lower/slower than the STAR constraints.


Page 6-1 July 17, 2013


CONDENSED ARRIVAL PROCESS This page provides an overview of the process of selecting the arrival procedures. The intent of each step is summarized on the next page. 1. MOD, ACT ROUTE - select departure/arrival index page. 2. DEP/ARR INDEX - select arrival at desired airport (origin or destination). 3. ARRIVALS - select STAR and STAR transition. 4. MOD, ACT LEGS - confirm the arrival procedure agrees with the clearance, then make the modified route active. A detailed description of each page appears in Appendix A.

STANDARD TERMINAL ARRIVAL ROUTE (STAR) SELECTION This procedure is based on the STAR and STAR transition depicted in Figure 6-1 and assumes that only these portions of the arrival are to be loaded at this time. Display the DEP/ARR INDEX 1/1 page by pressing DEP/ARR. Example of the DEP/ARR INDEX page when configured for two routes.


2L

1/1

RTE 1

KSEA

ARR>

PANC

ARR>

2R

KSEA

ARR>

3R

PANC

ARR>

4R

1R

RTE 2 3L 4L

5L

5R

6L

6R


Page 6-2 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Example of the DEP/ARR INDEX page when configured for three routes.


1/1

RTE 1

PANC ARR>

2L

1R 2R

RTE 2 3L

PANC ARR>

4L

3R 4R

RTE 3 5L

CYVR ARR>

6L

5R 6R

1. Display the ARRIVALS 1/1 page for either the origin or destination airport by pressing the ARR prompt at LSK 1R, 2R or 3R respectively. This procedure uses the active route 1 as an example. The ARRIVALS 1/X page for the selected airport is displayed, with the airport name included in the title line. Lists of STARs, approaches and runways for that airport are displayed.

PANC ARRIVALS

1/1

STARS RTE 1 APPROACHES 1L

AMOTT5

VORD06R RUNWAYS

1R

2L

ELLAM2

06L

2R

3L

TAGER1

06R

3R

4L

YESKA1

14

4R

24L

5R

ROUTE>

6R

5L 6L


Page 6-3 July 17, 2013


Figure 6-1 STAR, STAR Transition


Page 6-4 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 2. Display the desired STAR by pressing the PREV or NEXT key as required, and select the STAR by pressing the appropriate left hand LSK. The STAR list is replaced by the selected STAR, with the legend "" beside the name. Transitions available for the selected STAR are listed below the STAR, under the heading "TRANS". If no transitions are available, the word "-NONE-" is displayed. A list of the approaches and runways applicable to the selected STAR appears on the right hand side of the page. NOTE: If an approach has already been selected, then only those STARs applicable to that approach will be displayed.

PANC ARRIVALS 1L 2L

1/1

STARS RTE 1 APPROACHES AMOTT5< S E L > < S E L > VORD06R TRANS TRANS ODK ANC

1R 2R

3L

D173J

3R

4L

D350J

4R

5L 6L

5R

ROUTE>

6R

3. Display the desired STAR transition by pressing the PREV or NEXT key as required, and select the transition by pressing the corresponding left hand LSK. The list of transitions is replaced by the selected transition, with the legend "" beside the name. NOTE: The selected procedure can be changed by pressing the appropriate left hand LSK to re-display the desired list (toggles the selection). 4. Display the first STAR leg by pressing LEGS and PREV or NEXT as required. NOTE: For certain types of STAR and STAR transition, the selection of the approach or approach transition may also be required before the STAR waypoints are loaded into the route from the navigation database. The message !SELECT TRANS/APPR/RWY is then displayed in the scratchpad.


Page 6-5 July 17, 2013


MOD

RTE1 LEGS

175o 1L 2L

ODK 352o

119N M

HOM 340o

3L

3/3 213N M

2R 71.4N M

AMOTT 042o

1R

3R 36.8N M

4L

ANC

4R

5L

-----

5R

6L

LEGS ETA>

6R

5. Close-up any route discontinuity as described in Section 5. 6. Verify the course, distance, altitude/speed advisory, and procedural leg type information of each STAR leg in turn, pressing NEXT as required to display all legs. 7. Make the selected STAR and STAR transition active by pressing EXEC. On re-display of the ARRIVALS page, the active STAR and STAR transition are shown with the legend "" beside the name(s). NOTE: Pressing ERASE (LSK 6L) at any time during this procedure cancels any modification currently in progress.


Page 6-6 July 17, 2013


SECTION 7 - APPROACH

CONTENTS Subject

Page

SECTION 7-1 NON-PRECISION APPROACH USING GPS (GNSS) ..........................................................7-1 GENERAL...........................................................................................................................................................7-1 CONDENSED APPROACH SELECTION/PREPARATION PROCESS.........................................................7-3 DETAILED APPROACH SELECTION/PREPARATION PROCESS ..............................................................7-3 UNCOUPLED APPROACH VNAV ...................................................................................................................7-7 VERTICAL PATH ...............................................................................................................................................7-7 COMPLEMENTARY INPUTS ON APPROACH VNAV PAGE (TEMPERATURE COMPENSATION) .....7-10 ENTERING THE TERMINAL AREA ...............................................................................................................7-11 GPS NON-PRECISION APPROACH OPERATIONS (Transition to Approach).......................................7-11 MISSED APPROACH INITIATION..................................................................................................................7-13 NEW APPROACH AFTER A MISSED APPROACH.....................................................................................7-15 SECTION 7-2 LP/LPV APPROACH OPERATIONS USING GLSSU.........................................................7-16 INTRODUCTION ..............................................................................................................................................7-16 LP/LPV APPROACH AND MINIMA SELECTION .........................................................................................7-18 FLYING THE LP/LPV APPROACH ................................................................................................................7-19 DOWNGRADED MINIMA ................................................................................................................................7-19 SECTION 7-3 MISCELLANEOUS CONSIDERATIONS FOR TERMINAL AREA OPERATIONS ............7-21 MANUAL WAYPOINT SEQUENCING ...........................................................................................................7-21 VECTORING TO FINAL APPROACH FIX .....................................................................................................7-21 CIRCLING APPROACHES..............................................................................................................................7-22 VFR APPROACHES ........................................................................................................................................7-23 AUTO-TUNING OF PRECISION APPROACHES..........................................................................................7-24 MODIFYING APPROACH PROCEDURES ....................................................................................................7-24 DME ARC INTERCEPTION.............................................................................................................................7-25 PROCEDURE TURNS .....................................................................................................................................7-26 DELETION OF PROCEDURE TURNS ...........................................................................................................7-27








SECTION 7-1 NON-PRECISION APPROACH USING GPS (GNSS) CAUTION: In case of disagreement between the published approach information and the FMS displayed information, the operator MUST follow the published approach information. The FMS is approved for instrument approach navigation (except ILS, LOC, LOC-BC, LDA, SDF and MLS) provided the required sensor(s) outlined below is used.

GENERAL The navigation database can contain GPS, GPS overlay, ILS approaches and non-precision approaches. Approach types are identified by their prefix followed by the runway number: GPS ILS LOC LOCB NDB NDBD RNAV VOR VORD

-

GPS approach (*reference only for LP/LPV) ILS approach (*reference only) Localizer approach (*reference only) Localizer Backcourse approach (*reference only) NDB approach NDB approach with DME facility RNAV approach (*reference only for LP/LPV) VOR approach VOR/DME approach * The FMS will not transition to Non-Precision Approach mode, will stay in Terminal phase-offlight and will not provide any vertical guidance (not even vertical deviation) for those approach types.

Section 7-2 discusses the specifics of LPV operations (ILS look-alike) for those installations supporting them. CAUTION: Straight line flight from waypoint to waypoint, as loaded from the navigation database, does not ensure compliance with the published procedure. Should differences arise between the approach chart and the navigation database, the published chart, supplemented by NOTAMS, takes precedence. Approach transitions are appended to the route after the STAR and are usually separated from it by a route discontinuity, unless the last waypoint of the STAR and the first waypoint of the approach transition are identical. Approach transitions may include procedure turns. Missed approach procedures are loaded as part of the approach. Arrival waypoints may include speed and altitude constraint advisories. Figure 7-1 shows a typical approach involving a full procedure turn and missed approach. If a runway is selected rather than an approach, only the runway threshold waypoint is loaded into the route. Selecting a new arrival procedure results in the automatic deletion of the waypoints associated with the original procedure. NOTE: When stringing an Approach procedure to an Approach Transition or STAR procedure at their common waypoint, if speed and/or altitude constraints exist for this waypoint in both procedures, the constraint(s) from the Approach procedure are retained. The Approach altitude/airspeed constraint(s) will probably be lower/slower than the Approach Transition or STAR constraints.


Page 7-1 July 17, 2013


Figure 7-1 Typical Arrival Procedure During Non-Precision Approach operations, the FMS provides barometric Vertical Navigation (VNAV) by displaying a vertical deviation on the EFIS. This function only provides situational awareness and is not coupled to the autopilot/flight-director system.


Page 7-2 July 17, 2013


CONDENSED APPROACH SELECTION/PREPARATION PROCESS The following describes the process of selecting the approach procedures. 1. MOD, ACT ROUTE - select departure/arrival index page. 2. DEP/ARR INDEX - select arrival at desired airport (origin or destination). 3. ARRIVALS - select APPROACH, APPROACH transition and APPR MINIMA (configurable field dependant of presence of information in navigation database). 4. MOD, ACT RTE x LEGS - confirm that the approach procedure agrees with the ATC clearance, then make the modified route active. 5. VNAV – Refer to Uncoupled Approach VNAV in this section, or alternatively refer to the Performance VNAV Section 18 for additional procedures for setting up the FMS in anticipation of the approach. A detailed description of each page is contained in Appendix A.

DETAILED APPROACH SELECTION/PREPARATION PROCESS The procedure described below is based on the approach shown in Figure 7-2, and assumes that the STAR has already been selected and made active. Display the DEP/ARR INDEX 1/1 page by pressing [DEP/ARR]. The ARRIVALS 1/X page is displayed, with the airport name included in the title line. Arrivals are listed are listed on the left hand side of the page, whereas the approaches are on the right hand side, followed by the runways. 1. Select the desired arrival from the left column. Press [NEXT] as required to scroll through the complete list if extending over multiple pages.

PANC ARRIVALS

1/1


AMOTT5

VORD06R RUNWAYS

1R

2L

ELLAM2

06L

2R

3L

TAGER1

06R

3R

4L

YESKA1

14

4R

24L

5R

ROUTE>

6R

5L 6L

STAR and STAR transition currently in the active flight plan are displayed with the legend "" beside the name. If a STAR has already been selected, only those approaches applicable to that STAR are displayed in the right column. 2. Select the desired approach from the right column. Press [NEXT] as required to scroll through the complete list if extending over multiple pages.


Page 7-3 July 17, 2013


The approach list is replaced by the selected approach, with the legend "" beside the name. Approach transitions (initial approach fixes) available for the selected approach are listed below it. If no transitions are available, the word "-NONE-" is displayed. NOTE: Do not select a runway before the approach unless a VFR approach is planned, since this result in only the runway threshold waypoint being loaded into the route.

PANC ARRIVALS

1/1


AMOTT5

RNAV14 TRANS

ANC

2L

ELLAM2

3L

TAGER1

3R

4L

YESKA1

4R

2R

5L 6L

3.

1R

5R

ROUTE>

6R

Display the desired approach transition by pressing [PREV] or [NEXT] as required, and select the approach transition by pressing the corresponding right hand LSK. NOTE: The list of transitions is replaced by the selected transition, with the legend "" beside the name.

PANC ARRIVALS 1L 2L

1/1

STARS RTE 1 APPROACHES AMOTT5< S E L > < S E L > VORD06R TRANS TRANS ODK ANC

1R 2R

3L

D173J

3R

4L

D350J

4R

5L 6L

5R

ROUTE>

6R

NOTE: For FMS arrivals, the selection of the approach transition may not be necessary in order to avoid duplication of numerous legs. (The STAR procedure may lead up to the FAF already). 4.

Display the first approach leg (normally the approach transition waypoint, if selected) by pressing [LEGS] and [PREV] or [NEXT] as required.


Page 7-4 July 17, 2013


ANCHORAGE, ALASKA 5400'

20

085°

VOR or GPS Rwy 6R

8000'

2100'

10

10 DM EA 160 rc 0N oP T

D (H)

VOR 114.3

MSA ANC VOR

340°

15

[D233J] D10.0

ANCHORAGE INTL

5°

ANC

PANC Apt. Elev 144'

R-350 (IAF)

(IAF) ANCHORAGE

CAMPBELL LAKE

Merrill

[RWØ6R]

338 CMQ

114.3 ANC

Lake Hood Strip

D5.1

61-10

5

568'

8°

18

8°

233°

g

hd 0°

20

0

0°

20

hd

MISSED APCH FIX

g

[D233J]

ANC 114 .3 173 °

00

1 in = 5NM

D10.0

10.0 1600

356'

053°

053°

16

No

PT

Ar

c (IAF) [D173J]

150-30

150-10

150-00

5

61-00

A EN 7 ° 0 3 .6 7 11

D21.8

E

353°

00

DM

173°

10

NAPTO

VOR

° 233

15 NM

1600'

053°

(1476')

1600'

(1476')

D3.5

053

D5.1

° V

3.5

M

1.6

TDZE

124'

Climbing RIGHT turn to 2000' via 200° heading and outbound on ANC VOR R-173 to NAPTO INT and hold.

MISSED APPROACH:

STRAIGHT-IN LANDING RWY 6R MDA(H)

CIRCLE - TO - LAND

620' (496') ALS out

Max Kts

90 MDA (H) ATIS

FOR ILLUSTRATION PURPOSE ONLY

118.4 118.6 118.3

ANCHORAGE Approach (R) ANCHORAGE Tower Ground

121.9

Alt Set: INCHES 9804077

Figure 7-2 GPS Overlay Approach


Page 7-5 July 17, 2013


5. Close-up the route discontinuity if present, as described in Section 5.

MOD

RTE 1 LEGS

042o 1L 2L 3L 4L

2/3

36.8N M

ANC 240o P-T ANCPTL 195o P-T ANCPTR R060o CRS

ANC

3.00N M

2R 2.25N M 3R 4.86N M

FAF

060o CRS 5L

RW06R

6L

1R

4R 5.09N M

/oMAP

5R

LEGS ETA>

6R

6. Verify the course, distance, speed/altitude constraints, and procedural leg type information of each approach leg in turn, including the missed approach procedure, pressing [NEXT] as required to display all legs.

MOD

RTE 1 LEGS

053o CRS 1L 2L

(

3/3

0.74N M

544)

R207o HDG

15.9N M

(INTC) 180o CRS

1R 2R

9.59N M

3L

NAPTO

3R

4L

-----

4R

5L 6L

5R

LEGS ETA>

6R

7. Make the selected approach and approach transition active by pressing [EXEC]. On re-display of the ARRIVALS page, the active approach and approach transition are shown with the "" legend beside the name.


Page 7-6 July 17, 2013


UNCOUPLED APPROACH VNAV This section applies to those aircraft installations where the FMS is configured for Uncoupled Approach VNAV. Refer to AFMS for further details. NOTE: The Uncoupled Approach VNAV function is mutually exclusive with the Performance VNAV functions described in Section 18. The Uncoupled Approach VNAV function is enabled only on those installations that do not support Performance VNAV. During Non-Precision Approach operations, the FMS provides geometric vertical guidance by displaying a linear vertical deviation on the EFIS. This function only provides situational awareness and is not coupled to the autopilot/flight-director system. This capability is eligible for Baro-VNAV approval (per FAA AC 20-138C) when LNAV/VNAV minima are published for a given approach. CAUTION: When the VNAV approach function is used during non-precision approaches, it is mandatory for the crew to have the VNAV approach page in view. In all instances, the altimeter MUST remain the primary altitude source for the crew.

VERTICAL PATH Within the terminal area, the FMS provides a linear vertical deviation with respect to a path projected backward at a specified vertical path angle (VPA) from the runway threshold crossing height (TCH) and passing through the final approach fix (FAF). For vertical profile view, refer to Figure 7-3. Laterally, the glide path is centered on the final approach course with its width limited to +/- 6.0 nm inbound to FAF and limited to +/- 0.6 nm from FAF up to the runway threshold. If the aircraft position is outside this zone defining the glide path width, or if the aircraft is not inbound to the landing runway, then the vertical deviation will disappear on EFIS and VNAV page). For plan view, refer to Figure 7-4. NOTE: FMS must be in GPS NAV mode for display of vertical deviation information. If the selected approach is not associated to a specific runway, then the approach VNAV function is not enabled. The glide path will automatically be activated upon entering the terminal area, provided the aircraft is positioned within the zone defining the glide path width as described above. When the glide path is activated, the deviation from the vertical path is being actively computed and displayed on the EFIS and VNAV page. The FMS determines the VPA for the selected approach based on the following priority scheme: 1. Use VPA encoded in the navigation database ; or 2. Compute VPA based on vertical path joining FAF charted altitude and runway threshold elevation plus 50ft ; or 3. If no FAF altitude is encoded, use 3.00 degrees vertical path projected backward from the runway elevation plus 50ft. NOTE: When a VPA is published for a given approach (case 1 above), the resulting crossing altitude at the FAF may be higher than the FAF charted altitude. However the FMS logic ensures that the crossing altitude will never be below the FAF charted altitude.


Page 7-7 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) If the computed VPA is below 2.75 degrees, an alert message (“LOW GLIDEPATH ANGLE”) appears in the scratchpad. If the computed VPA exceeds 3.77* degrees, an alert message ("HIGH GLIDEPATH ANGLE") appears. NOTE: Maximum value is configurable up to 10.0 degrees depending on the installation. CAUTION:

VDEV

If LOW or HIGH GLIDEPATH ANGLE message are displayed, the crew has to verify the VPA displayed on the VNAV approach page. If VPA is appropriate, the approach can be conducted. If VPA is inappropriate (exceed aircraft performance limitation or does not correspond to approach plate value) ignore the vertical deviation information and advise maintenance operations. Guidance will still be provided in case HIGH/LOW glidepath message are displayed.

FAF

VER 50 FT TIC AL MINIMUM ALTITUDE RESTRICTION PAT H

RWY WPT

MDA VPA RUNWAY THRESHOLD ELEVATION

TCH = 50 FT

0101031

Figure 7-3 Profile View of Vertical Path for a VNAV Approach


Page 7-8 July 17, 2013


HSI SCALE TO CHANGE ADVISORY MESSAGE 6NM

3NM 2NM

INB O COU UND RSE

GLDEPATH WIDTH IAF

6NM

FAF

GPS APPROACH CAP ANNUNCIATOR .6NM .6NM

MAP

2NM 3NM

VDEV FS=±500FT BEGINNING OF TERMINAL AREA

VDEV FS=±200FT

0403010

Figure 7-4 Plan View of the VNAV Approach Zone Along the Glidepath If the aircraft is outside of the zone defined by the glidepath width as specified above or if the aircraft is not inbound to the landing runway: • Target vertical speed and vertical deviation will be blanked on the Approach VNAV page; • The vertical deviation pointer disappears on the EFIS.


Page 7-9 July 17, 2013


COMPLEMENTARY INPUTS ON APPROACH VNAV PAGE (TEMPERATURE COMPENSATION) The FMS can be configured for temperature compensation. The compensation may be required for destination airport temperature conditions deviating from the ISA temperature. If the airport temperature is entered into the FMS, the computed vertical path will be adjusted to account for the temperature (to compensate effect of temperature on barometric altitude). Temperature compensation is applied to altitudes for all approach and approach transition waypoints from the database. Any manually entered altitude are considered already compensated, therefore no correction are applied. Missed approach waypoints altitude are not temperature compensated. CAUTION: In warm temperature conditions, the temperature compensated altitudes presented on the VNAV Approach and LEGS pages will be lower than the charted procedure altitudes. 1. With a valid approach selected, press [VNAV] to display the VNAV Approach page.

ACT 1L 2L 3L 4L 5L 6L

VNAV NDB24L

1/1

MDA-DA 660 105o 27.5N M -3.00o ZUL FAF 1500A 259o 33.2N M -3.00o RW24L / o M A P 167 MAG W I N D GS VDEV >2 4 3 o / 3 0 K T 1 3 0 K T 34 CYUL TEMP TGT VS ---o C -1200F P M QNH VPA >2 9 . 9 2 i n H g -3.00o

1R 2R 3R 4R 5R 6R

2. If desired, perform optional Minimum Descent Altitude-Decision Altitude (MDA-DA) entry at LSK 1R. 3. If the temperature entry is configured to “MANDATORY”, then a manual entry of the temperature must be performed. In such case white boxes are displayed at LSK 5L. Otherwise dashes are displayed. The temperature entry must be within -55°C to +55°C. 3.1 All altitudes, including the MDA-DA, for approach and approach transition waypoints are corrected for the specified temperature. To review the charted altitudes simply clear the temperature field by pressing [CLR], LSK 5L and then [EXEC]. 3.2 Press [LEGS] to review temperature compensated altitudes. Adjusted altitudes will be displayed in reverse video white.

ACT

RTE 1 LEGS

105o 1L

EBMOK 251o

2L

MASOX

3L

ITNIS

238o 237o CRS

4L

1/2 5.5 NM

ZUL

FAF

238o CRS 5L

RW24L

/oMAP

6L

8.6 3000A 2.1 2500A 4.2 1500A 3.8 167

LEGS ETA>


1R 2R 3R 4R 5R 6R

Page 7-10 July 17, 2013


ENTERING THE TERMINAL AREA When a Non-Precision Approach has been selected, upon entering the terminal area, the approach phase of flight (approach mode) will be armed automatically, or an operator action may be required using an instrument panel-mounted switch, depending on the installation. Refer to the AFMS for details. Note that GPS must be available (with Approach integrity) for the FMS to support non-precision approach operations. When the radial distance from the destination airport becomes less than 30 nm; and the aircraft descends below 15,000 feet above airport elevation, then the following indication occurs: • RNP value changes from 2 nm (Enroute) to 1 nm (Terminal), unless it was already manually set to a value less than or equal to 1 nm. Upon entering terminal area, the VNAV page starts providing the vertical deviation and target vertical speed in fields LSK 4R and LSK 5R respectively [NOTE 3].

ACT

VNAV NDB24L

1/1

MDA-DA 1L 2L

710 239o CRS 3.34N M

RW24L

/oMAP

-3.0o 350A

239o HDG 4.41N M 3L 4L 5L 6L

NOTE:

(700) MAG W I N D >2 4 3 o / 3 0 K T CYUL TEMP - 25o C QNH >2 9 . 9 2 i n H g

710A GS 120K T

VDEV 38 TGT VS -385F P M

1R 2R 3R 4R 5R 6R

If no destination airport temperature was made in LSK5L, then the SET AIRPORT TEMP alert message will be displayed in the scratchpad upon entering the terminal area. This message can be enabled via configuration pages.

GPS NON-PRECISION APPROACH OPERATIONS (Transition to Approach) Provided the approach has been armed (automatically or manually), the FMS transitions to the approach phase of flight automatically 2 nm prior to the FAF, as described below. NOTE: If a holding pattern is defined at the FAF, the FMS will stay in terminal phase of flight on entering the hold and execute the approach on exiting the hold. NOTE: Even in GPS navigation mode, the FMS will not enter approach mode when flying an ILS, LOC-BC, LOC-circle to land, LDA, LOC, SDF and MLS type approach. The same applies to LPV approaches (See LPV operations section herein).


Page 7-11 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTE: In GPS overlay approaches, there may be a difference between the distance-to-go displayed by the FMS and the DME distance from the facility shown on the approach chart. Operators need to take this into account when interpreting the FMS distance information. NOTE: Operators should be aware that when flying a GPS overlay approach, a charted track defined by a VOR radial may differ slightly from the FMS-displayed course due to differences in the magnetic variation value used to define the VOR magnetic track and that computed by the FMS local magnetic variation model. Both methods of navigation should result in the same track over the ground. AT 3 NM INBOUND TO THE FAF: The advisory message DEV SCALES TO CHANGE is displayed. In installations requiring manual arming of the approach mode, the ARM APPROACH advisory message is repeated if the approach mode has not yet been armed. NOTE: The appearance of the DEV SCALES TO CHANGE message depends if the installed EFIS supports a lateral deviation indicator. AT 2 NM INBOUND TO THE FAF: With GPS approach integrity predicted to exist at the FAF, the Missed Approach Point (MAP), and the current aircraft position, the FMS transitions automatically to the approach mode, with the following indications: • NPA annunciator illuminates and when configured, GPS APPR CAP remote annunciator also illuminates. • Lateral/Vertical deviations sensitivity smoothly change from terminal to approach phase of flight (1 nm/ 500 ft to 0.3 nm/150 ft full scale respectively). • On the PROGRESS 1/3 or 1/4 page the RNP value changes from 1 nm to 0.3 nm.

ACT

VNAV NDB24L

1/1

MDA-DA 1L 2L

710 239o CRS 3.34N M

RW24L

/oMAP

-3.0o 350A

239o HDG 4.41N M 3L 4L 5L 6L

(700) MAG W I N D >2 4 3 o / 3 0 K T CYUL TEMP - 25o C QNH >2 9 . 9 2 i n H g

710A GS 120K T

VDEV 38 TGT VS -385F P M

MISSED APPR>

1R 2R 3R 4R 5R 6R

NOTES: 1. The legend of the "GPS APPR CAP" annunciator may vary depending on the aircraft installation. Refer to the AFMS/RFMS for further details. 2. The 3 nm and 2 nm inbound distances to the FAF are measured along the FMS-predicted path. These distances may not necessarily coincide with the DTG (distance to go) to the FAF displayed on the (E)HSI and LEGS/PROGRESS pages. DTG is a direct distance to the waypoint. 3. Lateral/Vertical deviation scaling is dependant of the installed EFIS capabilities.


Page 7-12 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 4. When on final approach, a Missed Approach prompt appears at LSK 6R (to support those installations where the FMS does not receive a Go-Around signal).

Alternatively, if the GPS sensor RAIM prediction determines that the approach integrity will not be available at the FAF and/or the MAP, the FMS remains in the terminal phase of flight and the following occurs at 2 nm inbound to the FAF: • NPA annunciator does NOT illuminate and when configured, GPS APPR CAP remote annunciator does not illuminate. • Alert message NO APPR INTEGRITY is displayed, with illumination of the remote MSG annunciator. • Lateral deviation sensitivity remains at 1 nm • Vertical Deviation disappears • RNP remains at 1 nm.

AT THE MISSED APPROACH POINT: If the missed approach procedure has not been initiated, the following indications occur: • Navigation and guidance continue along the extension of the final approach course. • Distance-to-go to the MAP displayed on the RTE LEGS 1/X and PROGRESS pages starts to increase. • the Vertical Deviation disappears when crossing the runway threshold. NOTE: The missed approach point may not necessarily coincide with the runway threshold. CAUTION: The missed approach point (MAP) sequencing is enabled only when the pilot manually initiates the missed approach.

MISSED APPROACH INITIATION CAUTION: If the missed approach described on the LEGS page differs from the published missed approach, then do not fly the missed approach using LNAV (FMS). CAUTION: If direct-to navigation is executed at low altitude while in the approach phase of flight, an immediate normal direct-to manoeuvre is performed, and the FMS reverts to terminal phase of flight. The crew remains responsible at all times for complying with all obstacle avoidance and altitude restrictions during the direct-to navigation. CAUTION: Altitude constraints on the published missed approach waypoints are not temperature compensated. If required, altitude constraints have to be manually corrected. When in the approach phase of flight, the missed approach can be initiated at any time by: 1. Pressing the standard Take-Off/Go-Around (TOGA) switch (when interfaced to the FMS), or 2. Pressing (LSK 6R) (e.g. PROGRESS 1/X page) (when prompt is configured), or NOTE:

prompt is enabled only on those installations where the FMS does not have access to a TOGA or Go-Around discrete input.


Page 7-13 July 17, 2013


ACT

RTE 1 LEGS

060o CRS 1L 2L

RW06R

/oMAP

060o CRS

(

0.74N M

544)

R207o HDG 3L

1/1

3.09N M

2R 15.9N M

(INTC) 180o CRS

1R

3R 9.59N M

4L

NAPTO

/H

5L

-----

5R

6L

6R

4R

3. Initiating direct-to navigation to any waypoint. When a missed approach is initiated: • The FMS reverts to the terminal phase-of-flight. • NPA annunciator extinguishes (when configured), GPS APPR CAP remote annunciator also extinguishes. • (E)HSI NAV flag disappears from view (if it had been displayed as a result of lack of approach integrity). • NO APPR INTEGRITY alert message disappears (if previously displayed). • RNP value changes from 0.3 nm to 1.0 nm. • On overflying the MAP, navigation and guidance sequences to the first waypoint of the missed approach procedure. When Missed Approach/Go_Around is initiated, the FMS lateral steering output remains valid, but the FMS reverts to the terminal phase-of-flight. When Missed Approach/Go_Around is initiated before reaching the MAP, navigation and guidance is provided along the final approach course until reaching the MAP, followed by sequencing to the missed approach procedure waypoints, including the holding pattern at the missed approach holding fix (if coded in the navigation database). CAUTION: During Missed Approaches, depending of the installation, the FMS may not support the low speed flight regime of aircraft in which the bank angle is limited to 15 degrees as a function of airspeed and aircraft flap/slat configuration. Where required by the magnitude of the track angle change, the FMS may use up to a maximum of 30 degree bank angle in computing the roll steering command to the autopilot. Crews should therefore exercise caution when engaging LNAV in this flight regime and may wish to use the heading select mode until the required airspeed is achieved that allows larger bank angles than 15 degrees. No difficulties are anticipated for engaging LNAV when track angle changes are less than 15 degrees. NOTE: Manual re-engagement of LNAV mode may be required following a missed approach (installation dependent).


Page 7-14 July 17, 2013


NEW APPROACH AFTER A MISSED APPROACH When a Missed Approach is executed, the current active approach (including the missed approach legs) is automatically appended to the active flight plan, preceded by a discontinuity. After sequencing the missed approach point and reselecting the same approach, the entered MDA-DA value will be retained. Similarly, the Airport Temperature entry is retained if a new approach at the same destination airport is re-selected. If a different approach is desired, or an approach transition needs to be inserted, follow the steps below. With the desired ARRIVALS 1/1 page displayed:

PANC ARRIVALS 1L

1/2

STARS RTE 1 APPROACHES < S E L > VORD06R AMOTT5 TRANS

1R

2L

ELLAM2

ANC

2R

3L

TAGER1

D173J

3R

4L

YESKA1

D350J

4R

5L 6L

5R

ROUTE>

6R

1. If a different approach is required, delete the "" approach by pressing LSK 1R. All approaches and runways are displayed. 2. Select the desired approach (and transition) by pressing the appropriate right hand LSK(s). 3. Display the MOD RTE x LEGS 1/X page by pressing [LEGS]. 4. Initiate navigation to the first waypoint of the new approach procedure by direct-to navigation, with or without an intercept, as required by the clearance. 5. Verify the course and distance of the new approach procedure legs, pressing [PREV] or [NEXT] as required. 6. Make the new approach procedure active by pressing [EXEC]. CAUTION: When an appropriate clearance has been received by ATC following the missed approach, ensure that the discontinuity that was inserted between the missed approach procedure and the re-strung approach procedure is removed from the flight plan. Else, non-critical messages (see Appendix E) will continue to be inhibited.


Page 7-15 July 17, 2013


SECTION 7-2 LP/LPV APPROACH OPERATIONS USING GLSSU

INTRODUCTION The FMS supports LP/LPV approach operations when integrated with an ARINC 743 GLSSU certified to TSOC146 Class Delta-4, such as the CMC Electronics CMA-5024. The flight planning workflow provided for LP/LPV approaches is fully consistent with the selection of other approaches. The experience of flying LP and LPV approaches with the CMA-9000 has been designed to be as similar as possible to the experience of flying ILS approaches (ILS look-alike). The GLSSU produces horizontal and vertical deviations in an ILS-like angular fashion. The main advantage offered by such this approach capability is that it allows taking advantage of the onboard systems (autopilot, EFIS) existing capability to receive ILS localizer and glideslope signals. To conduct an LP/LPV approach, a cockpit switch (e.g. ILS/GLS) is used to substitute ILS deviations with GLSSU ILS-look-alike deviations. The transition from LNAV to GLSSU guidance is intended to be performed exactly like an LNAV to ILS/LOC transition. Notifications of any system degradations that could cause pilots to abort an approach or change the way they are flying are intended to be presented via the aircraft’s primary flight displays. To help manage pilots’ workload during approach, if a change in the approach level of service can be communicated via the aircraft’s primary flight displays, no corresponding FMS messages have been provided.


Page 7-16 July 17, 2013


Figure 7-3 RNAV(GPS) approach plate


Page 7-17 July 17, 2013


LP/LPV APPROACH AND MINIMA SELECTION When selecting (on the ARRIVALS page) an approach for which published LP/LPV, LNAV/VNAV and/or LNAV minima exist, the APPR MINIMA field displays by default the best approach minima available (as extracted from the navigation database). The operator can manually deselect the default highest precision approach and select a degraded approach minima by pressing LSK 5R repeatedly to cycle through the available choices.

PANC ARRIVALS

1/1

STARS RTE 1 APPROACHES

AMOTT5

1L

RNAV14 TRANS

2L

ELLAM2

3L

TAGER1

4L

YESKA1

ANC

1R 2R 3R 4R

APPR MINIMA 5L

6L

LPV<

5R

ROUTE>

6R

Once the flight plan change is executed, the Final Approach Segment (FAS) data block is passed from the FMS to the GLSSU. The feed-back from the GLSSU can be validated by selecting the APPR LOAD STATUS 1/1 page. The page shows the Airport, Approach ID and the selected runway. The preferred method to validate the Approach Identifier is from the Primary Flight Display (typically in the field where either the ILS identifier would be displayed).

APPR LOAD STATUS 1/1 1L

AIRPORT

GPS1 PANC

GPS2 PANC

2L

APPR ID

W24A

W24A

3L

RUNWAY

RW24L

RW24L

2R 3R

4L

4R

5L

5R

6L

• •

1R

6R

[INIT/REF],
, , [INIT/REF],
, ,

(for single GLSSU installation) (for dual GLSSU installation)

NOTE: Approach data items are displayed in amber when the feedback from the GLSSU does not match the pilot's selected approach.


Page 7-18 July 17, 2013


FLYING THE LP/LPV APPROACH During the descent phase, while the FMS is still steering the aircraft (LNAV-engaged), in preparation for the approach, GLS is selected in lieu of ILS via a cockpit switch (e.g. ILS/GLS). When capturing the approach path the crew manages the transition from FMS guidance to GLSSU guidance in a similar fashion as for LNAV to ILS(LOC) transition. When the FAF is the active waypoint: If integrity for LP/LPV approach is predicted to be available, then the LP/LPV minima annunciation illuminates in the primary field of view when reaching 3nm to the FAF. The crew may then switch to the GLSSU as the source of guidance and conduct the approach. The FMS continues to sequence its lateral flight plan waypoints even though the GLSSU is now steering the aircraft (ILS look-alike). The FMS remains in terminal mode (as if an ILS approach is flown): 1. Lateral deviation sensitivity remains (1 nm) full scale (and no vertical deviation is produced) 2. On the PROGRESS 1/3 or 1/4 page the RNP value remains at 1 nm. 3. The Approach VNAV page is blanked.

DOWNGRADED MINIMA When within 3 nm inbound to the FAF until the Missed Approach Point: If the LP/LPV Approach Minima was previously indicated (in the primary field of view) but the integrity can no longer support the approach, the LP/LPV Approach Minima annunciation disappears. The GLSSU glideslopelook-alike deviation is invalidated. If the GLSSU continues to provide lateral guidance, it can still be used for navigation. NOTE: When an LP approach is active and SBAS source(s) become unavailable, the crew must initiate a missed approach procedure as there is no fail-down path when an active minima LP is selected. If the LP/LPV Approach Minima was not previously indicated, the message LP APPR NOT AVAIL or LPV APPR NOT AVAIL will be raised. In this case the FMS will enter non-precision approach mode at 2 nm inbound to the FAF (as described in section 7-1) and LNAV/VNAV or LNAV minima will be indicated on the Approach VNAV page (when authorized by the navigation database in accordance with the published approach chart). The crew should then maintain the FMS as the source of guidance to conduct the approach.


Page 7-19 July 17, 2013



VNAV NDB24L

1/1

MINIMA MDA-DA LNAV/VNAV 660 105o 2.5N M -3.00o ZUL FAF 1500A 259o 7.2N M -3.00o RW24L / o M A P 167 MAG W I N D GS VDEV >2 4 3 o / 3 0 K T 1 3 0 K T 34 CYUL TEMP TGT VS ---o C -1200F P M QNH VPA >2 9 . 9 2 i n H g -3.00o

1R 2R 3R 4R 5R 6R

When LNAV/VNAV is the active approach minima and the FMS baro-altitude input becomes invalid, the FMS will trigger the APPR DEGRADE TO LNAV alert message and will blank its vertical deviation. The active minima are thus downgraded to LNAV.


VNAV NDB24L

1/1

MINIMA LNAV 2.5N M

MDA-DA 660 105o -3.00o ZUL FAF 1500A 259o 7.2N M -3.00o RW24L / o M A P 2167 MAG W I N D GS VDEV >2 4 3 o / 3 0 K T 1 3 0 K T 34 CYUL TEMP TGT VS ---o C -1200F P M QNH VPA >2 9 . 9 2 i n H g -3.00o

1R 2R 3R 4R 5R 6R

Conducting a missed approach: The FMS must be selected as the source of guidance (LNAV) to fly the missed approach procedure.


Page 7-20 July 17, 2013


SECTION 7-3 MISCELLANEOUS CONSIDERATIONS FOR TERMINAL AREA OPERATIONS

MANUAL WAYPOINT SEQUENCING Some terminal area procedures involve radar vectors and thus require crew intervention (following ATC instructions) to manually sequence to the next leg of the active flight plan. To manually sequence these types of legs, a direct-to is required.

VECTORING TO FINAL APPROACH FIX ATC (Air Traffic Control) clearance to the FAF can be handled by converting the loaded approach into a straight-in approach. This is accomplished by direct-to navigation to intercept the inbound course to the final approach fix (FAF). With the ACT or MOD RTE LEGS 1/X page displayed:

ACT

RTE 1 LEGS

042o 1L 2L 3L 4L

ANC

1/3

36.8N M

/

240o P-T ANCPTL 195o P-T ANCPTR R060o CRS

ANC

3.00N M

1R 2R

2.25N M 3R 4.86N M

FAF

060o CRS 5L

RW06R

6L

4R 5.09N M

/oMAP

5R

LEGS ETA>

6R

1. Copy to the scratchpad, the FAF identifier, and move it to the active waypoint location by pressing LSK 1L. 2. Key-in the desired inbound course to the FAF and press (LSK 6R). The intercept course changes to LARGE font and is copied to the active waypoint course. 3. Verify the course and distance of the leg to the active waypoint, and make the direct-to intercept active by pressing EXEC. Navigation and guidance to intercept the inbound course to the FAF on the current heading is provided. A straight-in approach can also be created in advance by inserting a temporary waypoint into the route as an initial approach fix (IAF) created as a place/bearing/distance waypoint based on, the FAF. On receipt of the ATC clearance, direct-to navigation to this temporary IAF, or to intercept the new leg inbound to the FAF, can then be performed.


Page 7-21 July 17, 2013


CIRCLING APPROACHES Navigation and guidance to the landing runway during a circling approach procedure can be obtained, while retaining the correct missed approach procedure waypoints, by using direct-to intercept navigation to the landing runway threshold waypoint at the appropriate time. With the primary GPS or GPS overlay instrument approach procedure loaded into the route and made active: 1. At a convenient time, prepare for the circling manoeuvre by entering the landing runway number in the scratchpad. NOTE: The prefix "RW" is not required, but a leading zero must be used (e.g. 14 or RW14, 06L or RW06L). 2. Display the ACT RTE x LEGS 1/X page by pressing [LEGS], and move the landing runway number identifier to the active waypoint field by pressing LSK 1L. The “INTC CRS" prompt is displayed at LSK 6R with dashes ("---") as the default inbound course. A route discontinuity is inserted after the landing runway threshold waypoint. 3. Key in the landing runway heading as the intercept course, and select the direct-to intercept mode by pressing (LSK 6R). The inbound course is moved to the INTC CRS prompt field in LARGE font and is also copied to the to waypoint course.

MOD

RTE 1 LEGS

290o CRS 1L

RW29

1/2

22.2N M

/o

178

THEN 2L

1R 2R

-- ROUTE DISCONTINUITY 3L

YJN

FAF

051o CRS 4L

RW06

/oMAP

050o CRS 5L

( 536)

900

3R

2.66N M

183

4R

0.71N M

536A

5R

INTC CRS 6L

290o

6R

4. Verify the course of the intercept leg and distance to the to-waypoint. NOTE: Do not press [EXEC] until visibility conditions permit the circling manoeuvre to the landing runway. Navigation and guidance displays and autopilot/flight director operation will continue to be referenced to the current leg of the original instrument approach procedure until [EXEC] is pressed. 5. When visibility conditions permit, make the direct-to course intercept to the landing runway active by pressing [EXEC]. Navigation and guidance to the landing runway threshold waypoint on the selected inbound course is provided. NOTE: If a missed approach is necessary during the circling manoeuvre, direct-to navigation (with or without an intercept) to the missed approach holding fix, or to an intermediate missed approach waypoint, will initiate the required navigation and guidance.


Page 7-22 July 17, 2013


VFR APPROACHES Display the ARRIVALS 1/X page for the desired airport by pressing DEP/ARR. NOTE: If the DEP/ARR INDEX 1/1 page is displayed, select the desired arrival airport by pressing the appropriate prompt (LSK 1R or LSK 2R).

PANC ARRIVALS 1L 2L

1/1

STARS RTE 1 RUNWAYS 06L AMOTT5< A C T > < S E L > TRANS ODK

1R 2R

3L

3R

4L

4R

5L

5R

6L

ROUTE>

6R

1. If an approach is already selected, delete it by pressing LSK 1R. All approaches and runways are listed. 2. Display the desired runway by pressing [PREV] or [NEXT] as required and select it by pressing the appropriate right hand LSK. The APPROACHES field title is replaced by RUNWAYS with the selected runway displayed below it with the legend "". 3. Display the MOD RTE x LEGS 1/X page by pressing [LEGS]. The runway threshold waypoint is inserted into the route preceded by a route discontinuity. 4. Create an initial approach fix at a suitable distance from the runway threshold on the backwards extension of the runway heading using a place/bearing/distance temporary waypoint. NOTE: The temporary IAF is optional since direct-to navigation to the runway threshold intercepting the inbound course will accomplish the same result. 5. Make the modified route active by pressing [EXEC]. Direct-to navigation to the temporary IAF, or to intercept the inbound leg to the runway threshold will provide the necessary navigation and guidance.


Page 7-23 July 17, 2013


AUTO-TUNING OF PRECISION APPROACHES When configured accordingly, auto-tuning of the ILS/MLS receiver is possible if an ILS/(MLS) or LOC or LOC Back-Course approach procedure is part of the active flight plan. The FMS will automatically tune the ILS/MLS receiver to the ILS/LOC/(MLS) navaid corresponding to the approach runway when airborne and within 150 nm (direct distance) of the runway threshold. MODIFYING APPROACH PROCEDURES To accommodate changes in approach clearances, new procedures can be selected at any time. Display the ARRIVALS 1/1 page for the desired airport by pressing [DEP/ARR]. NOTE: The ARRIVALS 1/1 page for the destination airport will be displayed by default if the aircraft is more than halfway to its destination. Otherwise, if the DEP/ARR INDEX 1/1 page is displayed, select the desired arrival airport by pressing the appropriate prompt (LSK 1R or LSK 2R). 1. Press the appropriate right LSK. Pressing LSK toggles the selection status between selected and not selected. The selected approach procedure (or portion thereof) is deleted. Repeat this process as required. NOTE: Deleting the approach will re-display all approaches and runways. Deleting only the approach transition results in display of only the transitions appropriate to the selected approach. 2. Select the new procedure(s) as described in previous sections. 3. Display the MOD RTE x LEGS 1/X page by pressing [LEGS], and verify the course and distance of the legs of the modified approach procedure, pressing [PREV] or [NEXT] as required. 4. Make the modified route active by pressing [EXEC]. NOTE: Special care is required when verifying the legs of a modified approach procedure, particularly when only a partial reselection has been made. Route discontinuities may exist, and certain waypoints of the retained segment(s), which may have been deleted automatically as part of the loading of the original approach procedure, may have to be re-inserted individually into the route by manual entry. NOTE: Modifications to the approach procedure are only allowed on the missed approach section.


Page 7-24 July 17, 2013


DME ARC INTERCEPTION

ACT

RTE 1 LEGS

264o 1L 2L 3L

JOH 262o

113N M

D173J 270oRARCANC

ANC

1R 2R

10.6N M

D233J

3R

059o CRS 4L

1/2

12.8N M

10.0N M

FAF

060o CRS 5L

RW06R

6L

4R 5.09N M

/oMAP

5R

LEGS ETA>

6R

The FMS provides automatic, autopilot-coupled interception of a DME arc at the arc's starting point. Interception of the arc at an intermediate point on the arc must be accomplished manually, as follows: 1. Disengage LNAV. 2. Perform a Direct to the arc's starting waypoint. 3. Manually fly the intercept. NOTE: When the arc capture criteria* are met, leg sequencing to arc navigation occurs automatically, indicated by an automatic waypoint sequence to the waypoint terminating the arc, and rotation of the (E)HSI course pointer to the arc's tangential course at the aircraft position. * For manual arc captures, arc capture criteria include a combination of XTK and TKE as well as being within +/- 90 degrees of the tangent to the starting point of the arc. NOTE: The display must be set to MAG (refer to Section 3, Angular References For Navigation And Display). 4. Re-engage LNAV. or: Autopilot-coupled interception of the arc at an intermediate point on the arc may be accomplished by moving the arc's starting point along the arc to the desired radial from the DME station as follows: With the arc's starting waypoint identifier in scratchpad: 1. Key in /, radial of the desired intermediate point on the arc from the DME station e.g. D173J/220. 2. Display the arc's starting waypoint location in the route by pressing [LEGS] and [NEXT] or [PREV] as required.


Page 7-25 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 3. Line selects the scratchpad entry to the arc's starting waypoint location.

ACT

RTE 1 LEGS

264o 1L 2L

JOH

A

264o

120N M

D220J 310oRARCANC

3L

ANC

1R 2R

2.45N M

D233J

3R

059o CRS 4L

1/2

12.8N M

10.0N M

FAF

060o CRS 5L

RW06R

6L

4R 5.09N M

/oMAP

5R

LEGS ETA>

6R

NOTE: The display must be set to MAG (refer to Section 3, Angular References For Navigation And Display). The new arc's starting waypoint is displayed with a new identifier derived from the entered radial e.g. D220J. 4. Make the modified route active by pressing [EXEC]. Once established on the arc, the (E)HSI course pointer displays the tangential course along the arc path. Lateral deviation is measured from this tangential course. Near the end of the arc, sequencing to the next waypoint occurs automatically, with the turn anticipation point computed such that no overshoot of the next navigation leg will occur up to maximum ground speed of 315 knots. At any time on the arc, the message HIGH ARC EXIT SPEED may be generated to indicate that the combination of true air speed and wind will cause an overshoot of the next navigation leg.

PROCEDURE TURNS When the approach transition includes a procedure turn, the FMS creates two outbound legs based on the procedure turn reference fix, followed by a turn in the correct direction to intercept the inbound course to the final approach fix. The still-air lengths of the procedure turn outbound legs are computed based on a time of 1 minute and 45 seconds respectively at a speed of 180 knots. The two outbound waypoints are named using the first three characters of the procedure turn reference fix, with the suffix PT added. The last character (L or R) indicates the direction of the turn at that waypoint. In addition, the courses of the two outbound legs have the legend P-T. The FMS provides navigation and guidance in the normal fashion for the two outbound legs of the procedure turn, followed by a turn to intercept the final approach course inbound to the final approach fix. When the maximum allowable procedure turn distance is less than 10 nm, the length of the first outbound leg may be reduced. As a result, navigation and guidance may sequence to the second outbound leg almost immediately after crossing the procedure turn reference fix.


Page 7-26 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) CAUTION: During the procedure turn, it is the responsibility of the crew to ensure that the maximum distance from the procedure turn reference fix is not exceeded and that the aircraft remains within protected airspace at all times. The distance-to-go shown on the PROGRESS 1/3 or 1/4 page cannot be used for this purpose, except when the FAF is the active waypoint. The distance from the procedure turn reference fix can be monitored using the FIX page, as described in Section 5. NOTE: The FMS assumes a speed of 180 knots when building the size of the procedure turn. If the procedure is to be flown at a significantly different speed, then the crew should enter a speed constraint accordingly at the procedure turn reference point. Deletion of the procedure turn reference fix or the first outbound waypoint results in the deletion of the entire procedure turn. The two outbound waypoints cannot be copied to the scratchpad, and cannot be used as reference waypoints.

DELETION OF PROCEDURE TURNS If an approach transition including a procedure turn has been loaded into the route, it can be readily deleted and converted into a straight-in approach. With the ACT or MOD RTE x LEGS 1/X page displayed: 1. Line select to the scratchpad (do not key in), the procedure turn reference fix LSK 4L.

ACT

RTE 1 LEGS

042o 1L 2L 3L 4L

ANC

1/3

36.8N M

/

240o P-T ANCPTL 195o P-T ANCPTR R060o CRS

ANC

3.00N M

1R 2R

2.25N M 3R 4.86N M

FAF

060o CRS 5L

RW06R

6L

4R 5.09N M

/oMAP

5R

LEGS ETA>

6R

2. Move the procedure turn reference fix to the active waypoint location by pressing LSK 1L. The procedure turn reference fix and the two outbound waypoints are deleted from the MOD route, and the FAF waypoint becomes the active waypoint, with the correct inbound course to the FAF displayed as the default intercept course. NOTE: The procedure turn also can be deleted by deleting the reference fix by means of the [CLR] functional key. However, depending on the order of the deletion and direct-to navigation actions, the intercept inbound course may have to be entered manually since the default value will be that of the original leg inbound to the reference fix.


Page 7-27 July 17, 2013




Page 7-28 July 17, 2013


SECTION 8 - POST FLIGHT PROCEDURES

CONTENTS Subject

Page

SECTION 8 - POST FLIGHT PROCEDURES..........................................................................................................8-i POSITION ACCURACY CHECK - FLIGHT TERMINATION..........................................................................8-1 TAKE-OFF AND LANDING TIMES (if configured) .......................................................................................8-2








SECTION 8 POST-FLIGHT PROCEDURES

POSITION ACCURACY CHECK - FLIGHT TERMINATION

At the end of the flight, each IRS position can be compared against a reference position (e.g. GPS, or gate coordinates entered by the crew).

There are up to three identical pages, one for each IRS.

IRS2 ACCURACY 1L 2L

2/3

FMS POS GPS N47o32.44 E122o18.52 ENTER REF POS N47o32.44 E122o18.52

3L

2R 3R

5L

IRS POS ERR 2.5N M RESID GS 5.2K T

6L

4L

1R

NAV TIME 02H16 IRS DRIFT 1.1N M / H R

4R 5R 6R

FMS POS (1L or 1R): Displays FMS present position. ENTER REF POS [2L or 2R]: Valid latitude and longitude entry will enable accuracy test to be performed and results displayed on following lines. Default value is FMS POS, as displayed in LSK 1R. The page displays the IRS position error (with respect to the reference position), the IRS residual ground speed, the IRS Time in Nav and the IRS drift rate (only when IRS Time in NAV > 10 minutes).


Page 8-1 July 17, 2013


TAKE-OFF AND LANDING TIMES (if configured)

FLIGHT LOG 1L 2L

TAKEOFF 1235Z INFLIGHT 01+00

3L

1/1

LANDING 1335Z AIR MILES 560N M LANDINGS 1

1R 2R 3R

4L

4R

5L

5R

6L

6R

1. Display the INIT/REF INDEX 2/2 page by pressing INIT REF, and then NEXT. 2. Display the FLIGHT LOG 1/1 page by pressing . NOTE: The initial takeoff time should only be reset following a ground to air transition.


Page 8-2 July 17, 2013


SECTION 9 - DIRECT-TO/INTERCEPT

CONTENTS Subject

Page

SECTION 9 - DIRECT-TO/INTERCEPT ...................................................................................................................9-i INTRODUCTION .............................................................................................................................................9-1 DIRECT-TO A WAYPOINT .............................................................................................................................9-1 DIRECT-TO A WAYPOINT PROCEDURE .....................................................................................................9-2 DIRECT-TO WITH INTERCEPT......................................................................................................................9-3 DIRECT-TO A WAYPOINT WITH AN INTERCEPT PROCEDURE ...............................................................9-4








SECTION 9 DIRECT-TO/INTERCEPT

INTRODUCTION The active flight plan may be modified at any time by the entry of a Direct-To procedure to navigate the aircraft directly to a downtrack waypoint or to intercept a course inbound to a waypoint. The Direct-To waypoint may be present in the flight plan or an off-route waypoint. Entry of an off-route waypoint will create a discontinuity in the active route which can be closed up as described in Section 5. When the Direct-To waypoint is already part of the current flight plan, all flight plan waypoints prior to the Direct-To waypoint will be deleted.

DIRECT-TO A WAYPOINT When a Direct-To a waypoint procedure is executed the FMS calculates an inbound course (Great Circle) to the waypoint based on the aircraft velocity, present position, track, and wind velocity. Roll steering command, track angle error (TKE), and lateral deviation (XTK) are provided to guide the aircraft to intercept the calculated course. Figure 9-1 illustrates the Direct-To a waypoint procedure. WP2

WP1

PPOS 00

03

12

24

09

27

06

30

33

15

18

21

0703001

Figure 9-1 Direct-To a Waypoint Procedure


Page 9-1 July 17, 2013


DIRECT-TO A WAYPOINT PROCEDURE A. DIRECT-TO A WAYPOINT IN THE ACTIVE ROUTE 1. Display ACT RTE x LEGS 1/X page by pressing [LEGS]. 2. Display the desired waypoint by pressing [NEXT] or [PREV] as required. 3. Copy the waypoint identifier into the scratchpad by pressing the appropriate LSK. 4. Return to the first ACT RTE x LEGS 1/X page by pressing [LEGS] or [PREV] as required. 5. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. "ACT" status on the title line is replaced by "MOD". The direct course and distance from aircraft present position to the active waypoint is displayed. 6. Verify the inbound course and distance of the leg to the active waypoint. Information on any other page can be verified prior to making the Direct-To leg active. 7. Make the Direct-To leg active by pressing [EXEC]. Waypoints between the old active waypoint and new one are deleted from the active route. The "MOD" status in the title line is replaced by "ACT". Navigation and guidance change to the new leg from present position to the active waypoint. If autopilot-coupled, the aircraft will immediately start to turn towards the Direct-To waypoint. B. DIRECT-TO AN OFF-ROUTE WAYPOINT 1. Key in the off-route waypoint identifier. 2. Display the ACT RTE x LEGS 1/X page by pressing [LEGS]. 3. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. "ACT" status on the title line is replaced by "MOD". The direct course and distance from aircraft present position to the active waypoint is displayed. "THEN" and "ROUTE DISCONTINUITY" lines are inserted immediately after the new active waypoint. 4. Verify the inbound course and distance of the leg to the active waypoint. 5. Make the Direct-To leg active by pressing [EXEC]. 6. Close up the route discontinuity as defined by the ATC clearance.


Page 9-2 July 17, 2013


DIRECT-TO WITH INTERCEPT

The crew can specify the desired inbound course into the Direct-To waypoint instead of leaving it to the FMS to compute. This is typically required to respond to an ATC clearance. When executing a Direct-To with Intercept Course, if the current aircraft track intercepts the crew-entered inbound course to the Direct-To waypoint, then the FMS will hold the current track until intercepting the inbound course. If the current aircraft track does not intercept the crew-entered inbound course to the Direct-To waypoint, then the FMS will steer the aircraft towards the inbound course by adopting a 45-degree intercept angle. If the geometry of the manoeuvre is such that the 45-degree intercept angle does not allow intercepting the inbound course before reaching the Direct-To leg termination, then the FMS will generate the NO INTERCEPT - SEL HDG message (advisory when editing the route and alert once the modification is executed). In such case the FMS will maintain wings-level roll attitude. The crew should then manually select the desired intercept angle from the Autopilot Mode Control Panel (in HDG SEL mode, out of LNAV mode) and reselect LNAV once established on the desired intercept angle. The navigation and guidance data output by the FMS (desired track, track angle error, crosstrack distance) are relative to the specified intercept course inbound to the waypoint.

Figure 9-2 Direct-To with Intercept Course


Page 9-3 July 17, 2013


DIRECT-TO A WAYPOINT WITH AN INTERCEPT PROCEDURE A. ON THE DEFAULT INBOUND COURSE (LEG INTERCEPT) Enter the identifier of the desired Direct-To waypoint in the scratchpad: 1. Display the first ACT LEGS page by pressing LEGS. 2. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. The "INTC CRS" prompt is displayed in LSK 6R, with the default inbound course shown in medium font size. If the Direct-To waypoint is part of the active route, the default inbound course is the inbound course of the route leg to the selected waypoint. If the Direct-To waypoint is an off-route waypoint, then the INTC CRS field displays dashes.

MOD

RTE 1 LEGS

101o CRS 1L 2L

RW06R

/oMAP

081o CRS

JCT

5L

2R

NA16R

3R 4.55N M

/H

R120o FR NANCY

1R

12.1N M

(INTC) 089o CRS

4L

1.67N M

(4000) 086o HDG

3L

1/1

32.4N M

4R 22.1N M

/o

5R INTC CRS

6L

089o>

6R

3. Select the Direct-To intercept mode with default inbound course by pressing INTC CRS (LSK 6R). The default inbound course changes to LARGE font and copied to the active waypoint course (LSK 1L title line). 4. Verify the course and distance of the leg to the active waypoint. 5. Make the Direct-To leg active by pressing EXEC. The "MOD" status in the title line is replaced by "ACT". AIRWAY INTERCEPT: The Direct-To with Intercept Course technique can be used when performing an airway intercept. However the desired airway segment to be intercepted should already be part of the flight plan for the technique to work well, such that the crew does not have to type in a desired course. When performing a Direct-To an airway waypoint that is part of the flight plan, the INTC CRS presented by the FMS in field LSK 6R is the actual airway track to be intercepted. The crew should not manually change the presented value.


Page 9-4 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) B. ON A MANUALLY ENTERED INBOUND COURSE (COURSE INTERCEPT) With the identifier of the desired Direct-To waypoint in the scratchpad: 1. Display the first ACT LEGS page by pressing LEGS. 2. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. 3. Key in the inbound course in the scratchpad. 4. Select the Direct-To intercept mode by pressing INTC CRS (LSK 6R). The entered inbound course is displayed in LARGE font and copied to the active waypoint course (LSK 1L title line). 5. Verify the course and distance of the leg to the active waypoint. 6. Make the Direct-To leg active by pressing EXEC. NOTE: If a new heading clearance is received to intercept the inbound course, steering aircraft to new heading and re-engaging LNAV will cause the FMS to hold the track resulting from the new heading to intercept the inbound course to the Direct-To waypoint.


Page 9-5 July 17, 2013




Page 9-6 July 17, 2013


SECTION 10 - HOLDING PATTERN NAVIGATION

CONTENTS Subject

Page

GENERAL .....................................................................................................................................................10-1 HOLD PARAMETERS DISPLAY..................................................................................................................10-2 ENTRY PROCEDURES ................................................................................................................................10-2 A. SECTOR 1 APPROACH - PARALLEL ENTRY ....................................................................................10-3 B. SECTOR 2 APPROACH - TEARDROP (OFFSET) ENTRY .................................................................10-3 C. SECTOR 3 APPROACH - DIRECT ENTRY ..........................................................................................10-3 HOLDING PATTERN GEOMETRY ..............................................................................................................10-4 HOLDING PATTERN AT A ROUTE WAYPOINT.........................................................................................10-5 HOLDING PATTERN AT AN OFF-ROUTE WAYPOINT .............................................................................10-7 HOLDING PATTERN AT PRESENT POSITION ..........................................................................................10-8 SECOND HOLDING PATTERN....................................................................................................................10-8 MODIFYING AN EXISTING HOLD ...............................................................................................................10-9 A. PRIOR TO HOLD ENTRY ......................................................................................................................10-9 B. AFTER HOLD ENTRY INITIATED ........................................................................................................10-9 EXITING A HOLDING PATTERN ...............................................................................................................10-10 A. EXIT OVER FIX (HOLD AT) WAYPOINT ............................................................................................10-10 B. EXIT BY DIRECT-TO NAVIGATION TO THE HOLDING FIX .............................................................10-10 C. EXIT BY DIRECT-TO NAVIGATION TO ANY WAYPOINT ................................................................10-11 CONTINUE TO HOLD.................................................................................................................................10-11 HOLDING PATTERN DELETION...............................................................................................................10-12 A. PRIOR TO ENTRY ...............................................................................................................................10-12 B. AFTER HOLD ENTRY INITIATED ......................................................................................................10-12


Page 10-i July 17, 2013






SECTION 10 HOLDING PATTERN NAVIGATION

GENERAL The FMS can navigate a race-track holding pattern at a holding fix. The parameters of the desired holding pattern may either be entered before take-off or while flying enroute. The holding fix is entered as a waypoint. This waypoint may be preselected, so that upon reaching it, the FMS will provide guidance to enter and continue the holding pattern until such time as the pattern is terminated either automatically or by operator action. The shape and terminology of Figure 10-1A below depicts a right turn holding pattern. For left turn holding patterns (refer to Figure 10-1B), the corresponding entry and holding procedures are symmetrical with respect to the inbound track.

Figure 10-1A Holding Pattern Right Turn

Figure 10-1B Holding Pattern Left Turn

It is recommended that the holding patterns be always flown with flight director indications.


Page 10-1 July 17, 2013


HOLD PARAMETERS DISPLAY

The distance to go is always the direct distance from aircraft position to the holding fix. However, the expected time of arrival (ETA) is based on the amount of time required to fly the current hold procedure back to the holding fix taking into consideration the along track distance and average ground speed for each of the four segments (two turns, one outbound leg and one inbound leg).

ENTRY PROCEDURES The entry into the holding pattern will be according to the track angle in relation to the three entry sectors shown below.

Figure 10-2 EFIS Display of Holding Pattern The FMS annunciates about the selected entry procedure by generating the PARALLEL HOLD ENTRY, TEARDROP HOLD ENTRY or DIRECT HOLD ENTRY advisory message when within five minutes of reaching the holding fix. An advisory message may be retriggered at the holding fix if the entry procedure changes from the time the first advisory was generated.


Page 10-2 July 17, 2013


A. SECTOR 1 APPROACH - PARALLEL ENTRY 1. On reaching the holding fix, the FMS commands a turn onto an outbound heading so as to fly a leg parallel to the inbound leg for a length of approximately 2.6 times the turn radius; and then: 2. Turn left on to the holding side to intercept the inbound track; and then: 3. Upon flying over the holding fix, turn right and follow the holding pattern. If the holding pattern is a left turn, then the turn directions should be the opposite. B. SECTOR 2 APPROACH - TEARDROP (OFFSET) ENTRY 1. On reaching the holding fix, the FMS commands a turn to fly a 40° track relative to the reciprocal of the inbound track on the holding side; then: 2. Fly outbound until the turn distance needed to acquire the inbound leg under current wind conditions is reached; and then: 3. Turn right to intercept the inbound track of the holding pattern. 4. Upon flying over the holding fix, turn right and follow the holding pattern. If the holding pattern is a left turn, then the turn directions should be the opposite. C. SECTOR 3 APPROACH - DIRECT ENTRY On reaching the holding fix for the first time, the FMS commands a right turn to follow the holding pattern. If the holding pattern is a left turn, then the turn directions should be the opposite.


Page 10-3 July 17, 2013


HOLDING PATTERN GEOMETRY The initial geometry of the holding pattern is computed on the first fly-over of the holding fix, based on current TAS and computed wind, and at a bank angle for a rate one (1) turn, or not exceeding the maximum configured roll, whichever is less. The size of the holding pattern is compared to the dimensions of the protected airspace, less a small buffer, defined by ICAO for the maximum holding speed (refer to Table 10-1) and maximum wind for that altitude. On each subsequent fly-over of the holding fix the holding pattern geometry is recomputed using the current TAS and wind. If the combination of current speed, measured wind and achievable bank angle will cause the ICAO holding pattern protected airspace to be exceeded, the alert message UNABLE HOLD SIZE (if configured) is generated one (1) minute prior to reaching the holding fix on entry, and on each subsequent fly-over of the fix. NOTE: When buffet protection is configured, the FMS removes the buffet limit during a hold to ensure that the bank angle limit does not cause an increase in the holding pattern area. Certain autopilot models significantly reduce the maximum bank angle achievable with LNAV-coupling. On such installations the UNABLE HOLD SIZE message will be more frequent, especially at high altitude. Aircraft Type Fixed wing, slow Fixed wing, fast (Aerobatic)

Altitude (feet)

Maximum IAS (knots)

0-14,000 0-14,000 14,000-20,000 20,000-34,000 34,000 and above

170 230 240 265 0.83 Mach

Table 10-1 ICAO Maximum Holding Speeds ICAO maximum bank angle is set to the minimum of 25 deg or the bank angle required maintaining a rate 1 turn at the ICAO maximum true air speed. ICAO maximum leg time is 1 minute for altitudes below 14 000 feet. It is set to 1.5 minutes otherwise. ICAO maximum wind speed is set to twice the altitude value in thousands of feet plus 47. ICAO maximum true air speed is computed based on, but not limited to, the ICAO maximum holding speed and as a function of altitude. ICAO rate of turn is computed based on, but not limited to, the ICAO maximum bank angle and ICAO maximum true air speed. NOTE: The holding pattern geometry provides parallel inbound and outbound legs.


Page 10-4 July 17, 2013


HOLDING PATTERN AT A ROUTE WAYPOINT With any ACT LEGS page displayed: Press [HOLD], the ACT RTE x LEGS 1/X page is displayed with "/H" in the scratchpad. NOTE:

The holding pattern can also be inserted in the inactive route by pressing [HOLD], when an inactive route-related page is already in view. The inactive RTE y LEGS 1/X page is displayed with "/H" in the scratchpad.

or: Key in "/H".

MOD

RTE 1 LEGS

299o 1L 2L

CAFTA 298o

2R 3R 165N M

BKA 282o

5L

KILLA

6L

1R

86.7N M

MOCA1 306o

4L

154N M

YZP 307o

3L

1/4

39.6N M

4R 197N M 5R

LEGS ETA>

6R

or: Press [LEGS] and key in /H. then: 1. Display the desired HOLD FIX waypoint by pressing [PREV] or [NEXT] as required. 2. Move the /H prompt to the desired holding waypoint by pressing the appropriate LSK. The MOD HOLD page is displayed. Default values of hold parameters are displayed (right turn, inbound course equal to course of route leg to holding waypoint, and leg time of 1 or 1.5 minutes depending on aircraft altitude at the time the hold entry is initiated). Follow the manual entry procedure below to modify any hold parameters. If present in the navigation database, speed and altitude restrictions are also displayed. When the aircraft crosses 14000 ft, the HOLD leg time does not change automatically. 3. Change the turn direction by pressing LSK 2L. and/or:


Page 10-5 July 17, 2013


4. Key in the new inbound course into the scratchpad and move it to the INBD CRS field by pressing LSK 3L. and/or: 5. Key in the new leg time/leg distance into the scratchpad and move it to the TIME/LEG DIS field by pressing LSK 4L. The field which has not been entered (either time or distance) is replaced by dashes. then: 6. Verify the new holding pattern parameters. 7. Arm the hold by pressing [EXEC].

RTE 1 HOLD FIX 1L

KILLA TURN DIR

2L

>RIGHT

1/1

SPD/ALT 2 3 0 / 5000A ICAO SPD 230K T

1R 2R

INBD CRS 3L

050

4L

LEG TIME/DIS 1.0M I N / - - . - N M EXIT TYPE

5L 6L

o

3R FIX ETA

STATUS MANUAL INACTIVE *FIX CSTR:210/6000*

4R 5R 6R

8. Return to the RTE x LEGS 1/X page by pressing [LEGS]. The previously displayed ACT x LEGS 1/X page is displayed with "/H" legend beside the waypoint identifier. The holding pattern is now armed at the selected waypoint. On reaching this waypoint, navigation and guidance is provided to perform a standard entry and on the HOLD 1/X page, the title line status will be shown as "ACT HOLD". On reaching the holding waypoint the course to the active waypoint displayed on the RTE x LEGS 1/X and PROGRESS 1/4 pages is replaced by the legend "HOLD AT", and a HOLD prompt is displayed at LSK 6R. The speed and altitude constraints displayed on the RTE x LEGS 1/X page for the holding waypoint are replaced by the hold values if they are different than the constraints for the hold waypoint. A navigation database holding pattern used for a course reversal is identified as EXIT TYPE “ONCE”. The exit of this type of holding pattern is performed automatically by the FMS upon completion of the entry procedure (e.g.: second crossing of the holding fix). NOTE:

If the hold is not active and the holding fix altitude constraint (as displayed on the LEGS page) differs from the holding pattern altitude constraint (as displayed by the SPD/ALT [1R] field on the HOLD page), the speed constraint (if any) and altitude constraint are displayed in the status line between [5L] and [6L].

NOTE:

RTE X HOLD page layout is different when Performance VNAV is configured. Refer to Performance VNAV section.


Page 10-6 July 17, 2013


HOLDING PATTERN AT AN OFF-ROUTE WAYPOINT Key a valid off-route waypoint identifier followed by /H into the scratchpad (e.g.: KILLA/H). NOTE: If the waypoint is not in the navigation database, a temporary waypoint should be created and inserted in the desired location in the route (as described in Section 5) before defining the holding pattern.

MOD

RTE 1 HOLD

FIX 1L

KILLA TURN DIR

2L

>RIGHT

1/1


1R 2R

INBD CRS 3L

282

4L


5L 6L

o

MANUAL

3R FIX ETA

1425Z

4R

STATUS INACTIVE

5R

6R

1. Display the desired location in the route by pressing [LEGS] and [NEXT] as required. 2. Move the waypoint entry to the desired location by pressing the appropriate LSK. The MOD HOLD page is displayed. Modify the holding pattern parameters as required, following the manual entry procedure described previously. 3. Verify the holding pattern parameters, and arm the hold by pressing [EXEC]. NOTE: If the off-route waypoint is made the active waypoint, EXECuting the holding pattern ALSO results in direct-to navigation to the holding waypoint without an intercept course. If an intercept course is required, return to the LEGS page and setup the intercept course prior to pressing EXEC.


Page 10-7 July 17, 2013


HOLDING PATTERN AT PRESENT POSITION 1. Display the ACT RTE x LEGS 1/X page with the /H prompt in the scratchpad by pressing HOLD. If a holding pattern has already been defined, the HOLD 1/1 page is displayed. Press NEW HOLD (LSK 6L) to display the ACT RTE x LEGS 1/X page, with a HOLD PPOS prompt displayed at LSK 6R. NOTE: To cancel the procedure at this stage, press [LEGS]. replaced by the normal prompt.

The prompt at LSK 6R is

2. Select the present position hold mode by pressing (LSK 6R). The MOD HOLD 1/X page is displayed, with the holding waypoint identifier shown as "PPOS". If necessary, modify the hold parameters following the manual entry procedure described above. 3. Verify the pattern parameters. 4. Initiate an immediate entry to the hold at present position by pressing [EXEC]. The present position is defined at the moment the [EXEC] key is pressed. The "MOD" status in the title line changes to "ACT". The FMS performs a standard entry to the hold. If the inbound course is not aligned with the current course, an appropriate standard hold entry procedure will be followed. NOTE: A holding pattern at present position can only be initiated using the procedure described above. The manual entry of "/H" cannot be used. After EXECuting a hold at the present position, PPOS/H is shown in the first position of the ACT RTE x LEGS 1/X page. If, subsequently, a DIRECT-TO a waypoint not existent in the current route is performed, then the holding pattern is exited, the PPOS/H is deleted from the ACT RTE x LEGS 1/X page, and the respective waypoint is inserted in the first position of the ACT RTE x LEGS 1/X page followed by a discontinuity and the initial route.

SECOND HOLDING PATTERN With the ACT HOLD or HOLD page displayed: 1. Initiate the definition of a new hold by pressing (LSK 6L). 2. Follow any of the previously described hold definition procedures. The HOLD page title line will display 1/X instead of 1/1. Holding patterns are displayed in the order of route waypoints. When in ACT HOLD or HOLD pages, all holding patterns in the route can be displayed using [NEXT] or [PREV] keys.


Page 10-8 July 17, 2013


MODIFYING AN EXISTING HOLD A. PRIOR TO HOLD ENTRY 1. Display the HOLD 1/X page by pressing [HOLD]. 2. Modify the holding parameters. HOLD page title line will display MOD HOLD. 3. Verify the new pattern parameters, and accept them by pressing [EXEC]. B. AFTER HOLD ENTRY INITIATED 1. Display the HOLD 1/X page by pressing [HOLD]. When the aircraft is in the holding pattern, the ACT HOLD page is displayed. 2. Modify the holding parameters. The HOLD page title line will change from ACT HOLD to MOD HOLD. 3. Verify the new pattern parameters, and make them active by pressing [EXEC]. The HOLD page title line will change from MOD HOLD to HOLD. NOTE: The new parameters become effective for navigation and guidance only on the next fly-over of the holding fix, at which time the HOLD page title line will change from HOLD to ACT HOLD.


Page 10-9 July 17, 2013


EXITING A HOLDING PATTERN A. EXIT OVER FIX (HOLD AT) WAYPOINT 1. Display the ACT HOLD 1/X page by pressing [HOLD]. (Refer to HOLD 1/1 page in Appendix A for details.)

ACT

RTE 1 HOLD

FIX 1L

KILLA TURN DIR

2L

>RIGHT

1/1


1R 2R

INBD CRS 3L

050 o

4L


5L 6L

MANUAL
3R FIX ETA 2332Z STATUS IN PROGRESS

EXIT HOLD>

4R 5R 6R

2. Arm the exit hold procedure by pressing (LSK 6R). The "EXIT HOLD" prompt disappears, the status changes to EXITING HOLD and the prompt displays in green reverse video. "ACT" status in the title line changes to "MOD", and the EXEC annunciator illuminates. NOTE: The hold exit can be cancelled at this point by pressing (LSK 6L). The prompt reverts to "NEW HOLD", the prompt is displayed in green reverse video, the status changes to IN PROGRESS, "MOD" status reverts to "ACT", and the EXEC annunciator extinguishes. 3. Initiate exit from the hold by pressing [EXEC]. The FMS commands an immediate turn towards the holding fix to exit the holding pattern over the fix, followed by continuation of the active route. If the hold exit is initiated on the outbound leg, a shortened racetrack holding pattern is displayed on the EFIS. If a parallel or teardrop is still being performed when the exit hold is initiated, the entry procedure is completed normally prior to exiting the hold. Sequencing of the holding fix is done without turn anticipation (Fly-over). B. EXIT BY DIRECT-TO NAVIGATION TO THE HOLDING FIX Perform a standard direct-to procedure to the holding fix. When the direct-to is executed, navigation and guidance is provided for an immediate turn towards the inbound holding course. Sequencing of the holding fix is done with turn anticipation (Fly-by). NOTE: This procedure is only valid if the holding fix is a navigation database waypoint, therefore this procedure could not be used for holding fix at present position (PPOS).


Page 10-10 July 17, 2013


C. EXIT BY DIRECT-TO NAVIGATION TO ANY WAYPOINT Perform a standard direct-to procedure to any waypoint. When the direct-to is EXECuted, navigation and guidance is provided to turn in the shortest direction to the direct-to course.

CONTINUE TO HOLD When a procedure is defined with an exit type equals to “ONCE” or “AT TGT ALT”, and it is required to remain in the hold, the following procedure should be executed: 1. Display the ACT HOLD 1/X page by pressing [HOLD]. Refer to HOLD 1/1 page in Appendix A for details.

ACT

RTE 1 HOLD

FIX 1L

KILLA TURN DIR

2L

1/1


>RIGHT

1R 2R

INBD CRS 3L

050o

4L


5L 6L

MANUAL
3R FIX ETA 2332 STATUS EXIT ARMED

RESUME HOLD>

4R 5R 6R

2. Resume the exit hold procedure by pressing (LSK 5L). The "RESUME HOLD" prompt disappears, the status changes to RESUMING HOLD, the exit type changes to MANUAL and the prompt is displayed in green reverse video. "ACT" status in the title line changes to "MOD", and the EXEC annunciator illuminates. NOTE: The resuming hold can be cancelled at this point by pressing (LSK 6L). The prompt reverts to "NEW HOLD", the prompt is displayed in green reverse video, the status changes to EXIT ARMED, "MOD" status reverts to "ACT", and the EXEC annunciator extinguishes. NOTE: After the ONCE or AT TGT ALT procedure has been changed to a manual hold, it is impossible to return to the hold procedure defined in the navigation database. 3. Confirm the resume hold procedure by pressing (LSK 6R). The "RESUME HOLD" prompt is changed to EXIT HOLD, the status changes to IN PROGRESS, and the prompt is displayed. "MOD" status in the title line changes to "ACT", and the EXEC annunciator extinguishes.


Page 10-11 July 17, 2013


HOLDING PATTERN DELETION A. PRIOR TO ENTRY 1. Display the desired holding waypoint by pressing [LEGS], [NEXT] or [PREV] as required. 2. Key in /. 3. Cancel the hold by pressing the appropriate LSK. The "/H" legend at the selected waypoint is deleted. The waypoint is NOT deleted from route. 4. Accept the modified route by pressing [EXEC]. B. AFTER HOLD ENTRY INITIATED Perform any exit hold procedure.


Page 10-12 July 17, 2013


SECTION 11 - TACTICAL FUNCTIONS

CONTENTS Subject

Page

INTRODUCTION (additions to Section 1) ..................................................................................................11-1 NAVIGATION MODES...........................................................................................................................11-1 PREFLIGHT (additions to Section 3) .........................................................................................................11-2 FMS DISPLAY SETUP ..........................................................................................................................11-2 ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY ..........................................................11-2 USER DATABASE.................................................................................................................................11-4 A. MANUAL ENTRY OF A FIXED USER WAYPOINT IN THE DATABASE ...............................11-4 B. MANUAL ENTRY OF A MOVING USER WAYPOINT IN THE DATABASE ...........................11-6 C. MANUAL ENTRY OF AN AIRPORT TYPE USER WAYPOINT IN THE DATABASE ............11-7 D. DELETE A USER WAYPOINT FROM THE USER DATABASE .............................................11-8 E. DELETE ALL THE USER WAYPOINTS FROM THE USER DATABASE ............................11-10 F. VIEW ALL THE USER WAYPOINTS IN THE DATABASE ...................................................11-11 G. SAVING THE DATABASE FOR USE BY ANOTHER AIRCRAFT ........................................11-11 ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME ....................................................11-13 ROUTE SELECTION FROM THE LIST OF USER ROUTES .............................................................11-14 ENROUTE (additions to Section 5) ..........................................................................................................11-15 INSERTING A RADIAL-TO SEGMENT...............................................................................................11-15 DIRECT-TO/INTERCEPT (additions to Section 9)...................................................................................11-17 INTRODUCTION ..................................................................................................................................11-17 NAVIGATION OF DIRECT-TO A WAYPOINT WHEN FMS IS CONFIGURED FOR A "MOVING DTK" DIRECT-TO ..........................................................................................................................................11-17 NAVIGATION OF TACTICAL DIRECT-TO A WAYPOINT .................................................................11-18 TACTICAL DIRECT-TO A WAYPOINT PROCEDURE.......................................................................11-18 BACKTRACK ROUTE .........................................................................................................................11-20 RENDEZ-VOUS WITH A MOVING WAYPOINT .................................................................................11-22 MARK ON TOP (If configured)...........................................................................................................11-23 POSITION UPDATE.............................................................................................................................11-25


Page 11-i July 17, 2013






SECTION 11 TACTICAL FUNCTIONS This section covers tactical functions that are not normally enabled when the FMS is configured for Air Transport Operations. The sub-sections of this current section amend previous sections of the manual, in the context of tactical operations (non air-transport).

INTRODUCTION (additions to Section 1)

NAVIGATION MODES Current sub-section is introduced to document input from TACAN receiver. The FMS follows a hierarchical navigation mode system using TSO-approved sensors characterized by the following decreasing priority order: NAVIGATION MODES GPS DME/DME VOR/DME/TACAN Inertial Dead Reckoning

SENSOR

TSO-C129a B1/C1 GPS sensor TSO-C66c DME receiver TSO-C66c DME receiver; TSO-C40c VOR receiver TSO-C4c, TSO-C6d IRS Heading + TAS inputs

VOR/DME/TACAN VOR/DME navigation is used in areas with sparse DME coverage where there are less than three DME stations available. This mode combines co-located DME or TACAN distance and VOR or TACAN bearing to determine position. Tuned facility information is displayed on the VOR/DME/TACAN STATUS page and individual stations can be inhibited from the navigation solution from the VHF NAV DESELECT page.


Page 11-1 July 17, 2013


PREFLIGHT (additions to Section 3)

FMS DISPLAY SETUP Color/Monochrome display setup: NOTE: COLOR/MONOCHROME selection prompt is unavailable when the Air Transport configuration option is enabled.

DISPLAY 1L

1/1

1R

2L

2R DISPLAY

3L

>COLOR

3R

4L

4R

5L

5R

6L

6R

1.Press (LSK 3L) and select color or monochrome for this test. Re-select color thereafter. 2.Press [INIT/REF]. 3.Press to return to the IDENT 1/2 page.

ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY

FMS1 SETUP

1/1

DISPLAY 1L

>MAG TIME

2L

>UTC COORD

3L

>LAT_LONG

OFFSET

+5.0H R S

1R 2R

DATUM

WGS84<

4L

3R 4R

5L

FMS OPERATION >SYNCHRONIZED

6L

5R

ROUTE>


6R

Page 11-2 July 17, 2013


Select time reference to LOCAL or UTC by pressing LSK 2L. If UTC time is selected enter the local time offset from the UTC time by pressing LSK 2R. (Validity checking ensures entry is between +/-12.0 hours and steps are 0.5 hours). Press (LSK 3L) and select coordinates. SWISS_GRID.

Possible values are LAT_LONG, UTM, MGRS and

NOTE: The TIME, OFFSET, COORD and DATUM prompts are not available when the Air Transport configuration option is enabled. Only one coordinate system is active for both entry and display of positional information at any given time. Swiss Grid position is defined as Northing and Easting coordinates up to 999 km, locating a position to within 10 meter square. The FMS is able to display to full range of the Swiss Grid coordinate system. However, the FMS will only accept manual entries within the following limits: 062 - 302 (Northing) 480 - 865 (Easting) Press (LSK 3R) and select appropriate datum. Fifty-one possible values can be configured (e.g.: WGS84, ARC 1960, AUSSIE 84). NOTE:

If the SWISS_GRID coordinates are chosen, the DATUM is set to CH1903 and cannot be changed.

NOTE:

WGS84 is the certified datum for commercial use.


Page 11-3 July 17, 2013


USER DATABASE The FMS contains a User database which is used to store user waypoints and user routes. User waypoints can be: • entered from the scratchpad or • received from the digital map or • loaded from or saved to the DLU. It is also possible to associate the existing route (MOD/ACT) with a user route created by the user and stored in the User database. User waypoints can be defined as different types: • Waypoint (fixed or moving); • Airport; • VHF NAV (TACAN only). A new user waypoint can be created on the USER WPT pages either by directly entering the coordinates of the new waypoint or by using a known position as reference and a radial/distance from the reference position to the desired user waypoint position. Moving waypoints may be created if the Moving Waypoint configuration option is selected. The FMS can be configured to automatically delete the entire content of the user database on every cold start when aircraft is on the ground. A. MANUAL ENTRY OF A FIXED USER WAYPOINT IN THE DATABASE Display the NAV DATA 1/1 page by pressing [INIT REF],
(LSK 1R).

NAV DATA

1/1

ID 1L

-----

1R

2L

2R

3L

3R

4L

4R

5L

5R

6L

DES+SAR>


6R

Page 11-4 July 17, 2013


1. Press the prompt at LSK 6R.

USER WPT

1/2

I D / P O S o

1L

FREE= 459 o . . BRG/DIS

1R

T

2L

--- /---N M

2R

TYPE 3L

>FIXED

3R

REF WPT ID 4L

RAD/DIS o

-----

/

NM

4R

REF WPT POS 5L

---o--.-- ----o--.--

5R

6L

6R

WPT LIST>

2. Enter the waypoint identifier in the ID field at LSK 1L. 3. Enter the position at LSK 1R or enter the Bearing/Distance at position LSK 2L. By entering a Bearing/Distance, the FMS computes a position using as reference the present position and displays the coordinates of the user waypoint to be displayed on LSK 1R. The number of available waypoints are displayed in the “FREE=“field (a maximum of 460 user waypoints can be defined).

1L

USER WPT 1/2 ADFF I D / P O S ACT RTE N45o12.23 W043o32.12 BRG/DIS

TRK/GS

T

2L

1R

T

223 /115N M

111 /222K T

2R

TYPE 3L

MOVING

3R

REF WPT ID 4L

RAD/DIS o

ADED

000 /0.00N M

4R

REF WPT POS 5L

N45o12.23 W043o32.12

5R

6L

6R

SAVE?

CONFIRM>

4. When the mandatory fields are filled (e.g. name and position of the new user waypoint), a CANCEL/CONFIRM prompt is displayed. Press to accept (LSK 6R) or (LSK 6L).


Page 11-5 July 17, 2013


B. MANUAL ENTRY OF A MOVING USER WAYPOINT IN THE DATABASE Access the USER WPT 1/2 page by pressing [INIT REF],
(LSK 1R), and (LSK 6L).

USER WPT

1/2

I D / P O S o

1L

FREE= 459 o . . BRG/DIS TRK/GS T

2L

T

--- /---N M

/

KT

1R 2R

TYPE 3L

>FIXED

3R

REF WPT ID 4L

RAD/DIS o

-----

/

NM

4R

REF WPT POS 5L

---o--.-- ----o--.--

5R

6L

6R

WPT LIST>

1. To create a moving waypoint, toggle the “Type” prompt (LSK 3L) from Fixed to Moving. 2. Enter the waypoint identifier in the ID field at LSK 1L. 3. Enter the position at LSK 1R or the Bearing/Distance at position LSK 2L. 4. Enter the Track and Ground Speed of the moving waypoint at LSK 2R. 5. When the mandatory fields are filled, a CANCEL/CONFIRM prompt is displayed. Press (LSK 6R) to accept or (LSK 6L).

USER WPT ADFF

ID/POS

N45o12.23 043o32.12

1L

BRG/DIS

TRK/GS

T

2L

1/2

FREE= 459 1R

T

223 /115N M

111 / 22K T

2R

TYPE 3L

>MOVING

3R

REF WPT ID 4L

RAD/DIS

000o/0.00N M

ADED

4R

REF WPT POS 5L

N45o12.23 W043o32.12

5R

6L

6R

SAVE?

CONFIRM>


Page 11-6 July 17, 2013


6. After confirming, the moving waypoint is saved in the user database and can be viewed in the user waypoint list (user waypoints are displayed in alphabetical order on the USER WPT LIST 1/1 page). Access the USER WPT LIST 1/1 page by pressing [INIT REF], (LSK 2R), and (LSK 1L). The moving waypoints are identified by displaying the symbol MOV in reverse video besides and underneath the waypoint identifier. The distance from the present position to the user waypoints is also displayed in the USER WPT LIST 1/X page.

USER WPT LIST DIS NM 20.1

1R

82.7>

2R

32.6>

3R

24.1>

4R

1L

2L

28.9

HEC

3L

36.3

INTC

4L

81.6

LAHAB

5L

21.5

LAX16

6L

MOV

1/2

DIS NM GABRE 0 . 7 9 >

MOV

23.8> MOV DEL ALL>

5R 6R

7. Any user waypoint (fixed or moving) can be visualized and modified by pressing the corresponding LSK on the USER WPT LIST 1/X page. The NAV DATA 1/1 page will be displayed and changes can be performed on the parameters. If a moving waypoint which is present in the active route is displayed then “ACT RTE” field at LSK 3R is displayed in reverse video.

NAV DATA ADFF 1L

1/1

MOVING WPT POS

N45o12.23 043o32.12 T B R G / D I S 134 /123N M

2L 3L

1R 2R

DATABASE USER ACT RTE T T R K / G S 111 / 23K T

3R

4L

4R

5L

5R

6L

DES+SAR>

6R

NOTE: The distance is displayed with “***” when the distance is above 500 nm. C. MANUAL ENTRY OF AN AIRPORT TYPE USER WAYPOINT IN THE DATABASE Access the USER WPT 1/2 page by pressing [INIT REF],
(LSK 1R), and (LSK 6L). 1. Enter the waypoint identifier in the ID field at LSK 1L. 2. Enter the position at LSK 1R or enter the Bearing/Distance at LSK 2L. NOTE: The steps 1 and 2 can be replaced by entering a known identifier in LSK 4L and defining a radial/distance from the reference position to the desired user waypoint position.


Page 11-7 July 17, 2013


3. Press [NEXT] to display the USER WPT 2/2 page. 4. Toggle Identifier type (WAYPOINT, AIRPORT, VHF NAV) at LSK 1R and select AIRPORT. 5. Enter the airport ELEVATION at LSK 5R (mandatory field). When the mandatory fields are completed (e.g. name and position of the new user waypoint), a CANCEL/CONFIRM prompt is displayed. Press (LSK 6R) to accept or (LSK 6L).

USER WPT ID 1L

2/2

FREE= 459

YUL

TYPE

AIRPORT>

1R

REGION 2L

CAN/CY

2R

3L

3R

4L

4R ELEVATION

323F T

5L 6L

CONFIRM>

SAVE?

5R 6R

D. DELETE A USER WAYPOINT FROM THE USER DATABASE Any existing user waypoint can be deleted from the user database by displaying the waypoint information and then using the CLR functional key. This user waypoint deletion can be performed in several ways: 1. With the USER WPT 1/2 page displayed press the CLR functional key and then LSK 1L. The CANCEL/CONFIRM prompt is displayed. Press (LSK 6R) to accept or (LSK 6L).

USER WPT ADFF

ID/POS

1/2

FREE= 459

N45o12.23 043o32.12

1L

BRG/DIS

1R

T

2L

223 /115N M

2R

TYPE 3L

>FIXED

3R

REF WPT ID 4L

RAD/DIS o

-----

000 /0.00N M

4R

REF WPT POS 5L

---o--.-- ----o--.--

5R

6L

6R

DELETE?

CONFIRM>


Page 11-8 July 17, 2013


2. With the NAV DATA 1/1 page displayed press the CLR functional key and then LSK 1L. The CANCEL/CONFIRM prompt is displayed. Press (LSK 6R) to accept or (LSK 6L).

NAV DATA ADFF 1L

1/1

MOVING WPT POS

N45o12.23 043o32.12 T B R G / D I S 134 /123N M

2L 3L

1R 2R

DATABASE USER ACT RTE T T R K / G S 111 / 23K T

3R

4L

4R

5L

5R

6L

DELETE?

CONFIRM>

6R

3. With the USER WPT LIST 1/1 page displayed, press the CLR functional key and then the LSK corresponding to the user waypoint that has to be deleted. The CANCEL/CONFIRM prompt is displayed. Press (LSK 6R) to accept or (LSK 6L).

USER WPT LIST

1/2

1L

DIS NM

1R

2L

28.9

HEC

82.7>

2R

3L

36.3

INTC

32.6>

3R

4L

81.6

LAHAB

24.1>

4R

5L

21.5

LAX16

6L

MOV

MOV

DELETE?

23.8> MOV CONFIRM>


5R 6R

Page 11-9 July 17, 2013


E. DELETE ALL THE USER WAYPOINTS FROM THE USER DATABASE All the user waypoints can be deleted from the user database using a single prompt DELETE ALL on the USER WPT 2/2 page. The same prompt is also available from the USER WPT LIST X/Y page. Access the USER WPT 2/2 page by pressing [INIT REF],
, , [NEXT].

USER WPT 1L

ID

2/2

FREE= 459

ADFF

TYPE

WAYPOINT<

1R

2L

2R

3L

3R

4L

4R

5L

5R

6L

DELETE ALL>

6R

On the USER WPT 2/2 page press the DELETE ALL prompt (LSK 6R) and a CANCEL/CONFIRM prompt is displayed. Press (LSK 6R) to accept or (LSK 6L). NOTE:

If a moving waypoint is present in the active or modified route, pressing the DELETE ALL prompt will display the advisory message !MOV WPT IN ROUTE instead of the CANCEL/CONFIRM prompt.

USER WPT ID 1L

FREE= 459

YUL

2/2 TYPE

NDB NAV>

REGION 2L

---/--

1R 2R

3L

3R

4L

4R

5L

5R

6L

DELETE?

CONFIRM>


6R

Page 11-10 July 17, 2013


F. VIEW ALL THE USER WAYPOINTS IN THE DATABASE The complete list of the user waypoints can be viewed by pressing [INIT REF], , . Up to 10 user waypoints are displayed on a single page and a maximum of 460 waypoints can be defined. To view the other pages press [NEXT] or [PREV].

USER WPT LIST

1/2

1L

DIS NM

1R

2L

28.9

HEC

82.7>

2R

3L

36.3

INTC

32.6>

3R

4L

81.6

LAHAB

24.1>

4R

5L

21.5

LAX16

23.8>

5R

6L

MOV

MOV

MOV

6R

G. SAVING THE DATABASE FOR USE BY ANOTHER AIRCRAFT The user data accumulated during the missions can be retrieved from the FMS using a serial (e.g. Targa or High Speed) data loader. This data can then be loaded into any FMS. 1. By pressing [INIT REF], [NEXT], , the DATA LOAD 1/1 page is displayed. Toggle the TYPE prompt (LSK 1L) till it indicates USER_DATA.

DATA LOAD

1/1

TYPE 1L 2L

>USER_DATA STATUS IDLE

1R 0000K B 2R

3L

3R

LOAD>

4L 5L 6L

4R 5R

SAVE>


6R

Page 11-11 July 17, 2013


2. Press SAVE (LSK 6R) to start data download from the FMS to the Data Loader Unit (only when aircraft on ground).

DATA LOAD

1/1

TYPE 1L

>USER_DATA

2L

STATUS SAVING TO DISK 0014KB 56%

3L 4L

2R 3R

5L 6L

1R

4R 5R

6R

NOTE: The same action can be performed using the HIGH SPEED LOADER page. Refer to Appendix A for additional details.


Page 11-12 July 17, 2013


ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME Display the RTE 1/X page by pressing the RTE function key.

MOD

RTE 1

ORIGIN 1L

KSEA RUNWAY

2L

-----

1/3 DEST

PANC FLT NO

KL007

1R 2R

ROUTE 3L

KSEAPANC1

3R

4L

CO RTES>

4R

5L

USER RTES>

5R

DEPARTURES>

6R

6L

1. Press the prompt (LSK 5R) the USER ROUTES 1/X page is displayed. 2. Select from the USER ROUTES 1/X page the user route identifier, e.g.: KSEAPANC1. The RTE 1/X page is re-displayed with the user route identifier displayed at the ROUTE field, LSK 3R. "MOD" status is displayed in the title line. A "!WAIT" advisory message appears in the scratchpad while the route information is being extracted from the navigation database. 3. Verify the ORIGIN and DEST identifiers. 4. Enter flight number into the scratchpad. Move to the FLT NO field by pressing LSK 2R. 5. Accept the new active route by pressing [EXEC]. "MOD" status in the title line changes to "ACT". The selected route is now active. NOTE: When loading a user route in flight, the FMS will append a "+" to the user route identifier on the ROUTE page thus indicating that the user route has been appended to the end of the current flight plan. When a user route is inversed, the route name is preceded by the prefix INV in reverse video.


Page 11-13 July 17, 2013


ROUTE SELECTION FROM THE LIST OF USER ROUTES With the ACT or MOD RTE 1/X page displayed: Display the user routes by pressing (LSK 5R).

USER ROUTES

1/1

0001M0009M

WPT01WPT09

2L

WPT01WPT10

STATION010

3L

STATION015

----------

1L

4L

1R 2R 3R 4R

LOAD 5L

>DIRECT

6L

5R

DELETE ALL>

6R

User routes are displayed left to right, in the order of entry. 1. Display the desired route by pressing [NEXT] or [PREV] as often as required. 2. Select route identifier by pressing the appropriate LSK. 3. Select the direction in which the route is loaded by toggling DIRECT/INVERSE using LSK 5L. 4. The RTE 1/X page is re-displayed. Verify the ORIGIN and DEST identifiers. 5. Accept the new active route by pressing [EXEC]. When airborne, selecting a user route will replace the destination with the selected user route destination and will insert a discontinuity after the active waypoint followed by the selected user route waypoints. If a procedure (for e.g. STAR or Approach) is part of the flight plan, the whole procedure is replaced by the select user route.


Page 11-14 July 17, 2013


ENROUTE (additions to Section 5)

INSERTING A RADIAL-TO SEGMENT A Radial-To segment is first defined in the RADIAL-TO, which is accessed in one of the following ways: • •

by pressing [INIT REF], (LSK 6R), entering the waypoint ident in the REF ID field at LSK 1L and then pressing (LSK 4R); by typing /R in the scratchpad and pressing the LSK corresponding to the waypoint on which the operator wants to define a Radial-To procedure.

NOTE:

A"RADIAL-TO" can also be inserted in the inactive route by pressing [INIT REF], (LSK 6R), [NEXT] (for the INACT DES+SAR 2/2), entering the waypoint ident in the REF ID field at LSK 1L and (LSK 4R).

RTE 1 RADIAL-TO

1/1

FIX 1L

YUL

1R

INBD CRS o

2L

016

2R

DISTANCE 3L

10.0N M

3R

4L

4R

5L

5R

6L

6R

1. Enter the parameters defining a Radial-To procedure: waypoint identifier, inbound course (radial) and distance. 2. Access the ACT RTE x LEGS or RTE x LEGS page(s) by pressing NEW RADIAL-TO at LSK 6L. The corresponding RTE x LEGS page(s) is accessed with the Radial-To information in the scratchpad.

ACT

RTE 1 LEGS

299o 1L 2L 3L

CAFTA 298o

154N M

YZP 307o

2R 3R 165N M

BKA 282o

5L

KILLA

6L

1R

86.7N M

MOCA1 306o

4L

2/4

39.6N M

4R 197N M 5R

LEGS ETA>


6R

Page 11-15 July 17, 2013


Press the LSK (1L, 2L, 3L, 4L or 5L) where the segment is to be inserted. NOTES: a) If the reference point is not part of the selected route, then the segment is inserted between the waypoint corresponding to the LSK pressed and the following waypoint. b) If the reference waypoint belongs to the route, the route is modified as follows: 1- The insertion waypoint is two places ahead. The Radial-To segment replaces the segment between the insertion waypoint and the next. 2- The insertion waypoint is one waypoint ahead of the reference waypoint. Radial-To segment replaces the segment between the insertion and the reference waypoints. 3- The insertion waypoint is the reference waypoint. The following segments replace the segment between the preceding and the reference segment. The segment created between the preceding and the Radial-To entry waypoints is followed by the Radial-To segment. 4- The insertion waypoint follows the reference waypoint. This is an abnormal situation, where the Radial-To flight path is flown back and forth at the reference waypoint. A discontinuity is created at the next waypoint. 5- The insertion waypoint is more than one waypoint passed the reference waypoint. The Radial-To segment is introduced as described for a reference waypoint that does not belong to the route. However the route will be comprised of a closed loop section.


Page 11-16 July 17, 2013


DIRECT-TO/INTERCEPT (additions to Section 9)

INTRODUCTION NOTE: The direct-to function can be defined as standard or moving_dtk (via a configurable option). In addition to this selection, a tactical direct-to function can also be available. When both are configured, they coexist in the FMS. NAVIGATING DIRECT-TO A WAYPOINT WHEN FMS IS CONFIGURED FOR TRACKING THE BEARING TO THE WAYPOINT ("MOVING DTK" configuration option) When this configuration option is used, the FMS does not calculate a fixed path over the ground when performing the turn towards the Direct-to waypoint. Upon the command initiation, the FMS uses the bearing from present position to the Direct-To waypoint as the desired course. Because the bearing to the waypoint changes as the aircraft is turning towards the waypoint, the desired course will change accordingly. The FMS dynamically adjusts the desired course (and keeps the lateral deviation centered) until the aircraft track is within 2 degrees of the desired course (bearing to waypoint). Once the aircraft track is within 2 degrees of the desired course, then the FMS fixes the path to the waypoint and provides the lateral deviation with respect to this fixed path. Figure 9-1 illustrates the Direct-To a waypoint procedure, including the expected desired track and lateral deviation indications on the HSI at points of interest along the procedure. WP2

WP1

Direct-To executed at this point

PPOS

00

03

21

30

03

18

00

15

33

33

00

03

When TKE > 2 degrees intercept course is variable; deviation needle is centered

12

15

18

21

24

09

27

06

30

12

24

09

27

06

When TKE < 2 degrees intercept course is fixed; deviation needle is according to aircraft position

12

24

09

27

06

30

33

15

18

21

0703004

Figure 9-1 "Moving DTK" Direct-To a Waypoint Procedure


Page 11-17 July 17, 2013


NAVIGATION OF TACTICAL DIRECT-TO A WAYPOINT When a Tactical Direct-To a waypoint procedure is executed, the FMS provides Roll steering, track angle error and lateral deviation guidance to the FD/AP based on the aircraft present position and track. The Tactical Direct-To behaves similarly as the “Moving DTK” Direct-To. The difference between the Tactical Direct-To and the “Moving DTK” Direct-To consists in the condition to freeze the direct track to the active waypoint. In the case of the Tactical Direct-To, this condition is the minimum turn distance (as opposed to the +/- 2 degrees track difference in the case of a “Moving DTK” Direct-To).

TACTICAL DIRECT-TO A WAYPOINT PROCEDURE A. TACTICAL DIRECT-TO A WAYPOINT IN THE ACTIVE ROUTE 1. Display the DES+SAR 1/2 page by pressing [INIT REF], . 2. Enter the waypoint identifier in the REF ID field. 3. Press (LSK 5R). 4. The waypoint identifier followed by the “/T” qualifier is displayed in the scratchpad and the ACT RTE x LEGS 1/X page is displayed. 5. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. "ACT" status on the title line is replaced by "MOD". The direct course and distance from aircraft present position to the active waypoint is displayed. 6. Verify the inbound course and distance of the leg to the active waypoint. Information on any other page can be verified prior to making the tactical direct-to leg active. 7. Make the tactical direct-to leg active by pressing [EXEC]. Another method of initiating a Tactical Direct-To is using the “/T” qualifier directly: 1. Display ACT RTE x LEGS 1/X page by pressing [LEGS]. 2. Display the desired waypoint by pressing [NEXT] or [PREV] as required. 3. Key in, or copy the waypoint identifier into the scratchpad by pressing the appropriate LSK. 4. Key in the “/T” qualifier after the waypoint identifier. 5. Return to the first ACT RTE x LEGS 1/X page by pressing [LEGS] or [PREV] as required. 6. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. "ACT" status on the title line is replaced by "MOD". The direct course and distance from aircraft present position to the active waypoint is displayed.


Page 11-18 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 7. Verify the inbound course and distance of the leg to the active waypoint. Information on any other page can be verified prior to making the tactical direct-to leg active. 8. Make the tactical direct-to leg active by pressing [EXEC]. B. TACTICAL DIRECT-TO A WAYPOINT IN THE INACTIVE ROUTE 1. Display the INACT DES+SAR 2/2 page by pressing [INIT REF], , [NEXT]. 2. Enter the waypoint identifier in the REF ID field. 3. Press (LSK 5R). 4. The waypoint identifier followed by the “/T” qualifier is displayed in the scratchpad and the RTE x LEGS 1/X page is displayed. 5. Move the waypoint identifier to the active waypoint field by pressing LSK 1L. 6. Verify the inbound course and distance of the leg to the active waypoint. Information on any other page can be verified prior to making the tactical direct-to leg active. 7. Insert the tactical direct-to leg in the inactive route by pressing .


Page 11-19 July 17, 2013


BACKTRACK ROUTE The FMS provides an backtrack route function which retraces the route flown allowing an aircraft to fly back, from the present position to the origin, following the same sequence of waypoints flown but excluding any waypoints associated to the following special procedures: • • • •

STAR; SID; APPROACH; HOLDING.

NOTE: The origin of a HOLDING procedure is included in the inverse route. When a manual Direct-To or a Direct-To with Intercept is performed in the active route, the FMS adds a temporary waypoint to the inverse route to mark the present position except when on ground or during the special procedures mentioned above. All legs in the backtrack route are flown as Track between two Fixes (ARINC 424 TF leg type), except for the first leg, which is flown as a Track between two Fixes (ARINC 424 TF leg type) only if the previously flown leg is preserved. Otherwise, the first leg is flown as a Direct To Fix (ARINC 424 DF leg type). Activation of the backtrack route while in-flight is configurable with two following options. The resulting modified route consists of: A. Configuration Option 1 (default) If a current active waypoint is defined: • the current active waypoint, starting at the Top waypoint location on the MOD LEGS page, followed by a discontinuity, then • a temporary waypoint to mark the present position and then • the waypoints of the backtrack route. Otherwise, • a temporary waypoint to mark the present position, starting at the Top waypoint location on the MOD LEGS page; then • the waypoints of the backtrack route. B. Configuration Option 2 • •

the first waypoint of the backtrack route, starting at the Top waypoint location on the MOD LEGS page, which is the last overflown waypoint with its course set in the opposite track direction (e.g. original track - 180º); then the remaining waypoints of the backtrack route.

Following activation of the backtrack route while on ground, the resulting modified route consist of the waypoints of the backtrack route, starting at the Top waypoint location on the MOD LEGS page, regardless of the selected configuration option. When the Inactive route is engaged, the FMS keeps the existent waypoints in the backtrack route and continues adding waypoints to the same backtrack route list as the new route is flown.


Page 11-20 July 17, 2013


The backtrack route records the waypoint attribute (flyby or flyover). The backtrack route is available only from the active route page. The backtrack route is configurable. 1.

Display the ACT RTE 1 1/X page by pressing the RTE functional key:

ACT

RTE 1

ORIGIN 1L

KSEA RUNWAY

2L

-----

1/3 DEST

PANC FLT NO

KL007

1R 2R

ROUTE 3L 4L

5L

KSEAPANC1

3R

CO ROUTES>

4R

USER ROUTES>

5R

OFFSET 6L

R0.0N M

6R

2. Display the MOD RTE LEGS 1/X page by pressing the prompt (LSK 5L). When the backtrack route is selected, the FMS creates a temporary waypoint to mark the present position. This temporary waypoint is inserted in the modified route under the discontinuity. 3. Verify the waypoint entry by checking course and distance of the previous and next legs. 4. Make the modified route active by pressing EXEC. NOTE: The system allows maximum 50 temporary waypoints in a flight plan.


Page 11-21 July 17, 2013


RENDEZ-VOUS WITH A MOVING WAYPOINT The FMS is capable of providing aircraft guidance to a “rendez-vous” point with a moving waypoint (defined as described in the Sub-Section, Manual Entry Of A Moving User Waypoint In The Database). The “rendez-vous” is an intercept point with the moving waypoint trajectory. A rendez-vous position is determined once a moving waypoint is inserted in the flight plan and every 10 seconds from there on. The rendez-vous position is recomputed as long as the Time To Go (TTG) is over one minute. In the case of an achievable rendez-vous, the FMS uses the rendez-vous position in the flight plan and provides guidance data relative to the direct course computed inbound to this rendez-vous position. In the case of an unachievable rendez-vous, the FMS uses the moving waypoint position in the flight plan and provides guidance data relative to the bearing to the moving waypoint. The FMS defines the moving waypoint inserted in the route as a fly-over. The FMS considers a rendez-vous unachievable in any of the following conditions: 1. The moving waypoint is the active waypoint and interception of the moving waypoint is not possible within a traveling distance of 500 nautical miles from the current position. 2. The moving waypoint is in the active route but is not the active waypoint and interception of the moving waypoint is not possible within a traveling distance of 500 nautical miles from the previous waypoint. 3. The moving waypoint is in the modified route but is not the first waypoint and interception of the moving waypoint is not possible within a traveling distance of 500 nautical miles from the previous waypoint. 4. The moving waypoint is the first waypoint of the modified route and interception of the moving waypoint is not possible within a traveling distance of 500 nautical miles from the current position. In condition 1, the FMS generates a !RENDEZVOUS UNACHIEVABLE alert message and invalidates its roll command output. In conditions 2 to 4, the FMS generates a !RENDEZVOUS UNACHIEVABLE advisory message. When a rendez-vous is determined while on ground, the FMS uses the CRZ_TAS and CRZ_WIND values on the PLAN DATA page for the rendez-vous computation.


Page 11-22 July 17, 2013


MARK ON TOP (If configured) The FMS can store the current system position in the predefined store point label "ONTOP". This position is displayed on the PREDEF WPT 2/2 page and can be used also for creating a new user waypoint. This function allows the operator to create a waypoint instantly when flying over a landmark or a mission significant point. A. {If CFG KEY 2 is not configured to the MARK functional key}. Press [INIT REF].

INIT/REF INDEX 1/2 1L

2L

WPT LISTS>

2R

3L

NEAREST>

3R

4L

MARK ON TOP>

4R

5L

NAV STATUS>

5R

6L

WPT DATA>

1R

6R

To access the PREDEF WPT 2/2 page, press (LSK 4R) or <[INIT REF], , and [NEXT].

PREDEF WPT 1L

2/2

MARK ON TOP 1234:12z N45o34.25 W122o45.12

1R

2L

2R

3L

3R

4L

4R

5L

6L

MARK>

5R 6R

Pressing , (LSK 5R) stores the current FMS system position in the predefined store point label “MARK ON TOP”.


Page 11-23 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) B. {If CFG KEY 2 is configured to MARK}. The [MARK] functional key becomes active and the softkey (can be configured on any LSK on the INIT/REF INDEX 1/2 page) is not displayed.

INIT/REF INDEX 1/2 1L

2L

NAV DATA>

3L 4L

5L

6L

1R

WPT LISTS>

2R

NEAREST>

3R 4R

NAV STATUS>

5R 6R

Press [MARK] or [INIT REF], ,, and [NEXT] to access the PREDEF WPT 2/2 page.

PREDEF WPT 1L

2/2

MARK ON TOP 1315:10z N45o34.25 W122o45.12

1R

2L

2R

3L

3R

4L

4R

5L

5R

6L

6R

After pressing the MARK functional key the current FMS system position is stored in the predefined label “MARK ON TOP”. Press , LSK 6L to store the waypoint in the User Database. Refer to the USER DATABASE procedure section in Section 11-4. To insert the position in a flight plan, press LSK 1R to copy the point in the scratchpad, and follow the waypoint insertion procedures as presented in Section 3. The UPDATE POS prompt opens the page with the same name which allows manual updates of the IRS navigation modes: Refer to the POSITION UPDATE section below.


Page 11-24 July 17, 2013


POSITION UPDATE This section describes the procedure to update the IRS position with the FMS-computed or other known positions. The following procedures are based on an installation where the MARK function key has been configured. For installations where the MARK key is not present, a MARK line select key is provided on the PREDEF WPT 2/2 page (LSK 4R). Access the UPDATE POS 1/1 page by pressing: [INIT REF], , (LSK 2L) and (LSK 6R).

UPDATE POS

1/1

REF 1L 2L

>FMS (GPS) ACCUR 0.27N M N45o25.30 W075o31.15

3L

1R 2R 3R

ACCUR POS DIFF 4L

IRS

o

4R

5L 6L

5R

MARK>

6R

The PREDEF WPT 2/2 page is accessed by pressing the MARK function key or the MARK softkey from the PREDEF WPT and the UPDATE POS pages (If configured). For additional information refer to the MARK ON TOP section. Manual position update is performed by one of the following methods: 1. Update by overfly and mark-on-top of a known position, Refer to User Database. In this case the UPDATE POS page has the REF field dashed (LSK 1L) and the FMS position displayed (LSK 2R) corresponding to moment when the MARK key was pressed. NOTE: The navigation mode from which the FMS position is derived can be chosen by deselecting the other modes on the DESELECT page. The PROGRESS or POS INIT pages indicate the current FMS navigation mode.


Page 11-25 July 17, 2013


•

• • • •

The desired marked FMS position can be replaced by another known position by entering the position in the UPDATE POS field at LSK 2R. • directly by bringing the position entered in the scratchpad • indirectly with a waypoint ID at (LSK 1L), if desired add a distance/bearing offset at (LSK 1R). • or by toggling (LSK 1L) to the FMS. Press the MARK key. To cancel the position chosen for the update press UNMARK (LSK 6L). Select the sensor (IRS (LSK 4L)) for which a position update is required. Press CONFIRM (LSK 6R). The FMS then updates the selected navigators with the position indicated in the UPDATE POS field. Press CANCEL (LSK 6L) if no update is desired.

2. MARK Function Key configured: A. UPDATE POS 1/1 by pressing the MARK function key. All positions are frozen and sensors are selectable.

UPDATE POS

1/1

REF 1L 2L

>----ACCUR 0.07N M N45o28.08 W073o44.48

3L 4L

2R 3R

ACCUR POS DIFF 0.30 195o/0.57

5L 6L

1R

4R 5R

MARK>

6R

B. UPDATE POS 1/1 sensors selected, update ready to be confirmed key pressed and IRS selected.

UPDATE POS REF 1L

1/1

BRG/DIST

>-----

1R

ACCUR 0.07N M o

o

N45 28.08 W073 44.48

2L 3L 4L

3R


5L 6L

2R

4R 5R

CONFIRM>


6R

Page 11-26 July 17, 2013


3.

MARK function key is not configured, changing the reference with a waypoint position: A. UPDATE POS 1/1 pressing LSK 1L, the identity entry prompt appear.

UPDATE POS

1/1

REF 1L 2L

>----ACCUR o o . .

3L

1R 2R 3R

ACCUR POS DIFF 4L

o

IRS

4R

5L 6L

5R

MARK>

6R

B. UPDATE POS 1/1 waypoint ID entered, MARK key pressed and sensors to be updated (LSK 4L) selected.

UPDATE POS REF 1L

1/1

BRG/DIST

>CYUL

---o /-.--N M

ACCUR 0.27N M o

N45 28.08 W073 44.48

2L 3L 4L

2R 3R


5L 6L

1R

o

4R 5R

CONFIRM>

6R

C. UPDATE POS 1/1 offset entered. The position is updated and CHECK UPDATE appears if the position difference between the sensor to be updated and the reference position is greater than the accuracy of the sensor to be updated.

UPDATE POS REF 1L

1/1

BRG/DIST

>CYUL

180o /1.00N M

ACCUR 0.27N M o

N45 28.08 W073 44.48

2L 3L 4L

2R 3R


5L 6L

1R

o

4R 5R

CONFIRM>


6R

Page 11-27 July 17, 2013




Page 11-28 July 17, 2013


SECTION 12 - NAVIGATION SENSORS

CONTENTS Subject

Page

SECTION 12 - NAVIGATION SENSORS ...............................................................................................................12-i GENERAL .....................................................................................................................................................12-1 GPS NAVIGATION........................................................................................................................................12-2 GPS PAGES (single GPS input per FMS) ..................................................................................................12-3 GPS PAGES (dual GPS input per FMS, when interfaced with CMA-5024 GLSSU) ...............................12-4 DME NAVIGATION .......................................................................................................................................12-5 DME STATION MONITOR ............................................................................................................................12-5 VHF NAV STATION DESELECTION ...........................................................................................................12-6 VHF NAV STATION RESELECTION ...........................................................................................................12-6 VOR/DME NAVIGATION MODE...................................................................................................................12-7 VOR/DME STATION MONITOR ...................................................................................................................12-7 INERTIAL NAVIGATION MODE...................................................................................................................12-8 INERTIAL – POSITION INITIALIZATION PROCESS ................................................................................12-11 IRS SYSTEM PAGES .................................................................................................................................12-12 INERTIAL NAVIGATION IN POLAR AREA ...............................................................................................12-13 GLONASS STATUS 1/2 & 2/2 ....................................................................................................................12-13


Page 12-i July 17, 2013






SECTION 12 NAVIGATION SENSORS

GENERAL

The FMS’ navigation function follows a hierarchical navigation mode system characterized by the following decreasing priority order: • • • • •

GPS DME/DME VOR/DME Inertial Dead reckoning

(using TSO-C129a B1/C1sensor) (using TSO-C66c DME receiver) (using TSO-C66c DME receiver and TSO-C40c VOR receiver) (using TSO-C4c, TSO-C6d units)

The FMS will use GPS data for navigation provided the GPS Horizontal Integrity Limit (HIL) meets the phase of flight requirement. Otherwise, the FMS will select the next best navigation mode meeting the TSO-C115b accuracy requirement (95% confidence factor) for the phase of flight, following the above priority order. The FMS supports the following navigation modes: GPS, DME/DME, VOR/DME, Inertial and Dead-Reckoning (DR). The availability of specific navigation modes depends on the equipment configuration. Available sensors are selected in the following order of priority, based on nominal accuracy performance and assuming good geometry: Navigation modes GPS DME/DME VOR/DME Inertial Dead Reckoning

Applicability GPS sensor DME sensor NAV, DME sensors IRS sensor N/A

If one or several equipment supporting a navigation mode is not configured, then only a sub-set of the above mentioned navigation modes will be available. Transition from one mode to another is automatic. Manual de-selection of individual navigation modes is possible using the DESELECT 1/1 page.


Page 12-1 July 17, 2013


GPS NAVIGATION The GPS sensor uses independent channels and can track any combination of GPS satellites. The GPS sensor computes and outputs three-dimensional position and velocity components, time, ground speed, and track. The GPS sensor continuously monitors satellite health. All unhealthy satellites are dropped from the position solution. In addition, all GPS signals-in-space used in the position solution are checked for failure by a Receiver Autonomous Integrity Monitor (RAIM). The GPS sensor requires a minimum of four satellites for navigation, five satellites to allow integrity monitoring and the detection of a failed satellite, and six or more satellites to identify and exclude (isolate) the failed satellite from the navigation solution. No operator action is required to accomplish satellite failure detection and exclusion (FDE) as these functions are automatic. Provided adequate signal-to-noise levels exist, any satellite with an elevation angle of 2° or more above the antenna's local horizon can be acquired, and once acquired, it will be tracked to an elevation angle of 0° above the horizon. Typical time-to-first-fix (TTFF) values are 55 seconds (initialized) and 120 seconds (un-initialized, e.g. searchthe-sky mode). Satellite re-acquisition after signal loss is typically 5 seconds. When a sufficient number of satellites that has been acquired, the GPS sensor enters navigation mode and outputs the required data to the FMS. The RAIM continuously calculates the horizontal (HIL) and vertical integrity limits. The integrity limit gives the radius in the horizontal plane and vertical direction within which the worst-case radial position error will stay 99.99999% of the time without a satellite failure, and 99.9% of the time in the presence of a satellite failure. The HIL is compared in the FMS to the value required for the phase of flight (alert limit), and an alert is generated when the integrity value exceeds the alert limit. Alert limits are described in Section 15, RNP Capability Modification. When GPS is the sensor used for navigation and the HIL (Horizontal Integrity Limit) is within the phase of flight limit, the GPS HIL is used to derive the Actual Navigation Performance (ANP) value on the PROGRESS 1/4 (or PROGRESS 1/3) page. The HIL is also displayed on the GPS STATUS 2/2 page. The combination of a GPS INT annunciator as well as an alert message GPS NAV LOST provides an indication between the loss of FDE (Failure Detection and Exclusion) availability and the loss of navigation.


Page 12-2 July 17, 2013


GPS PAGES (single GPS input per FMS) There are no data entries on these pages. For additional information refer to Appendix A. 1. Display the GPS STATUS 1/2 page by pressing [INIT REF],
(LSK 5R), (LSK 1R).

GPS STATUS

5L

OP MODE NAV SAT VIS 8 HOR FOM 20 M HOR DOP 1 HOR INT O.20N M

6L

1L 2L 3L 4L

1/2

SAT TRK 5 VER FOM 65M VER DOP 2

1R 2R 3R 4R 5R 6R

2. Display the GPS STATUS 2/2 page by pressing [INIT REF],
(LSK 5R), (LSK 1R), [NEXT].

GPS STATUS

2/2

5L

POSITION N45o30.91 W073o38.02 TK/GS VER SPD o +220F T / M I N 072 /600K T MSL ALT +1 2 0 0 0 F T GPS HEIGHT +1 1 9 5 1 F T UTC DATE 1506:24 JUL11/04

6L

1L 2L 3L 4L


1R 2R 3R 4R 5R 6R

Page 12-3 July 17, 2013


GPS PAGES (dual GPS input per FMS, when interfaced with CMA-5024 GLSSU) For a dual GPS input (per FMS), GPS1 and GPS2 each have their own set of status pages. The FMS displays the GPS STATUS pages of its primary input (onside) in “normal” colors and those of its secondary GPS (offside) in cyan.

1. Display of GPS STATUS of primary GPS (GPS1 on FMS1)

GPS1 STATUS

5L


6L

1L 2L 3L 4L

1/2

SBAS NAV

SEL< SAT TRK 5 VER FOM 65M VER DOP 2 VER INT 300FT

1R 2R 3R 4R 5R 6R

2. Display of GPS STATUS of secondary GPS (GPS1 on FMS2)

GPS1 STATUS

5L


6L

1L 2L 3L 4L

1/2 1R

SAT TRK 5 VER FOM 65M VER DOP 2 VER INT 300FT


2R 3R 4R 5R 6R

Page 12-4 July 17, 2013


DME NAVIGATION The DME/DME navigation mode is selected for use by the FMS when higher priority navigation modes are unavailable or not adequate for the phase of flight. For additional information refer to Section 1. DME/DME is used in areas with sufficient DME coverage and for which the appropriate navigation database is installed. In this mode the FMS automatically tunes the on-board DME equipment acquiring distance from up to six DME ground stations to determine aircraft position. NOTE: All position changes are filtered to avoid position jumps (when operating in areas of sparse DME coverage).

DME STATION MONITOR The DME page displays those stations used by the FMS in DME navigation. A total of six DME stations may be used to determine the aircraft's position. At least three stations are required to navigate in DME/DME mode. 1. Display the DME STATUS 1/X page via the NAV STATUS INDEX 1/1 page.

DME STATUS 1L 2L 3L

ID YUL IJFK YJN PLB YQA YUD

STAT N/A REJ REJ

FREQ 116.30 109.50 118.00 118.80 119.00 120.25

1/1 DIS 25.5N M 64.5N M 12.5N M 39.0N M 99.5N M

4L 5L 6L

1R

NM

2R 3R 4R

POSITION N46o43.31 W078o46.07

DME DESEL>

5R 6R

2. This page displays the DME stations used by the FMS for DME navigation, the frequencies tuned, and the slant range distances. Associated with each station is a status that indicates the following: "REJ" : " " : "N/A" :

station not used in determining a position fix (rejected due to bad geometry). station used for DME navigation. station not responding to tuning.


Page 12-5 July 17, 2013


VHF NAV STATION DESELECTION In some situations, the operator may choose to deselect a VHF navaid due to known problems with the station so as to prevent the FMS from using this station in its DME or VOR station selection process for DME or VOR/DME navigation. To deselect a VHF navaid, proceed as follows: 1. From the DME STATUS 1/1 page, press (LSK 6R). From the VOR/DME STATUS 1/1 page, press (LSK 6R).

VHF NAV DESELECT

1/1

IDENT FREQ YUL 116.30M H Z

TYPE VORDME

2L

BIG

116.90M H Z

VORTAC

3L

YMM

112.00M H Z

VORDME

3R

4L

IJFK

109.50M H Z

LOCGS

4R

5L

----

5R

6L

6R

1L

1R 2R

Up to a maximum of 25 stations may be deselected. 2. Key the DME, VOR or ILS station identifier into the scratchpad and insert the station into the DESELECTION list by pressing the appropriate LSK.

VHF NAV STATION RESELECTION To remove a deselected DME, VOR or ILS navaid from the VHF navaid DESELECTION list, proceed as follows: 1. Press the [CLR] key. 2. Press the appropriate LSK.


Page 12-6 July 17, 2013


VOR/DME NAVIGATION MODE VOR/DME Navigation is selected for use by the FMS when higher priority navigation modes are unavailable or not adequate for the phase of flight. For additional information refer to Section 1. The FMS uses the VOR radial bearing in conjunction with a DME slant range from a manually tuned VOR/DME to compute a VOR/DME-based position. At least one VOR/DME station, up to a maximum of two VOR/DME station, must be tuned to compute the position.

VOR/DME STATION MONITOR The VOR/DME STATUS 1/1 page displays those stations used for VOR/DME navigation. 1. Display the VOR/DME STATUS 1/1 page via the NAV STATUS INDEX 1/1 page. 2. The station identifier, tuned frequency, station radial, and slant range distance are displayed for all the equipment configured. When there are no stations listed, the station identifier will display blanks. When there is no equipment configured, all the above fields will display blanks. 3. The calculated position is also displayed when valid Navaid data is available.

VOR/DME STATUS 1/1 1L 2L

SOURCE/ID FREQ RAD/DME VOR1 YJN 115.80 260° DME1 YJN 115.80 130NM VOR2 YUL 116.30 180° DME2 IABC 109.30H 12.0NM

3L

6L

2R 3R

4L 5L

1R

4R N45°30.91

POSITION W073°38.02

5R

VOR DESEL>

6R


Page 12-7 July 17, 2013


INERTIAL NAVIGATION MODE The purpose of the FMS/inertial sensors interface is to provide a stand-alone inertial navigation mode for use when stand-alone GPS navigation and radio navigation are not possible. Reversion to the inertial navigation mode is automatic upon loss of GPS and radio navigation. Depending on the inertial sensors installed in the aircraft, the FMS will receive and process inertial data which may include position, ground speed, altitude, E-W and N-S inertial velocities, baro-inertial altitude, true and synthetic magnetic heading, status and maintenance data. The inertial navigation mode is based on the FMS-calculated mixed inertial position, track and ground speed. The mixed inertial position is computed as a weighted average of all operational inertial sensor positions. When in GPS, DME, or VOR/DME navigation mode, each FMS calculates a bias vector between its system position and the mixed inertial position. When the inertial navigation mode becomes active, the mixed inertial position is corrected with the bias vector in order to prevent large FMS position change. The actual navigation performance (ANP) of the mixed inertial position is derived from the inertial drift rate, the time elapsed since inertial navigation mode became active, and the system ANP when the inertial navigation mode became active. The FMS computes an inertial ANP based on a drift rate of 2 nautical miles per hour of inertial navigation. 1.

Display the IRS STATUS 1/X page by pressing [INIT REF],
(LSK 5R) and (LSK 4R). A. LTN_92 installation:

IRS1 STATUS

1/X

5L

POSITION N45o34.25 W122o45.12 MODE PGM NUMBER NAV 92-04-13 HDG/DA TK/GS o o o 060 / L15 045 /140K T PITCH/ROLL ALT D15o/ R10o 5000F T VERT SPD MALFUNCT> + 1 7 5 FT/MIN

6L

1L 2L 3L 4L

ACCURACY>


1R 2R 3R 4R 5R 6R

Page 12-8 July 17, 2013


B. LTN_101, LASEREF_IV, LASEREF_V and ADIRU installation:

IRS1 STATUS

1/X

5L

POSITION N45o34.25 W122o45.12 MODE NAV HDG/DA TK/GS o o o 060 / R99 045 /140K T PITCH/ROLL ALT D15o/ R10o 5000FT VERT SPD START TEST> + 1 7 5 FT/MIN

6L

1L 2L 3L 4L

ACCURACY>

1R 2R 3R 4R 5R 6R

The crew can verify the individual IRS position and ground speed against the FMS system position and ground speed. It can also verify the individual IRS status, action code, and update mode. 1. Display the POS INIT/REF 3/3 page by pressing [INIT REF], , [NEXT], [NEXT]. A. LTN_92 installation:

POS INIT/REF 1L

3/3

FMS POS GPS GSK T N47o32.04 E122o18.50 250

2L

2R

5L

IRS1 N47o32.03 IRS2 N47o32.04 IRS3 N47o32.03

6L

3L 4L

1R

E122o18.66 o

249

3R

E122 18.55

250

4R

E122o18.77

251

5R 6R

B. LTN101, ADIRU, LASEREF_IV or LASEREF_V:

POS INIT/REF 1L

3/3

FMS POS GPS GSK T N47o32.04 E122o18.50 250

2L

2R

5L

IRS1 (14 MIN) N47o32.03 E122o18.66 249 IRS2 (ATT) N47o32.04 E122o18.55 250 IRS3 REJ o N47 32.03 E122o18.77 251

6L

3L 4L

1R


3R 4R 5R 6R

Page 12-9 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) When the current FMS navigation mode is inertial and the aircraft is on-ground, a T/O SHIFT option is available at [2L]. Entry of a valid Takeoff Shift distance will affect the automatic position update that occurs at Takeoff (ex: as the throttle go-levers are toggled for takeoff – when supported).

POS INIT/REF

5L 6L

1L 2L 3L 4L

• •

3/3

FMS POS INERTIAL GSK T N47o32.04 E122o18.50 0 T/O SHIFT +1000F T IRS1 0 N47o32.03 E122o18.66 IRS2 N47o32.04 E122o18.55 0 IRS3 N47o32.03 E122o18.77 0

1R 2R 3R 4R 5R 6R

If no Takeoff Shift distance is entered, the FMS system position is automatically updated to the runway threshold position at takeoff. If a Takeoff Shift distance is entered, the FMS system position is automatically updated to the position corresponding to the runway threshold plus the entered takeoff shift distance (as a function of the runway heading) at takeoff.

The crew can monitor the number of inertial sensors used for navigation in the POS INIT 2/3 page by pressing [INIT REF], (LSK 2R), [NEXT]. The number of inertial sensors used for navigation is displayed next to the IRS mode.

POS INIT/REF

2/3

1L

FMS POS INERTIAL N47°32.42 E122°18.51

2L

MODE

3L 4L

GPS DME/DME VORDME IRS(x3)

STS DSEL DSEL DSEL NAV

DIS ACCUR< 0.10 0.34 0.30 0.00

0.30N M 0.50N M 0.50N M 0.50N M

5L 6L

1R 2R 3R 4R 5R

ROUTE>


6R

Page 12-10 July 17, 2013


INERTIAL – POSITION INITIALIZATION PROCESS

The IRS position initialization can be commanded by any FMS. Any IRS in ALIGN mode can be initialized automatically or manually: •

When GPS position integrity meets approach criterion, the IRS position will automatically be initialized by the FMS;

•

Otherwise, the IRS initialization must be commanded by the crew by entering aircraft present position into the SET IRS POSITION field of the POS INIT page. Upon pilot entry of latitude and longitude, the FMS initializes this IRS.

1. Display the POS INIT/REF 1/3 page by pressing [INIT REF], .

POS INIT/REF

1/3

FMS POS GPS

N47o26.28 W122o18.67

1L 2L 3L

REF AIRPORT KBFI N 4 7 o 3 1 . 8 0 W 1 2 2 o 1 8 . 0 0 GATE BF1 N 4 7 o 3 2 . 3 0 W 1 2 2 o 1 8 . 7 0 SET IRS POS o

4L UTC 5L

1757:04

6L

.

o

.

1R 2R 3R 4R

DATE

DEC11/00

5R 6R

For additional information refer to Appendix A.


Page 12-11 July 17, 2013


IRS SYSTEM PAGES There are no data entries on these pages except when in ALIGN mode. For additional information refer to Appendix A. 1. Display the IRS STATUS 1/1 page by pressing [INIT REF],
and . A. Page displayed for LTN92:

IRS1 STATUS

1/1

5L

POSITION N45o34.25 W122o45.12 MODE PGM NUMBER NAV 92-04-13 HDG/DA TK/GS o o o 060 / L15 045 /140K T PITCH/ROLL ALT D15o/ R10o 5000F T VERT SPD MALFUNCT> + 1 7 5 FT/MIN

6L

1L 2L 3L 4L

ACCURACY>

1R 2R 3R 4R 5R 6R

B. Page displayed for FOR ADIRU, LTN_101, LASEREF_IV and LASEREF_V:

IRS1 STATUS

1/1

POSITION 1L

N45o34.25 W122o45.12 MODE

2L

NAV

3L

HDG/DA o o 060 / R99 PITCH/ROLL

4L 5L 6L

D15o/ R10 VERT SPD + 1 7 5 FT/MIN

1R 2R

TK/GS o 045 /140K T

3R

ALT 5000F T

4R

START TEST>

5R

ACCURACY>

6R


Page 12-12 July 17, 2013


INERTIAL NAVIGATION IN POLAR AREA When the system mixed inertial latitude exceeds 85 degrees N or S, the FMS will cease to compute a mixed inertial position. The system inertial position will slowly transition to coincide with the position of the inertial sensor closest to the mixed inertial position computed before the FMS present position latitude exceeded N-S 85 degrees. The true heading, inertial track and ground speed information used by the FMS will be taken from the nearest IRS. The other inertial sensor(s) will be automatically rejected. If the selected nearest inertial sensor fails, the system will select the next nearest inertial sensor. Upon an automatic rejection of an inertial sensor, the character string “REJ” will be displayed in lower case on the POS INIT/REF 2/3 page, adjacent to the rejected sensor. Upon aircraft position latitude is less than N-S 85 degrees, the rejected inertial sensor(s) will be automatically reenabled and the FMS will re-start the computation of the mixed inertial position, track and ground speed.

GLONASS STATUS 1/2 & 2/2 NOTES: • The GLONASS STATUS pages are only used to display some GLONASS receiver parameters. • The field descriptions are identical to the GPS STATUS pages. • The GLONASS STATUS pages are displayed in cyan to emphasize that GLONASS is not used by the FMS for navigation. Display the GLONASS STATUS 1/2 page by pressing [INIT/REF],
, .

GLONASS STATUS

5L


6L

1L 2L 3L 4L

1/2

SAT TRK 5 VER FOM 65M VER DOP 2


1R 2R 3R 4R 5R 6R

Page 12-13 July 17, 2013


Display the GLONASS STATUS 2/2 page by pressing [INIT/REF],
, .

GLONASS STATUS 1L 2L 3L

2/2

POSITION N45o30.91 W073o38.02 TK/GS VER SPD +220F T / M I N 072o/600K T MSL ALT +12000F T

4L

1R 2R 3R 4R

5L

UTC 1506:24

6L

DATE JUL11/99


5R 6R

Page 12-14 July 17, 2013


SECTION 13 - RADIO TUNING PAGES

CONTENTS Subject

Page

PART A – AIR TRANSPORT .................................................................................................................................13-1 GENERAL.................................................................................................................................................13-1 RADIO 1/X or 2/X page (Air Transport - General considerations) ......................................................13-2 RADIO 1/X or 2/X (Horizontal display format) ......................................................................................13-4 RADIO 2/X4 PAGE (Horizontal display format) ....................................................................................13-6 RADIO 1/X or 2/X (Vertical display format) ...........................................................................................13-7 RADIO 2/X PAGE (Vertical display format)...........................................................................................13-8 RADIO TEST X3/Y4 (2/Y or 3/Y or …) PAGE .........................................................................................13-9 RADIO LIBRARY Y4/X4 (2/Y or 3/Y or ...) PAGE .................................................................................13-10 NAVIGATION RADIOS (NAV Page 1/2) ................................................................................................13-11 NAVIGATION RADIOS (NAV Page 2/2) ................................................................................................13-13 NAVIGATION RADIOS (ILS/MLS Page 1/2) .........................................................................................13-15 NAVIGATION RADIOS (ILS/MLS Page 2/2) .........................................................................................13-17 NAVIGATION RADIOS (ADF Page 1/2) ................................................................................................13-18 NAVIGATION RADIOS (ADF Page 2/2) ................................................................................................13-19 COMMUNICATION RADIOS (VHF RADIO Page 1/2)...........................................................................13-20 COMMUNICATION RADIOS (VHF RADIO Page 2/2)...........................................................................13-21 COMMUNICATION RADIOS (HF RADIO Page 1/2) .............................................................................13-22 TRANSPONDERS (ATC Page 1/2)........................................................................................................13-24 TRANSPONDERS (ATC Page 2/2)........................................................................................................13-26 TRANSPONDERS (ATC/TCAS Page 1/2).............................................................................................13-28 TRANSPONDERS (ATC/TCAS Page 2/2).............................................................................................13-29 PART B – NON-AIR TRANSPORT.............................................................................................................13-30 GENERAL...............................................................................................................................................13-30 RADIO 1/X or 2/X page (Non- Air Transport - General considerations)...........................................13-30 RADIO TUNING LIBRARY.....................................................................................................................13-32 RADIO 2/X PAGE (Horizontal display format) ....................................................................................13-32 RADIO LIBRARY Y/X (2/Y or 3/Y or ...) PAGE .....................................................................................13-33 COMMUNICATION RADIOS (SRT-651 V/UHF RADIO) .......................................................................13-34 COMMUNICATION RADIOS (VUF RADIO Page 1/X) ..........................................................................13-36 COMMUNICATION RADIOS (VUF RADIO Page X/X) ..........................................................................13-39 COMMUNICATION RADIOS (VUF RADIO Page 2/3 – Have Quick installations only) ....................13-40 COMMUNICATION RADIOS (VUFx TOD Page 1/1 – Have Quick installations only) ......................13-41 COM LIBRARY 1/N PAGE .....................................................................................................................13-42 VUHF LIBRARY 1/N ...............................................................................................................................13-44 NAV LIBRARY 1/N .................................................................................................................................13-45 ADF LIBRARY 1/N .................................................................................................................................13-46 HF LIBRARY 1/N ....................................................................................................................................13-47


Page 13-i July 17, 2013






SECTION 13 RADIO TUNING PAGES

PART A – AIR TRANSPORT Part A describes the Radio Tuning Pages for typical Air Transport configurations. NOTE: In the key sequences shown to display the pages, square brackets “[ ]” indicate a function key and angle brackets “< >“ indicate a line select key (left and right softkeys). GENERAL The FMS offers primary or backup radio tuning of navigation and communication radios. It can provide tuning for: • • • • • • •

Single or Dual DMEs Single or Dual NAVs Single or Dual ADFs Single or Dual VHFs Single or Dual HFs Single or Dual ATC Transponders Single or Dual ILS/MLS

The FMS can be configured for burst tuning. When the radio receivers are configured accordingly, this scheme enables radio tuning from the FMS pages or via a dedicated radio control head. In some installations, the tuning can be achieved only from the FMS or from a backup controller, depending of the state of an external switch. When the radio tuning is disabled from the FMS due to the external switch state, entries made on the FMS radio tuning pages will generate an entry advisory message (!RADIO TUNING DISABLED) to inform the pilot that he may no longer tune these radios from the FMS. In certain installation architectures supporting multiple FMSs, the crew should attempt to tune the given radio from any other installed FMS(s) if the original tuning attempt fails. This is valid, for example, when the FMS is operating in independent mode (as confirmed by the INDEPENDENT OP alert message). The FMS provides control and display of the active/standby frequencies and settings of all the radios interfaced on the RADIO Page. This page provides tuning entries and access to more detailed radio control pages, where self-test and radio modes can be selected. Upon power-up, the FMS reads from the radios their current valid tuned frequencies and settings, or automatically tunes them to the frequencies and settings used prior to the last power interruption. Two display formats are available for the RADIO top page: a horizontal or a vertical presentation. In the horizontal display format, the active and standby frequencies are displayed side by side. In the vertical display format, the active frequency is displayed on top of the standby frequency. The FMS provides alert mechanisms to inform the pilot of radio failures. Alerts messages are displayed if radios fail or they are not responding to the tuning request.


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RADIO 1/X or 2/X page (Air Transport - General considerations) For all radio types, the following applies: Two frequencies/channels are displayed for each radio. When a new frequency/channel is entered, it is placed to the right of the active frequency, in the stand-by position. The associated line select key toggles the standby/active frequency/channel and vice-versa (when the scratchpad is empty). The FMS allows the user to select a frequency by entering one of the following elements in the scratchpad and pressing the associated line select key: • the frequency/channel value • the navigation database identifier for NAV, ILS and MLS radios NOTE: Other ways of tuning are available when using radio library. The use of radio library is not a typical air transport operation (which relies on navigation database information) and will be discussed in the nonair transport part of this section. The FMS provides frequency/channel validation by verifying the user requested frequency/channel matches the radio feedback frequency/channel. For navigation radios (excluding ATC) the following applies: The FMS displays all tuned active frequencies in large white font. During the tuning process the active frequencies are displayed in large reverse video white font. If the tuning operation is not successful they are displayed in small amber font as a warning to the pilot. The operating frequencies for the Navigation radios are defined in each respective radio section. The FMS does not accept values out of range. An error message will appear in the scratchpad, if invalid entries are made by the user. For communication radios the following applies: A frequency or channel can be selected by entering the desired value in the scratchpad and pressing the associated line select key. Some radios do not provide tuning validation. The FMS does not require trailing/leading zeros for frequency entry.


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Operating Frequencies/Channels and Ranges: The operating frequencies/channels for the Navigation and Communication radios are shown in the table below. An error message will appear in the scratchpad if invalid entries are made. RADIO

LOWER LIMIT

UPPER LIMIT

INCREMENT

VOR/ILS/ DME

108.00 MHz

50 kHz

ADF

TRANSPONDER VHF

100.0 kHz 2181.0 MHz or 190.0 kHz 2179.0 kHz or 190.0 kHz 2088.0 kHz 2179.0 kHz 0 (octal) 118.000 MHz

VHF

118.000 MHz

117.95 MHz (VOR/ILS) 135.95 (DME) 1899.0 kHz (refer to Note 2) 2183.0 kHz or 1799.0 kHz 2185.0 kHz Or 1799.5 kHz 2094.0 kHz 2185.0 kHz 7777 (octal) 135.975 MHz 136.975 MHz 151.975 MHz (refer to Note1) 136.975 MHz 151.990 MHz (refer to Note1)

HF

2.0000 MHz

29.9999 MHz

ILS

108.00 MHz

111.95 MHz

50 kHz

MLS

500

699

1

0.5 kHz

1 25 kHz (refer to Note 3) 25/8.33 kHz (refer to Notes 3 & 4) or 8.33 kHz (refer to Note 3)

100 Hz

NOTE: (1) The upper limit of the COM radio is configurable. The possible values are 135.975, 136.975, 136.990 and 151.975 MHz. (2) The legal range is from 190 kHz to 1860 kHz but the radio can tune outside this range. The performance is not guaranteed for those frequencies. In addition the radio may tune from 2181 kHz to 2183 kHz for marine distress frequencies. (3) The COM radio frequencies with increments of 25 kHz (4) The upper limit of the COM radio frequencies with increments of 8.33 kHz. (5) All values in table are inclusive.


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RADIO 1/X or 2/X (Horizontal display format) This RADIO top page allows the pilot a variable number and mix of COM, NAV and Surveillance radios depending on the operational needs (frequently used radios on first page, less used on second and positioned on any line of a page). COM (VHF), NAV, ADF, VUHF, HF, ATC, ILS and Volume Control are supported. The RADIO 1/X page can be configured as the default cold start power up page of the FMS. The RADIO 1/X page is displayed by pressing [RADIO]. Horizontal RADIO Page Type (VHF1, VHF2, NAV1, NAV2, ATC1, VOL):

RADIO 1L

2L

3L

4L

5L

1/4

--

-↔ 125.150 --151.000 ↔ 1 2 4 . 6 5 0 YJN A ---115.80 ↔ 1 1 6 . 7 0 YUL 109.30H YQB 116.30 ↔ 1 1 2 . 8 0 SBY ↔ 1500 2200

118.400

6L

1R 2R 3R 4R 5R 6R

RADIO 1L

2L

3L

4L

5L

1/4

--

OFF -118.400 ↔ 1 2 5 . 1 5 0 --151.000 ↔ 1 2 4 . 6 5 0 YJN A ---115.80 ↔ 1 1 6 . 7 0 YUL DME OFF YQB 116.30 ↔ 1 1 2 . 8 0 SBY 2200 ↔ 1500

6L

1R 2R 3R 4R 5R 6R

NOTE: The page layout can differ based on the number of radios installed and on which line they are configured. There may be empty lines. If more than 6 radios are configured, another RADIO top page 2/x will be available. The acronyms of some type of radios are configurable items. The frequency becomes amber when unable to tune a radio because it is powered off. The area of the RADIO 1/X page located between the ident fields (e.g. just above the are reserved for special awareness information pertaining to the specific radio(s). Details pertaining to a radio’s specific special awareness field are captured in the dedicated radio’s section.


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VHF1/2 [XL]: Access to the VHF1/2 radio page. VHF1/2 [XR]: Display and modify the VHF active and standby frequencies. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby frequencies. NAV1/2 [XL]: Access to the NAV1/2 radio page. NAV1/2 [XR]: Display and modify the NAV active and standby frequencies/ident. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby frequencies. When auto-tuning mode is active, a reverse video ‘A’ is displayed next to the active ident. Auto-tuning mode is entered by assigning “DELETE” (press the [CLR] key) to the NAV standby frequency. Returning to manual tuning mode requires “DELETE” (press the [CLR] key) to be assigned to the NAV standby frequency or swapping of the active and standby NAV frequencies. ATC1/2 [XL]: Access to the ATC radio page. ATC1/2 [XR]: Used to display and modify the ATC active and standby codes from the current active transponder or from the last active transponder when toggled back to standby mode. Default value will be the primary transponder at power-up (cold start) when both transponders are in standby mode. NOTE: ATC Radio equipment name can be configured as “ATC”, “TPDR” or “XPDR". The case displayed above is the “ATC” configuration.


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RADIO 2/X4 PAGE (Horizontal display format) Press [RADIO] [NEXT] to display RADIO 2/X4 page. NOTE: The RADIO 2/4 page is only available when configured.

RADIO 1L

2L

3L

4L

2/4

--

-↔ 121.550 --122.500 ↔ 1 3 2 . 3 0 0 --11.2790 ↔ 8 . 8 9 1 0 --16.2840 ↔ 9 . 1 9 7 0

123.000

1R 2R 3R 4R

5L

5R

6L

6R

NOTE:

The page layout can differ based on the number of radios installed and on which line they are configured. There may be empty lines. If more than 6 radios are configured, another RADIO top page 2/x will be available. The acronyms of some type of radios are configurable items.

VHF1/2 [XL]: Access to the VHF1/2 radio page. VHF1/2 [XR]: Display and modify the VHF active and standby frequencies. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby frequencies. HF1 [XL]: Access to the HF radio page. HF1 [XR]: Display and modify the HF active and standby frequencies.


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RADIO 1/X or 2/X (Vertical display format) This page allows the pilot to verify and modify the active frequencies for the COM, NAV, ADF and/or ATC. The RADIO 1/X page can be configured as the default cold start power up page of the FMS. The RADIO 1/X page is displayed by pressing [RADIO]. NOTE: The actual page generated by the system will depend on the Radio Equipment installed and configured as well as the configured radio names.

RADIO PAGE Type (COM, NAV, ATC, ADF):

COM1 1L 2L 3L

RADIO 1/3 122.075 128.050C O M 2

128.050 125.000 N A V 1 114.35 109.05 N A V 2 HOLD108.50 111.00AUTO A T C 1 7777 109.0 A D F 1 C 1211 2182.0 BFO

1R 2R 3R

4L

4R

5L

5R

6L

RADIO DETAILS>

6R

NOTE: XX below is based on the configured position of each radio. It can be anything between 1L to 5L or 1R to 5R. COM1/2 [XX]: Display and modify the active and standby frequencies/channels of the COM1/COM2 radio. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby frequencies/channels. If the transmit mode activation (e.g. push-to-talk) is installed, the frequency/channel is displayed in reverse video black font on green background. NOTE: Name may differ (COM vs VHF) based on configured name. NAV1/2 [XX]: Display and modify the active and standby frequencies of the NAV1/NAV2 radio(s). Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby frequencies. When auto-tuning mode is active, a reverse video 'AUTO' is displayed below to the NAV1/NAV2 fixed caption prompt. Returning to manual tuning mode requires 'DELETE' (press the [CLR] key) to be assigned to the NAV1/NAV2 standby frequency or swapping of the active and standby NAV1/NAV2 frequencies. When a DME hold is set (via the NAV radio page), a reverse video 'HOLD' is displayed below to the NAV1/NAV2 fixed caption prompt. Also, when DME hold is set, the double arrow toggle prompt disappears to indicate that if an entry is made, the entered frequency will correspond to the active frequency (e.g. not the standby), this is because the frequency displayed next to the HOLD prompt is the hold frequency.


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ATC1/2 [XX]: Display and modify active and standby ident of the active ATC radio (in a dual installation). Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles between active/standby idents. Also displays the Transponder mode (C= Altitude mode on, blank= Altitude mode off) below the fixed caption ATC field. When the [SQK/IDT] key is pressed the active Ident code will be displayed in reverse green for the duration of the Squawk (18 seconds). During the duration of the squawk, the FMS inhibits the toggle operation. If the transponder is in standby, a reverse video 'SBY' is displayed below the fixed caption ATC field. NOTE: Name may differ (ATC vs TPDR vs XPDR) based on configured name. ADF1/2 [XX]: Display and modify the active and standby frequencies of the ADF1 or ADF2 radio. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles active/standby frequencies. The ADF mode will be displayed in normal white font below the field ADF. Possible values are: ADF, ANT, BFO. The BFO status has priority over ADF and ANT. RADIO DETAILS [6R]: Access to the RADIO DETAILS page. NOTE: This is equivalent of pressing the NEXT key while viewing the RADIO 1/3 page.

RADIO 2/X PAGE (Vertical display format) Press [RADIO] [NEXT] to display RADIO 2/X page. NOTE: This page is only available in the vertical configuration of radio top page.

RADIO

2/3

1L

COM2>

2L

NAV2>

2R

3L

ADF1>

3R

1R

4L

4R

5L

5R

6L

6R

NOTE: The presentation above may differ. It is based on the configured position and names of each radio. The term XX below can be anything between 1L to 5L or 1R to 5R. COM1/2 [XX]: Access to the COM page (if configured). NAV1/2 [XX]: Access to the NAV page (if configured). ATC1/2 [XX]: Access to the ATC page (if configured). ADF1/2 [XX]: Access to the ADF page (if configured).


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RADIO TEST X3/Y4 (2/Y or 3/Y or …) PAGE The radio names on the RADIO TEST pages are identical to those appearing on the other radio pages. However, the radio names (same acronyms as on the RADIO top pages) that appear are the ones whose selftest capability has been configured. The RADIO TEST page is only available while the aircraft is on the ground. This page is removed from the toplevel menu after take-off. Individual radio selftest functions are then accessible from the specific radio equipment. Press [RADIO], [NEXT], [NEXT] NOTE:

The page number is based on the number of RADIO top page(s).

Unless accessed for the first time the page may display the results of radio test previously done. Pressing the corresponding LSK brings the radio test states to READY. The RADIO TEST Y/X page provides the capability of initiating self-tests on the radios.

RADIO TEST VOR1

1L

>READY

2L

>READY

3L

>READY

4L

>READY

ADF1

XPDR1/TCAS DME1

3/4 VOR2

READY< ADF2

READY< XPDR2/TCAS

READY< DME2

READY<

5L 6L

1R 2R 3R 4R 5R

TEST ALL>

6R

NOTE: The page layout can differ based on the radios equipment installed as well as the configured radio names Toggle options for test status are READY, CONFIRM?, INIT, STARTED. Pressing LSK the first time causes CONFIRM? to appear; the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. Pressing for the third time restores the display to READY. VOR1/2 TEST [xx]: Displays VHFOR test status & results. XPDR/TCAS 1/2 TEST [xx]: Displays ATCXPDR/TCAS test status & results. NAV1/2 TEST [xx]: Displays NAV test status & results. DME1/2 TEST [xx]: Displays DME test status & results. Where x 1 = 1, 2, 3, 4, or 5. Where x 2 = L or R.


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TEST ALL [6R]: Executes the test (only available when the aircraft is on-ground) for all the listed radios on the RADIO TEST x/y pages. Pressing the LSK the first time causes CONFIRM? to appear besides each radio LSK. Pressing the LSK again cause the test to start. The status and test result appear beside each radio's LSK. CLEAR ALL [6R]: Clears all test results (only available when the aircraft is on-ground).

RADIO LIBRARY Y4/X4 (2/Y or 3/Y or ...) PAGE

NOTE: The RADIO LIBRARY pages are only available while the aircraft is on the ground and password protected. It is not intended for air-transport operation. Refer to non-air transport section for details on operation.


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NAVIGATION RADIOS (NAV Page 1/2) NOTE: Page title can be configured as “NAV”, “VOR” or “VIR”, to match the nomenclature on a given installation. This page allows the pilot to control the operation of up to 2 NAV and 2 DME radios. NOTE: Tuning commands will only be accepted if the FMS is enabled for navigation radio tuning control (ex: when interfaced with an external Radio Management Panel). Display the first NAV 1/2 page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO]*, . Display the first NAV 1/2 page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO]*, . Page layout when the SEL CRS option is configured and dedicated VOR and ILS receivers are configured:

VOR VOR1 1L 2L 3L 4L

1/2 VOR2

115.80

YJN 116.70 --RAD: 350° SEL CRS 090°

Y U L A116.30 --- 112.80 RAD: 160° SEL CRS 090°

DME:15.0N M

DME:12.0N M

5L 6L

1R 2R 3R 4R 5R

LIBRARY>

6R

Page layout when the DME HOLD option is configured and combined VOR/ILS receivers are configured:

NAV NAV1 1L 2L 3L 4L

116.30

YUL 116.70 ---RAD: 180°

DME1

>OFF

HOLD

DME: 130NM

1/2

AUTO NAV2 B M L 110.40 ----112.80 RAD: 097°

DME2

HOLD

OFF<

DME:12.0NM

5L 6L

1R 2R 3R 4R 5R

LIBRARY>


6R

Page 13-11 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Page layout when combined VOR/ILS receivers are configured and an ILS frequency is tuned.

NAV NAV1 1L 2L 3L 4L

116.30

1/2 NAV2

YUL I H I Q 110.90 116.70 ---- ----112.80 RAD: 180° LOC: °

DME1 HOLD

DME2 HOLD

DME: 130NM

DME:12.0NM

>OFF

OFF<

5L 6L

1R 2R 3R 4R 5R

LIBRARY>

6R

NOTE: NAV Radio equipment name can be configured as “NAV”, “VOR” or “VIR". The case displayed above is the “NAV” configuration. NOTE: The NAV and DME ident suffix "x" (e.g. NAV, NAV1...) and the side (left or right) where the NAV/DME units appear is depending on the installation configuration. The tables below provide examples. * The FMS can be configured so that pressing the RADIO key successively toggles through RADIO page Y/X. NAV1 [1L]: Display and modify active/standby NAV frequency and ident of the NAV1 radio. When auto-tuning mode is active and dedicated VOR and ILS receivers are configured, a reverse video ‘A’ precedes the tuned frequency (not applicable for the VIR-31). If combined VOR/ILS receivers are configured, the indication that autotuning mode is active is provided by the display of a reverse video ‘AUTO’ above the identifier. Auto-tuning mode is entered by assigning “DELETE” (press the [CLR] key) to the NAV1 standby frequency. Returning to manual tuning mode requires “DELETE” (press the [CLR] key) to be assigned to the NAV1 standby frequency or swapping of the active and standby NAV1 frequencies. Once the switch to automatic occurs the active frequency will be replaced by a frequency selected automatically and the manually entered frequency will be lost. NAV2 [1R]: Same as above, but referencing NAV2 instead of NAV1. NOTE: If the NAV function is set to MANUAL, the tuning selection indicator is disabled. LOC/RAD [2L], [2R]: Depending on the active frequency, the following is displayed: • NAV VOR radial when VOR frequency is tuned; or • NAV LOCalizer course when a LOCalizer frequency is tuned. SEL CRS [3L], [3R]: Used to enter the VOR1/2 selected course. NOTE: This field is present only if enabled via configuration. DME HOLD [4L], [4R]: When the VOR tuning mode is manual, toggle DME hold status for the DME radio (not applicable for the VIR-31). The possible values are OFF and ON. NOTE: This field is present only if enabled via configuration. DME [5L], [5R]: Displays the DME slant range when VOR or LOCalizer frequency is tuned.


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NOTE: • When DME hold is set to ON the system transfers the active frequency to the NAV HOLD slot and freezes the DME tuning to this frequency. After DME hold has been initiated the active VOR/ILS frequency can be changed but this will not affect DME tuning. • Modification of active and standby frequencies is as described for RADIO 1/N page. • The standby frequencies are entered as stated for the RADIO 1/N page. However, the display is always small white font since there is no tuning done on the standby frequencies. RADIO [6L]: Access to the RADIO top level page where NAV is located. LIBRARY [6R]: Access to the NAV Library page.

NAVIGATION RADIOS (NAV Page 2/2) This page allows the pilot to control the operation of up to 2 NAV and 2 DME radios. NOTE: This page is only displayed if VOR-auto-tuning or radio test is configured. Display second NAV 2/2 page from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO], , [NEXT]. Display second NAV 2/2 page from the vertical configuration by pressing [RADIO], [NEXT], , [NEXT] or [RADIO], , , [NEXT] or [RADIO], [RADIO], , [NEXT].

NAV NAV1 MODE

1L 2L 3L 4L

>AUTOMATIC NAV1 TEST

>READY

DME1 TEST

5L

>READY

6L

2/2

NAV2 MODE

MANUAL<

NAV2 TEST

READY<

DME2 TEST

READY<

1R 2R 3R 4R 5R 6R

NOTE: The NAV and DME ident suffix "x" (e.g. NAV, NAV1...) and the side (left or right) where the NAV/DME units appear is depending on the installation configuration. NAV1 MODE [1L]: Toggles NAV1 mode status for the NAV radio. The possible values are AUTOMATIC or MANUAL. NAV2 MODE [1R]: Same as above, but referencing NAV2 instead of NAV1. NAV1 TEST [3L]: Toggles NAV1 test status & results. Toggle options for test status are READY, CONFIRM?, STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. NAV2 TEST [3R]: Same as above, but referencing NAV2 instead of NAV1. NOTE: The NAV1/2 TEST prompts may no longer be displayed once airborne if configured accordingly.


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DME1 TEST [5L]: Toggles DME1 test status & results. Toggle options for test status are READY, CONFIRM?, STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. DME2 TEST [5R]: Same as above, but referencing DME2 instead of DME1. RADIO [6L]: Access to the RADIO top level page where where NAV is located.


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NAVIGATION RADIOS (ILS/MLS Page 1/2) This page allows the pilot to control the operation of up to 2 ILS/MLS radios. NOTE: Tuning commands will only be accepted if the FMS is enabled for navigation radio tuning control (ex: when interfaced with an external Radio Management Panel). NOTE: Even if 2 ILS (or MLS) receivers can be configured, only a single page will be displayed since both ILS (or MLS) receivers will always be tuned to the same frequency/mode. Display the first ILS/MLS page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO]*, . Display the first ILS page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO]*, . NOTE: The page title will be ‘ILS’ instead of ‘ILS/MLS’ if no MLS receiver is configured. No associated MLS symbology will be displayed under these circumstances. NOTE: * The FMS can be configured so that pressing the RADIO key successively toggles through RADIO page Y/X.

ILS/MLS ILS 1L 2L

110.10I R M E 109.30 IUL

5L

SEL CRS 090° DME 125NM IRME STATUS >A C T I V E

6L

3L 4L

1/2 MLS

MFNN ----

528 ---

SEL CRS/GP 090°/3° DME NM STATUS STANDBY<

1R 2R 3R 4R 5R 6R

ILS [1L]: Display and entry of the active/standby ILS frequency and identifier. If the scratchpad is empty, line selection will toggle the active and standby data fields. ILS identifiers entered in the standby field must be valid navigation database ILS-identifiers; otherwise the entry will not be accepted. ILS frequencies manually-entered in the standby field will automatically display the associated ILS identifier if applicable. Auto-tuning mode can be entered by assigning “DELETE” (pressing the [CLR] key) to the ILS standby frequency. Returning to manual tuning mode requires “DELETE” (press the [CLR] key) to be assigned to the ILS standby frequency or swapping of the active and standby ILS frequencies. Indication of auto-tuning mode is provided by the display of a reverse video ‘A’ next to the active ILS frequency. NOTE: Toggling between automatic and manual tuning is also possible using the ILS/MLS 2/2 page [1L] prompt. Refer to ILS/MLS 2/2 page for additional details. NOTE: When auto-tuning is enabled, the destination runway ILS frequency and identifier are displayed in the active field when within 150 nm of destination. Before then, the information is displayed in the standby field. Refer to section 7 (Approach) for additional procedure-related ILS/MLS auto-tuning details.


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SEL CRS [3L]: Displays the localizer front course extracted from the navigation database for the selected approach, or the manually-entered front course. If a back course approach is selected, the characters ‘BC’ will precede the displayed value (reciprocal of front course). The data field blanks if FMS tuning of ILS is superseded by tuning from an external control head (e.g. Radio Management Panel). DME [4L]: Display of the distance and station identifier received from the tuned DME that is paired with the tuned ILS (1L). When the tuned DME is paired with the tuned MLS (1R), this data field will be blank. No manual entries are permitted. STATUS [5L]: Display of the tuning status of the ILS receiver. Pressing this softkey selects the next option. The possible values are ACTIVE and STANDBY. If the MLS STATUS (5R) is set to ACTIVE, the ILS STATUS (5L) will automatically revert to STANDBY. RADIO [6L]: Access to the RADIO top level page where the ILS/MLS is located. MLS [1R]: Display and entry of the active/standby MLS channel and identifier. If the scratchpad is empty, line selection will toggle the active and standby data fields. MLS identifiers entered in the standby field must be valid navigation database MLS-identifiers; otherwise the entry will not be accepted. MLS channels manually-entered in the standby field will automatically display the associated MLS identifier if applicable. Auto-tuning mode can be entered by assigning “DELETE” (pressing the [CLR] key) to the MLS standby channel. Returning to manual tuning mode requires “DELETE” (press the [CLR] key) to be assigned to the MLS standby channel or swapping of the active and standby MLS channels. Indication of auto-tuning mode is provided by the display of a reverse video ‘A’ next to the active MLS channel. NOTE: Toggling between automatic and manual tuning is also possible using the ILS/MLS 2/2 page [1R] prompt. Refer to ILS/MLS 2/2 page for additional details. NOTE: When auto-tuning is enabled, the destination runway MLS channel and identifier are displayed in the active field when within 150 nm of destination. Before then, the information is displayed in the standby field. Refer to section 7 (Approach) for additional procedure-related ILS/MLS auto-tuning details. SEL CRS/GP [3R]: Displays the Course and Glide Path (azimuth and slope) extracted from the navigation database for the selected approach, or the manually-entered azimuth/slope. The data field blanks if FMS tuning of MLS is superseded by tuning from an external control head (e.g. Radio Management Panel). DME [4R]: Display of the distance and station identifier received from the tuned DME that is paired with the tuned MLS (1R). When the tuned DME is paired with the tuned ILS (1L), this data field will be blank. No manual entries are permitted. STATUS [5R]: Display of the tuning status of the MLS receiver. Pressing this softkey selects the next option. The possible values are ACTIVE and STANDBY. If the ILS STATUS (5L) is set to ACTIVE, the MLS STATUS (5R) will automatically revert to STANDBY.


Page 13-16 July 17, 2013


NAVIGATION RADIOS (ILS/MLS Page 2/2) This page allows the pilot to control the operation of up to 2 ILS/MLS radios. Display the second ILS/MLS page from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO]*, , [NEXT]. Display the first ILS page from the vertical configuration by pressing [RADIO], [NEXT], , [NEXT] or [RADIO], , , [NEXT] or [RADIO], [RADIO]*, , [NEXT]. NOTE: The page title will be ‘ILS’ instead of ‘ILS/MLS’ if no MLS receiver is configured. No associated MLS symbology will be displayed under these circumstances.

ILS/MLS ILS MODE

1L

>AUTOMATIC

2/2

MLS MODE

MANUAL<

1R

2L

2R

3L

3R

4L

4R

5L

5R

6L

6R

ILS MODE [1L]: Display of the tuning mode of the ILS receiver. Pressing this softkey selects the next option. The possible values are AUTOMATIC and MANUAL. MLS MODE [1R]: Display of the tuning mode of the MLS receiver. Pressing this softkey selects the next option. The possible values are AUTOMATIC and MANUAL. NOTE: Selection of an ILS/MLS tuning mode will only be accepted if the FMS is enabled for navigation radio tuning control (ex: when interfaced with an external Radio Management Panel). If the FMS is not enabled for navigation radio tuning control, the ILS/MLS tuning mode automatically reverts to MANUAL. RADIO [6L]: Access to the RADIO top level page where the ILS/MLS is located.


Page 13-17 July 17, 2013


NAVIGATION RADIOS (ADF Page 1/2) This page allows the pilot to control the operation of up to 2 ADF units. NOTE:

Tuning commands will only be accepted if the FMS is enabled for navigation radio tuning control (ex: when interfaced with an external Radio Management Panel).

NOTE:

The page title may change from 1/2 to 1/1 once airborne if configured accordingly.

Display the first ADF RADIO page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO], . Display the second ADF RADIO page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO], .

ADF ADF1

1L 2L

b1234.5 - 1780.6 --

1/2 ADF2

---

407.0b 333.5

MODE

MODE

BFO

BFO

3L

>ADF

4L

>OFF

ANT< ON<

MAG-BRG

5L

REL-BRG >2 3 1 o

6L

LIBRARY>

<

1R 2R 3R 4R 5R 6R

NOTE: The ADF ident suffix "x" (e.g. ADF, ADF1...) and the side (left or right) where the ADF units appear are depending on the installation configuration. The tables below provide examples. ADF1 [1L]: Display and modify active/standby frequency of the ADF1 radio. Selecting LSK_1L when the scratchpad is empty will toggle the standby and the active frequency. ADF2 [1R]: Display and modify active/standby frequency of the ADF2 radio. Selecting LSK_1R when the scratchpad is empty will toggle the standby and the active frequency. MODE [3L,3R]: Displays mode status for the ADF radio. Pressing this softkey selects the next option. The possible values are ADF and ANT if the ADF mode is configured for ADF and ANT operation. Otherwise, only ADF mode is available. BFO [4L,4R]: Displays mode status for the ADF radio. Pressing this softkey selects the next option. The possible values are ON and OFF. REL-BRG/MAG BRG/TRUE BRG [5L,5R]: Set and display of the ADF Bearing display mode and Bearing data. At power on, the FMS will display the last ADF Bearing display mode setting prior to the last FMS power interruption.


Page 13-18 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTE: The ADF does not provide bearing data while its mode of operation is set to "ANT". RADIO [6L]: Access to the RADIO top level page where ADF is located. LIBRARY [6R]: Access to the ADF Library page.

NAVIGATION RADIOS (ADF Page 2/2) This page allows the pilot to control the operation of up to 2 ADF units. NOTE: This page is only displayed if radio test is configured. NOTE: This page may no longer be displayed once airborne if configured accordingly. Display the second ADF RADIO page from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO], , [NEXT]. Display the second ADF RADIO page from the vertical configuration by pressing [RADIO], [NEXT], , [NEXT] or [RADIO], , , [NEXT] or [RADIO], [RADIO], , [NEXT].

ADF 1L

1R

2L

2R

3L

3R

4L

NOTE:

2/2

ADF1 TEST

5L

>READY

6L

ADF2 TEST

READY<

4R 5R 6R

The ADF ident suffix "x" (e.g. ADF, ADF1...) and the side (left or right) where the ADF units appear are depending on the installation configuration.

ADF1 TEST [5L]: Toggles ADF1 test status & results. Toggle options for test status are READY, CONFIRM?, STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. ADF2 TEST [5R]: Same as above, but referencing ADF2 instead of ADF1. RADIO [6L]: Access to the RADIO top level page where ADF is located.


Page 13-19 July 17, 2013


COMMUNICATION RADIOS (VHF RADIO Page 1/2) NOTE :

The frequency range and channel spacing are dependent of the installed radio model. The FMS can be configured to reflect the installed radio model capabilities.

This page allows the pilot to control the operation of up to two VHF units. This page allows the pilot to verify and modify the active and standby frequencies for the COM radios. It allows the pilot to control the operation of these radios. NOTE: Tuning commands will only be accepted if the FMS is enabled for communication radio tuning control (e.g.: when interfaced with an external Radio Management Panel). Display the first VHF 1/2 page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO], . Display the first VHF 1/2 page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO], .

VHF VHF1

1L 2L 3L

b 118.400 - 126.400 -SQUELCH

>OFF

4L

-- 151.000b -- 124.650 SQUELCH

ON<

VOICE/DATA

5L 6L

1/2 VHF2

1R 2R 3R 4R

DATA<

5R

LIBRARY>

6R

NOTE: The COM VHF radio equipment name can also be configured as “COM" or "VHF". The VHF ident suffix "x" (e.g. VHF, VHF1...) and the side (left or right) where the COM units appear is depending on the installation configuration. The tables below provide examples. VHF1 [1L]: Display and modify active/standby frequency of the VHF1 radio. Selecting LSK 1L when the scratchpad is empty will toggle the standby and the active frequency. VHF2 [1R]: Same as above, but referencing VHF2 instead of VHF1 and LSK 2R instead of LSK 1L. NOTE: It is possible to have "-" in one or both of the active and standby fields after FMS maintenance. Toggling is not allowed when "-" are present in the standby field. Then, a frequency needs to be entered in the standby field first before the active/standby field toggling is allowed, otherwise a warning message will be displayed in the scratchpad. SQUELCH [3L]: When configured and for VHF-422 and VHF-4000 VHF radios only, toggles COM1 radio squelch status ON or OFF. SQUELCH [3R]: Same as above, but referencing COM2 instead of COM1.


Page 13-20 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) VOICE/DATA [5R]: When voice/data control is configured and for the VHF-422 and VHF-4000 VHF radios only, allows the crew to place the VHF radio in either the VOICE or DATA mode. RADIO [6L]: Access to the RADIO top level page where the VHF is located. LIBRARY [6R]: Access to the access to the VHF Library page.

COMMUNICATION RADIOS (VHF RADIO Page 2/2) This page allows the pilot to control the operation of up to two VHF units. NOTE: This page is only displayed if radio test is configured. Display the second VHF 2/2 page from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO], , [NEXT]. Display the second VHF 2/2 page from the vertical configuration by pressing [RADIO], [NEXT], , [NEXT] or [RADIO], , , [NEXT] or [RADIO], [RADIO], , [NEXT].

VHF

2/2

1L

1R

2L

2R

3L

3R

4L 5L

VHF1 TEST >R E A D Y

6L

VHF2 TEST

READY<

4R 5R 6R

NOTE: The COM VHF radio equipment name can also be configured as “COM" or "VHF". The VHF ident suffix "x" (e.g. VHF, VHF1...) and the side (left or right) where the COM units appear is depending on the installation configuration. The tables below provide examples. VHF1 TEST [5L]: Toggles VHF1 test status & results. Toggle options for test status are READY, CONFIRM?, STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. VHF2 TEST [5R]: Same as above, but referencing VHF2 instead of VHF1. NOTE: The VHF1/2 TEST prompts may no longer be displayed once airborne if configured accordingly. RADIO [6L]: Access to the RADIO top level page where the VHF is located.


Page 13-21 July 17, 2013


COMMUNICATION RADIOS (HF RADIO Page 1/2) NOTE :

The various fields are dependent of the installed radio model. The FMS can be configured to reflect the installed radio model capabilities.

This page allows the pilot to control the operation of up to 2 HF radios. NOTE: Tuning commands will only be accepted if the FMS is enabled for communication radio tuning control (ex: when interfaced with an external Radio Management Panel). Display the first HF 1/2 page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO], . Display the first HF 1/2 page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO],

HF HF1

1L 2L 3L 4L

11.2790

-8.8910 --

MODE

>AM

VOICE/DATA

5L

>VOICE

6L

1/1 HF2

- - 8.8910 -- 2.9710 MODE

USB<

VOICE/DATA

1R 2R 3R 4R

VOICE<

5R

LIBRARY>

6R

NOTE: The HF ident suffix "x" (e.g. HF, HF1 or HF2.) and the side (left or right) where the HF unit appears depends upon the installation configuration. HF1 [1L]: Display and modify active/standby frequency of the HF1 radio. Selecting LSK 1L when the scratchpad is empty will toggle the standby and the active frequency. HF2 [1R]: Same as above, but referencing HF2 instead of HF1 and LSK 2R instead of LSK 1L. CAUTION:

Any HF frequency entry must include a decimal point otherwise it will be interpreted as a preset entry (refer to non-air transport library operation). For instance an entry of 20 MHZ must be entered as 20. (please note the decimal point) whereas the preset 20 is entered as 20 (without the decimal point).

NOTE: It is possible to have "-" in one or both of the active and standby fields after FMS maintenance. Toggling is not allowed when "-" are present in the standby field. Then, a frequency needs to be entered in the standby field first before the active/standby field toggling is allowed, otherwise a warning message will be displayed in the scratchpad. MODE [3L]/[3R]: Controls the radio mode. The following modes are supported:


Page 13-22 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) VOICE/DATA [5L]/[5R]: Only available when the configured HF type is XK-516D. Allows the crew to place the HF radio in either the VOICE or DATA mode. Upon selection of DATA mode, the active frequency displayed at [1lL]/[1R] will be replaced with dashes. RADIO [6L]: Access to the RADIO top level page where the HF radio is located. LIBRARY [6R]: Access to the HF Library page.


Page 13-23 July 17, 2013


TRANSPONDERS (ATC Page 1/2) This page allows the pilot to control the operation of up to 2 ATC radios. NOTE: The page title may change from 1/2 to 1/1 once airborne if configured accordingly. Display the first ATC RADIO 1/2 page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO], or [ATC], [TPDR] or [XPDR]. Display the first ATC RADIO 1/2 page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO], .

ATC ATC1

1L 2L

b 1200 1500 MODE C

MODE C

STATUS

STATUS

3L

>ON

4L

>ACTIVE

5L

>IDENT

6L

1/2 ATC2 2200b 4600

OFF<

1R 2R 3R

STANDBY<

4R

EMERGENCY<

5R

CTL FMS

6R

NOTES: The page title can also be configured as “TPDR” or “XPDR”, to support the nomenclature used on a given installation. The ATC ident suffix "x" (e.g. ATC, ATC1...) and the side (left or right) where the ATC units appear is depending on the installation configuration. The tables below provide examples. It is recommended to always install the ATC control/status on the first RADIO top page next to line select keys [5L]/ [5R]. The page title and acronym used must be identical to the Front panel Function Key acronym when implemented. ATC1 [1L]: Displays and allows modification of the active and standby identity code for the ATC1 transponder. Enter identifier in scratchpad and press LSK 1L. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles between active/standby identifiers. When a radio has been tuned to a new code from a remote control unit (RCU) and the radio is capable of providing tuning feedback, the new code is displayed in the active field and the current active code is moved in the standby field. This way, consistent setting is displayed on both control units. The FMS displays a tuned active code in large font white color. During the tuning process, the active code is displayed in large font reverse white color. If the tuning operation is not successful, the code is displayed in small font amber color as a warning to the pilot. ATC2 [1R]: Same as above, but referencing ATC2 instead of ATC1 and LSK 2R instead of LSK 1L. NOTE:

For ATC1 and ACT2 it is possible to have "-" in one or both of the active and standby fields after FMS maintenance. At that time, a code needs to be entered in the standby position first before the


Page 13-24 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) active/standby field toggling is allowed, otherwise a warning message will be displayed in the scratchpad. MODE C [3L]: Toggles ATC1 SSR Mode C functions for the ATC radio. The possible values are ON and OFF. MODE C [3R]: Same as above, but referencing ATC2 instead of ATC1. NOTE:

New code and setting are accepted when the radio is in "STANDBY" mode, but the tuning of the radio to the new code and/or setting will only occur when the radio status will be set to "ACTIVE"

STATUS1 [4L]: Displays the activity status of the ATC1 transponder. Pressing this softkey selects the next option. The possible values are ACTIVE and STANDBY. Only one ATC unit can be active at a given time, therefore making one of them active will cause the other to become standby. STATUS2 [4R]: Same as above, but referencing ATC2 instead of ATC1. IDENT [5L]: Allow the crew to add the Special Position Identification "IDENT" pulse to the ATCRBS Mode A reply code on the ATC radio which status is "ACTIVE". It is possible to re-initiate the "IDENT" period at any time, including those times during which it is already being transmitted. EMERGENCY [5R]: Available when the configured emergency code is not 0000, otherwise the field is blank. Pressing this softkey will transmit the configured emergency code to ATC2, force the transponder status to active. Once pressed the font changes to large reverse green as long as the transponder is active. RADIO [6L]: Access to the RADIO top level page where the ATC is located. CTL [6R]: Available only when the transponder is configured to be controlled by either the FMS or an external Mission Computer, otherwise this field is blank. This field displays whether the FMS or the Mission Computer is in tuning control of the transponder. The crew can tune the transponder from the FMS only when the FMS is in control.


Page 13-25 July 17, 2013


TRANSPONDERS (ATC Page 2/2) This page allows the pilot to control the operation of the up to 2 ATC units. NOTE: This page is only displayed if radio test is configured. NOTE: This page may no longer be displayed once airborne if configured accordingly. Display the second ATC RADIO page 1/2 from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO], , [NEXT] or [ATC] or [TPDR] or [XPDR], [NEXT]. Display the second ATC RADIO page 1/2 from the vertical configuration by pressing [RADIO], [NEXT], , [NEXT] or [RADIO], , , [NEXT] or [RADIO], [RADIO], , [NEXT].

ATC

2/2

1L

1R

2L

2R

3L

3R

4L

ATC1 TEST

5L

>READY

6L

ATC2 TEST

READY<

4R 5R 6R

ATC

2/2

1L

1R

2L

2R

3L

3R

4L 5L 6L

ATC1 TEST

>READY
ATC2 TEST

4R

READY<

5R

CTL FMS

6R

The ATC ident suffix "x" (e.g. ATC, ATC1...) and the side (left or right) where the ATC units appear is depending on the installation configuration.


Page 13-26 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) ATC1 TEST [5L]: Toggles ATC1 test status & results. Toggle options for test status are READY, CONFIRM?, STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. ATC2 TEST [5R]: Same as above, but referencing ATC2 instead of ATC1. RADIO [6L]: Access to the RADIO top level page where the ATC is located. CTL [6R]: Available only when the transponder is configured to be controlled by either the FMS or an external Mission Computer, otherwise this field is blank. This field displays whether the FMS or the Mission Computer is in tuning control of the transponder. The crew can tune the transponder from the FMS only when the FMS is in control.


Page 13-27 July 17, 2013


TRANSPONDERS (ATC/TCAS Page 1/2) This page allows the pilot to control the operation of up to 2 ATC/TCAS transponders. NOTE: The page title may change from 1/2 to 1/1 once airborne if configured accordingly. Display the first ATC/TCAS page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO], or [ATC], [TPDR] or [XPDR]. Display the first ATC/TCAS page from the vertical configuration by pressing [RADIO], [NEXT], or [RADIO], , or [RADIO], [RADIO], .

ATC/TCAS

1/2

ATC CODE 1L 2L

1200 4400

1R

ACTIVE ATC

3L

>ATC1

4L

>NORMAL

5L

>IDENT

6L

ATC MODE

ALT RNG

BELOW<

TCAS MODE

2R 3R

TA/RA<

4R

EMERGENCY<

5R 6R

ATC CODE [1L]: Displays and allows modification of the active and standby identifier codes for the ATC/TCAS transponder. Enter the identifier in scratchpad and press LSK 1L. Entry may be made to the standby position only when a new value is in the scratchpad. If the scratchpad is empty it toggles between active/standby identifiers. The FMS displays a tuned active code in large font white color. During the tuning process, the active code is displayed in large font reverse white color. If the tuning operation is not successful, the code is displayed in small font amber color as a warning to the pilot. Attempting an entry or toggling of this field is not possible while the transponder is squawking. ACTIVE ATC [3L]: transponder.

In a multiple transponder installation, displays and allows selection of the active

NOTE: selection options are ATC1/ATC2, XPDR1/XPDR2 or TPDR1/TPDR2 based on the configured transponder nomenclature. ATC MODE [4L]: Displays and allows section of one of the following transponder modes: STANDBY, ALT_RPTG_OFF and NORMAL. IDENT [5L]: Allow the crew to add the Special Position Identification "IDENT" pulse to the ATCRBS Mode A reply code. It is possible to re-initiate the "IDENT" period at any time, including those times during which it is already being transmitted. When pressed, the font changes to large reverse green for approximately 18 seconds and the active transponder code (displayed at [1L]) is also displayed in large reverse green font for the duration of the squawk. NOTE: For hardware front panel variations supporting the [SQK/IDT] hard key, pressing this hard key will have the same effect as pressing the IDENT [5L] key.


Page 13-28 July 17, 2013


For some installations, activation of the Squawk Ident function can be performed through a dedicated push button in the cockpit. RADIO [6L]: Access to the RADIO top level page where ATC/TCAS is located. ALT RNG [3R]: Displays and allows section of one of the following TCAS altitude range options: NORMAL, ABOVE and BELOW. TCAS MODE [4R]: Displays and allows section of one of the following TCAS mode options: STANDBY, TA/RA and TA. Selection of TA/RA or TA will automatically force the ATC MODE (4L) to NORMAL. If the ATC MODE (4L) reverts to STANDBY or ALT_RPTG_OFF, then the TCAS mode (4R) will automatically revert to STANDBY. EMERGENCY [5R]: Available when the configured emergency code is not 0000, otherwise the field is blank. Pressing this soft key will transmit the configured emergency code to the transponder and force the transponder mode (4L) to NORMAL. When pressed, the font changes to large reverse green as long as the transponder is active. Selection of EMERGENCY will also initiate the IDENT function (refer to [5L] for additional details). When an ATC hijack pushbutton is installed in the cockpit, the crew can activate it and, as a result, the FMS radio management function activates the configured ATC hijack code (default is 7500).

TRANSPONDERS (ATC/TCAS Page 2/2) This page allows the pilot to control the operation of up to 2 ATC/TCAS units. NOTE: This page is only displayed if the transponder test option is configured. NOTE: This page may no longer be displayed once airborne if configured accordingly. Display the second ATC/TCAS page from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO], , [NEXT] or [ATC] or [TPDR] or [XPDR], [NEXT]. Display the second ATC/TCAS page from the vertical configuration by pressing [RADIO], [NEXT], , [NEXT] or [RADIO], , , [NEXT] or [RADIO], [RADIO], , [NEXT].

ATC/TCAS

2/2

1L

1R

2L

2R

3L

3R

4L

ATC/TCAS TEST

4R

5L

>READY

5R

6L

6R

ATC/TCAS TEST [5L]: Toggles the active transponder test status and results. Toggle options for test status are READY, CONFIRM? and STARTED. Pressing LSK the first time causes ARMED to appear the second press initiates the tests. Test result is: PASS or FAIL or TIMEOUT. RADIO [6L]: Access to the RADIO top level page where the ATC/TCAS is located.


Page 13-29 July 17, 2013


PART B – NON-AIR TRANSPORT Part B describes the Radio Tuning Pages for typical Non-Air Transport (SAR, etc.) configurations, where different from those described in Part A. The libraries for both air transport and non-air transport radios are also described as they are intended to be used in a tactical environment. NOTE: In the key sequences shown to display the pages, square brackets “[ ]” indicate a function key and angle brackets “< >“ indicate a line select key (left and right softkeys). GENERAL The FMS offers primary or backup radio tuning of navigation and communication radios. It can provide tuning for, in addition to the NAV and COM radios specified in Part A: •

Single or Dual V/UHF radios [non-Have Quick] and SRT-651/N [Have Quick]

RADIO 1/X or 2/X page (Non- Air Transport - General considerations) Two frequencies/channels are displayed for each radio. When a new frequency/channel is entered, it is placed to the right of the active frequency, in the stand-by position. The associated line select key toggles the standby/active frequency/channel and vice-versa (when the scratchpad is empty). The FMS allows the user to select a frequency by entering one of the following elements in the scratchpad and pressing the associated line select key: • a preset number. • the identifier (for NAV radio: from the navigation database as 1st priority and from the radio library as 2nd priority; for all other radios from the radio library as 1st priority). • the frequency/channel value. If a valid preset number is entered, the corresponding frequency/channel (from the library) is displayed. Preset or ident entries have priority over the frequency/channel when entered simultaneously according to the slash rule (e.g. 01//122.5). In this case the frequency entered will be that of the corresponding preset or ident from the library. The FMS allows the user to select the previous/next preset from the library by entering '+' or '-' in the scratchpad and pressing the associated softkey. The FMS provides frequency/channel validation by verifying the user requested frequency/channel matches the radio feedback frequency/channel.


Page 13-30 July 17, 2013


Operating Frequencies/Channels and Ranges: The operating frequencies/channels for the non-Air Transport Navigation and Communication radios are shown in the table below. An error message will appear in the scratchpad if invalid entries are made. RADIO

LOWER LIMIT

UPPER LIMIT

INCREMENT

UHF V/UHF (FM BAND)

225.000 MHz 30.000 MHz

399.975 MHz 87.975 MHz

25 kHz 25 kHz

V/UHF (AM BAND) V/UHF (AM BAND)

108.000 MHz 118.000 MHz

117.975 MHz 136.990 MHz

25 kHz 8.33 kHz / 25 KHz

V/UHF (AM BAND)

137.000 MHz

155.975 MHz

25 kHz

V/UHF (FM MARITIME BAND) V/UHF (AM/FM BAND) (refer to

156.000 MHz

173.975 MHz

25 kHz

225.000 MHz

399.975 MHz

25 kHz

400.000 MHz

469.975 MHz

25 kHz

Note 1)

V/UHF (FM BAND)

NOTE:

(1)

(2)

Certain frequencies in the maritime band (156.000 - 173.975) can also be tuned by entering the corresponding maritime channel number, e.g. for those frequencies which have an associated maritime channel. When in the maritime mode, the FMS automatically commands the +/- 4.6 KHz spacing and the radio will 'listen' on the offset frequency if such an associated offset exists for the entered maritime channel. When the operator chooses to command a frequency instead of a maritime channel within this band. All values in table are inclusive.


Page 13-31 July 17, 2013


RADIO TUNING LIBRARY For pilot convenience, the FMS provides library pages for memorized radio frequencies or channels. There is one library for each of the following radio types: VHF, HF, NAV, ADF and V/UHF types. Library entries consist of the following parameters: • preset number (mandatory), • identifier and data (optional), • frequency or channel (mandatory). Each library allows for 99 entries. Preset numbers are unique numbers from 1 to 99. The maximum length of the identifier is 5 characters. Identifiers do not need to be unique, but when tuning by identifier, only the first one encountered in the library will be used. All libraries are password protected. Scanning and viewing is always accessible. Changes to a library are allowed only when the library is unlocked.

RADIO 2/X PAGE (Horizontal display format) Press [RADIO] [NEXT] to display RADIO 2/X page. NOTE: The RADIO 2/4 page is only available when configured.

RADIO 1L 2L

2/4

--

GUARD 05 40.500 ↔ 1 2 1 . 5 5 0 C16 M-SHIP C06 156.800 ↔ 1 5 6 . 3 0 0

1R 2R

3L

3R

4L

4R

5L

5R

6L

6R

VUF1/2 [XL]: Access to the VUF1/2 radio page. Possible status field statuses are: • • • • •

EMER (reverse white small font): indicates Emergency 243 Guard Precedence is commanded GUARD (reverse white small font): indicates guard frequency is being tuned M-CST (normal white small size font): indicates maritime coast is active M-SHIP (normal white small size font): indicates maritime ship is active DF (normal white small size font): indicates V/UHF direction finder mode has been commanded ON

NOTE: EMER, GUARD, M-CST, and M-SHIP all appear in the same location in the status field and are thus mutually exclusive of each other. The display priority of EMER and GUARD is higher than that of M-CST and M-SHIP. VUF1/2 [XR]: Display and modify the VUF1/2 active and standby frequencies/presets. NOTE: If single VUHF installed and configured name is VUF, then the display will show VUHF.


Page 13-32 July 17, 2013


RADIO LIBRARY Y/X (2/Y or 3/Y or ...) PAGE The RADIO LIBRARY pages are also configurable and only available while the aircraft is on the ground for preflight check and setup. After takeoff, they are not required anymore and are removed from the top-level menu. The RADIO page(s) numbering is then updated accordingly. Individual radio library and self-test functions are then accessible from the specific radio equipment. Hence, the RADIO page(s) numbering (X/Y) will vary depending on the number of radios installed, function configured, and phase of flight. Press [RADIO], [NEXT] (When only one RADIO top page is configured) or, [RADIO] [NEXT], [NEXT], (When more than one RADIO top page is configured). The RADIO LIBRARY Y/X page provides capability to access the different radios library. Entries are only allowed when the library is unlocked. If the library is locked, viewing and scrolling is still permitted.

RADIO LIBRARY 4/4 1L

1R

2L

2R

3L

3R

4L

4R

5L

5R PASSWORD

6L

-----

LIBRARY

LOCKED<

6R

NOTE: The page layout can differ based on the number of radios installed and on which line they are configured. There may be empty lines. The acronyms of some type of radios are configurable items.


Page 13-33 July 17, 2013


COMMUNICATION RADIOS (SRT-651 V/UHF RADIO) The VUHF radio equipment name is COM, however it can also be configured as COM1/COM2 or COM3/COM4 or VUF/VUHF or VUF1/VUF2. NOTE: The case displayed in this section is the “VUF” configuration. The name "VUHF” is only be used in a single VUHF radio configuration. The FMS supports the following VUHF Radios in the frequency ranges, channel spacing and modulations specified below: RADIO MODEL / Variant

FREQUENCY / CHANNEL RANGE (MHz)

CHANNEL SPACING (KHz)

Band / Modulation

Emergency Guard Band Frequency (MHz)

30.000 – 87.975

25

VHF/FM

40.500

108.000 – 117.975 118.000 – 136.990 137.000 – 155.975 156.000 – 173.975 225.000 – 399.975 400.000 – 469.975

25 25/8.33 25 25 25 25

VHF/AM VHF/AM VHF/AM VHF/FM UHF/AM/FM UHF/FM

121.500 121.500 121.500 156.800 243.000 243.000

SRT-651/N (Have Quick) SRT-651/N/A (no Have Quick)

NOTE

1 2 3 4

Figure 13-1 V/UHF Radio Model, Frequency/Channel Range, Channel Spacing and Modulation NOTE 1: The Channel Range and spacing are configurable items. If 8.33 MHz channel spacing is configured for the 118.000 - 136.990 MHz band, ICAO Annex 10 "channel" name and Frequency-Channel pairing applies. For requirement clarity, throughout this section the term "frequency" will be used to refer to all radio frequency and channel (ATC VHF) bands, except for the "MARITIME" band where the term "channel" will be used. NOTE 2: The radio receives only. NOTE 3: Paired maritime channel, frequency, and simplex and half-duplex operation is given in the Maritime Channel - Frequency pairing Table found in this section. NOTE 4: The upper UHF band (400.000 to 469.975 MHz) is only available if configured.


Page 13-34 July 17, 2013


Channel Designator

60 01 61 02 62 03 63 04 64 05 65 06 66 07 67 08 68 09 69 10 70 11 71 12 72 13 73 14 74 15 75 16 76 17 77 18 78 19 79 20 80 21 81 22 82 23 83

Transmitting Frequencies (MHz) Ship Coast Stations Stations 156.025 160.625 156.050 160.650 156.075 160.675 156.100 160.700 156.125 160.725 156.150 160.750 156.175 160.775 156.200 160.800 156.225 160.825 156.250 160.850 156.275 160.875 156.300 156.300 156.325 160.925 156.350 160.950 156.375 156.375 156.400 156.400 156.425 156.425 156.450 156.450 156.475 156.475 156.500 156.500 156.525 156.525 156.550 156.550 156.575 156.575 156.600 156.600 156.625 156.625 156.650 156.650 156.675 156.675 156.700 156.700 156.725 156.725 156.750 156.750 156.775 156.775 156.800 156.800 156.825 156.825 156.850 156.850 156.875 156.875 156.900 161.500 156.925 161.525 156.950 161.550 156.975 161.575 157.000 161.600 157.025 161.625 157.050 161.650 157.075 161.675 157.100 161.700 157.125 161.725 157.150 161.750 157.175 161.775


Page 13-35 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Channel Designator

24 84 25 85 26 86 27 87 28 88

Transmitting Frequencies (MHz) Ship Coast Stations Stations 157.200 161.800 157.225 161.825 157.250 161.850 157.275 161.875 157.300 161.900 157.325 161.925 157.350 161.950 157.375 161.975 157.400 162.000 157.425 162.025

Figure 13-2 Maritime Channel-Frequency Pairing

COMMUNICATION RADIOS (VUF RADIO Page 1/X) NOTE: Page number will change as follows: X=2 for non-Have Quick installations and X=3 for Have Quick installations. This page allows the pilot to control the operation of up to 2 VUHF radios. Display the first VUF 1/X page from the horizontal configuration by pressing [RADIO], or [RADIO], [NEXT], or [RADIO], [RADIO], .

VUF VUF1

1L

118.400 0 4 125.150 05

2L

>TUNE GUARD

3L

>AM

4L

>TR_G

5L

>TUNE 243

6L

MODE

RX MODE

1/X

GUARD VUF2 - - 121.500 04118.400 MODE

AM<

RX MODE

1R 2R 3R

TR<

4R

TUNE 243<

5R

LIBRARY>

6R

NOTE: The COM VUF radio equipment name can also be configured as “COM" or "VUF". The VUF ident suffix "x" (e.g. VUF, VUF1...) and the side (left or right) where the radio units appear is depending on the installation configuration. The tables below provide examples. NOTE: If single VUHF installed and configured name is VUF, then the display will show VUHF. NOTE: If the EMERGENCY discrete is configured to DISABLE, when an emergency signal is received FMS tuning of the VUHF radio is inhibited, MODE (3L/3R), and RX MODE (4L/4R) operator inputs are


Page 13-36 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) ignored and the FMS will display the alert message “VUHFx CONTROL LOST” since the FMS cannot control the identified COM radio. VUFx [1L]/[1R]: Display and modify the active/standby preset number and frequency/channel of the VUF1 radio. For installations which support Have Quick (ECCM) functionality, this field will also accept net number entries (if configured) of the form AXX.XYY (where XX.X ranges from 00.0 through 99.9 and YY can be either 00, 25, or 50). Note that entry of a net number in this field will change the MODE field to HVQK (Have Quick). Entry from the keyboard is validated and then the frequency and preset/channel, if available, or net number, are placed in the standby field below the active field, otherwise an error message is displayed in the scratchpad. If the scratchpad is empty it toggles between active/standby identifiers. During the tuning process, the active frequency field is displayed in large font reverse white color. If the tuning operation is not successful, the active frequency field is displayed in small font amber font color as a warning to the pilot. Preset and channel are displayed in small font green color. Maritime channel numbers are shown in the form Cxx (where xx=the maritime channel number). Additionally, guard and emergency 243 activation will be shown next to the text VUFx. To indicate activation of these, GUARD and EMER, respectively, will be displayed just next to the title text VUFx in reverse white font to inform the crew of the selection of these prompts. NOTE: It is possible to have "-" in one or both of the active and standby fields after FMS maintenance. Toggling is not allowed when "-" are present in the standby field. At that time, a frequency/channel needs to be entered in the standby field first before the active/standby field toggling is allowed, otherwise a warning message will be displayed in the scratchpad. TUNE GUARD [2L]/[2R]: Selection of this prompt will tune the radio to emergency frequency corresponding to the currently active frequency band. When configured to operate with an external radio control panel, and if an appropriate feedback is received from the V/UHF radio, the TUNE GUARD function will be activated. For operations without an external control head, during an FMS warm start, the last TUNE GUARD setting will be restored. That is, once this prompt is selected, the active frequency will be commanded to 40.500, 121.500, 156.800 (“C16” will also be shown in preset field), or 243.000 MHz (refer to table of Figure 13-4), and the previously active frequency will be moved into the standby field. The receiver mode (RX MODE) will also change to TR and “GUARD” will be annunciated next to the text at LSK 1L/1R as well on the corresponding V/UHF radio’s line on the top RADIO page (e.g. RADIO 1/X or 2/X). Also, once this prompt is activated, the prompt itself is removed from view until the operator makes another V/UHF radio parameter selection which causes the guard state to no longer be maintained. When TUNE 243 is activated or while in HVQK (Have Quick) mode, this prompt is removed from view and unavailable for selection.


Page 13-37 July 17, 2013


MODE [3L]/[3R]: As a function of the entered active frequency field value, this prompt will then offer any possible toggle options for the given active field entry currently at LSK 1L/1R. Depending on the frequency field value entered, the mode displayed can be either AM, FM, MAR (with qualifier SHIP or COAST), or HVQK (if ECCM is configured). The possible MODE options for the various frequency bands shown in the table shown of Figure 13-4 are described here: • when the entered active frequency lies within a frequency range having only AM as a possible modulation, the MODE will change to "AM" with this being the only possible toggle setting • when the entered active frequency lies within a frequency range having only FM as a possible modulation and is not a maritime band frequency having an associated maritime channel, the MODE will change to "FM" with this being the only possible toggle setting • when the entered active frequency lies within a frequency range having only FM as a possible modulation and the entered frequency is a maritime band frequency, the possible mode settings is "FM" or "MAR" (with MAR showing qualifier 'SHIP' or 'COAST' next to it). The FMS will change MODE as follows: • upon initial entry of the maritime band frequency, MODE will be set to "FM" and the operator can then (optionally) toggle to the MAR mode (refer to NOTE) • if already in MAR mode and a maritime band frequency is entered: • MODE remains MAR (showing qualifier 'SHIP' or 'COAST' next to it) if the entered frequency has an associated maritime channel (per Table 2); otherwise, • MODE will be set to "FM" if the entered frequency does not have an associated maritime channel • •

when the active frequency lies within a frequency range having either AM or FM as a possible modulation, the available mode settings are "AM" or "FM". when the active frequency field contains a net number (for Have Quick installations), the only available mode setting is "HVQK".

NOTE: If when toggling to MAR mode, the active frequency has an associated maritime channel, then this channel will be displayed using the Cxx format, otherwise two dashes are displayed in the channel/preset field. RX MODE [4L]/[4R]: Toggles and displays VUHF receiver mode options. The possible values are: TR, TR_G TUNE 243 [5L]/[5R]: Selection activates the emergency 243 guard precedence mode within the V/UHF radio. The FMS will then set the V/UHF control parameters as follows: • When configured to operate with an external radio control panel, and if an appropriate feedback is received from the V/UHF radio, the active frequency will be set to 243.000. For operations without an external control head, during an FMS warm start, the last TUNE 243 setting will be restored. • the previously active frequency field content will be moved into the standby field • mode will be set to AM • receiver mode set to TR_G • SQUELCH will be set OFF on VUF page 2/2 (or page VUF 3/3 for Have Quick installations) • “EMER” will be annunciated next to the text at LSK 1L/1R as well on the corresponding V/UHF radio’s line on the top RADIO page (e.g. RADIO 1/X or 2/X). • the TUNE 243 prompt will be removed and only returns once emergency 243 is exited NOTE: Activation of the emergency discrete will yield the same result as when selecting the TUNE 243 prompt with the exception that the EMERGENCY ENGAGED scratchpad message will also be triggered when the emergency discrete is activated. RADIO [6L]: Access to the RADIO top level page where the VUHF is located. LIBRARY [6R]: Access the VUF LIBRARY 1/N page.


Page 13-38 July 17, 2013


COMMUNICATION RADIOS (VUF RADIO Page X/X) NOTE: Page number will change as follows: X=2 for non-Have Quick installations and X=3 for Have Quick installations. This page allows the pilot to control the operation of up to 2 VUHF radios. For non-Have Quick installations, display this page from the horizontal configuration by pressing [RADIO], , [NEXT] or [RADIO], [NEXT], , [NEXT] or [RADIO], [RADIO], , [NEXT]. For Have Quick installations, display this page from the horizontal configuration by pressing [RADIO], , [NEXT] [NEXT] or [RADIO], [NEXT], , [NEXT] [NEXT] or [RADIO], [RADIO], , [NEXT], [NEXT].

VUF VUF1 LVL 1L

>FULL PWR

2L

>ON

3L

>ON

4L

>SHIP

5L

>READY

6L

SQUELCH DF

MAR TYPE VUF1 TEST

2/2 VUF2 LVL

MED PWR<

SQUELCH

ON<

DF

OFF< MAR TYPE

COAST<

VUF2 TEST

READY<

1R 2R 3R 4R 5R 6R

NOTE: The VUF suffix and the side where the VUF unit appears is the same as on the first VUF page. NOTE: If single VUHF installed and configured name is VUF, then the display will show VUHF. NOTE: If the EMERGENCY discrete is configured to DISABLE, when an emergency signal is received FMS tuning of the VUHF radio is inhibited, SQUELCH (2L/2R), and DF (3L/3R) operator inputs are ignored and the FMS will display the alert message “VUHFx CONTROL LOST” since the FMS cannot control the identified COM radio. VUFx LVL [1L]/[1R]: Toggle and display the next VUHF RF output power level, LOW PWR, MED PWR and FULL PWR in large font white color. In maritime mode, this option can only be set to either LOW PWR or MED PWR (will be changed to MED PWR if set to FULL PWR when entering maritime mode). SQUELCH [2L]/[2R]: Toggle and display the squelch status for the VUHF radio. The possible values are OFF and ON. DF [3L] ]/[3R]: {The field is displayed only when the DF CTRL option is set to ENABLE}. Toggle and display the Direction Finder (DF) status. Used to turn ON or OFF the Direction Finder mode within the V/UHF radio. The possible values are OFF and ON. Any of the following conditions will cause the DF mode to automatically be set to OFF: • activation of HVQK mode (DF prompt cannot be toggled while in this mode). • activation of the TUNE GUARD function. • the DF mode is already ON and RX MODE is changed from TR_G to TR. • when the active frequency is changed to a frequency in the range 30.000 to 87.975 MHz.


Page 13-39 July 17, 2013


MAR TYPE [4L] ]/[4R]: Toggle and display the maritime type. The possible values are: SHIP, COAST. While already in maritime mode, selecting this prompt will switch the active frequency to the corresponding 4.6 MHz offset, if one exists for the given channel. Note, that the selected MAR TYPE is shown at the MODE prompt at LSK 3L/3R. VUFx TEST [5L]/[5R]: Displays VUHF1 test status & results. Toggle options for test status are READY, CONFIRM?, STARTED. Pressing LSK the first time causes CONFIRM? to appear the second press initiates the tests. Possible test results are: PASS or FAIL or TIMEOUT. RADIO [6L]: Access to the RADIO top level page where the VUHF is located. COMMUNICATION RADIOS (VUF RADIO Page 2/3 – Have Quick installations only) This page allows the pilot to control the ECCM operation of up to 2 VUHF radios. For installations where Have Quick (ECCM) is configured, display VUF 2/3 page from the horizontal configuration by pressing [RADIO], , [NEXT], or [RADIO], [NEXT], , [NEXT], or [RADIO], [RADIO], , [NEXT].

VUF OP DATE 1L 2L 3L

SEND DATE
2/3 OP DATE

5

1R

SEND DATE<

2R

VUF2 TOD>

3R

4L

4R

5L

5R

6L

6R

NOTE: The VUF suffix and the side where the VUF unit appears is the same as on the first VUF page. OP DATE [1L]/[1R]: Control of the operational date to load into the respective V/UHF radio for Have Quick (ECCM) operations. Valid data entry range is an integer number in the range 1 to 31. Entering a value in this field enables selection of the SEND DATE field (LSK 2L/2R). SEND DATE [2L]/[2R]: Selection transmits operational date entered in the OP DATE field. This field is momentarily inhibited from reselection once it has been selected. This field will change to reverse video and be momentarily inhibited from reselection once it has been selected for a period of 5 seconds (refer to NOTE). VUFx TOD [3L]/[3R]: Access to the VUFx TOD page where Have Quick Time Of Day functions can be controlled. RADIO [6L]: Access to the RADIO top level page where the VUHF is located. NOTE: If one of either the SEND DATE, RECEIVE TOD, SEND TOD, SYNCH TOD, or RESET TOD, prompts is selected by the operator, the other 4 remaining prompts in this list are inhibited from being selected for a period of 5 seconds.


Page 13-40 July 17, 2013


COMMUNICATION RADIOS (VUFx TOD Page 1/1 – Have Quick installations only) This page allows the pilot to select the method for TOD (Time Of Day) synchronization for the given V/UHF radio. For installations where Have Quick (ECCM) is configured, display VUFx TOD 1/1 page from the horizontal configuration by pressing [RADIO], , [NEXT], or [RADIO], [NEXT], , [NEXT], or [RADIO], [RADIO], , [NEXT], .

VUF1 TOD

1/1

VUF1 TOD

TOD SYNCH METHOD

1L 2L

>RADIO VUF1

230.500

22 108.500 --

VUF1 MODE

AM<

3L 4L

>RECEIVE TOD

5L

>SEND TOD

6L

1/1

TOD SYNCH METHOD

RESET TOD<

TOD SYNC METHOD set to RADIO

>GPS

1R

1L

2R

2L

2R

3R

3L

3R

4R

4L

5R

5L

6R

6L

1R

>SYNCH TOD

4R

RESET TOD<
5R 6R

TOD SYNC METHOD set to GPS

NOTE: The VUF suffix and the side where the VUF unit appears is the same as on the first VUF page. TOD SYNCH METHOD [1L]/[1R]: Line key selection changes this page’s layout to show the available TOD options pertaining to the selected time sync method . Possible toggle options are GPS and RADIO. VUFx [2L]: Displayed only when TOD SYNCH METHOD is RADIO. Same V/UHF frequency tuning functionality as the VUFx [1L]/[1R] prompts on page VUHF 1/X. NOTE: This field is a duplicate of that on page VUFx 1/3 for operator convenience when using TOD functions. VUFx MODE [2R]: Displayed only when TOD SYNCH METHOD is RADIO. Same functionality as the VUFx [3L]/[3R] MODE prompts on page VUHF 1/X. NOTE: This field is a duplicate of that on page VUFx 1/3 for operator convenience when using TOD functions. RECEIVE TOD [4L]: Displayed only when TOD SYNCH METHOD is RADIO. Selection requests the given V/UHF radio to receive time over-the-air (e.g. via RF) for Have Quick (ECCM) operations. This field will change to reverse video and be momentarily inhibited from reselection once it has been selected for a period of 5 seconds (refer to NOTE). SYNCH TOD [4L]: Displayed only when TOD SYNCH METHOD is GPS. Selection requests the given V/UHF radio to synchronize its current time to that provided by the GPS for Have Quick (ECCM) operations. This field will change to reverse video and be momentarily inhibited from reselection once it has been selected for a period of 5 seconds (refer to NOTE). SEND TOD [5L]: Displayed only when TOD SYNCH METHOD is RADIO. Selection requests the given V/UHF radio to send it current time over-the air (e.g. via RF) for Have Quick (ECCM) operations. This field will change to reverse video and be momentarily inhibited from reselection once it has been selected for a period of 5 seconds (refer to NOTE).


Page 13-41 July 17, 2013


RESET TOD [5R]: Selection requests the given V/UHF radio to reset its current time reference. This field will change to reverse video and be momentarily inhibited from reselection once it has been selected for a period of 5 seconds (refer to NOTE). RADIO [6L]: Access to the RADIO top level page where the VUHF is located. NOTE: If one of either the SEND DATE, RECEIVE TOD, SEND TOD, SYNCH TOD, or RESET TOD, prompts is selected by the operator, the other 4 remaining prompts in this list are inhibited from being selected for a period of 5 seconds.

COM LIBRARY 1/N PAGE This page allows the pilot to view and modify the preset numbers, identifiers and frequencies that are stored in the COM radio library. Display COM LIBRARY 1/N page from the horizontal configuration by pressing [RADIO], [NEXT]…, or [RADIO], . Display COM LIBRARY 1/N page from the vertical configuration by pressing [RADIO], [PREV], or [RADIO], [NEXT], .

COM LIBRARY

1/N

PR/IDENT/FREQ(MHz)

1L

02/KFTE /120.025

2L

04/ABC

3L

07/CYUL1/122.075

4L

11/

5L

63/A

6L

/121.050

/121.075 /120.050

ACT1

--

SBY1

--

ACT2

--

SBY2

1R 2R 3R 4R

--

5R

LIBRARY>

6R

The maximum number of COM LIBRARY entries is 99. The maximum number of COM LIBRARY pages is 20. The [NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers. [1L],[2L],[3L],[4L],[5L]: Display and modify COM library entries. • To add a new record in the library, key into the scratchpad the preset number, the identifier and the frequency, each separated by the slash symbol (“/”) and press any of the line select keys that are associated with a library record (LSK 1L, LSK 2L, LSK 3L, LSK 4L or LSK 5L). The new record will be added to the library. The library will also be re-sorted and the new entry will be displayed. If the record (identified by preset number) already existed then it will be overwritten. An ident is restricted to alphanumeric characters, e.g. “+” and “-” are not allowed as ident characters. • A preset number must be specified. • Also entry of an existing preset number followed by a slash and nothing else will, upon pressing a line select key associated with a library record, display the entered preset without changing its ident or frequency. • To delete a record from the library, Press [CLR] key to display DELETE in the scratchpad, and press the line select key (LSK) corresponding to this record. The record will be deleted and the library will be resorted. • To modify a library record enter the parameter to be modified using the “slash” rule, e.g. if nothing is entered before the slash then the field remains unchanged. • Ex: To change 04/ABC /111.050 to 04/ABC /112.075 at LSK 2L press the following keys:


Page 13-42 July 17, 2013


•

a) “//112.075” and LSK 2L or b) LSK 2L to transfer the current library record into the scratchpad, press the [CLR] key 5 times to erase the 5 last characters of the frequency, then enter the new frequency by pressing [2],[.],[0],[7],[5] and press the LSK 2L to enter the modified record into the library. In order to transfer a library record to the active or standby field of the COM LIBRARY page first press the LSK corresponding to library record. This places the preset number, the identifier and the frequency in the scratchpad. Then press LSK 1R, LSK 2R, LSK 3R or LSK 4R (as desired) to transfer the contents of the scratchpad. The identifier will not be displayed on the radio page field even though it was displayed in the scratchpad.

If COM1 is configured: ACT1 [2R]: Display active preset number/modify active preset number and frequency of the COM1 radio. SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the COM1 radio. If COM2 is configured: ACT2 [4R]: Display active preset number/modify active preset number and frequency of the COM2 radio. SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the COM2 radio. COM RADIO [6L]: Access to COM RADIO page. NOTE: "COM" or "VHF" depending on the configuration. LIBRARY [6R]: Access to RADIO LIBRARY 2/N page. NOTE: The LIBRARY [6R] prompt is present while the aircraft is on the ground. After take-off it is removed and access to the LIBRARY page is then accessible from the specific radio equipment only. The LIBRARY is automatically locked when the aircraft takeoff.


Page 13-43 July 17, 2013


VUHF LIBRARY 1/N This page allows the pilot to view and modify the preset frequencies in the VUHF library. It also allows user to select an entry and set the preset frequency in the active or standby field. Display VUHF LIBRARY 1/N page by pressing [RADIO], , . NOTE: VUHF equipment can also be configured as “COM1” or “COM3”. In that case, “COM LIBRARY” will be displayed as the page’s name and “COMx RADIO” will be displayed at LSK 6L.

VUF LIBRARY

1/N

PR/IDENT/FREQ(MHz)

1L

02/KFTE /120.270/FM

2L

05/EDMA /123.770/AM

3L

11/ETSI /129.850/AM

4L

51/AJ1

/A00.400

5L

52/AJ2

/A01.525

6L

ACT1

C03

SBY1

--

ACT2

05

SBY2 --

LIBRARY>

1R 2R 3R 4R 5R 6R

V/UHF #1 is tuned to a maritime channel. Net number presets shown in above example. The maximum number of VUHF LIBRARY entries is 99. The maximum number of VUHF LIBRARY pages is 20. The [NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers. [1L],[2L],[3L],[4L],[5L]: Display and modify VUHF library entries. Same comments as for the COM library entry apply here except that the modulation (either AM or FM) must be added with a slash as the last entry. Refer to COM LIBRARY page fields [1L], [2L],[3L],[4L], [5L] for data entry rules. For installations where Have Quick (Electronic Counter Counter-Measures) is available, a net number of the form AXX.XXX is also permitted instead of the frequency. If VUHF1 is configured: ACT1 [2R]: Display active preset number/modify active preset number and frequency of the VUHF1 radio. When in maritime mode, the maritime channel number is shown preceded by a “C” (e.g. C14). Entering a preset via this field exits the maritime mode. SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the VUHF1 radio. When in maritime mode, the maritime channel number is shown preceded by a “C” (e.g. C14). Also when in maritime mode, entries into this field are interpreted as library presets and not maritime channels. If VUHF2 is configured: ACT2 [4R]: Display active preset number/modify active preset number and frequency of the VUHF2 radio. When in maritime mode, the maritime channel number is shown preceded by a “C” (e.g. C14). Entering a preset via this field exits the maritime mode. SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the VUHF2 radio. When in maritime mode, the maritime channel number is shown preceded by a “C” (e.g. C14). Also when in maritime mode, entries into this field are interpreted as library presets and not maritime channels. VUF RADIO [6L]: Access to VUHF RADIO page. LIBRARY [6R]: Access to RADIO LIBRARY page.


Page 13-44 July 17, 2013


NAV LIBRARY 1/N This page allows the pilot to view and modify the preset numbers, identifiers and frequencies that are stored in the NAV radio library. Display NAV LIBRARY 1/N page from the horizontal configuration by pressing [RADIO], [NEXT],
or [RADIO], , . Display NAV LIBRARY 1/N page from the vertical configuration by pressing [RADIO], [PREV],
or [RADIO], [NEXT], , .

NAV LIBRARY

1/N

PR/IDENT/FREQ(MHz)

1L

01/CYUL2/109.05

2L

02/C9J

3L

03/XY

4L

24/KJFK /111.70

ACT1

/112.00

--

SBY1

/114.35

--

ACT2

--

SBY2

2R 3R 4R

--

5R

LIBRARY>

6R

5L 6L

1R

The maximum number of NAV LIBRARY entries is 99. The maximum number of NAV LIBRARY pages is 20. The [NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers. [1L],[2L],[3L],[4L], [5L]: Display and modify NAV library entries. Same comments as for the NAV library entry apply here. Refer to COM LIBRARY page fields [1L], [2L],[3L],[4L], [5L] for data entry rules. NAV RADIO [6L]: Access to NAV page. NOTE: "NAV", “VIR” or "VOR" depending on the configuration. If NAV1 is configured: ACT1 [2R]: Display active preset number/modify active preset number of the NAV1 radio. SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the NAV1 radio. If NAV2 is configured: ACT2 [4R]: Display active preset number/modify active preset number and frequency of the NAV2 radio. SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the NAV2 radio. LIBRARY [6R]: Access to RADIO LIBRARY 2/N page. NOTE: If the NAV1 radio is operating in automatic tuning mode, as soon as any manual entry is made via the ACT field, the NAV1 radio mode returns to manual tuning. The same applies for the NAV2 radio when an entry is made via the ACT2 field. NOTE: The LIBRARY [6R] prompt is present while the aircraft is on the ground. After take-off it is removed and access to the LIBRARY page is then accessible from the specific radio equipment only. The LIBRARY is automatically locked when the aircraft takeoff.


Page 13-45 July 17, 2013


ADF LIBRARY 1/N This page allows the pilot to view and modify the preset numbers, idents and frequencies that are stored in the ADF radio library. The functionality of the page is the same as the COM or NAV LIBRARY page.

ADF LIBRARY

1/N

PR/IDENT/FREQ(KHZ)

1L

01/Q

/0203.0

2L

05/

3L

08/LTUY /2181.0

4L

46/KLAX /1799.5

5L

56/CBW

6L

/1119.5

/0109.0

ACT1

--

SBY1

--

ACT2

--

SBY2

1R 2R 3R 4R

--

5R

LIBRARY>

6R

The maximum number of ADF LIBRARY entries is 99. The maximum number of ADF LIBRARY pages is 20. The [NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers. [1L],[2L],[3L],[4L],[5L]: Display and modify ADF library entries. Same comments as for the COM library entry apply here. Refer to COM LIBRARY page fields [1L], [2L],[3L],[4L], [5L] for data entry rules. ADF RADIO [6L]: Access to ADF RADIO page. If ADF1 is configured: ACT1 [2R]: Display active preset number/modify active preset number and frequency of the ADF1 radio. SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the ADF1 radio. If ADF2 is configured: ACT2 [4R]: Display active preset number/modify active preset number and frequency of the ADF2 radio. SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the ADF2 radio. LIBRARY [6R]: Access to RADIO LIBRARY 2/N page. NOTE: The LIBRARY [6R] prompt is present while the aircraft is on the ground. After take-off it is removed and access to the LIBRARY page is then accessible from the specific radio equipment only. The LIBRARY is automatically locked when the aircraft takeoff.


Page 13-46 July 17, 2013


HF LIBRARY 1/N This page allows the pilot to view and modify the preset frequencies in the HF library. It also allows user to select an entry and set the preset frequency in the active or standby field. Display the HF LIBRARY 1/N page by pressing [RADIO], , .

HF LIBRARY

1/N

PR/IDENT/FREQ(MHZ)

1L

01/HF01 /2.0000

2L

05/HF02 /12.3456

3L

08/HF03 /10.7500

4L

46/HF04 /29.9999

5L

56/HF05 /18.1122

6L

ACT1

--

SBY1

--

ACT2

--

SBY2

1R 2R 3R 4R

--

5R

LIBRARY>

6R

The maximum number of HF LIBRARY entries is 99. The maximum number of HF LIBRARY pages is 20. The [NEXT] and [PREV] keys are used to scroll forward or backward in the preset numbers. [1L],[2L],[3L],[4L],[5L]: Display and modify HF library entries. Same comments as for the COM library entry apply here. Refer to the COM LIBRARY page fields [1L], [2L],[3L],[4L], [5L] for data entry rules. If HF1 is configured: ACT1 [2R]: Display active preset number/modify active preset number and frequency of the HF1 radio. SBY1 [3R]: Display standby preset number/modify standby preset number and frequency of the HF1 radio. If HF2 is configured: ACT2 [4R]: Display active preset number/modify active preset number and frequency of the HF2 radio. SBY2 [5R]: Display standby preset number/modify standby preset number and frequency of the HF2 radio. HF RADIO [6L]: Access to HF RADIO page. LIBRARY [6R]: Access to RADIO LIBRARY page.


Page 13-47 July 17, 2013




Page 13-48 July 17, 2013


SECTION 14 - PERFORMANCE FUNCTIONS

CONTENTS Subject

Page

SECTION 14 - PERFORMANCE FUNCTIONS......................................................................................................14-i FUEL PREDICTIONS CALCULATION.........................................................................................................14-1 FUEL REMAINING AT ANY WAYPOINT.....................................................................................................14-5


Page 14-i July 17, 2013






SECTION 14 FUEL PREDICTIONS FUNCTIONS This section only applies if Performance VNAV is not configured. The prediction functions described in this section do not involve any modelization of a specific aircraft. They are based only on external inputs and crew entries. Refer to section 18 when Performance VNAV is configured.

FUEL PREDICTIONS CALCULATION

From displayed fuel flow and remaining fuel quantity, the FMS will compute the following parameters and display them on the FUEL 1/2 page: • Predicted maximum range with remaining fuel. • Predicted endurance (in hours plus minutes). • Predicted quantity of fuel remaining at an operator specified downtrack waypoint. The FMS will accept total remaining quantity of fuel and fuel flow information from the fuel computer system. If a fuel computer system is not configured or has failed, the FMS allows the operator to manually enter on the RTE x FUEL page the total fuel quantity and the fuel flow. The FMS also provides the means to perform "what if" calculations via the RTE x FUEL page by allowing operator entry of fuel flow and total remaining fuel quantity. The temporary values entered by the operator will be replaced by fuel computer data (if available) upon each new access of the Fuel page. If the FUEL+WEIGHTS option is configured for the FUEL pages, the FMS provides on the RTE x FUEL 2/2 page several fields used by the operator to enter the empty weight, optional equipment weight, crew weight, cargo weight and total fuel weight including reserve. These values are used by the FMS to calculate the initial Gross-Weight (GWT) estimate, displayed on FUEL 1/1 page. Once the initial GWT is accepted by the FMS, the Gross Weight will be continuously estimated by subtracting the fuel consumption based on the average fuel flow. The GWT units will match the fuel flow units, that is, if the fuel flow is in Kg/Hr or Lb/Hr, then the GWT will be in Kg or Lb respectively. If the FUEL option is configured for the FUEL pages, the FMS receives the gross weight value from the Fuel computer in addition to the fuel weight and fuel flow values. In multiple FMS installation, all fuel data is cross-talked between FMSs. CAUTION: The unit selection on the FUEL 1/2 and FUEL 2/2 pages has to be consistent with other fuel indicators installed in the cockpit. Verify units on the FUEL pages and on other fuel indicators.


Page 14-1 July 17, 2013


Display the INIT/REF INDEX 2/2 page by pressing [INIT REF], [PREV] or [NEXT]. Display the RTE x FUEL 1/2 page by pressing on the INIT/REF INDEX 2/2 page or the [FUEL] functional key (if configured).

ACT RTE 1 FUEL 1L 2L 3L 4L 5L

1/2

MAX RANGE 760N M ENDURANCE 01+21 FUEL FLOW

GROSS WT 9700K G FUEL WT 1400K G MILEAGE 110K G / H R 100K G / N M FUEL REMAINING AT FIX 892K G ZCH UNIT KG<

6L

1R 2R 3R 4R 5R 6R

1. Key in the current fuel weight (e.g. 9700) and move it into the FUEL WT field by pressing LSK 2R. 2. Key in the current fuel flow (e.g. 110) and move it into the FUEL FLOW field by pressing LSK 3L. 3. UNIT at LSK 6R toggles between LB and KG. Maximum range and endurance are calculated based on entered fuel quantity and fuel flow rate. The maximum range is computed along the track to the FIX waypoint (if the FIX is defined) or with the current track, given current or estimated fuel weight (excluding the reserve), fuel flow, and ground speed (if the FIX is not defined). The endurance is computed using the given current or estimated fuel weight (excluding the reserve) and fuel flow. CAUTION: On power interruptions, the fuel units will revert to the configured units (from maintenance page). Verify units when reading or entering values.


Page 14-2 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTE: “EST” is displayed after “FUEL” in reverse video on each of the title page (refer to above) whenever the Active route is displayed and one of the following conditions is met: • fuel quantity or fuel flow configured but not received from the sensor; or • aircraft is on ground; or • manually entered values for FUEL FLOW (LSK 3L) or FUEL WEIGHT (LSK 2R).

ACT RTE 1 FUEL EST 1/2 1L 2L 3L 4L

MAX RANGE GROSS WT 760N M 9700K G ENDURANCE FUEL WT 01+21 1400K G FUEL FLOW MILEAGE 100K G / N M 110K G / H R FUEL REMAINING AT FIX 892K G ZCH UNIT KG<

5L 6L

1R 2R 3R 4R 5R 6R

Display the RTE x FUEL 2/2 page by pressing [NEXT] or [PREV]. FUEL option configured:

ACT RTE 1 FUEL

2/2

FUEL+RES 1L

1700K G

1R

RESERVE 2L

300K G

2R

3L

3R

4L

4R UNIT KG<

5L 6L

5R 6R

In the case of a FUEL+WEIGHTS configuration the following steps can be taken: 4. Key in the fuel weight including reserve (e.g. 1700) and move it into the FUEL+RES field by pressing LSK 1L. Entry is allowed if the fuel weight is unavailable from the sensor. 5. Key in the fuel reserve weight (e.g. 110) and move it into the RESERVE field by pressing LSK 2L.


Page 14-3 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) FUEL+WEIGHTS option configured:

ACT RTE 1 FUEL FUEL+RES 1L

1700K G RESERVE

2L

300K G

2/2

EMPTY WT

5000K G EQUIP WT

700K G

1R 2R

CREW WT

300K G

3L

3R

CARGO WT 4L

2000K G

4R

5L

UNIT KG<

5R

6L

6R

6. Key in the aircraft empty weight (e.g. 5000) and move it into the EMPTY WT field by pressing LSK 1R. 7. Key in the optional equipment weight (e.g. 700) and move it into the EQUIP WT field by pressing LSK 2R. 8. Key in the total crew weight (e.g. 300) and move it into the CREW WT field by pressing LSK 3R. 9. Key in the total cargo weight (e.g. 2000) and move it into the CARGO WT field by pressing LSK 4R. 10. UNIT at LSK 5R toggles between LB and KG. NOTE: “EST” is displayed after “FUEL” on each of the title page (refer to below) when specific conditions are met (refer to the NOTE related to the FUEL 1/2 page description herein).

ACT RTE 1 FUEL EST 2/2 1L 2L

FUEL+RES 1700K G RESERVE

300K G

EMPTY WT 5000K G EQUIP WT

700K G

1R 2R

CREW WT

300K G

3L

3R

CARGO WT

2000K G

4L

4R

UNIT KG<

5L 6L


5R 6R

Page 14-4 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) The inactive fuel route page is displayed in monochrome cyan to distinguish it from the active route:

RTE 2 FUEL 1L 2L 3L 4L

KG<

5L 6L

1/2

MAX RANGE GROSS WT 9700K G 760N M ENDURANCE FUEL WT 01+21 1400K G FUEL FLOW MILEAGE 110K G / H R 100K G / N M FUEL REMAINING AT FIX ZCH 892K G UNIT

1R 2R 3R 4R 5R 6R

FUEL REMAINING AT ANY WAYPOINT

The fuel remaining at any waypoint is displayed on the LEGS ETA page. Fuel remaining at the selected waypoint is calculated based on the displayed fuel quantity (excluding reserve), fuel flow rate and ground speed. NOTES: •

By default the last waypoint of the active route is displayed. If an airport destination is entered in the RTE page, then that destination waypoint is used to decide if the alert message “NOT ENOUGH FUEL” will be triggered or not. The message is triggered if the fuel required to fly the along track distance from the present position to the destination airport coordinates (excluding the missed approach procedure) is not sufficient.


Page 14-5 July 17, 2013




Page 14-6 July 17, 2013


SECTION 15 - RNP CAPABILITY

CONTENTS Subject

Page

OVERVIEW..............................................................................................................................................................15-1 FLIGHT TECHNICAL ERROR ...............................................................................................................................15-2 PERFORMANCE, MONITORING AND ALERTING .............................................................................................15-3 GPS NAVIGATION MODE .....................................................................................................................................15-3 A. ACCURACY ...........................................................................................................................................15-3 B. INTEGRITY.............................................................................................................................................15-3 C. CONTINUITY ..........................................................................................................................................15-3 DME/DME NAVIGATION MODE ...........................................................................................................................15-4 A. ACCURACY ...........................................................................................................................................15-4 B. INTEGRITY.............................................................................................................................................15-4 C. CONTINUITY ..........................................................................................................................................15-4 VOR/DME NAVIGATION MODE............................................................................................................................15-4 A. ACCURACY ...........................................................................................................................................15-4 B. INTEGRITY.............................................................................................................................................15-4 C. CONTINUITY ..........................................................................................................................................15-4 INERTIAL NAVIGATION MODE............................................................................................................................15-5 A. ACCURACY ...........................................................................................................................................15-5 B. INTEGRITY.............................................................................................................................................15-5 C. CONTINUITY ..........................................................................................................................................15-5


Page 15-i July 17, 2013






SECTION 15 RNP CAPABILITY

OVERVIEW When installed in accordance with AC 20-138C or equivalent, the FMS is eligible for TGL-10 P-RNAV and AC 90-100A approvals. The information to support RNP approvals is contained in this section. This section describes RNP capabilities for the Flight Management System (FMS). This information is intended to be used by operators and regulatory authorities to facilitate RNP operational approvals. It does not constitute an operational approval by itself. The intent of the RNP capability section is to address the 95% Total System Error (TSE) accuracy requirement and to declare the performance monitoring and alerting capability for the applicable navigation modes. For all navigation modes, the Actual Navigation Performance (ANP) does not include any consideration of the Flight Technical Error (FTE). The ANP represents the 95% probable radial error of the estimated aircraft position. The FMS monitors the position estimation error and generates an alert when the ANP exceeds the current RNP. In GPS navigation mode, the FMS monitors the Horizontal Integrity Limit (HIL) and activates an annunciation when the HIL exceeds the RNP value.


Page 15-1 July 17, 2013


FLIGHT TECHNICAL ERROR In the current implementation, the Flight Technical Error (FTE) is not integrated in the Performance Monitoring and Alerting. Operational procedures must be developed taking into consideration the (CDI) scaling, auto-pilot and flight director capabilities to bound the (FTE) as required to support the (TSE) requirements in the RNP airspace. Crew procedures should also be developed to address the case when the (FTE) becomes larger and does not support the RNP procedure. The FMS drives a course deviation indicator (CDI) with RNP-dependent full-scale deviation (FSD) as described in the following tables. Depending of the EFIS capabilities, the following course deviation indicator scaling are supported by the FMS:

Current RNP (NM)

CDI FSD [nm]

Enroute default or RNP entry above 1.01 Terminal default or RNP entry above 0.31 Approach default or any RNP entry

5.0 1.0 0.3

Table 15-1 Traditional CDI scaling

Current RNP (nm)

CDI FSD [nm]

RNP lower than 1.0 RNP between 1.0 and 1.99 RNP between 2.0 and 3.99

0.3

RNP greater than 4.0

4.0

1.0 2.0

Table 15-2 RTCA DO-283-compliant CDI scaling


Page 15-2 July 17, 2013


PERFORMANCE, MONITORING AND ALERTING When the FMS is configured to ANP = HIL*0.51, the ANP presented to the aircrew on the PROGRESS page represents the 95% probable radial position estimation error (PEE). The FMS monitors the ANP and generates the “CHECK ANP” CDU alert message when the ANP exceeds the current RNP. NOTE: The condition has to be present for 3 seconds before the message is displayed.

GPS NAVIGATION MODE A. ACCURACY When installed in accordance with the Installation Manual, the GPS navigation mode exceeds the 95% 2D accuracy requirements of AC 20-138C. A typical 95% probable position estimation radial error is 0.04 nm. B. INTEGRITY GPS-based position integrity is the GPS HIL computed by the Receiver Autonomous Integrity Monitor (RAIM) function of the integrated GPS Sensor Module. HIL is expressed in nautical miles and represents the radius of a circle centered around the estimated GPS position, such that the probability that the aircraft’s true position lies within the circle is 99.99999% when no satellite failure exists and 99.9% under all conditions of satellite failure. -5 This exceeds the 10 per flight hour requirement for containment integrity for RNP operations as defined in RTCA-DO-236B/DO-283A.

C. CONTINUITY Based on typical values of the Mean Time Between Failures (MTBF) of the GPS receiver and on the industry-accepted failure rate of the GPS satellites (10-5/hour/satellite), the FMS meets the 10-4 per flight hour continuity requirement.


Page 15-3 July 17, 2013


DME/DME NAVIGATION MODE The assumptions used to support the accuracy requirements are: Minimum three DME facilities are required to support the DME/DME navigation mode. It is assumed that the DME transceiver is compliant with TSO-C66c. A. ACCURACY In the DME/DME navigation mode, a typical 95% position error is 0.5 nm in en-route and 0.4 nm in the terminal area. The DME-DME navigation mode is not available for approach mode. B. INTEGRITY Based on typical MTBF values of the DME ground facilities and of the airborne DME transceivers, the FMS has a probability of misdetection by hardware of a failure condition that would cause the DME-DME navigation -4 fix to be outside the containment limit of an order of magnitude of 10 per flight hour. This probability is improved by line of position reasonableness check internal to the FMS. Reasonableness checks based on distance and ground stations geometry are applied during the DME facility selection process and prior to use of the DME slant distance measurements to derive the navigation solution. C. CONTINUITY Based on typical values of the Mean Time Between Failures (MTBF) of the DME ground facilities and the airborne DME transceiver, the FMS meets the 10-4 per flight hour continuity requirement.

VOR/DME NAVIGATION MODE The assumptions used to support the accuracy requirements are: A minimum of one VOR and one DME facilities are required to compute a navigation solution. It is assumed that the VOR receiver is compliant with TSO-C40a and the DME is compliant to TSO-C66c. A. ACCURACY In the VOR/DME navigation mode, a typical 95% position error is between 0.6 and 0.8 nm if the distance to the tuned ground station is less than 7nm and 1.5nm greater distances. The VOR-DME navigation mode is not available for approach mode. B. INTEGRITY Based on typical MTBF values of the VOR ground facilities and of the VOR receivers, the FMS has a probability of misdetection by hardware of a failure condition that would cause the VOR-DME navigation fix -4 to be outside the containment limit of an order of magnitude of 10 per flight hour. This probability is improved by having an internal FMS line of position reasonableness check. Reasonableness checks based on bearing and distance are applied prior to use of the VOR bearing received and the DME distance received in the solution. C. CONTINUITY Based on typical values of the Mean Time Between Failures (MTBF) of the VOR ground facilities and the airborne VOR receiver, the FMS meets the 10-4 per flight hour continuity requirement.


Page 15-4 July 17, 2013


INERTIAL NAVIGATION MODE The is used in combination with an inertial navigation/reference system meeting the requirements of FAA AC 25-4 and/or 14 CFR Part 121 Appendix G. Subject to a time limitation for the inertial navigation mode. A. ACCURACY The inertial drift rate model used for assessment of current inertial navigation accuracy assumes a 2 nautical miles per hour drift rate in the cross-track direction after the FMS is placed in the inertial navigation mode. The inertial navigation mode in RNP airspace is time limited based on the current RNP. In Terminal phase of flight the inertial navigation mode must not be used more than 30 minutes after it is placed in the inertial navigation mode. In Enroute phase of flight, its usage can be extended to 60 minutes. The Inertial navigation mode is not available for the approach mode. B. INTEGRITY This provides an indication of the inertial position integrity by monitoring inertial navigation accuracy and IRS data output validity status. Based on typical MTBF values of the inertial sensor, the FMS has a probability of misdetection by hardware of a failure condition that would cause the inertial position to be outside the -4 containment limit of an order of magnitude of 10 per flight hour. This probability is improved when a mixed inertial position is computed using 3 IRS sensors. C. CONTINUITY Based on typical values of MTBF of the inertial sensor, the FMS meets the 10-4 per flight hour continuity requirement.


Page 15-5 July 17, 2013




Page 15-6 July 17, 2013


SECTION 16 - MCDU FUNCTIONS

CONTENTS Subject

Page

MCDU SUBSYSTEM CONTROL (if configured) .......................................................................................... 16-1 TANDEM MODE (if TANDEM is configured)................................................................................................. 16-2 A. Full Access Tandem Mode operation: ................................................................................................... 16-2 B. Limited Access Tandem Mode operation: ............................................................................................ 16-2


Page 16-i July 17, 2013






SECTION 16 MCDU FUNCTIONS

MCDU SUBSYSTEM CONTROL (if configured) The CMA-9000 FMCDU has the built in capability to act as a MCDU for external sub-systems such as ACARS, SATCOM, ACMS, DFDAU… After a cold start, automatic logon to an external sub-system is possible, if configured accordingly. Typically, the unit is configured for automatic logon to the onside FMS (e.g. the FMS function that is embedded in the unit). The 11 FMS function keys can be configured for automatic logon to the onside FMS, if desired. Using this capability, when the MCDU function is currently logged onto a sub-system other than FMS (e.g. ACARS), pressing a FMS function key (e.g. LEGS) automatically logs off the other sub-system and logs onto the onside FMS and access the appropriate page. The MCDU MENU page displays all configured external sub-systems and the onside FMS. Display MCDU MENU 1/X page by pressing [MENU].

MCDU MENU

1/1

1L

2L

2R

3L 4L

3R

5L 6L

1R

4R 5R

COMM>

6R

Each configured sub-system has an associated line select key on the left side of the page. The onside FMS is displayed at LSK 1L. Up to 7 external sub-systems other than the onside FMS can be configured. A second page (MCDU MENU 2/2) is provided when at least 6 sub-systems (including the onside FMS) are configured.


Page 16-1 July 17, 2013


TANDEM MODE (if TANDEM is configured) The FMS Tandem Mode is configurable for two different operations: Full Access or Limited Access Tandem operation. A.

Full Access Tandem Mode operation: The Full Access Tandem mode consists of 2 FMCDUs, namely the 'Trainer' and 'Student'. The tandem mode implies that the trainer’s FMCDU is used as a MCDU only, and is logged onto the student FMS. The trainer’s display becomes a repeater of the student’s display. Both the trainer and student can perform commands from their respective unit, and these are executed by the student FMS. The two displays are thus identical: displayed page, scratchpad information and annunciators, with the exceptions of the radio volume control (if configured) and display brightness settings. An alpha-numerical value entered in the scratchpad of any FMCDU is appended to the scratchpad data that is already being displayed (e.g. all keystrokes from either source are accepted by the student FMS). NOTE: That the trainer’s FMCDU still have its own FMS function operating in the background, but the display is a repeater of the student FMS. Any entry on the trainer’s FMCDU is processed only by the student FMS. The trainer’s FMCDU FMS function does not process the entry. The trainer’s FMCDU initiates the Tandem Mode when logging onto the Student’s FMS. The Trainer’s FMCDU terminates the Tandem Mode when logging off the student’s FMS. The Full Access Tandem functionality is available either in independent or synchronized mode. When in independent mode and Full Access Tandem Mode is active, the trainer’s FMS does not have radio volume control. When the Full Access Tandem function is configured, navigation sensor de-selections are cross-talked to the cross-side FMS in order to de-select the navigation sensors from only one FMS. When Full Access Tandem mode is active (both FMSs have the exact same display), the EFIS Center-Legs mode is crosstalked in order to have the same display on both student and trainer EFIS maps.

B. Limited Access Tandem Mode operation: In the Limited Access Tandem Mode the roles are reversed, whereby the student FMCDU is logged onto the trainer FMS and is a repeater of the trainer’s display. In certain installations, the student FMCDU can in fact be replaced with an ARINC 739 capable unit, such as a pure MCDU. It can also be an Electronic Flight Bag hosting an MCDU application (ex: CMC Tacview EFB hosting MCDU Part-Task-Trainer application). In the description below, the trainer FMCDU is simply referred to as the “FMS”, and the student unit is simply referred to as the “external MCDU”. When operating in Limited Access Tandem Mode, the FMS and the external MCDU simultaneously display: • the current display page • scratchpad information • annunciators


Page 16-2 July 17, 2013


When a Limited Access Tandem session is active, any entry performed on the FMS results in an equivalent modification of the FMS and the external MCDU displays. On the other hand, not all entries are allowed from the external MCDU. Only the following entries are supported from the external MCDU: • Flight Plan modifications from the RTE, DEP/ARR, LEGS, RTA PROGRESS, HOLD, DES+SAR or PLAN DATA pages • Timer control from the TIMER page • Access to Navigation Database information from the NAV DATA page • Creation of User Waypoints from the USER WPT pages • Updating the Reference position from the NEAREST pages The following operations are not allowed from the external MCDU: • Executing any flight plan modifications (e.g. the EXEC key is disabled on the external MCDU) • Acknowledgement of alert messages, maintenance advisory messages and status advisory messages • Sensor, VHF navaid or GPS satellite de-selection • Radio tuning • Manually updating the system position, date, time or synchronization status • Displaying a Fix on the EFIS (via the FIX INFO page) • Modifying Fuel and Wind settings • Selection of a new active Navigation Database • MCDU display modifications (color, parallax, brightness) • Accessing the Maintenance/Configuration pages In order to prevent these operations, certain FMS pages are defined as Read-Only pages when accessed from the external MCDU. As a result, the use of any keys except Front Panel Function Keys (ex: INIT/REF, RTE, etc) by the external MCDU is prohibited when accessing the following FMS pages: • IDENT 1/2 • SETUP 1/1 • GPS PREDICT RAIM 1/1 • GPS SAT DESELECT 1/1 • DESELECT 1/1 • VHF NAV DESELECT 1/1 • DISPLAY 1/1 • PARALLAX 1/1 • PROGRESS 1/3, 1/4 or 1/5 • PROGRESS 3/3, 4/4 or 4/5 • FIX INFO 1/1 • POS INIT/REF 1/2 or 1/3 • FUEL 1/2, 2/2 • VNAV APPR 1/1 • UPDATE POS 1/2 • TMP UPDATE POS 2/2 • CENTRAL CLEAR ? • All radio pages • All maintenance/configuration pages


Page 16-3 July 17, 2013


The Limited Access Tandem Mode functionality is available either in independent or synchronized mode. The external MCDU can initiate a Tandem Mode session by logging onto the trainer FMS (from the MCDU MENU page) when the trainer FMCDU is itself displaying an FMS page (e.g. Tandem Mode cannot be initiated from the external MCDU if the trainer FMCDU is logged onto an external sub-system, or is displaying the MCDU MENU page). When a Limited Access Tandem Mode session is initiated, a TANDEM SESSION ACTIVE status advisory message is raised. The external MCDU can terminate the Limited Access Tandem Mode by logging off from the trainer FMS; when this occurs a TANDEM SESSION END status advisory message is raised. NOTE: If a tandem session is active and the trainer FMCDU exits the FMS pages (when the MENU key is pressed), the tandem session is automatically terminated and the external MCDU reverts to the MCDU MENU page. However no associated status advisory message is raised in this case.


Page 16-4 July 17, 2013


SECTION 17 - ABNORMAL PROCEDURES

CONTENTS Subject

Page

POWER INTERRUPTIONS ............................................................................................................................ 17-1 HIGH TEMPERATURE OPERATIONS .......................................................................................................... 17-1 EQUIPMENT DESELECTION ........................................................................................................................ 17-2 NAVIGATION IN DEAD RECKONING (DR) MODE ...................................................................................... 17-3 MANUAL POSITION UPDATES .................................................................................................................... 17-4 ALTIMETER CORRECTION ENTRY FROM FMS PAGES ........................................................................... 17-5


Page 17-i July 17, 2013






SECTION 17 ABNORMAL PROCEDURES

POWER INTERRUPTIONS A short FMS power interruption, lasting less than 7 seconds in the air or less than 90 seconds on the ground (depending on the configuration), will have no impact on the active flight plan of the FMS. The FMS will recover and redisplay the active FMS page (except for duplicate waypoint pages, where the previously displayed page will be recovered). Verify position and update if necessary. Verify that the deselected sensors remained deselected and correct if necessary. Navigation and guidance will continue to operate normally. Re-select the desired flight instrument display and AP/FD modes. It is recommended that the flight crew review the content of the flight plan specially considering the modifications made within 5 seconds prior to the power outage. NOTE: A momentary power interruption (less than 200 milliseconds) will not cause the GPS sensor to transition to acquisition mode. A power interruption lasting longer than 7 seconds while the aircraft is airborne will require pilot action to re-select the active FMS page and: 1. Enter a valid active waypoint on the RTE x LEGS 1/X page. 2. Verify position and flight plan, update (if necessary). 3. Re-select the desired flight instrument display and AP/FD modes. A power interruption lasting longer than 7 or 90 seconds (depending on the configuration selection) when the aircraft is on the ground will result in the loss of the flight plan. Re-enter the origin and destination airports and the flight plan.

HIGH TEMPERATURE OPERATIONS A protection mechanism has been implemented to protect the lamp life duration (Refer to CMA-9000 Installation Manual section VI Servicing). This mechanism dims the display when the temperature reaches an environmental temperature higher than approximately +70C. The FMS has been qualified to maintain full brightness for a minimum of 30 minutes. It is therefore recommended to manually decrease the display dimming (using the BRT key or the external display control unit) to the minimum acceptable dimming setting if and only if the FMS is to be operated in DAY luminance mode for longer than 30 minutes. No degraded operation is foreseen in normal operation mode below +70 C.


Page 17-1 July 17, 2013


EQUIPMENT DESELECTION CAUTION: For installations in which GPS is the only navigation sensor, deselection of the GPS input will cause reversion to dead reckoning mode. See below and refer to the AFMS/RFMS for details. 1. Display the DESELECT page by pressing [INIT REF],
(LSK 5R) and (LSK 6R).

DESELECT

1/1 GPS

1L

VALID< DME

2L

VALID< VOR/DME

3L

ACQ< IRS

4L

VALID<

1R 2R 3R 4R

X-FMS 5L

VALID<

6L

5R 6R

The DESELECT 1/1 page permits deselection of the sensor input or a navigation source. NOTE: VOR, DME, IRS and XFMS prompts are only displayed if such equipments are interfaced with the FMS. Refer to the AFMS for details. If an equipment is suspected of being intermittent or unreliable, it should be manually deselected to prevent the possibility of navigation error. 2. Deselect the equipment by pressing the LSK besides its name until DESEL appears under it. NOTE: To reselect the deselected equipment, follow step 2 until VALID or ACQ appears in the equipment’s field.


Page 17-2 July 17, 2013


NAVIGATION IN DEAD RECKONING (DR) MODE CAUTION: IFR operation in dead reckoning mode may not be permitted in certain classes of airspace. When reversion to DR mode occurs (due to unavailability of all other navigation modes), the FMS must rely solely on heading, true airspeed and the last computed value of wind, for navigation. This results in a position accuracy which degrades continuously during prolonged intervals of DR operation. The rate at which accuracy degrades depends on the quality of the source of the heading and speed inputs. The FMS may therefore only maintain its normal accuracy if DR operation does not exceed three to five minutes duration (at typical speeds; it will be longer at lower speeds). Navigation accuracy during prolonged DR operation may be improved by manual updating of present position and/or the actual track and ground speed and/or the wind speed and wind direction based on external information. This is particularly necessary during periods of changing winds, since the FMS providing navigation data assumes constant wind during DR operation. In an installation where digital True Airspeed (TAS) is not provided, the FMS assumes constant ground speed during DR operation, therefore the latter must be updated manually at regular intervals. Manual update of the FMS track and ground speed is accomplished as follows: 1. Display the PROGRESS 1/4 page by pressing [PROG] when the 4-page set of PROGRESS pages is configured (the PROGRESS 3/3 page when the 3-page set of PROGRESS pages is configured).

PROGRESS 280T 1L

ARRIE

DTGN M 35.2

280o

1/4 ETE 00+20<

3L

TOU 88.3 00+32 TRUE W I N D TK/GS >020T / 45K T 281T/228K T

4L

XTK L0.00N M

2L

5L 6L

RNP/ANP 1.00/0.05N M NAV MODE
1R 2R 3R 4R 5R 6R

o 2. Enter the track angle in True (T)/Magnetic ( )and ground speed in knots into the scratchpad, e.g. 281/228.

3. Move the track angle and ground speed to the TK/GS field by pressing LSK 3R. NOTE: Track angle and ground speed will automatically be updated as soon as the FMS resumes normal navigation operation.


Page 17-3 July 17, 2013


MANUAL POSITION UPDATES Manual position updates can be performed when navigating in Dead Reckoning mode. The following operator action is required: 1. Prior to reaching a known reference position, get this known reference position coordinates to the scratchpad by following one of these three methods: • If the known point is a flight plan waypoint, go to the ACT RTE x LEGS POS 1/X page and line-select the appropriate waypoint coordinates to the scratchpad; • If the known point is a NavDataBase element, retrieve its coordinates from the NavDataBase via the NAV DATA 1/1 page, and line-select them to the scratchpad (LSK 1R); • Type the coordinates directly into the scratchpad. 2. Display the POS INIT/REF 1/2 page by pressing [INIT REF], . 3. When directly overhead the known reference position, enter the scratchpad coordinates into the FMS POS field by pressing LSK 1R. The FMS position is immediately updated to the new coordinates.

POS INIT/REF

1/2

FMS POS DR

N47o26.28 W122o18.67

1L 2L

REF WAYPOINT KBFI N 4 7 o3 1 . 8 0 W 1 2 2 o1 8 . 0 0

3L

1R 2R 3R

4L

4R UTC

5L

1757:04

6L

DATE

OCT20/04


5R 6R

Page 17-4 July 17, 2013


ALTIMETER CORRECTION ENTRY FROM FMS PAGES Note:

The description below does not apply when Performance VNAV is enabled as entry of QNH on FMS pages in not allowed.

Baro-corrected altitude is required by the FMS to enable automatic sequencing of procedure legs with altitude terminations and help complying with altitude constraints in the terminal area. If only a pressure altitude input to the FMS is available, manual entry of the altimeter correction on the PROGRESS 4/4 (or 3/3) page or (Advisory Approach) VNAV page is necessary prior to entering destination airport terminal area, for the FMS to derive the baro-corrected altitude. CAUTION: Any manual entry of altimeter setting (QNH) via the PROGRESS 4/4 (or 3/3) or (Advisory Approach) VNAV page should be verified using standard crew cross-check procedures because of the potential impact on missed approach navigation and guidance. This FMS altimeter setting entry enables automatic sequencing of missed approach altitude-terminated legs. An entry may therefore cause the aircraft to exceed the protected airspace due to an early or late waypoint sequence. NOTE: If the FMS is configured for Advisory Approach VNAV, local altimeter setting is a mandatory input to enable the VNAV approach guidance. Display the PROGRESS 3/3 or 4/4 page by pressing PROG and PREV. PROGRESS 3/3 or 4/4 page includes the altitude, QNH altimeter setting and QNH altimeter reference.

PROGRESS 1L 2L 3L

HEADWIND 027K T HDG/DA 290o/L11o MAGVAR E019.9o

4/4


6L

4R ALT (STD) 34245F T QNH SET >. I N H G

5R 6R

PROGRESS 1L 2L 3L

2R 3R

4L 5L

1R

HEADWIND 027K T HDG/DA 290o/L11o MAGVAR E019.9o

4/4


4L

1R 2R 3R 4R

5L

ALT (CORR) 5372F T QNH SET

5R

6L

>2 8 . 3 7 I N H G

6R


Page 17-5 July 17, 2013


To enter an altimeter setting, enter value in Inches of Mercury (inHg) or in Millibars (MB) and line select it to LSK 6L respectively on PROGRESS 3/3 page or on PROGRESS 4/4 page. NOTE: The FMS will select and use the altitude from the priority list below: • baro corrected altitude • pressure altitude • IRS baro-inertial altitude • GPS altitude The altimeter setting is displayed in LARGE font, and the baro-corrected altitude computed. This field is also displayed, in small font, when both the QNH and baro-corrected altitude are received by the FMS. This field is not displayed when the baro-corrected altitude is received but no external QNH is available to the FMS. This field is not displayed when the altitude source is GPS or manual. For entries, units are automatically detected and decimal point entry is not required. NOTE: This altimeter setting will be used until after landing, or until leaving the terminal area. The altimeter setting is cancelled and the field displays dashes ("--.--") on leaving the terminal area (distance from the departure airport is greater than 33 nm, or the altitude is greater than 16,000 feet above airport elevation). When no altimeter setting is defined, field displays boxes ( . ) on entering the terminal area (distance from the destination airport is less than 30 nm, or the altitude is less than 15,000 feet above airport elevation). This indicates a mandatory input is required. A baro-corrected altitude is computed and displayed next to LSK 5L (PROGRESS 3/3) or (PROGRESS 4/4). NOTE: The FMS will generate the alert message "SET QNH" (if configured) while airborne and 30 nm or less from the destination airport and below the transition level (TRANS LVL) if the system altitude reference is standard.


Page 17-6 July 17, 2013


SECTION 18 A - CMA-9000 FMS A300/310 VNAV CONTENTS Subject

Page

OVERVIEW ................................................................................................................................................... 18A-1 PREFLIGHT .................................................................................................................................................. 18A-9 PERFORMANCE INITIALIZATION ............................................................................................................ 18A-10 VERTICAL FLIGHT PLANNING................................................................................................................. 18A-13 TAKEOFF.................................................................................................................................................... 18A-19 CLIMB ......................................................................................................................................................... 18A-19 CRUISE ....................................................................................................................................................... 18A-26 DESCENT ................................................................................................................................................... 18A-37 APPROACH ................................................................................................................................................ 18A-49 TRANSITION TO GO AROUND ................................................................................................................. 18A-52 POST-LANDING PHASE............................................................................................................................ 18A-53 SECOND/THIRD ROUTE ........................................................................................................................... 18A-54 DIVERSION TO ALTERNATE.................................................................................................................... 18A-54


Page 18A-i July 17, 2013




Page 18A-ii July 17, 2013


SECTION 18 A CMA-9000 FMS A300/310 VNAV OVERVIEW This section describes the vertical navigation (VNAV) function of the CMA-9000 Flight Management System and provides an overview, followed by a “how to use” description of the basic procedures that are specifically tailored to the A300/310 aircraft. Additional detailed information can also be found in the MCDU page descriptions of Appendix A. The VNAV function is intended to aid the flight crew in vertical flight planning and in the management of the overall vertical profile to ensure compliance with all ATC instructions, waypoint constraints (altitude, speed and required time of arrival), and airspace speed restrictions. The VNAV function has three basic elements: Reference vertical trajectory with associated performance and fuel predictions and vertical situational awareness information Vertical guidance and thrust management outputs to the Auto Flight System when PROFILE mode is engaged Performance database containing aircraft/engine performance data, and a policy file of operational preferences and defaults The entry and display of VNAV data is by means of the dedicated VNAV and the LEGS pages. The barometric altimetry system is the primary altitude reference source. Pre-selected altitude and AFS PROFILE mode inputs are received from the Auto Flight System Flight Control Unit (FCU). VNAV-related information is also displayed on the ND. The armed/engaged status of the selected PROFILE mode is displayed on the PFD FMA and FMSmanaged thrust modes/targets are displayed on the TRP. A. VERTICAL PROFILE Figure 18A-1 shows a typical vertical profile and its relationship with the flight phases of the lateral flight plan.


Page 18A-1 July 17, 2013


Figure 18A-1– Typical Vertical Profile The FMS computes the vertical profile made up of take-off and initial climb, climb, cruise, descent, and approach flight phases. The vertical profile is based on the lateral waypoints and extends as a continuous trajectory between the departure and destination airports. The missed approach and post-flight phases are also covered in this section. The climb and descent profiles are built from the ground up, taking into account a wide range of factors, including: • • • • • • • •

aircraft/engine performance current or predicted aircraft gross weight cruise altitude thrust reduction and acceleration altitudes airport speed restrictions (at altitude) all manually-entered or navigation database constraints associated with lateral waypoints the planned speed schedule for each vertical phase forecast winds/temperature.

Where a route discontinuity exists in the lateral flight plan, the vertical profile assumes a direct path across the discontinuity to the next waypoint. Supported waypoint altitude constraint types are: • •

AT (e.g. FL270), AT or ABOVE (e.g. FL290A), AT or BELOW (e.g. FL150B) WINDOW (e.g. 270-350 altitude range – from the navigation database only)


Page 18A-2 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Once the aircraft position has been initialized and a valid lateral flight plan has been created, all mandatory performance data (“boxed” fields) must be entered in order to enable the FMS to generate a vertical profile. The accuracy of the vertical profile can be further enhanced by entry of additional optional entries. Key characteristics of the vertical profile are summarized below. Vertical profile points: Each vertical flight phase is terminated by a vertical profile point (also known as a pseudo waypoint) that is not associated with a lateral waypoint. The pseudo waypoints are listed in Table 18A-1. Vertical flight phases: The vertical profile consists of the following phases. • • •

•

•

•

•

Takeoff and Initial Climb: The takeoff phase starts at lift-off and ends at the thrust reduction altitude. The initial climb phase starts at the thrust reduction altitude and ends at the acceleration altitude. Climb: The climb phase starts at the acceleration altitude and ends at the beginning of the cruise altitude capture at the Top-of-Climb (T/C). Cruise: The cruise phase starts with the capture of the cruise altitude and ends at the beginning of the descent phase. The cruise profile takes into account the crew-selected speed schedule and speed constraints (including constant speed segments), all cruise waypoint altitude and speed constraints, blended winds and temperature. Step Climbs/Descents: As many pre-planned step climb/descent altitudes as desired can be inserted as waypoint altitude constraints, with the following exceptions: no step climbs/descents can be preplanned within 50 nm of the T/D. An unplanned climb in cruise can be initiated at any time, however an unplanned descent in cruise cannot be initiated when within 50 nm of the T/D. A climb or descent in cruise is flown at the current cruise speed. A step descent or cruise descent is flown at a fixed rate of descent. Descent: The descent phase begins with the deceleration to descent speed, or at the point at which the aircraft starts to capture the descent path and extends to the transition to approach phase at the End-of-Descent (E/D). Both early and late descents are supported. An early descent is flown at the descent speed and at fixed rate of descent. A late descent is flown at an increased speed to ensure aircraft convergence to the descent path. The descent profile takes into account the crew-selected speed schedule, all waypoint altitude and speed constraints, blended winds, and the airport speed restriction. A performance path is created between the final cruise altitude and the highest descent waypoint altitude constraint that restricts the path. From that waypoint onwards, straight-line (geometric) vertical paths link waypoint altitudes that constrain the path until the E/D. A deceleration segment to the E/D speed is automatically inserted if required. Entry of a forecast QNH prior to the start of descent minimizes the descent path deviation when the actual altimeter setting is entered on descending through the transition level. Approach: The approach phase is a seamless extension of the descent profile that begins at the E/D point and ends at 50 ft above the runway threshold. The approach profile includes a segment of reduced descent rate prior to the FAF to allow for aircraft reconfiguration and deceleration. The profile assumes the aircraft will fly the FMS-predicted flaps, slats and final approach speeds displayed on the APPR REF page, including any manually-entered approach speed wind gust correction. Entry of a forecast destination airport temperature below 0°C causes adjustment of the approach waypoint altitudes. Missed Approach: When a go-around is initiated, the vertical profile is deleted, and if active, vertical guidance is terminated. A new vertical profile is computed based on current aircraft conditions (gross weight, fuel, etc.) and a new Cruise Altitude is automatically computed. The selected approach procedure is automatically re-loaded into the active flight plan. NOTE: The aircraft installation determines whether FMS lateral navigation continues after a go-around is initiated, as some Go-Around modes automatically disconnect LNAV mode as well as VNAV mode.


Page 18A-3 July 17, 2013


Done Phase: This phase is initiated on ground, two minutes after landing and when shut down of both engines is detected. The vertical profile, as well as all performance initialization data and associated predictions are deleted. When the engines are not shut-down upon landing, entering a new origin (or re-entering the same origin) will automatically transition to done phase.

Performance predictions: Predictions provided for each lateral waypoint depend on the vertical flight phase and may account for FCU speed intervention. Predictions include: ETE or ETA, crossing altitude, speed target, flight path angle and vertical speed target, fuel remaining, and estimates of takeoff, current and landing gross weight. ETA and fuel predictions for all waypoints, as well as predicted crossing altitudes for waypoints with no associated altitude constraint are displayed on the LEGS pages. Specific climb and descent profile predictions are displayed on the PROFILE page (if configured). The vertical profile and all predictions are recomputed when any source data element is modified. In practice, this means when any lateral or vertical flight plan event occurs that causes the EXEC annunciator to illuminate (or when an FMS Cruise Altitude change automatically occurs as a result of an FCU selected altitude change). Performance predictions for the Active flight plan are also updated periodically (every minute) during flight to take into account current conditions. Vertical situational awareness information: Vertical situational awareness information displayed on the DES page includes: vertical deviation, vertical bearing and target vertical speed from present position to a selected altitude-constrained waypoint, as well as ground distance to the FCU-selected or a reference altitude. NOTE: During off-path descent operations, the DES page vertical bearing information is particularly useful in determining whether a waypoint altitude constraint can be achieved. Vertical fly-by transitions: Any vertical path change is flown on a vertical “fly-by” transition path that limits the aircraft normal acceleration during the capture of the next path. Forecast winds and temperatures: For climb, a single Top-of-Climb forecast wind can be entered. In cruise, winds can be entered for any waypoint for up to four (4) flight levels/altitudes. For descent, winds for up to four (4) flight levels/altitudes can be entered. In flight, current wind is blended with forecast winds both laterally and vertically. A single forecast temperature can be entered for the current cruise flight level and is blended with current OAT to enhance cruise predictions.


Page 18A-4 July 17, 2013


VNAV Element

Definition

THR RED ALT(HT) ACCEL ALT(HT)

Location Displayed on MCDU

ND

Location at which the FMS predicts the thrust reduction altitude (or height if configured) will be reached.

No

No

Location at which the FMS predicts the acceleration altitude (or height if configured) will be reached.

No

No

Intermediate Level Off in Climb (FCU altitude)

Cyan colour. Occurs when the FCU altitude is lower than the FMS CRZ ALT during climb. Can also occur if the FCU altitude is set to below the current aircraft altitude, but this location is not displayed. Refer to NOTE 1 below.

Yes

Top-of-Climb (T/C)

Location at which the FMS predicts the CRZ ALT will be reached.

Yes

Yes*

Pre-planned Step Climb (S/C)

Location in the cruise profile at which the FMS predicts the climb to a higher waypoint altitude constraint will begin.

Yes

Yes*

Pre-planned Step Descent (S/D)

Location in the cruise profile at which the FMS predicts the descent to a lower waypoint altitude constraint will begin.

Yes

Yes*

White colour. Location in the cruise profile at which the FMS Top-of-Descent predicts the transition to the descent will begin. The T/D (T/D) location takes into account any required level flight deceleration segment.

Yes

Early descent can be initiated beginning at 200 nm prior to T/D Early Descent by selecting the “EARLY DES” prompt on the CRZ or the DES page.

Yes

No

Late Descent

Late descent state exists if the T/D point is over flown without the FCU altitude having been lowered and pulled. Selection of the DECEL prompt initiates a deceleration to Green Dot speed to minimize the deviation from the descent profile.

Yes

No

Intermediate Level Off in Descent (FCU altitude)

Cyan colour. Occurs when the FCU altitude is higher than the destination airport altitude. Can also occur if FCU altitude is set above the current aircraft altitude, but this location is not displayed. Refer to NOTE 1 below.

Yes

Go-Down

Cyan colour. When levelled off in descent, the location in the decent profile at which the FMS predicts the descent will resume. When the aircraft is not level, the location can correspond to the location of the intermediate level-off symbol or the planned return-to-descent location. Refer to NOTE 1 below.

Yes

End-ofDescent (E/D)

Location where the descent profile transitions to the vertical approach phase.

Yes

Yes*

Approach

The active VNAV mode switches to Approach at the E/D. NOTE: the transition to lateral approach mode (in GPS navigation mode only) occurs at the 2 nm point inbound to the FAF (if sufficient position integrity is available).

Yes

No

Speed Restriction

Location at which the FMS predicts the climb or descent profile will intercept the airport speed restriction altitude.

No

No

Table 18A-1– VNAV Information Display


Page 18A-5 July 17, 2013


TABLE NOTE 1 (DEFINITION COLUMN): Symbols only displayed when PROFILE mode is engaged. * TABLE NOTE (ND COLUMN): If the installed EFIS Navigation Display (ND) system does not support the display of symbols associated with vertical profile points, they will be displayed on the EFIS ND using standard lateral waypoint symbols. The location of the S/C and S/D points is an approximation, As a result, the aircraft may initiate the step earlier than the indication that is provided on the EFIS ND. Engine out profile: Engine out performance predictions and coupled drift down operations are supported, except in E/O Climb. Crew action is required to activate this function. Required Time of Arrival (RTA): RTA function is not available with Performance VNAV. Holding patterns: Performance and fuel predictions are computed when a hold is included in the lateral flight plan or when a holding pattern is active. B. FMS-MANAGED VNAV DISPLAYS Vertical Guidance (PROFILE Mode Engaged): The FMS computes altitude, speed, vertical speed and thrust targets for each flight phase. The FMS manages the outputs to the auto-throttle system and auto flight system to achieve and hold these targets as summarized in Table 18A-2. VNAV sub-modes: Up to three (3) sub-modes can be used to define different speed schedules for the CLB, CRZ and DES VNAV performance modes. Engine out guidance: Drift down paths are flown at green dot speed and at defined thrust targets. Vertical path deviation: The FMS computes vertical deviation from the reference profile in descent and approach modes and displays it on the DES and APPR pages as well as on the ND. Speed management: The FMS respects all waypoint speed constraints and all airspace speed restrictions except under specific circumstances (vertical path recapture, speed limited by aircraft performance,,etc).. The FMS-commanded speed is the speed (IAS or Mach) displayed in reverse video on the active VNAV performance page. The speed control strategy (speed on pitch or thrust) is a function of the vertical flight phase (Refer to Table 18A-2). If the speed schedule displayed at 2L is not the source of the target speed but a speed restriction or limitation is, the speed displayed at 3L or 4L (page dependent) will be displayed in reverse video. When a CAS or MACH is selected on the FCU panel (FCU PROFILE mode not engaged and AT engaged), the FMS title and data displayed at 2L on the active VNAV performance page remains the FMScommanded target speed . FCU Altitude Pre-Select: The VNAV guidance respects the FCU altitude at all times (except during FCU ALT MISS APP selection and Engine-Out Critical mode). Transitions from/to level flight: The FMS provides anticipation cues on the MCDU and FMA for FMScommanded transitions from/to level flight to help reduce altitude capture overshoots and vertical excursions from path.


Page 18A-6 July 17, 2013


Vertical Phase Element Take-off to thrust reduction altitude Initial Climb & Climb (NOTE 2) Climb level off transition Climb level off (FCU altitude) Cruise altitude hold Step climb / climb in cruise Step descent / descent in cruise EO Critical driftdown EO Non-Critical drift-down EO cruise Early Descent Late Descent Idle Descent Path (NOTE 3, 4) Geometric Descent Path (NOTE 3) Descent level off transition Descent level off Approach after E/D Missed Approach

VNAV Active Mode

FMA Indications ATS AP/FD (Note 1)

TAKEOFF

Disengaged

Disengaged

CLB

P.THR

P.CLB

CLB

P.SPD

P.CLB

CLB

P.SPD

P.ALT

CRZ

P.SPD

P.ALT

CRZ CLB

P.THR

P.CLB

CRZ DES

P.SPD

P.DES

EO

P.THR

P.DES

EO

P.SPD

P.DES

EO DES DES

P.SPD P.SPD RETARD

P.ALT P.DES P.DES

DES

RETARD

P.DES

DES

P.SPD

P.DES

DES

P.SPD

P.DES

DES APPR CLB

P.SPD P.SPD Disengaged

P.ALT P.DES Disengaged

Table 18A-2– FMS Managed AFS Modes NOTE 1: The FMS-managed AP/FD pitch mode controls speed, altitude capture, altitude hold or vertical speed as required. NOTE 2: The FMS flies the climb profile in speed control mode. This is often referred to as an “open” climb. The actual vertical profile flown is not directly controlled and therefore may not match the predicted profile. NOTE 3: The FMS will respect all altitude constraints during descent. The PFD FMA annunciation will depend on the type of descent path being flown (e.g. Idle or Geometric) NOTE 4: The FMS may command speed on thrust in certain situations during an idle path descent when better speed control is required – e.g.: when flying a holding leg, during a deceleration segment or when performing a banked turn. CAUTION: The flight crew remain responsible at all times for compliance with ATC altitude clearances and instructions and waypoint altitude constraints. The FCU altitude must therefore always be set appropriately to ensure compliance.


Page 18A-7 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) C. A300/310 FMS-MANAGED VNAV DISPLAYS Flight Mode Annunciator indications: Engaged PROFILE modes are displayed in green on the first line of the FMA, with armed modes in blue on the second line. Refer to also Table 18A-2 and refer to aircraft documentation for full details on specific FMA indications.

Figure 18A-2– Typical FMA annunciation PFD displays: The FMS provides the following information for display on the PFD: • • • •

Target speed (if PROFILE mode engaged) V 1 speed (on-ground only, and if entered) MORE DRAG and DECELERATE messages DME distance during ILS approach

ND displays: • • • • •

FCU altitude intercept symbol (if PROFILE mode is engaged) Top-of-Descent symbol Pseudo-waypoints Go-down symbol (if PROFILE mode is engaged) Vertical deviation during approach/descent (refer to Table 18A-2 for details).

TRP displays (if PROFILE mode is engaged): Thrust limit mode (CL/MCT) and target thrust (climb or descent only). D. VNAV ADVISORIES & ALERTS Scratchpad advisories and alerts are generated when the FMS detects vertical profile anomalies or performance problems. A scratchpad alert message may also cause the display of an associated message on the PFD. E.

A300/310 CMA-9000 FMS VNAV ARCHITECTURE FCU

N1 PFD 1

PFD 2 A/THR TRP

ND ND 1

ND 2

FMCDU 1

FMCDU 2

Figure 18A-3 A300/310 CMA-9000 FMS VNAV Architecture


Page 18A-8 July 17, 2013


PREFLIGHT

A. AIRCRAFT PERFORMANCE STATUS CHECK AND DECEL/F-F FACTOR ENTRIES Confirm that the Aircraft, Policy, Engine type and Weight Unit displayed on the IDENT 2/2 page are correct and make any necessary modifications to the DECEL and F-F FACTORS. .

FMS1 IDENT 2/2 AIRCRAFT ENGINES A300-600IF CF6-80C2A8 MAGVAR MODEL POLICY 2010 (DEF) A300_POL WEIGHT UNIT KGx1000 DECEL FACTOR +5.3% F-F FACTOR +1.5% {SETUP

POS INIT}

CAUTION:

If there is a discrepancy between the displayed and actual aircraft and/or engine type, do not initialize VNAV and advise maintenance.

NOTES:

The modification of the DECEL FACTOR will increase or decrease the performance deceleration distance. The modification of the F-F FACTOR is intended for pre-flight entry. It will not trigger an automatic profile recalculation. Wait 1 minute or force a profile computation by re-entering a VNAV parameter (e.g. CRZ ALT) if needed.

CAUTION:

Modification of the F-F FACTOR and DECEL FACTOR is a maintenance engineering function, and although this value may be modified by the crew, such practice is not recommended.

B. PERFORMANCE VNAV INITIALIZATION PAGES Access all VNAV Performance Initialization pages using the INIT/REF pages.

FMS1 INIT/REF INDEX 1/2 {IDENT

NAV DATA}

{POS INIT {PERF INIT {TAKEOFF {APPR REF {MSG RECALL


NEAREST} RADIO} NAV STATUS} FUEL}

Page 18A-9 July 17, 2013


PERFORMANCE INITIALIZATION The PERF INIT page is used to enter Performance initialization parameters that are required to generate a vertical profile.

PERF INIT 1/1 TOGW OPT CRZ ALT 141.4 FL330 FL350 BLOCK FOB CRZ TEMP 29.0 29.0 -55`c ZFW/ZFWCG CRZ WIND 112.7 /25.0 ---$/--RESERVES COST INDEX 0.3 / 4% 35 TAXI TRANS ALT 0.3 18000 {INIT/REF

TAKEOFF}

A. MANDATORY DATA ENTRIES A vertical profile cannot be generated unless the following mandatory entries have been performed: • • • •

A valid lateral flight plan Block fuel weight [2L] Zero Fuel Weight and Zero Fuel Weight Center of Gravity [3L] Cruise Altitude [1R]

NOTES: The Cruise Altitude will be pre-filled to the FCU-selected altitude if no manual entry was performed at [1R]. CRZ ALT should be updated in-flight when the FMS current vertical mode disagrees with intended crew operation. It is recommended to always select the FCU altitude to the desired altitude prior to modify the CRZ altitude. Entry of a CRZ ALT below the FCU altitude in climb or above the FCU altitude in descent will be rejected. On ground, the BLOCK fuel is used for all trip predictions, and when airborne the actual fuel on board is used. However, upon engine start, if there is a discrepancy between the entered BLOCK fuel and the actual fuel on board, a CHECK BLOCK FUEL message will be raised. If no pilot action is taken, the actual fuel on board will be used for all the trip predictions even while on ground. B. OPTIONAL DATA ENTRIES The following data entries are optional entries that optimize the FMS-computed trip predictions (Note: many of these fields will already be pre-filled to default values): •

Forecast Cruise Altitude Temperature [2R]:

NOTE: Manual entry of a Cruise Temperature followed by a subsequent change of the CRZ ALT will generate a CHECK CRUISE TEMP message. • •

Forecast Cruise Altitude Wind direction (true) and speed (knots) [3R]. Reserves fuel weight or percentage of trip fuel[4L].

NOTE: The aircraft Reserves fuel weight is included in the Block/Actual fuel weight.


Page 18A-10 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) • • •

Taxi fuel weight [5L]. Cost Index [4R]. Transition Altitude [5R].

NOTE: Transition Altitude defaults to the Navigation Database defined value for the departure airport if available. C. TAKE-OFF REFERENCE DATA ENTRY

RW24L TAKEOFF 1/1 1/1 V1 T/O CONF 135 15_15{ VR ACCEL ALT 142 3364 V2 (FCU) THR RED ALT 160 1864 F (EST) 157 S (EST) O (EST) 201 226 {INIT/REF

ROUTE}

The TAKEOFF page is used to enter/display all Takeoff-related parameters. The following parameters can be entered/selected from this page: • •

V 1 and V R Takeoff Speeds (mandatory entries) at [1L] and [2L]. If a valid V 2 speed is selected on the FCU, the FMS will automatically display this speed in the V 2 (FCU) field at [3L].

NOTE: Initially, the V 2 (FCU) field is empty. The FCU speed selector knob must be rotated in order to display a speed in this field. Manual entry of a V 2 speed from the MCDU is not permitted. • •

Upon EXEC, the entered V 1 speed is displayed on the PFD. Planned Takeoff Slats/Flaps Configuration at [1R]

NOTE: This selection has no impact on the vertical profile and associated trip predictions. The FMS assumes that the takeoff will occur in the slats 15 and flaps 15 configuration. • •

Acceleration altitude at [2R] Thrust Reduction Altitude at [3R]

The following estimated takeoff reference speeds are displayed for reference purposes and cannot be modified: • • •

F: Minimum Speed for Flap Retraction at [4L] S: Minimum Speed for Slat Retraction at [5L] O: Green Dot Speed at [5R]

NOTE:

These speeds may be different than the F, S, O speeds displayed on the PFD and should not be used in-lieu of the PFD-displayed speeds.


Page 18A-11 July 17, 2013


Associated takeoff speed related messages may also be raised when on-ground if at least one takeoff speed was entered: • •

T/O DATA DELETED: When this message is raised, all entered takeoff speeds are automatically deleted. CHECK TAKEOFF SPEEDS: This message is raised during synchronized FMS operations, if a 1 knot or greater discrepancy between on-side and off-side takeoff speeds is detected for at least 5 seconds.

NOTE: It is recommended to complete the route and departure entry as well as the performance data initialization from the PERF INIT page before entering the takeoff speeds in order to avoid potential deletion of takeoff speeds.


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VERTICAL FLIGHT PLANNING Computation of a vertical profile is required for the FMS to provide performance predictions (ETA, Fuel, speed and altitude) and for FMS-managed vertical guidance (PROFILE mode engagement). The vertical profile accounts for all waypoint speed constraints, altitude constraints, time constraints and planned speed schedules. Entries affecting the vertical profile are checked against aircraft limits. The vertical profile is re-computed automatically every minute, and upon crew revisions to the lateral or vertical flight plans. The vertical profile is independently computed by each FMS; however the vertical profiles are re- synchronized following each flight plan modification and EXEC.

A. LATERAL FLIGHT PLANNING EFFECTS ON THE VERTICAL PROFILE Any changes made to the lateral fight plan will force a recalculation of the entire vertical profile. This may result in alert messages being raised which must be resolved by the crew: • • •

T/C AFTER T/D – NO CRZ T/C AFTER DES – NO DES RTE X INSUFFICIENT FUEL

NOTES: • Refer to Appendix E for message details and suggested resolution for each message. • A vertical profile and associated trip predictions are only generated for the Active route. Trip predictions are available for inactive routes, but no vertical profile is computed. • There may be differences between the distances displayed on the LEGS pages and the VNAV pages. This is because the distances displayed on the LEGS pages do not take into account the waypoint transition paths (fly-by or fly-over). B. SPEEDS

ACT ECON CLB 1/4 CRZ ALT MAX AT T/C FL350 FL370 FL350 ECON SPD TO T/C 280/.805 00+15/60.6nm SPD REST 250/10000 {SCHED TAKEOFF}


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) (1) Speed Restrictions (at altitude) The climb speed restriction defaults to the Navigation Database restriction defined for the departure airport. The descent speed restriction defaults to the Navigation Database restriction defined for the destination airport. Both the climb and descent restrictions can be manually revised. Both the climb and descent restrictions are accounted for in the computed vertical profile. (2) Speed Schedules The selected speed schedule affects the computed vertical profile (and associated vertical guidance). The following speed schedules are supported: • •

Cost Index based speed schedules Manual speed schedules

(3) Cost Index based Speed Schedules The following Cost Index based speed schedules are supported: • • •

ECON MIN TIME MIN FUEL

NOTES: • The Cost Index can be changed via the PERF INIT page or from the CLB SCHED or CRZ SCHED pages. • Selection of MIN FUEL sub-mode is equivalent to selecting a Cost Index of 0 when operating in ECON. • Selection of MIN TIME sub-mode is equivalent to selecting a Cost Index of 200 when operating in ECON. • Cost Index based speed schedules are defined as a function of the selected Cost Index, Gross Weight and Altitude. A Cost Index based speed schedule will ensure that no unplanned accelerations/decelerations occur when transitioning to/from level flight • Cost Index based Cruise speed schedules will display in IAS below the cross-over altitude and in MACH above it. (4) Manual Speed Schedules Manually-entered speed schedules only apply to the VNAV mode for which the entry was performed (ex: a speed schedule manually entered on the CLB page only applies to the Climb phase of flight) and must always be within the PDB-defined aircraft speed limits. (5) Waypoint Speed Constraints Speed constraints may be assigned to any waypoint in the lateral flight plan. NOTE: • All speed constraint entries on the LEGS page must always be within the PDB-defined aircraft speed limits. • Speed constraint entries in Mach format can only be assigned to Cruise waypoints.


Page 18A-14 July 17, 2013


When a procedure turn with no speed constraint is loaded into the flight plan, the FMS automatically inserts speed constraints of 180 knots on both the procedure turn reference waypoint and the created outbound legs.

(6) Holding Pattern Speeds The FMS-commanded target speed in a holding pattern will be the holding pattern speed constraint, or in the case of a holding pattern without an associated speed constraint, the highest of : • •

The speed constraint at the holding fix; or Green dot speed (HA or HM legs only).

NOTES: • The current target speed will be maintained for HF legs without speed constraint at the holding fix or in the holding pattern. • Green dot speed is only targeted if for slat/flap 0/0 configuration. For all other configuration, the proper slat/flap speed will be targeted (as defined in APPROACH section below). (7) FMS Target Speed Display The FMS Target Speed will typically be displayed at 2L (speed schedule field), however under certain circumstances, the target speed can be displayed at 3L or 4L with an appropriate indication (the actual location is dependent on the VNAV page which is being displayed): • • • • • • • • • •

LIM SPD when the current FMS target speed is either outside of the Performance Database (VMO/MMO or VMIN) or FAC (VMAX/VMIN) speed limits. SPD REST when the current FMS target speed is being limited in climb or descent while below the climb or descent speed restriction altitude. REST SPD when the current FMS target speed is being limited while in cruise and below the destination airport restriction altitude. CRZ SPD during a cruise climb while targeting the cruise speed or when past the T/D and targeting the cruise speed CRZ LIM SPD during a cruise climb while targeting a cruise speed that is being limited or when past the T/D and targeting a limited cruise speed HOLD SPD when decelerating to (or when in) a holding pattern HOLD LIM SPD when the descent target speed is being limited by a holding fix speed constraint DECEL SPD when the aircraft is level and above-path in descent while decelerating to green dot speed PATH SPD when above-path in descent and targeting a path capture speed SPD AT XXXXX where XXXXX represents the name of the waypoint speed constraint which is being targeted

On the active Climb, Cruise, Descent or Approach page, the target speed will always be displayed in reverse video white. (8) Predicted Speeds If the PROFILE page is configured, a PRED SPEED LIMITED message can be raised against any speed that is predicted to fall outside of the Performance Database (VMO/MMO and VMIN) speeds. The limited speeds will be displayed in amber: • •

On the LEGS page if it is a waypoint speed constraint that is unachievable; and/or On the PROFILE page to represent unachievable constraint and/or target speeds


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C. WAYPOINT ALTITUDE CONSTRAINTS Waypoint altitude constraints may be assigned to any waypoint in the lateral flight plan: •

Assigning an altitude constraint that is above or below the planned Cruise Altitude at a cruise waypoint will result in a Pre-Planned Step Climb or Step Descent point being inserted into the vertical profile: • •

Multiple Step Climbs/Descents can be defined Recommended step altitudes received from dispatch can be entered as altitude constraints.

NOTE: Cruise waypoint altitude constraints which fall within 50 nm of the planned Top-of-Descent will not be accounted for in the vertical profile. •

If the generated vertical profile is problematic or violates a waypoint altitude constraint, the following messages may be raised: • • • • •

•

CLB PATH UNACHIEVABLE DES PATH UNACHIEVABLE CLB IN DES NOT ALLOWED STEP UNACHIEVABLE (for cruise waypoints) NO PLANNED STEP NEAR T/D

If any of these messages is raised: • •

The lateral and/or vertical flight plan should be modified in order to generate a vertical profile that respects the aircraft operational limits and meets all constraints; or ATC should be advised that clearance cannot be met.

NOTE: Refer to Appendix E for message details and suggested resolution for each message. The following example illustrates the display format of an unachievable climb waypoint altitude constraint:

ACT ECON CLB 1/4 CRZ ALT MAX AT (INTC) FL240 FL400 15000A ECON SPD TO (INTC) 280/.780 2308z/3.9nm SPD REST ERROR 250/10000 2890LO/ 4LONG {SCHED

ENGINE OUT}

TAKEOFF} CLB PATH UNACHIEVABLE


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D. VERTICAL PROFILE VERIFICATION (1) TAKEOFF page Before takeoff, go to the TAKEOFF page to ensure that: • • NOTE:

The entered takeoff speeds are consistent with the predicted takeoff gross weight. The V1 speed entered on the MCDU is consistent with the V1 symbol displayed on the PFD. Only V 2 impacts the computed vertical profile. The FMS assumes V 2 +10 will be flown up to the Acceleration Altitude.

(2) CLB page Before takeoff, verify the Climb portion of the computed vertical profile using the CLB page: • • • • •

Planned Cruise Altitude at [1L] Planned Climb speed schedule at [2L] Departure airport speed restriction at [3L] Next Climb Waypoint Altitude Constraint at [1R] (if applicable) and predicted undershoot error [3R] if the constraint cannot be met (if applicable) Predicted Time/Distance to the Top-of-Climb [2R].

NOTE: In the event that an altitude constrained climb waypoint is displayed at [1R] instead of the T/C, the predicted Time and Distance to the T/C can be verified using the [6R] field of the PROGRESS 1/3 page. (3) LEGS page The LEGS page displays the predicted target speed (or speed constraint) and predicted crossing altitude (or altitude constraint) for each waypoint of the lateral flight plan except altitude-terminated waypoints.

ACT RTE 1 LEGS 1/6 179` fr RW18 nm ( 800) 800A 177` 14.3 RID 304/ FL104 184` 28.0 ANEKI 304/ FL220 184` 15.3 BADLI 304/ FL266 192` 16.9 PABLA 304/ FL299 {RTE 2 LEGS

LEGS ETA}

Before takeoff, verify the following vertical profile elements displayed on the LEGS page(s): • •

Waypoint altitude constraints and predicted crossing altitudes Waypoint speed constraints and predicted target speeds


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTE: Following a missed approach or with a very short route, the lateral flight plan may not be long enough to allow a climb to the cruise altitude followed by a descent to the destination. In this case an abbreviated profile is generated with a climb profile only. No predictions are provided beyond the Top of Climb. Once the aircraft reaches the cruise altitude a cruise and descent profile will be generated. NOTE: if any altitude or speed constraints are displayed in Amber, perform the required lateral and/or vertical flight plan change to correct the problem. NOTE: the [CLR] key must be used to clear speed and/or altitude constraints; however the end result of the [CLR] key being pressed and line-selection of a waypoint constraint may be different. As an example: • If the waypoint has no published speed or altitude constraint and the pilot has manually-entered a constraint (speed and/or altitude), use of the [CLR] key will clear all manually-entered constraints. • If the waypoint has a published altitude and/or speed constraint and the pilot has manually-entered a constraint (speed and/or altitude), use of the [CLR] key will remove any manually-entered constraint, however the navigation database (published) constraint(s) will remain displayed. • If the waypoint has a published altitude and/or speed constraint and no manually-entered constraint, use of the [CLR] key will clear all published constraints. (4) PROGRESS 1/3 page The first PROGRESS page displays all relevant lateral and vertical navigation information (ex: altitudes, modes, target speed, navigation accuracy and time and distance predictions to the next pseudo-waypoint). Additionally, bearing/distance to any waypoint (including the destination runway threshold) is available.

DLH1234 PROGRESS 1/3 CRZ ALT OPT MAX ALT FL300 FL350 FL370 VNAV MODE ECON CLB FMS SPD BRG/DIST - TO WAYPOINT 215`/10.0 YUL RNP/ANP 1.00/0.05 FUEL} NAV MODE TO T/C {GPS 1900z/35.1

This page is useful to provide a quick status of both lateral and vertical navigation and can be used to display information in all phases of flight. NOTE: Refer to section 15 for details on RNP/ANP and NAV MODE.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) F.

PREPARATION FOR TAKEOFF After the lateral flight plan and computed vertical profile have been verified and are deemed satisfactory, in preparation for FMS-managed guidance, NAV mode should be armed via the FCU prior to takeoff: • •

NAV armed displayed on the PFD FMA P.CLB armed displayed on the PFD FMA

TAKEOFF

A. LNAV and VNAV Engagement LNAV: If previously armed on the FCU, NAV mode can be engaged at 30 feet (AGL) (following Auto-Pilot engagement). VNAV: If previously armed on the FCU, PROFILE mode will be engaged at the Thrust reduction altitude: • •

The FMS-commanded target speed will be the current aircraft speed (limited to V2+10 minimum) TRP: AUTO and CL Limit Mode selected

B. Transition to Climb Phase At the Acceleration Altitude, the FMS will command acceleration to the climb target speed (Refer to Climb section for additional details).

CLIMB The CLB page is used to monitor all Climb-related parameters.

ACT ECON CLB 1/4 CRZ ALT MAX AT ANEKI FL350 FL355 FL220 ECON SPD TO ANEKI 304/.820 2053z/30.6nm SPD REST 250/10000 {SCHED

ENGINE OUT} TAKEOFF}

A. SPEED RESTRICTIONS/CONSTRAINTS The FMS-commanded climb target speed will account for the departure airport Speed Restriction, all climb waypoint speed constraints and the planned Climb speed schedule. NOTE: All speed constraints propagate down so all constraints ahead of the aircraft in climb will be honoured.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) B. SITUATIONAL AWARENESS IN CLIMB If an ATC clearance limits the climb to an altitude which is lower/higher than the altitude constraint at a climb waypoint, it is important to maintain climb situational awareness to avoid inadvertently violating the altitude constraint. This can be performed several ways: • •

Forcing a re-computation of the vertical profile and then verifying the updated waypoint crossing altitudes on the LEGS page. By setting the FCU altitude to the waypoint altitude constraint (without pulling) and observing where the FCU level symbol is displayed relative to the waypoint on the ND map display. If the FCU level symbol is displayed in amber, this indicates that the FMS predicts that the waypoint altitude constraint will be violated.

NOTE: An immediate re-computation of the vertical profile can be performed by simply pressing [LSK1L] twice from the CLB page and then EXEC. C. UNACHIEVABLE WAYPOINT ALTITUDES IN CLIMB If the FMS predicts, based on current aircraft Vertical Speed and Distance to Go, that the aircraft will not reach an altitude within 150 ft of the altitude constraint associated with the active climb waypoint: •

The UNABLE ALT CONSTRAINT message is raised

Note: This message is evaluated each minute on profile generation. If the FMS predict that a climb path exceeds the aircraft envelope limit: •

The CLB PATH UNACHIEVABLE message is raised.

In both unachievable altitude constraints cases: • •

The unachievable altitude constraint is displayed in amber on the CLB and LEGS pages The predicted error with respect to the altitude constrained waypoint (undershoot and distance) is displayed on the CLB page at [3R].

ACT ECON CLB 1/4 CRZ ALT MAX AT ANEKI FL350 FL356 FL240A ECON SPD TO ANEKI 304/.820 2053z/4.5nm SPD REST ERROR 250/10000 840LO/ 3LONG {SCHED

ENGINE OUT}

TAKEOFF} CLB PATH UNACHIEVABLE


Page 18A-20 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) D.

ENGINE-OUT IN CLIMB Engine-Out during Initial Climb (below the Acceleration Altitude): If an engine-out situation occurs following PROFILE mode engagement and slats or flaps are extended: • •

MCT Thrust Limit is automatically commanded by the FMS upon detection of the engine-out situation An E/O – DESELECT PROF alert message is raised prompting the pilot to revert to basic modes

CAUTION: It is the crew’s responsibility to manually disengage PROFILE mode (if engaged) and to select TOGA thrust on the TRP under these conditions since the FMS has no dedicated Engine-Out mode available for selection until the aircraft is in the clean configuration. Once PROFILE mode is disengaged, re-engagement of PROFILE mode during an engine-out situation will not be possible until the aircraft is in the clean configuration (no slats or flaps are extended) and the aircraft has reached the acceleration altitude. Engine-Out during Climb (above the Acceleration Altitude): The engine-out prompt is displayed once the aircraft is in clean configuration. If an engine-out situation occurs when in Climb and the aircraft is in the clean configuration: • •

The E/O – SEL VNAV PAGE alert message is raised All trip predictions continue to be based on an all-engines-operative scenario until Engine-Out mode is manually confirmed.

The engine-out detection and alerting is performed automatically and MCT Thrust Limit is also automatically commanded by the FMS upon detection of the engine-out situation. The crew confirms and manually activates engine-out climb mode by pressing the ENGINE OUT prompt, and confirming the activation by pressing the EXEC key. During engine out climb, the FMS provides speed guidance at Green-Dot speed.

The crew can manually de-activate engine-out by pressing the CANCEL E/O prompt in the engine-out climb page, and confirming the activation by pressing the EXEC key.

ACT ECON CLB 1/4 CRZ ALT MAX AT T/C FL350 FL400 FL350 ECON SPD TO T/C 280/.780 1612z/25.8nm SPD REST 250/10000 {SCHED

ENGINE OUT}

TAKEOFF} E/O - SEL VNAV PAGE


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) To activate an FMS E/O in CLIMB: (1) Press the ENGINE OUT prompt [5R] from the CLB page. The displayed VNAV page automatically changes from CLB to E/O CLB. The FMS-computed maximum one-engine stabilizing altitude is displayed at [1R]. No change in vertical guidance occurs until the FMS E/O mode is activated by pressing the [EXEC] key. (2) Press the EXEC key to confirm the engine-out mode. Green Dot is the commanded target speed. Active VNAV phase is CLIMB, VNAV page 1/4 is E/O CLB. The CRZ ALT ABOVE MAX ALT alert message can be raised if the STAB ALT is lower than the CRZ ALT. If this is the case, it is recommended to set the FCU altitude and FMS CRZ ALT to an altitude that is below the STAB ALT.

ACT E/O CLB 1/4 CRZ ALT STAB ALT FL350 FL241 G-DOT SPD 205 ------ E/O MODE -----}CRITICAL {CANCEL E/O NO PROFILE

A transition from Engine-Out Climb to Engine-Out Cruise mode occurs upon capturing the selected altitude provided the selected altitude and CRZ ALT are set below the one-engine stabilizing altitude and the Engine Out mode remains active. • •

The VNAV page title automatically changes to E/O CRZ. The FMS continues to commands Green Dot speed.

During an Engine-Out climb, selection of CRITICAL followed by an EXEC will automatically activate E/O Critical Drift-down mode ( See CRUISE sub-section E for applicable E/O Critical mode information). NOTE:

“NO PROFILE” indicates that no vertical profile is computed during FMS engine-out climb mode.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) (3) To de-activate the FMS Engine-Out Climb mode: Press the CANCEL E/O prompt [5L] from the E/O CLB page. The displayed VNAV page automatically changes to the CLB page. No change in vertical guidance occurs until the FMS E/O mode is de-activated by pressing the [EXEC] key. Press the EXEC key to confirm the cancellation of the engine-out mode. All-engines operative Climb guidance resumes.

E.

FCU Speed Intervention in Climb The FMS uses the FCU selected IAS or MACH (i.e. PROFILE mode disengaged) when calculating trip predictions, while assuming the crew will revert to FMS-computed speed when: • • • • •

Sequencing the next speed-constrained waypoint, or Aircraft is at or above the departure airport speed restriction altitude, Switching to Cruise, or Entering or exiting a hold other than an altitude-constrained hold, or Reaching the FMS crossover altitude.

NOTE: The target speed displayed in reverse video on the active VNAV page remains derived from the FMS scheduled or manually selected speed. Predicted target speeds displayed on the LEGS page will however reflect the FCU selected speed until a new speed entry is performed on the MCDU. F.

OPEN CLIMB GUIDANCE The FMS manages the Climb using a speed-control mode known as “Open Climb” guidance. NOTE: Although the FMS-commanded climb target speed respects all waypoint speed constraints, it is the responsibility of the flight crew to ensure that the aircraft respects all waypoint altitude constraints during climb. During Climb, the FMS target altitude will always be the FCU selected altitude. PROFILE mode will remain engaged and the FMS will continue to manage the climb target speed regardless of the selected lateral mode (e.g.: NAV or HDG SEL). CAUTION:

The FCU altitude must always be set to the altitude of a climb waypoint altitude that constrains the climb path (e.g. an AT, or AT OR BELOW constraint); otherwise the aircraft will continue to climb towards the FCU altitude and may therefore violate the altitude constraint.

NOTES: • A CHECK SELECTED ALT alert message will be raised if the FCU altitude is set above an AT, or AT OR BELOW or upper limit of a WINDOW climb waypoint altitude constraint, and the aircraft has reached an altitude where the start of capturing the altitude constraint would normally be commanded. • A ENTER CRZ ALT? alert message will be raised if the cruise altitude is below an altitude constraint and the constraint will be amber on the LEGS page.


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G. LEVEL OFF IN CLIMB Preplanned Level-Off in Climb An intermediate level-off can be initiated at any time during climb in order to comply with a climb waypoint altitude constraint or at an ATC clearance altitude: 1. Set the FCU altitude to the desired altitude. 2. To resume the climb after laterally sequencing the altitude-constrained waypoint (or when cleared by ATC), raise the FCU selected altitude to the next cleared altitude and pull the ALT SEL selector knob. NOTE: If during altitude capture the FCU selected altitude is raised, the FMS will cancel altitude capture and resume the climb (even if the ALT SEL selector knob is not pulled). Immediate Level-Off in Climb An immediate, unplanned level-off can be initiated during climb: 1. Set the FCU altitude below the current aircraft altitude. NOTE: The FMS commands an immediate transition to level flight. A CHECK SELECTED ALT alert message will also be raised. The FMS will not command the aircraft to descend to capture the FCU altitude. Rather, the FMS maintains the altitude at which the transition to level flight occurred. 2. To resume the climb, the FCU selected altitude must be raised above the current aircraft altitude and the ALT SEL selector knob must be pulled. Level Holding in Climb To perform a level holding pattern while in climb: 1. Determine the hold type (e.g. Manually-terminated or Altitude-terminated) by accessing the HOLD page. 2. If the hold is manually-terminated, set the FCU altitude to the holding fix altitude. 3. If the hold is altitude-terminated, no pilot action is required. 4. If a deceleration is required, the FMS will compute a deceleration segment before entering the hold pattern. The holding speed will be maintained unless a new speed is manually entered while in the hold from either the HOLD or LEGS pages (lower-limited to green dot). Targeting a speed lower than green dot while in a hold is only possible if slats are extended or by activation of FCU Selected Speed Intervention. 5. Upon exiting the hold, the FMS commands an acceleration to the original climb schedule speed. NOTE: The Holding Pattern type can be viewed on the HOLD page [6L] field (e.g. EXIT TYPE = MANUAL/AT TGT ALT/ONCE). H. ALTIMETER SETTING EFFECT ON CLIMB PROFILE Selection of the STD altimeter setting (by pulling the altimeter BARO set knob) will automatically update the display format of any altitude constraint or crossing altitude between the current altitude and the transition altitude from MSL to FL (if applicable). Each FMS will independently prompt the pilot to select the STD altimeter setting using the SELECT STD message if the pilot forgets to select STD 30 seconds after having crossed the Transition Altitude. I.

CHANGE IN CRUISE ALTITUDE DURING CLIMB During climb, selection of an FCU altitude that is above the current Cruise Altitude will automatically:


Page 18A-24 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) • • • J.

Update the Cruise Altitude to the FCU-selected altitude without requiring confirmation (e.g. no EXEC key press is required nor is pulling the FCU altitude selector knob required) Initiate a re-computation of the vertical profile Raise a CRZ ALT UPDATED message.

Vectored Off Lateral Path during Climb If, during climb, the aircraft is vectored off the flight plan lateral path by ATC (e.g.: HDG SEL mode), the climb target speed will be maintained until the cruise altitude is captured provided PROFILE mode remains engaged.

K. Parallel Offset During Climb If, during climb, the aircraft is flying a defined lateral offset (NAV mode engaged), the climb target speed will be maintained until the cruise altitude is captured provided PROFILE mode remains engaged.

L.

TRANSITION TO CRUISE PHASE To achieve the transition from Climb to Cruise at the planned cruise altitude, set the FCU altitude to the FMS Cruise Altitude. A transition from Climb to Cruise will occur when the FMS CRZ ALT is captured. Upon this transition, the displayed VNAV page will automatically change from the CLB to CRZ page. The FMS will also reset any manually entered CLIMB speed schedule to default value. Anticipation of the predicted Climb to Cruise transition is available via the following cues: • • •

FCU level symbol and/or T/C symbol displayed on the ND ETA and Distance to the Top-of-Climb displayed on the CLB [2R] and PROGRESS 1/3 [6R] pages, as well as the PROFILE page (if configured). PFD FMA transition from P.THR to P.SPD

NOTE: Depending on the rate of climb, the FCU altitude should be set to the FMS CRZ ALT no later than 2,000 ft below the cruise altitude to avoid an inadvertent overshoot.


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CRUISE The CRZ page is used to monitor all Cruise-related parameters and to access the DEScent FORECAST page.

ACT MIN FUEL CRZ 2/4 CRZ ALT MAX FL350 FL359 ECON .790

{SCHED

ENGINE OUT} DES FORECAST}

A. CRUISE TARGET SPEED The FMS-commanded cruise target speed will account for all cruise waypoint speed constraints, and the planned cruise speed schedule. Any cruise below the destination airport speed restriction altitude will be speed limited when entering the destination terminal area with REST SPD displayed at [3L]. Outside the destination terminal area, climb speed restriction will be used to limit the cruise speed, if applicable. NOTE: When flying below speed restriction altitude, a “CRZ ALT < SPD REST ALT” message is raised to alert the pilot about potential speed restriction conflicts between climb/descent speed schedule. It is the crew responsibility to ensure that the FMS target speed is suitable for the current flying area. B. CRUISE WINDS The vertical profile and associated trip predictions are adjusted based on a blending of current and forecast cruise winds. If entered, the forecast waypoint winds (up to 4 levels) on the LEGS WIND page(s) are used, otherwise the CRZ WIND entered on the PERF INIT page at [3R] is used for the entire cruise phase. NOTE: Refer to section 5 – ENROUTE for information on 4-level wind entry and wind blending. (1) Maximum and Optimum Altitudes The FMS computes 2 indications of altitude performance for the planned flight that are based on aircraft gross weight, speed and Center of Gravity: • •

The Maximum altitude corresponds to a 1.2 g buffet-limited altitude and is displayed on the CLB, CRZ and PROGRESS 1/3 pages. The Optimum altitude corresponds to a 1.45 g buffet-limited altitude and is displayed on the PERF INIT and PROGRESS 1/3 pages.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) C. CRUISE FLIGHT LEVEL CHANGE (1) Step Climb and Step Descent As many pre-planned step climbs or step descents as desired can be entered into the active flight plan, both while on-ground and in-flight. Entry of such pre-planned step altitude changes cause recomputation of the vertical profile and associated predictions.

ACT ECON CRZ 2/4 CRZ ALT MAX AT OLBEN FL350 FL359 FL340 ECON SPD TO STEP .790 2108z/40.9nm

{SCHED


To insert a pre-planned Step Climb or Step Descent into the active flight plan: 1. On the LEGS page, enter an altitude constraint at the desired cruise waypoint that is greater (S/C) or lower (S/D) than the Cruise Altitude. 2. If an existing flight plan waypoint is not located sufficiently close to the desired step altitude change location, insert an along-track waypoint and assign an altitude constraint to this waypoint (Refer to Section 5 ENROUTE for information on along-track waypoints). 3. Once in cruise, arm the first pre-planned step altitude change by raising/lowering the FCU altitude to the planned step altitude and pulling the FCU ALT SEL selector knob. 4. If the step was armed, an altitude change will automatically occur once the pre-planned S/C or S/D point is sequenced. NOTES: • The step climb is a performance climb while the step descent occurs at a fixed rate of descent. Both are flown at the cruise speed. • It is not recommended to make FCU altitude changes (SEL ALT) while the FMS Flight Plan is in the MOD-ified state. Nor is it recommended to pre-plan a step at a waypoint that is near the aircraft’s current position. The use of pre-planned steps at defined waypoints should be reserved for strategic rather than tactical purposes. If an immediate step is required, simply raise and pull the FCU – see (2). • A CHECK SELECTED ALT message will be raised at 10 nm prior to the step point if the FCU selected altitude is not within 150 ft of the planned step altitude. • The pre-planned steps are initiated in a conservative way to insure the step altitude is reached before sequencing the waypoint. The aircraft might start the step before the displayed step point. • Pre-planned Step Climbs cannot be performed if the step point is within 50 nm of the T/D, however, even though a NO PLAN STEP NEAR T/D alert message will be raised under these circumstances, an immediate climb in cruise can still be performed when the aircraft is within 50nm of the T/D – see (2). • A temporary level-off could occur at the speed restriction altitude during a cruise descent in order to respect the speed restriction. 30 seconds prior to initiating the step climb, if the step was armed, P.CLB (armed) will start flashing on the PFD FMA. The aircraft will then automatically initiate the step climb at the step point, and the displayed VNAV page changes to the CLB page with the page title CRZ CLB.


Page 18A-27 July 17, 2013


ACT CRZ CLB 1/4 CRZ ALT MAX AT T/C FL370 FL400 FL370 CLB SPD TO T/C ---/---1338z/1.4nm CRZ SPD .752 {SCHED

ENGINE OUT}

(2) Immediate Climb in Cruise An immediate climb in cruise to a higher altitude can be initiated at any time: 1. If there is no pre-planned step altitude change in the active flight plan, raise the FCU altitude to the desired altitude and pull the ALT SEL selector knob. 2. If a pre-planned step exists in the active flight plan and the step has been armed, press CLB NOW [3R] from the CRZ page and EXECute the modification to the flight plan. NOTES: • The aircraft will immediately start the climb to the FCU-selected altitude at the current cruise speed. • The displayed VNAV page automatically changes to the CLB page and the page title changes to CRZ CLB. • The Cruise Altitude will automatically be updated to the FCU altitude for the Active or Modified route (whichever is displayed). • The vertical profile will automatically be recomputed to account for the new cruise altitude. • The CRZ ALT can also be manually changed before selecting a new FCU altitude. However, the aircraft will not climb until the FCU altitude is raised and the ALT SEL selector knob is pulled. • An immediate climb in cruise can be performed even when the aircraft is near the T/D, • A CHECK CRUISE TEMP message may be raised as a result of a cruise climb if a manually entered cruise temperature was associated with the previous Cruise Altitude. • Climb in cruise will be cancelled and a reversion to climb will occur if a new speed is selected on the FCU, or if a manual speed entry or schedule selection is performed on the MCDU. • Cruise altitude is automatically updated with FCU altitude when LVL CH or V/S modes are selected. • If the FCU altitude is raised by only 100 feet, the aircraft will drift-up to the new FCU/CRZ ALT, however the FMA will continue to display P.SPD/P.ALT and the FMS VNAV mode remains in CRZ, (3) Immediate Descent in Cruise

ACT CRZ DES CRZ ALT MAX FL350 FL380 MFUEL SPD .805

{SCHED

2/4



Page 18A-28 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) An immediate descent in cruise to a lower altitude can be initiated at any time, provided the aircraft is more than 200 nm from the predicted Top-of-Descent and there is no pre-planned step altitude change in the active flight plan, by lowering the FCU altitude to the desired altitude and pulling the ALT SEL selector knob. When the aircraft is commanded to descend in cruise, the VNAV page remains CRZ with the page title CRZ DES. NOTES: • The aircraft will immediately start the descent to the FCU-selected altitude at the current cruise speed and at a constant rate of descent. • The Cruise Altitude will automatically be updated to the FCU altitude for the Active or Modified route (whichever is displayed). • The vertical profile will automatically be recomputed to account for the new cruise altitude. • The CRZ ALT can also be manually changed before selecting a new FCU altitude. However, the aircraft will not descend until the FCU altitude is lowered and the ALT SEL selector knob is pulled. • If the FCU selected altitude is lowered during the Descent in Cruise, the FMS CRZ ALT will automatically be updated. However, if the FCU selected altitude is raised above the FMS CRZ ALT during the descent in cruise, the FMS CRZ ALT must be manually changed to the FCU altitude in order to transition back to Cruise mode. • Lowering the FCU altitude and pulling the ALT SEL selector knob when the aircraft is within 200 nm of the T/D will either arm the Descent or arm a Cruise Descent (the current cruise altitude remains unchanged and the aircraft remains level).In order to initiate the descent, the EARLY DES prompt must be selected (see DESCENT sub-section C), or a reversion to basic modes must be commanded. In order to initiate a Cruise Descent, the CRZ DES prompt must be selected, • A CHECK CRUISE TEMP message may be raised. • Cruise altitude is automatically updated with FCU altitude when LVL CH or V/S modes are selected and the aircraft is more than 200nm from the T/D. • If the FCU altitude is lowered by only 100 feet, the aircraft will drift-down to the new FCU/CRZ ALT, however the FMA will continue to display P.SPD/P.ALT and the FMS VNAV mode remains in CRZ. CAUTION:

If an immediate descent in cruise is required when a pre-planned step altitude exists in the active flight plan, the descent cannot be commanded in PROFILE mode. Instead, the descent must be performed using the V/S or LVL/CH autopilot mode

D. SOFT ALTITUDE HOLD When PROFILE mode is engaged in cruise, the FMS holds the cruise altitude within a margin of ±50 ft in order to minimize throttle activity. This feature enhances the cost efficiency of the cruise segment.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) E.

ENGINE OUT IN CRUISE The FMS provides vertical guidance and associated trip predictions in order to reduce pilot workload during an engine out situation in cruise. The following engine-out modes are supported: • • •

Critical Drift-Down: maintains altitude as long as possible. Non-Critical Drift-Down: enables a drift-down to the FCU-selected altitude. Cruise: maintains the FCU-selected altitude provided this altitude is below the FMS-computed oneengine maximum stabilizing altitude.

On detection of an engine out situation, the E/O – SEL VNAV PAGE alert message will be raised and the FMS will automatically command the MCT Thrust Limit. NOTES: • The activation/de-activation of FMS engine-out mode can be performed manually at any time while in Cruise and is not directly dependent on the automatic detection of an engine out condition. • In any Engine-out mode, the engine-out speed will override an FCU selected speed. The FMS predictions will be based on the Engine-Out speed even if the FCU speed intervention is active during an engine-out mode; under these circumstances a PREDICTIONS USING G-DOT alert message will be raised to inform the pilot that the FCU speed is not accounted for in the FMS predictions To activate an FMS engine-out Cruise mode: 1. Press the ENGINE OUT prompt [5R] from the CRZ page. The displayed VNAV page automatically changes from CRZ to E/O CRT. The FMS-computed maximum one-engine stabilizing altitude is displayed at [1R]. No change in vertical guidance occurs until the FMS engine-out mode is activated by pressing the [EXEC] key. 2. Press the EXEC key to confirm the engine-out mode. Green Dot speed is always the commanded target speed when in any FMS engine-out mode. The CRZ ALT ABOVE MAX ALT message may be raised if the current aircraft altitude is above the FMS-computed maximum one-engine stabilizing altitude. To de-activate an FMS engine-out Cruise mode: 1. Press the CANCEL E/O prompt [4L] from the E/O page. The displayed VNAV page automatically changes to the CRZ page. No change in vertical guidance occurs until the FMS engine-out mode is de-activated by pressing the [EXEC] key. 2. Press the EXEC key to confirm the cancellation of the engine-out mode. CL Thrust Limit mode is commanded (if the engine-out mode selection was not the result of the E/O – SEL VNAV PAGE alert – else MCT remains). Standard all-engines operative Cruise guidance resumes.


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(1) Critical EO

MOD E/O CRT 2/4 CRZ ALT STAB ALT FL350 FL249 G-DOT SPD ETE RSRV 205 03+48 DIS RSRV 1734nm ------ E/O MODE -----CRITICAL NON_CRIT - NO FCU ALT CAPTURE {ERASE CRZ ALT ABOVE MAX ALT

Engine-Out Critical Drift-Down mode is the default mode upon transition to the FMS engine-out mode (upon pressing EXEC). E/O Critical Drift-Down mode can also be selected when in Engine-Out NonCritical drift-down mode or when in Engine-Out Climb mode. •

The current altitude will be maintained until the aircraft has decelerated to Green Dot speed: • FMA transitions from P.SPD/P.ALT to P.THR/P.ALT • Subsequently the FMS will maintain Green Dot speed by commanding a descent: • FMA transitions from P.ALT to P.DES • If enough fuel is burned, eventually the aircraft will level-off at the one-engine stabilization altitude and may even start to climb again. NOTE: If the aircraft is below the maximum one-engine stabilizing altitude and Engine-Out Critical DriftDown mode is initiated, the aircraft will start climbing once the deceleration to Green Dot speed is attained. As a result, if the engine-out situation occurred low enough, the aircraft is light enough, and is flying at or below Green Dot speed, initiation of Engine-Out Critical Drift-Down mode may lead to an immediate climb. CAUTION:

The FMS will not respect the FCU selected altitude in Engine-Out Critical Drift-Down mode. The FMS target altitude will become the FCU selected altitude only when the FCU ALT SEL knob is lowered and pulled and a transition from Engine-Out Critical Drift-Down to another Engine-Out mode occurs.

CAUTION:

When operating in Engine-Out Critical Drift-Down mode, any reversion from PROFILE mode to another autopilot mode should be accompanied by cancellation of the FMS E/O mode (or reversion from E/O Critical to another FMS E/O mode) before re-engaging PROFILE mode.

(2) Non-Critical EO Driftdown

ACT E/O N-CRT 2/4 CRZ ALT STAB ALT FL260 FL280 G-DOT SPD DRIFT DOWN 240 00+22/134nm ------ E/O MODE -----CRITICAL NON-CRIT {CANCEL E/O


Page 18A-31 July 17, 2013


In order to select the Engine-Out Non-Critical drift-down mode, the FCU-selected altitude must be lowered and pulled. Engine-Out Non-Critical drift-down mode becomes active when the crew has manually selected and executed the NON-CRITICAL option and the aircraft is at or above the engineout stabilization altitude: • • •

The VNAV page title automatically changes to E/O N-CRT. The FMS commands a drift-down at Green Dot speed and at a constant rate of descent FMA transitions from P.THR/P.DES to P.SPD/P.DES.

NOTE: If Green Dot speed cannot be maintained during the drift-down, the FMS will command an increased vertical speed. (3) EO in Cruise

ACT E/O CRZ 2/4 CRZ ALT STAB ALT FL260 FL280 G-DOT SPD 260 ------ E/O MODE -----CRITICAL NON-CRIT {CANCEL E/O

A transition to Engine-Out Cruise mode occurs once the FMS CRZ ALT is attained following the NonCritical Drift-Down or following manual selection of the ENGINE OUT prompt if the aircraft is already below the FMS-computed engine-out stabilizing altitude: • •

The VNAV page title automatically changes to E/O CRZ. The FMS holds the FCU-selected altitude while maintaining the Green Dot speed: • FMA transitions from P.SPD/P.DES to P.SPD/P.ALT

CAUTION:

F.

If the FCU-selected altitude or FMS CRZ ALT is above the FMS-computed Maximum One-Engine Stabilizing Altitude, the aircraft may not be able to maintain green dot speed at this altitude when operating in E/O CRZ or in E/O N-CRT. The FMS will not descend to maintain green dot speed when level at the FCU altitude and if the green dot speed cannot be maintained, the pilot may be prompted to take action by a CHECK LOW SPEED alert message.

COST INDEX IN CRUISE If a Cost Index based cruise speed schedule is being flown, the cruise target speed is constantly updated to account for varying conditions.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) G. FCU SPEED INTERVENTION IN CRUISE The FMS uses the FCU selected IAS or MACH for the computations of the trip predictions, while assuming the crew will revert to FMS-computed speed when: • • •

Sequencing the next speed-constrained waypoint, or Switching to Descent, or Entering or exiting a hold other than an altitude-constrained hold.

NOTES: • The target speed displayed in reverse video on the active VNAV page remains derived from the FMS scheduled or manually selected speed. Predicted target speeds displayed on the LEGS and PROFILE page will however reflect the FCU selected speed until a manual speed entry is performed on the FMS. • For accurate profile calculation over long cruise segments, select a new FMS cruise speed or use MACH cruise speed segments instead of using FCU Speed intervention. • If an altitude change occurs during speed intervention, upon PROFILE mode re-engagement, the FMS may command a shallow drift-up if the aircraft altitude is below the FMS CRZ ALT. H. CRUISE CONSTANT SPEED SEGMENTS Constant speed segments can be created, for example, for ATC spacing during trans-oceanic cruise. A segment (entered in MACH or IAS) assigned to a cruise waypoint on the LEGS page propagates to following cruise waypoints, and ends at a cruise waypoint with an existing speed constraint, or the T/D anticipation point. A constant speed segment becomes active and is maintained once the starting waypoint is laterally sequenced, until any of the following occurs: • • • •

entering a new manual speed; or deleting the speed at a waypoint; or a holding pattern becomes active or is exited; or a transition to descent occurs.

To assign a cruise constant speed segment to a waypoint: 1. Enter the desired cruise constant speed at the waypoint on the LEGS page. 2. In the example below, a speed of MACH .77 is desired from waypoint SCR06 onward. Enter .77/ at [1R] to enter the constant speed segment starting waypoint. 3. Press [EXEC].


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ACT RTE 1 LEGS 2/4 093` 300.0 nm SCR06 .770/ FL350 098` 300.0 SCR07 .770/ FL350 103` 300.0 SCR08 .770/ FL350 106` 310.6 ERAKA .770/ FL350 135` 548.9 LOGAN .680/ FL264 {RTE 2 LEGS

LEGS ETA}

The constant speed segment in the above example continues until the T/D anticipation point before waypoint LOGAN, where a change from Cruise to Descent ends it. NOTES: • The starting constant speed segment waypoint speed is displayed in a large magenta font. Subsequent waypoint speeds display in a large white font. • MACH speeds will be rejected if they are entered on a climb or descent waypoint or a vertical profile has not been generated. To delete a cruise constant speed segment at a waypoint: 1. Press [CLEAR]. 2. Select the desired waypoint LSK [1] – [5]. 3. Press [EXEC]. The profile is re-computed and the cruise schedule is displayed for the selected and subsequent waypoints. NOTE: Deleting a cruise constant speed segment at a waypoint will also delete any manually-entered altitude constraint.

I.

HOLDING IN CRUISE

RTE 1 HOLD 1/1 FIX SPD/ALT MILPA TURN DIR BEST/ICAO }RIGHT 238kt/265kt INBD CRS HOLD TIME 261` 03+51 LEG TIME/DIS FIX ETA 1.5min/--.-nm 0116 EXIT TYPE STATUS MANUAL IN PROGRESS {NEW HOLD


EXIT HOLD}

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For holding patterns during cruise: 1. Prior to entering the hold, The FMS commands a level deceleration to a speed constraint on the hold, if one exists, otherwise to Green Dot speed. This speed will be maintained unless a new speed is manually entered while in the hold from either the HOLD or LEGS pages. 2. Upon exiting a hold, the FMS commands an acceleration to the original cruise schedule speed. 3. Trip predictions will be updated.

J.

PREPARATION FOR DESCENT The DES FORECAST pages are used to enter the Destination airport information (page 1/2) and the Forecast Descent Winds (page 2/2). The FMS uses the following data to compute the vertical profile: 1. The descent profile is adjusted based on the destination airport forecast altimeter setting. This reduces VDEV excursions when the altimeter is changed from STD to BARO during descent through the transition level. 2. Transition level (default value is extracted from the Navigation Database when applicable). 3. Destination airport temperature. Entry of a negative temperature (below 0ºC – limited to -55ºC) causes temperature correction of waypoints altitude constraints/crossing altitudes between the initial approach fix (IAF) to the miss-approach point (MAP) and the MDA/DA value. Manually entered constraints are considered already compensated, therefore no corrections are applied. 4. Forecast descent winds can be entered for up to 4 different flight levels/altitudes. Forecast winds are blended with current wind during the descent.

DES FORECAST 1/2 TRANS LVL LEBL QNH FL180 28.80inhg{ LEBL TEMP -5`C LDG ELEV 1000 FT

CRUISE} ALT FL330

DES FORECAST

2/2 WIND 220$/050kt

FL260

200$/040kt

FL210

180$/035kt

12000

190$/025kt CRUISE}


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NOTES: • If no temperature entry is performed, an ISA deviation of 0 at the destination airport is assumed. • The CLB IN APPR NOT ALLOWED message will be raised if at least one temperature compensated waypoint altitude is higher than the lowest non-temperature compensated waypoint altitude (except for vector legs). The problematic altitude constraint is displayed in amber on the LEGS page and PROFILE page (if configured). • Positive temperature entries are accounted for in the descent profile but do not temperaturecompensate the waypoint altitude constraints. • Refer to the Descent section Altimeter Setting Effect on Descent Profile sub-section for additional details concerning these fields.

CAUTION:

TRANS LEVEL should be reviewed to ensure that it is set to a value lower than the lowest flight level (FL) constraint (and higher that the highest above mean sea level constraint). QNH should only be selected after crossing the lowest FL constraint.

CAUTION:

If a forecast QNH value is not entered, a violation of altitude constraints may result during the descent.

K. DESCENT TRAJECTORY CHECK Prior to initiating the descent, it is important to review the computed descent trajectory to ensure the consistency and reasonableness of the FMS-computed descent profile and predictions. Verify the descent profile using the following pages: 1.

DES page: If the approach has not yet been loaded, verify the E/D distance and height from the destination airport.

2.

LEGS page(s): Ensure that no waypoint constraint anomalies exist, as indicated by a speed or altitude field displayed in Amber.

3.

PROGRESS 1/3 page: Verify the ETA and Distance to the Top-of-Descent.

NOTES: • The T/D point shown on the ND map display corresponds to the interception of the descent path and the cruise altitude. • Following a missed approach or with a low cruise altitude, no descent segment may exist (when the E/D altitude falls at or above the cruise altitude). In this case, the T/D information will not be available on the FMS or ND and the E/D pseudo-waypoint information will be displayed instead. Once the aircraft reaches the E/D the FMS will directly transition from cruise to approach. L.

TRANSITION TO DESCENT PHASE The FMS automatically transitions to Descent mode at the Top-of-Descent anticipation point, and the DES page is automatically displayed if a VNAV page was previously displayed (if another page was displayed, pressing the VNAV key accesses the DES page). The FMS will also reset any manually entered CRUISE speed schedule to default value. The Top-of-Descent anticipation point corresponds to: • •

The start of the vertical transition path that captures the descent trajectory; or The planned deceleration point if a deceleration to the planned descent speed is required.


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NOTES: • The location of the T/D anticipation point is not displayed on the MCDU or the ND map display. •

When a deceleration is required, the FMS will transition to Descent mode as soon as the level deceleration begins, however the FMS will command a descent only at the start of the vertical transition path.

•

A CHECK SELECTED ALT message is raised at 10 nm prior to the T/D anticipation point if Profile mode is currently active, the selected altitude is not at least 150 ft lower than the cruise altitude and no pre-planned holding pattern exists between the current aircraft position and the T/D. Vertical Deviation relative to the descent path is displayed starting at the T/D anticipation point. The FMS will target the descent speed only if the P.DES is armed or engaged, otherwise the last cruise speed will be targeted. The PFD FMA annunciation transitions from P.ALT to P.DES when the aircraft starts descending. The PFD FMA annunciation transitions from P.SPD to RETARD occurs when the planned descent speed has been attained and the aircraft starts to capture the descent path.

• • • •

DESCENT

The DES page is used to monitor all Descent-related parameters.

ACT ECON DES 3/4 E/D(kt/nm) AT NOLLA 195/15 220/11000A ECON SPD TO NOLLA .800/300 2158z/21.8nm SPD REST WPT / ALT 250/10000 NOLLA/11200{ V/B V/S 2.2 1200 VDEV {SCHED 150 DES FORECAST}

A. DESCENT TARGET SPEED The FMS-commanded descent target speed will account for the arrival airport speed restriction, all descent waypoint speed constraints and the planned descent speed schedule. B. PATH DESCENT GUIDANCE The FMS manages the Descent using vertical speed-controlled or “Path Descent” vertical guidance. A vertical speed is computed to capture and track the descent path using elevator deflection. As a result, an altitude constraint will be respected even if the FCU altitude is set below the constraint.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) The FMS commands Idle thrust (RETARD) on performance descent paths and Speed on Thrust (P.SPD) on geometric point to point (GPP) paths, except when above path, where Idle thrust (RETARD) will be commanded. If the FMS detects that the current aircraft speed falls below a certain threshold, it commands the Autothrust system to advance the throttle levers from the Idle position. CAUTION: No reversion from Path Descent to Open Descent is possible when PROFILE mode is engaged. The FMS will always try to maintain the aircraft on the pre-computed descent path. NOTE: Though PROFILE mode engagement is maintained when NAV mode is deselected, the pilot should revert to a basic autopilot mode if the lateral cross-track starts to increase. NOTE: Though the FMS always strives to capture and track the vertical path, when descending at high speeds (near MMO/VMO) it may be impossible to perfectly capture the descent profile without using speed brakes. C. EARLY DESCENT

ECON DES 3/4 E/D(kt/nm/FT) AT T/D 195/15/3000 FL350 ECON SPD TO T/D .800/300 2138z/19.9nm SPD REST WPT / ALT 250/10000 NOLLA/11200{ V/B V/S VDEV {SCHED EARLY DES{ An Early Descent can be initiated once the aircraft is within 200 nm of the predicted Top-of-Descent point. To execute an Early Descent: 1. Lower the FCU selected altitude below the current cruise altitude and pull the ALT SEL selector knob. 2. Press the EARLY DES prompt which appears at [3R] on the CRZ page or [6R] on the DES page and then [EXEC]. NOTE: In MOD route, the EARLY DES prompt will disappear if the CRZ ALT is being modified. Selecting EARLY DES will also prevent CRZ ALT entry until the route is executed. Alternatively, early descent can be initiated, even the crew did not press EARLY DES prompt, if PROFILE mode is not engaged and the aircraft is within 200 nm of the T/D and is descending to the selected altitude (if this altitude is below the current aircraft altitude by 150 feet or more). The EARLY DES is not available when cruising below the speed restriction altitude. The FMS commands the transition to descent at the descent target speed with a constant rate of descent. Vertical Deviation increases at the aircraft approaches the predicted T/D and then decreases as the aircraft converges to the descent path. When VDEV, relative to the descent path, becomes less than 150 feet, the FMS transitions to descent mode.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) D. LATE DESCENT A late descent becomes necessary if the aircraft has passed the Top-of-Descent without descending. On sequencing the T/D point, a DECEL prompt is displayed at [6R] of the DES page, and a DECELERATE message flashes on the PFD.

ACT ECON DES 3/4 E/D(kt/nm) AT E/D 211/ 8 205/ 4672 ECON SPD TO E/D .780/280 2158z/21.8nm SPD REST WPT / ALT 250/10000 E/D/ 4672{ CRZ SPD V/B V/S .780 4.6 3737 VDEV {SCHED 3230 GREEN DOT DECEL{ To perform a Late Descent (when past the T/D): 1. Press the DECEL prompt and [EXEC]. The FMS will command a deceleration to a new target speed that corresponds to Green Dot speed in order to minimize the deviation from the predicted descent path. NOTE: This step is optional and is not a mandatory action to perform a late descent. 2. When cleared by ATC, lower the FCU selected altitude below the cruise altitude and pull the ALT SEL selector knob. The FMS transitions to Late Descent mode and commands an acceleration to a speed that is higher than the planned descent target speed, in order to expedite convergence to the descent path. When VDEV becomes less than 150 feet, the FMS transitions to descent mode and targets the original descent speed. NOTE: When above-path, the FMS increases the aircraft’s rate of descent in order to accelerate and recapture the descent profile. An associated MORE DRAG indication may also be provided since speed brake extension is recommended to further increase the rate of descent. However, if a vertical speed limit of -6000 feet/min is attained under these circumstances, no further acceleration will be possible and a deceleration may even occur. If the aircraft is unable to maintain the descent target speed when V/S limited with speed brakes deployed, a LESS DRAG indication will be provided to inform the pilot that reduced speed brakes should be used. E.

IMPACT OF FLIGHT PLAN CHANGES Any change to the flight plan causes re-computation of the descent trajectory. Consequently, when a flight plan change is EXEC-uted, a VDEV jump may occur. Any direct-to, termination of manual legs could have impact on the speed target because of speed constraints associated to waypoints. Care must be taken particularly during approach phase; as such change could result in violating arrival speed.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Also, changing the approach will reset the approach parameters (MDA-DA, approach wind/ wind correction, approach reference speeds, approach target speed, planned landing configuration, go-around thrust reduction/acceleration altitude). Furthermore, if the destination itself is modified, the descent parameters will be reset (descent speed schedule, speed/altitude restriction, forecast descent wind, QNH, transition level, destination airport temperature, E/D target speed). It is expected that after a change in the approach/destination, the crew reviews all related parameters. Flight plan change causing the aircraft to be below path will result in a vertical guidance of -1000 fpm on idle path or -500 fpm on a GPP path. F.

DESCENT SITUATIONAL AWARENESS (1) Impact of Lateral Leg Type on Vertical Deviation Vertical Deviation is normally computed as the difference between the aircraft altitude and the predicted altitude at the current position except for the following leg types: •

For a hold that has an altitude constraint that is lower than the holding fix (entry) point, VDEV is referenced to the altitude constraint that terminates the hold. This can result in a VDEV jump when sequencing to and from these legs.

(2) Descent Page [3R]/[4R] Fields Data fields [3R], [4R] and [5R] of the DES page provide the crew with quick-reference vertical situational awareness information regarding the aircraft’s present position relative to a selected waypoint or the ground distance to reach a reference altitude at the current vertical speed: •

[3R] is filled by default with the next altitude-constrained descent waypoint and crossing altitude, but any on-route or off-route waypoint and altitude can be manually entered. If the next altitude constraint is not achievable, the FMS-predicted waypoint crossing altitude will be displayed at [3R] – See sub-section I for additional details. The Vertical Bearing (V/B) and Vertical Speed (V/S) fields at [4R] display the estimated vertical bearing and required vertical speed on a direct path from current aircraft position to the crossing altitude at the waypoint displayed at [3R]. VDEV (if any) is displayed at [5R] corresponds to the vertical deviation from the computed path.

•

Press [3R] to toggle the display to the reference altitude. [3R] is filled by default with the current FCU selected altitude, but any altitude can be manually entered. [4R] displays an estimate of the ground distance to reach the reference altitude under current conditions.


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ACT ECON DES 3/4 E/D(kt/nm) AT BISBA 211/ 8 FL270B ECON TO BISBA .800/275 2158z/9.8nm SPD REST REF ALT 250/10000 FL200{ DIST ALT 56.9nm VDEV {SCHED 0 DES FORECAST} Note: [3R] field is very useful for AT or ABOVE, AT or BELOW or WINDOW altitude constraints waypoints, because it is the only place where the predicted crossing altitude is displayed. G. SPEED CONSTRAINTS IN DESCENT Once a waypoint with a speed constraint has been sequenced in descent, the FMS will never target a speed greater than the waypoint speed constraint, unless one of these conditions is fulfilled: • • •

The manual descent speed [2L] is modified or deleted on the DES page and EXEC-uted; A new descent speed sub-mode is selected on the DES SCHED page and EXEC-uted; A transition to climb or cruise is initiated.

Speed is not tightly controlled when the aircraft is on-path; there are situations where the speed is allowed to deviation from the FMS target speed in favor of maintaining the aircraft on path. With the aircraft onpath, the FMS will intervene and limit the speed excursions from the displayed target speed in one of two ways (speed excursion protection). If speed is low, the thrust channel of the aircraft is commanded to compensate for the speed loss. If the speed is high, the FMS will pitch up and deviate from the descent path in order to limit the speed excursion. The thresholds for acceptable speed excursion are as follows: •

+20/-10 knots or +0.02/-0.02 Mach from the displayed FMS target speed when a descent speed constraint or speed restriction have not yet been sequenced.

•

+5/-5 knots when a descent speed constraint or speed restriction has been sequenced.

CAUTION: High speed excursion protection is only applied after the speed constraint or restriction altitude is sequenced. When programming steep descent paths where both speed and constraints must be met please be advised that the speed excursion protection only activates once the speed constraint or restriction altitude have been sequenced. The crew must intervene and manage the energy of the aircraft (e.g. application speed brakes) to limit the speed excursion to a value lower than those described in this section. When the aircraft is above path, the FMS has two modes for the high speed excursion protection in descent. When path capture speed is active (i.e. PATH SPD displayed on the VNAV descent page) the FMS will control directly to the speed advertised as PATH SPD. When PATH SPD is inactive, the FMS will control to the FMS target speed +5 knots. If the aircraft is not yet at the airport restriction speed when approaching the speed restriction altitude, the FMS will command an automatic level off until the speed restriction is respected. The descent will automatically resume once the deceleration is complete.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTE: When above the path and past a speed constraint or the speed restriction, it is the pilot’s responsibility to configure the aircraft to recapture the path as the FMS will no longer change its target speed to help re-capture the path. CAUTION:

Upon resuming the descent after a level-off at the speed restriction altitude, the airplane may not re-capture the descent path. The crew must ensure that altitude constraints are honored by appropriately setting the FCU altitude.

H. MANUAL ENTERED SPEED IN DESCENT A manual speed target can be entered when needed to comply with an ATC instruction. When the manual speed is below the speed restriction, it will be targeted past the end-of-descent unless there is a speed constraint ahead of the aircraft. A target MAN SPD below the speed restriction will be respected within 10 knots, even if the aircraft ends up above-path

I.

LEVEL-OFFS IN DESCENT Preplanned Level-Off in Descent An intermediate pre-planned level-off can be manually initiated during descent in order to comply with a waypoint altitude constraint or an ATC clearance: 1. Set the FCU altitude to the required altitude. Upon reaching the capture range of the FCU altitude, the FMS commands a transition to level flight. 2. To resume the descent after laterally sequencing the altitude-constrained waypoint (or when cleared by ATC), lower the FCU selected altitude to the next desired altitude and pull the ALT SEL selector knob. NOTES: • If during altitude capture the FCU selected altitude is lowered, the FMS will cancel altitude capture and resume the descent (even if the ALT SEL selector knob is not pulled). •

A CHECK SELECTED ALT message will be raised if the aircraft has levelled-off at the FCU altitude in order to respect an altitude constraint, and the FCU altitude was not lowered and pulled in anticipation of resuming the descent once the altitude constrained waypoint is sequenced (if PROFILE mode is engaged).

•

A “DECELERATE” message will flash on the PFD during an intermediate level-off at the FCU altitude to advise the pilot that a deceleration should be manually-initiated in order to limit the deviation from the planned descent path.

If the descent path contains level segments (e.g. determined by waypoints with the same altitude constraints) the FMS will automatically capture and hold the level segment of the descent trajectory (irrespective of the FCU selected altitude). NOTE: The PFD FMA transitions to P.ALT (engaged) and P.DES (armed) when levelling-off to respect an altitude constraint that is different than the FCU selected altitude. P.DES will flash 30 seconds before resuming the descent and revert to P.DES (engaged) when the descent resumes. The ND Go-Down arrow indicates where the descent will resume.


Page 18A-42 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Immediate Level-Off in Descent An immediate, unplanned level-off can be initiated during descent: 1. Set the FCU altitude above the current aircraft altitude. NOTES: • The FMS commands an immediate transition to level flight. A CHECK SELECTED ALT alert message will also be raised. The FMS will not command the aircraft to climb to capture the FCU altitude. Rather, the FMS maintains the altitude at which the transition to level flight occurred. • If the FCU selected altitude was raised and pulled above the current aircraft altitude, an ENTER CRZ ALT? message will be raised. This indicates to the pilot that the only way to re-initiate a climb when PROFILE mode is engaged is to enter a new CRZ ALT from the MCDU. To resume the descent, the FCU selected altitude must be lowered below the current aircraft altitude and the ALT SEL selector knob must be pulled. NOTE: No unexpected level-offs will occur in descent (prior to the E/D) since the FMS will always command a minimum rate of descent even if the aircraft is below the descent profile. However, the FMS may command a level-off at an altitude other than the FCU or next altitude constraint in order to recapture the descent profile if the aircraft is below the vertical profile and past the E/D (VNAV Approach mode), J.

UNACHIEVABLE WAYPOINT ALTITUDES IN DESCENT If the FMS predicts, based on current ETE, Distance to Go and the maximum achievable vertical speed for the current conditions, that the aircraft will overshoot the next descent altitude constraint by more than 150 ft: • • •

The UNABLE ALT CONSTRAINT message is raised The unachievable altitude constraint is displayed in amber on the DES page, the PROFILE page (if configured) and on the LEGS page A predicted waypoint crossing altitude is displayed in white at [3R] on the DES page.

ACT ECON DES 3/4 E/D(kt/nm) AT FLINE 222/ 8 250/ 9000B ECON SPD TO FLINE .680/280 1630z/10.3nm SPD REST EST XING ALT 240/10000 FLINE/10427{ V/B V/S 4.2 2590 VDEV {SCHED 3540 GREEN DOT DECEL{ UNABLE ALT CONSTRAINT NOTES: • The UNABLE ALT CONSTRAINT message is inhibited if the aircraft is not in clean configuration but is raised regardless of the PROFILE mode engagement. • The crossing altitude displayed at 3R is not the same as the altitude displayed on the PROFILE page (if configured) when the UNABLE ALT CONSTRAINT message is raised.


Page 18A-43 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) K. PROTECTION OF ALTITUDE CONSTRAINTS IN DESCENT If the FMS predicts, based on current aircraft conditions, that the aircraft will undershoot the next descent altitude constraint by more than 150 ft: • • •

A LEVEL OFF – WPT ALT message is raised The FMS commands a level off at the altitude constraint The FMS resumes normal descent once the constrained waypoint has been sequenced

NOTE: The PFD FMA transitions to P.ALT (engaged) and P.DES (armed) when levelling-off. P.DES (armed) will flash 30 seconds before resuming the descent and an automatic reversion to P.DES (engaged) will be commanded when required. The ND Go-Down arrow indicates where the descent will resume. L.

HOLDING IN DESCENT During descent, if a holding pattern is defined in the active flight plan, a deceleration will be commanded if required prior to sequencing the holding fix for the first time, to a speed constraint on the holding fix, if one exists, otherwise to Green Dot Speed. This speed will be maintained unless a new speed is manually entered while in the hold from either the HOLD or LEGS page or a configuration change is made. The target speed for slats/flaps configured is as per approach target speeds (refer to table 18A-3 - Target Speeds in the Approach section below). NOTE: • If a speed constraint on the holding pattern is greater than the descent schedule, the holding speed is upper-limited to the descent schedule (no acceleration is commanded). If the holding pattern altitude constraint is lower than the holding fix altitude constraint, upon crossing the holding fix, the vertical deviation is recomputed with respect to the holding pattern altitude constraint. This leads the aircraft to initiate an immediate spiral descent in the hold (while maintaining the hold speed) until the aircraft levels-off at the holding pattern altitude constraint. NOTES: • Since the holding fix altitude constraint is automatically reset to the holding pattern altitude constraint once the hold becomes active, the displayed VDEV may increase to a large value when entering the holding pattern. •

The FMS will automatically command a level-off at the holding pattern altitude constraint if it is higher than the holding fix altitude constraint.

The PFD FMA will display P.ALT (engaged) and P.DES (armed) while level in the hold. The descent will automatically resume upon exiting the hold, once the holding fix is overflown. P.DES will start flashing 30 seconds before the planned descent resumes. If an immediate descent is required when establish in HOLD level-off in descent phase, the HOLD altitude on the HOLD page must entered to the desired altitude along with the FCU altitude. NOTE: • If FCU altitude is lowered below the current HOLD altitude during HOLD level-off, the alert ENT HOLD ALT TO DES NOW is raised to advise the crew. For manually-terminated holding patterns, after an exit from the holding pattern: •

If acceleration is required, the FMS will maintain the holding pattern target speed until the descent path is re-captured, at which point the original descent target speed is commanded.


Page 18A-44 July 17, 2013


If a deceleration is required, the FMS will command the descent speed once the holding fix has been sequenced.

M. ENGINE OUT IN DESCENT If an engine-out situation occurs during descent, no dedicated FMS-managed engine-out descent mode is supported. The FMS will however automatically command MCT Thrust Limit Mode and display an associated MCT prompt on the DES page for crew awareness.

ACT MANUAL DES 3/4 E/D(kt/nm) AT NOLLA 211/ 8 205/ 11000A ECON SPD TO E/D .780/280 2158z/21.8nm SPD REST WPT / ALT 250/10000 E/D/ 4672{ PATH SPD V/B V/S .800 4.6 3737 VDEV {SCHED 5230 THR LIMIT MCT DES FORECAST}

Vertical (PROFILE mode) and Lateral (NAV mode) guidance are still provided but neither mode accounts for the engine-out situation (e.g. both assume all engines-operative) and all profile predictions continue to be based on an all engines-operative performance. CAUTION: PROFILE mode should not be used for level flight if an Engine-Out situation occurs in descent and the aircraft is above the one-engine Stabilization altitude. N. FCU SPEED INTERVENTION IN DESCENT The FMS uses the FCU selected IAS or MACH for the computations of the ETA predictions, while assuming the crew will revert to FMS-computed speed when: • • • • •

Sequencing the next speed-constrained waypoint, or Reaching the destination airport speed restriction altitude, or Entering or exiting a hold, or Reaching the FMS crossover altitude, or Reaching the E/D.

NOTES: • The target speed displayed in reverse video on the active VNAV page remains derived from the FMS scheduled or manually selected speed. Predicted target speeds displayed on the LEGS and PROFILE (if configured) pages will however reflect the FCU selected speed. • The FCU selected speed has no effect on the descent profile which remains frozen from the T/D to the E/D. Additional thrust or drag may be required to remain on the calculated descent path if speed intervention is active while in descent and speeds other than the FMS-target speeds are commanded.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) O. ALTIMETER SETTING EFFECT ON DESCENT PROFILE The descent path is constructed based on the assumption that the forecast QNH entry (from the DES FORECAST 1/2 page) will be set accordingly using the altimeter at or before the transition level is reached. 1. The transition from STD to BARO altimeter setting (by pressing the altimeter BARO set knob) causes re-computation of the descent vertical profile if: • The QNH BARO setting on the altimeter is different from the forecast QNH entry; or • The transition level is below the airport speed restriction altitude, any altitude-constrained waypoint or the End-of-Descent point. A VDEV jump may then occur caused by the difference between the forecast and actual QNH settings. 2. The transition to BARO altimeter setting will also change the display format from FL to MSL (if applicable) of the altitude constraint or crossing altitude of any waypoint between the current flight level and the transition level. The display of the TRANS LVL [2L] on the DES FORECAST 1/2 page will also be blanked. 3. If the Forecast QNH value is changed during the descent, the predicted crossing altitudes at the descent waypoints may also change. 4. Any subsequent change to the altimeter BARO setting will force a re-computation of the vertical profile. NOTE: To avoid a VDEV jump, the FMS will alert the crew before descending through the transition level or before descending below the corrected altitude of a waypoint altitude constraint that will be adjusted above the transition level by the application of the forecast/current QNH setting (ex: the SET QNH message will be raised when descending through 6000ft for a 4500ft altitude constraint with a QNH adjustment of 1000ft which end up being higher than a transition level of 5000ft).

CAUTION:

P.

If a forecast QNH value has been entered and the altimeter QNH BARO setting is not selected before descending through the transition level, a violation of altitude constraints may result.

END-OF-DESCENT The vertical flight phase transitions from Descent to Approach at the End-of-Descent pseudo-waypoint. If an approach is loaded in the active flight plan, the E/D location is automatically selected as the point farthest from the FAF, from among the following Along-track distances: • • • •

a pre-defined distance; or the Initial Approach Fix; or the first Approach Transition Fix with a forced turn greater or equal to 179 degrees; or a pre-defined distance (e.g. the FAF Distance) from the procedure turn reference point.

If an approach without a FAF is loaded in the active flight plan, the E/D location is automatically selected at a predefined distance from the destination airport. NOTES: 1. The condition for the first Approach Transition Fix with a forced turn greater or equal to 179 degrees is intended to place the E/D before the start of a base turn. 2. For the exact location of the E/D in relation to the nearest flight plan waypoint, refer to the EFIS display or the PROFILE page (if configured). The E/D point does not appear on EFIS for the vector legs (VM legs), PROFILE page must be used for situational awareness.


Page 18A-46 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) If no approach is loaded and there is no altitude-constrained waypoint between the E/D and the runway, the E/D is located at a pre-defined distance and height (AGL) from the runway threshold; otherwise the E/D is located a pre-defined distance from the altitude-constrained waypoint. The FMS computes a predicted target speed at the E/D based on the predicted landing weight, and will command a deceleration to the E/D speed (typically green dot) before reaching the E/D. NOTE: The pre-defined E/D speed and location can be modified at any time from [1L] of the DES page, except for the speed when targeting a MAN DES SPD lower than the speed restriction. Q. APPROACH PREPARATION The APPR REF page displays reference data related to the approach.

VORD07L APPR REF 1/1 O (EST) LDG CONF 211 30_40{ S (EST) MDA-DA 191 700 F (EST) DH 149 Vls (EST) APPR WIND 128 100`/10 Vapp (EST) WIND CORR 133 5 {APPROACH

GO AROUND}

Preparation for the approach should occur before the E/D is sequenced and can be performed using the APPR REF 1/1 page: 1. Select the planned Landing Configuration (30/40 or 15/20) at [1R]. 2. Enter the MDA-DA [2R] or DH [3R] based on the selected approach type. 3. Enter the approach wind correction [5R] or approach wind [4R]. NOTE: The approach wind correction [5R] defaults to 1/3 of the headwind component of the Approach Wind entered at [4R]. Manual entry of an approach wind correction is also possible at [5R] and the entry directly affects the computed Final Approach Speed displayed at [5L]. 4. Verify the consistency of the FMS-estimated Approach Reference Speeds (O, S, F, V LS ) [1L, 2L, 3L and 4L respectively]. NOTE: These values are computed based on predicted landing weight and cannot be modified. 5. Verify the consistency of the FMS-estimated Final Approach Speed (V APP ) displayed at [5L]. NOTES: • V APP is computed and cannot be modified. It is based on the planned landing weight, computed/entered wind correction and planned landing configuration. • The FMS-computed V APP can easily be cross-checked using speeds displayed on the APPR REF page when 30/40 is the planned landing configuration (by applying the VAPP = VLS + WIND CORR rule). However, when 20/20 is the planned landing configuration, the FMS-computed V APP is based on a 30/40 V REF value which is not displayed on the APPR REF page. As a result, there is no


Page 18A-47 July 17, 2013


•

simple way to cross-check the FMS-computed V APP using the APPR REF page when the planned landing configuration is 20/20. An advisory message “GWT > MAX CERT LDG WT” will display between 5L/R and 6L/R when the aircraft’s predicted landing weight is calculated to exceed the maximum certified amount.

6. On the GO AROUND 1/1 page, the destination airport Acceleration [2R] altitude can be viewed and modified as required in preparation for a potential missed approach. Refer to Transition to Go-Around section for further details. 7. CAUTION: The displayed approach reference speeds and final approach speed are FMS-estimated speeds only and are not the exact speeds which will be commanded by the FMS when on approach (see Approach section for details). It is the responsibility of the flight crew to determine from aircraft documentation the actual approach reference and final approach speeds to be used when operating outside of PROFILE mode. R. TRANSITION TO VERTICAL APPROACH The FMS automatically transitions to the vertical approach mode when the End-of-Descent is sequenced. The active VNAV page automatically transitions to the APPR page; otherwise pressing the [VNAV] key displays the APPR page. CAUTION: PROFILE mode will automatically disengage (leading to complete autopilot disengagement) at the End of Descent if no approach procedure has been selected in the active flight plan, or if the selected approach procedure has no associated runway. A PROF TO DISENGAGE – E/D message will be raised one minute before this anticipated event alerting the pilot that appropriate action is required. S.

TRANSITION TO CRUISE OR CLIMB FROM DESCENT To transition to cruise or climb while still in descent (before the E/D), enter a new cruise altitude on the PERF INIT [1R], CLB [1L] or CRZ [1L] pages The appropriate active VNAV mode (e.g. Climb or Cruise) will be recomputed based on the current aircraft altitude, the new cruise altitude and the lateral flight plan. The CLB Speed/Altitude restriction will be automatically set to the descent one and the transition altitude will be set according to the destination airport. The descent speed schedule is reset to default.


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APPROACH CAUTION: When conducting Non-Precision Approaches, do not select PROFILE mode unless NAV mode is also selected. The APPR page is used to monitor all Approach-related parameters.

ACT RNAV05 APPR 4/4 MDA-DA AT ZLPfaf 700 ft 1900 0/0 SPD TO ZLPfaf 210 1638z/4.3nm LIM SPD XWIND 203 R0kt XTK VDEV L0.06nm 30 RNP/ANP FCU ALT 1.00/0.00nm MISS APP{ APPR REF}

When a non-precision approach is selected, selection of the FCU ALT MISS APP mode is required in order to permit the aircraft to descend below the FCU selected altitude. 1. 2.

Press the FCU ALT MISS APP prompt [5R]. Press the CONFIRM prompt [6R] to engage the FCU ALT MISS APP mode, or the CANCEL prompt [6L] to cancel the selection.

NOTE: The FCU ALT MISS APP option is only displayed if a non-precision approach has been selected in the active flight plan and can only be selected (prompt displayed) when the aircraft has passed the E/D. It is displayed in reverse large white font when selected. NOTE: If the FCU ALT MISS APP option has not been selected and confirmed 3NM inbound to the FAF waypoint, the alert message “FCU ALT TO MISS APP?” will be displayed on the FMS. A. FINAL APPROACH PATH The Final Approach path is computed as a geometric vertical path from 50 feet above the runway threshold to the computed crossing altitude at the FAF. VDEV

FAF 50 FT

MINIMUM ALTITUDE RESTRICTION

VER T

I CA

L PA TH

RWY WPT


TCH = 50 FT

0101031

Figure 18A-4- Vertical Approach Mode Vertical Path


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) CAUTION: To protect the final vertical approach path, any descent/approach waypoint before the FAF with altitude constraints below the FAF constraint/crossing altitude will be targeted at the FAF altitude. In such case the FMS will generate “CLB IN APPR NOT ALLOWED” message and will amber the problematic altitude constraint(s) on the LEGS and PROFILE (if configured) pages. NOTE: The VPA of the final approach segment extracted from the navigational database is displayed on the LEGS page but cannot be modified. B. TARGET SPEED The target speed field title and the associated target speed displayed at [2L] on the APPR page (Refer to Table 18A-3) will change as the aircraft slats/flaps configuration is changed during the approach. Slats/Flaps Config

[2L] Field Title

Target speed

Clean (00/00)

E/D SPD

Clean (00/00)

00/00 SPD

Green Dot speed

15/00

15/00 SPD

FAC S speed

15/15

15/15 SPD

FAC F speed + 20 knots

15/20 (A300) or 20/20 (A310)

15/20 SPD or 20/20 SPD

FAC F speed

If the planned landing configuration is 30/40.

VAPP

FMS-computed V APP Note: Speed is lower limited to FAC F speed – 2. Limiting would typically happen in heavy configuration. Use manual speed if landing distance is a concern.

If the planned landing configuration is 15/20 (A300) or 20/20 (A310).

30/40

VAPP

FMS-computed V APP

Irrespective of the planned landing configuration.

Any

MAN SPD

Manually-entered target speed

Overrides the FMS-computed/ predicted target speed for the current slats/flaps configuration.

Target manual speed at the E/D

Notes Is the same as the E/D speed displayed at [1L] on the DES page.

Table 18A-3– FMS Target Speeds The FMS-computed Final Approach target speed (V APP ) corresponds to: FAC V LS + FMS Wind correction (as displayed on the APPR REF 1/1 page at [5R]). The approach target speed at 2L can be overruled by a speed target at 3L:


Page 18A-50 July 17, 2013


SPD AT XXX where XXX is a downpath WPT name with a constraint higher that the schedule speed.HOLD SPD when flying a hold in approach. HOLD LIM SPD for envelop limited speed during hold. DECEL SPD for level-off deceleration speed. LIM SPD for envelop limited speed. REST SPD when target speed is the speed restriction.

The priorities for target speed during approach are the following: • SPEED LIMIT; then • SPEED RESTRICTION; then • SPEED CONSTRAINT; then • MAN SPD; then • Configuration speed.

NOTES: • The current Approach target speed will also be updated in the waypoint speed fields on the LEGS page as the configuration changes. • The speed displayed at the FAF and the MAP is the predicted V APP until the actual V APP is being targeted. • An approach speed related message VAPP DISAGREE will be raised in FMS synchronized operations, if the on-side and off-side Final Approach Speed differs by 2 knots or more for at least 5 seconds. C. VERTICAL DEVIATION If the crew conducts a GPS-overlay Non-Precision Approach (NPA), the vertical deviation error remains in view on the MCDU and the EFIS ND down to the runway threshold. The vertical deviation is invalidated at the FAF in case of a GPS loss of integrity. If the crew conducts an ILS approach, the FMS-computed vertical deviation display on the MCDU is removed upon sequencing the Final Approach Fix (FAF). The FMS VDEV will however be removed from the EFIS ND as soon as the ILS GlideSlope is captured or tracked. CAUTION:

PROFILE mode will automatically disengage at the FAF waypoint (leading to complete autopilot disengagement) if a precision approach procedure has been selected in the active flight plan.

NOTES: •

VDEV full scale deflection changes from 400 ft to 150 ft when the lateral Approach mode transition occurs (2 nm before the FAF).This impending change is annunciated at 3 nm before the FAF via the VDEV SCALE TO CHANGE message and can be confirmed via the VDEV SCALE indication provided on the PROGRESS 1/3 page.

•

For installations where the phase of flight limit is configured to Terminal (due to a GPS limitation inhibiting GPS lateral approach mode operations), vertical deviation will be displayed during the approach until the FAF has been sequenced irrespective of the selected approach type.


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TRANSITION TO GO AROUND

GO AROUND

1/1

ACCEL ALT 3025 F (EST) 147 S (EST) 189 {CLIMB

O (EST) 209 INIT/REF}

In the event that a Missed Approach is initiated (when the throttle Go Around Levers are toggled) after the Endof-Descent: 1. The active VNAV page automatically transitions to the CLB; otherwise pressing [VNAV] automatically displays the CLB page. 2. The FMS Cruise Altitude is reset to the highest of following: • FCU altitude, • highest altitude constraint defined in the Missed Approach procedure, • current aircraft altitude. 3. The following parameters are cleared or reset to default values: • Any cruise winds, temperature, • transition altitude set to the destination, • cost index, • end-of-descent target speed, • descent and approach speed schedule and approach reference speeds, • approach reference speeds and final approach target speed, • planned landing configuration. 4. A discontinuity along with the selected approach is automatically inserted at the end of the missapproach procedure in preparation for a new approach. 5. The GO AROUND page can be accessed from the CLB page 6L prompt, the INT/REF INDEX 1/2 page, or via the APPR REF 6R prompt. CAUTION: PROFILE mode engagement is not possible during the GO-AROUND climb phase until the aircraft is above the Acceleration Altitude and in the clean configuration. If the CRUISE phase (missed approach altitude) is below the Acceleration Altitude, the PROFILE mode engagement is only possible after engaging the autopilot in Altitude Hold. CAUTION: Miss-approach procedure waypoints are not automatically temperature-compensated for destination airport negative temperature entry. Manual compensation must be performed when required. CAUTION: The FCU altitude must always be set to the altitude of a miss-approach waypoint altitude that constrains the climb path (e.g. an AT, or AT OR BELOW constraint); otherwise the aircraft will continue to climb towards the FCU altitude and may therefore violate the altitude constraint. No special alerting will be provided during go-around.


Page 18A-52 July 17, 2013


NOTES: • The active VNAV page can transition to CRZ, DES, or APPR, instead of CLB, depending on the current aircraft altitude and the new cruise altitude. • The remaining waypoints of the active approach procedure (including missed approach) are retained and the whole procedure (including missed approach) are appended at the end of the active flight plan proceeded by a discontinuity. • Any selected STAR transition, STAR or approach transition is deselected. • When a Go-Around occurs, any AT, AT OR BELOW or WINDOW altitude constraint that is below the current aircraft altitude and between the active waypoint and the last waypoint of the original missed approach procedure will be converted to an AT OR ABOVE constraint and displayed as a manually entered altitude constraint. • When a Go-Around occurs prior to the MAP waypoint, any speed constraint between the active waypoint and the original MAP waypoint will be deleted. • Any speed constraints are removed from the original approach procedure. • A new profile is automatically computed under normal conditions. • The climb, cruise and descent target speeds will be limited to the airport speed restriction as long as the aircraft remains below the airport speed restriction altitude. • Any active Engine-Out mode is cancelled when a Go-Around is performed. • FMS will not transition to a new descent until the discontinuity between the miss-approach procedure and the approach is removed.

POST-LANDING PHASE After landing, the FMS automatically deletes all VNAV-related parameters, or resets them to default values (ex: CRZ ALT cleared), when the following conditions are met: •

The aircraft has been on the ground for two minutes AND

•

Both engines have been shut down for at least 15 seconds.

OR •

A new origin is entered.

NOTE: Entry of a new origin is the only way to support entry of takeoff speeds following landing.


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SECOND/THIRD ROUTE Associated predictions are computed for the Second/Third route (e.g. the inactive flight plans), but no vertical profiles are generated. Vertical profiles are only computed when the Second/Third route is activated (Refer to Section 5 – Enroute (Route 2 or 3 Option) for activation details). The Second/Third route can be activated at any time (to generate a Modified route with a new vertical profile) in order to perform a last-minute change in the selected arrival procedure or runway, or to activate a flight plan to divert to an alternate airport (Refer to next section): 1. Activate the second or third route. The route is converted into the MODified route. All VNAV performance parameters (CRZ ALT, weights, speeds, etc.) are copied from the “old” (currently active - ex: RTE1) route to the “new” (modified - ex: RTE 2) route. These parameters are then used to generate the vertical profile for the second/third route. 2. Verify the resulting vertical profile and predictions, then press [EXEC] to activate the new flight plan.

DIVERSION TO ALTERNATE A new vertical profile can be generated to perform a diversion to an alternate airport using the Modified (Second or Third) route function. CAUTION: If the aircraft is in descent, activation of an inactive route to an alternate destination will automatically revert the FMS from Descent mode to Climb mode. If VNAV guidance is not engaged, the pilot is responsible to manage the resumption of the climb. Second or Third route (Refer to previous section): 1. Prepare the flight plan to the alternate airport using the Second or Third route function. 2. Activate the Second or Third route to generate a new vertical profile in the Modified route. 3. Verify the resulting vertical profile and predictions, then press [EXEC] when cleared to the alternate by ATC. NOTE: FMS-computed fuel predictions to the alternate airport should be consulted before performing a diversion to the alternate (see below).


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) A. INACTIVE ROUTE FUEL PREDICTIONS The Inactive Route FUEL pages are used to get following predictions: 1. Fuel consumption TO (and fuel remaining AT) the Inactive Route Destination Airport; 2. ETE/ETA to the selected Destination Airport; 3. FINAL Reserve Fuel and Endurance Time to hold at the Destination Airport (based on a default or manually-entered FINAL Fuel weight or holding time); 4. EXTRA Fuel remaining and Endurance Time (read-only) to hold at the Destination Airport;

RTE 3 FUEL KDEN 1/1 VIA DTG ETE LIMEX 3549 03+57 CRZ ALT CRZ SPD FL320 ECON FUEL AT/TO 2.8/ 34.6 LDG WT FINAL/TIME 100.2 2.5/00+30 WIND EXTRA/TIME 040t/ 20 0.3/00+10 {RTE 1 FUEL

RTE 3}

NOTES: 1. The fuel and time predictions are based on whether or not the VIA entry has been used on the RTE 1/X page: • If no VIA is entered on the inactive route, the predictions assume an initial leg from PPOS to the first waypoint of the inactive route. • If the VIA entry is a waypoint from the active route (as displayed), the predictions assume that the active route will be flown up to the identified waypoint, followed by a diversion to the inactive route. 2. The hold endurance time (FINAL and EXTRA time) predictions are computed based on an assumed hold over the inactive route destination, at 1500 ft (AGL) and at green dot speed. 3. ETE is displayed when the Aircraft is on the ground and ETA is displayed when it is airborne. 4. FINAL Fuel and Time, Cruise Altitude, and Wind can be manually entered to optimize predictions.


Page 18A-55 July 17, 2013




Page 18A-56 July 17, 2013


SECTION 18 B - PERFORMANCE VNAV FOR SUPERJET 100

CONTENTS Subject

Page

OVERVIEW .....................................................................................................................................................18B-1 PREFLIGHT ....................................................................................................................................................18B-9 PERFORMANCE INITIALIZATION ..............................................................................................................18B-10 VERTICAL FLIGHT PLANNING...................................................................................................................18B-12 TAKEOFF......................................................................................................................................................18B-19 CLIMB ...........................................................................................................................................................18B-19 CRUISE .........................................................................................................................................................18B-24 DESCENT .....................................................................................................................................................18B-36 APPROACH ..................................................................................................................................................18B-46 TRANSITION TO GO AROUND ...................................................................................................................18B-48 POST-LANDING PHASE..............................................................................................................................18B-49 SECOND/THIRD ROUTE .............................................................................................................................18B-50 DIVERSION TO ALTERNATE......................................................................................................................18B-50


Page 18B-i July 17, 2013




Page 18B-ii July 17, 2013


SECTION 18 B PERFORMANCE VNAV FOR SUPERJET 100

OVERVIEW This section describes the vertical navigation (VNAV) function of the CMA-9000 Flight Management System and provides an overview, followed by a “how to use” description of the basic procedures that are specifically tailored to the SUPERJET 100 aircraft. Additional detailed information can also be found in the MCDU page descriptions of Appendix A. The VNAV function is intended to aid the flight crew in vertical flight planning and in the management of the overall vertical profile to ensure compliance with all ATC instructions, waypoint constraints (altitude, speed and required time of arrival), and airspace speed restrictions. The VNAV function has three basic elements: • • •

Reference vertical trajectory with associated performance and fuel predictions and vertical situational awareness information Vertical guidance outputs to the Auto Flight Control System (AFCS) Performance database containing aircraft/engine performance data, and a policy file of operational preferences and defaults

The entry and display of VNAV data is by means of the dedicated VNAV and the LEGS pages. The barometric altimetry system is the primary altitude reference source. Pre-selected altitude and Vertical mode inputs are received from the Flight Guidance Control Panel (FGCP). VNAV-related information is also displayed on the ND and PFD. A. VERTICAL PROFILE Figure 18B-1 shows a typical vertical profile and its relationship with the flight phases of the lateral flight plan.


Page 18B-1 July 17, 2013


Lateral Flight Plan Departure procedures (RWY, SID, TRANS)

Arrival procedures (STAR, TRANS, APPR, GA)

Enroute Vertical Profile

Initial cruise flight level (CRZ ALT) Top of descent (T/D) Late descent

Step descent(s) (S/D)

Top of climb (T/C)

Descent performance path

FGCP altitude Climb performance path Waypoint altitude constraint

Planned Step climb(s) (S/C)

FGCP altitude

Early descent

Speed restriction

Origin Airport

Takeoff & Initial Climb

Acceleration Altitude

FGCP altitude

Speed restriction

End of Descent (E/D)

Thrust reduction altitude Manual thrust reduction to MCL

Climb Phase

Waypointaltitude constraint

Aircraft reconfiguration

Destination Airport

Final approach fix

Cruise Phase

Descent Phase

Approach & Landing 1102024

Figure 18-1B – Typical Vertical Profile The FMS computes the vertical profile made up of take-off and initial climb, climb, cruise, descent, and approach flight phases. The vertical profile is based on the lateral flight plan, the environmental conditions (e.g. wind, temperature) and the aircraft/engines’ performance data; it extends as a continuous trajectory between the departure and destination airports. The missed approach and post-flight phases are also covered in this section. The climb and descent profiles are built from the ground up, taking into account a wide range of factors, including: • • • • • • • • • •

aircraft/engine performance current or predicted aircraft gross weight cruise altitude thrust reduction and acceleration altitudes airport speed restrictions departure runway elevation Reduced takeoff thrust (Flex Temperature or De-rate) all manually-entered or navigation database constraints associated with lateral waypoints the planned speed schedule for each vertical phase, and forecast winds/temperature.

Where a route discontinuity exists in the lateral flight plan, the vertical profile assumes a direct path across the discontinuity to the next waypoint.


Page 18B-2 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Supported waypoint altitude constraint types are: • •

AT (e.g. FL270), AT or ABOVE (e.g. FL290A), AT or BELOW (e.g. FL150B) WINDOW (e.g. 270-350 altitude range – from the navigation database only)

Once the aircraft position has been initialized and a valid lateral flight plan has been created, all mandatory performance data (“boxed” fields) must be entered in order to enable the FMS to generate a vertical profile. The accuracy of the vertical profile can be further enhanced by entry of additional optional entries. Key characteristics of the vertical profile are summarized below. Vertical profile points: Each vertical flight phase is terminated by a vertical profile point (also known as a pseudo waypoint) that is not associated with a lateral waypoint. The pseudo waypoints are listed in Table 18B-1. Vertical flight phases: The vertical profile consists of the following phases. • • •

• •

•

•

Takeoff and Initial Climb: The takeoff phase starts at lift-off and ends at the thrust reduction altitude. The initial climb phase starts at the thrust reduction altitude and ends at the acceleration altitude. Climb: The climb phase starts at the acceleration altitude and ends at the beginning of the cruise altitude capture at the Top-of-Climb (T/C). Cruise: The cruise phase starts with the capture of the cruise altitude and ends at the beginning of the descent phase. The cruise profile takes into account the crew-selected speed schedule and speed constraints (including constant speed segments), all cruise waypoint altitude and speed constraints, blended winds and temperature. Step Climbs/Descents: As many pre-planned step climb/descent altitudes as desired can be inserted as waypoint altitude constraints, except for waypoints within 50 nm of the T/D. A climb or descent in cruise is flown at the current cruise speed. Descent: The descent phase begins with the deceleration to descent speed, or at the point at which the aircraft starts to capture the descent path and extends to the transition to approach phase at the End-ofDescent (E/D). Both early and late descents are supported. An early descent is flown at the descent speed and at fixed rate of descent. A late descent is flown at an increased speed to ensure airplane convergence to the descent path. The descent profile takes into account the crew-selected speed schedule, all waypoint altitude and speed constraints, blended winds, forecast local baro-setting, temperature at the destination airport, the airport speed restriction. A performance path is created between the final cruise altitude and the highest descent waypoint altitude constraint that restricts the path. From that waypoint onwards, straight-line (geometric) vertical paths link waypoint altitudes that constrain the path until the E/D. A deceleration segment to the E/D speed is automatically inserted if required. Entry of a forecast local altimeter setting (QNH/QFE) prior to the start of descent minimizes the sudden change of the vertical path deviation when the actual altimeter setting is entered on descending through the transition level. Approach: The approach phase is a seamless extension of the descent profile that begins at the E/D point and ends at 50ft above the runway threshold. The approach profile includes a segment of reduced descent rate prior to the FAF to allow for aircraft reconfiguration and deceleration. The profile assumes the aircraft will fly the FMS-predicted flaps, slats and final approach speeds displayed on the APPR REF page, including any manually-entered approach speed wind correction. Entry of a forecast destination airport temperature below 0°C causes adjustment of the approach and approach transition waypoint altitudes. Missed Approach: When a go-around is initiated, the vertical profile is deleted. The FMS lateral and vertical navigation of the missed approach procedure is interrupted and the FMS commands the goaround target speed for the current conditions once the acceleration altitude is reached. A new vertical profile is generated, based on current aircraft conditions (gross weight, fuel, etc) and a new Cruise Altitude is automatically computed. The selected approach procedure is automatically re-loaded into the active flight plan following a Go-Around.


Page 18B-3 July 17, 2013


•

Done Phase: This phase is initiated on ground, two minutes after landing, and when shut down of both engines is detected. The vertical profile, as well as all performance initialization data and associated predictions are deleted. When the engines are not shut-down upon landing, entering a new origin will automatically transition to done phase.

Performance predictions: Predictions provided for each lateral waypoint depend on the vertical flight phase and may account for FGCP speed intervention. Predictions include: ETE or ETA, crossing altitude, speed target, flight path angle and vertical speed target, fuel remaining, and estimates of takeoff, current and landing gross weight. ETA and fuel predictions for all waypoints, as well as predicted crossing altitudes for waypoints with no associated altitude constraint are displayed on the LEGS pages. Specific climb and descent profile predictions are displayed on the PROFILE page. The vertical profile and all predictions are recomputed when any source data element is modified. In practice, this means when any lateral or vertical flight plan event occurs that causes the EXEC annunciator to illuminate or a change of the FGCP preselected altitude that updates the FMS cruise altitude. In descent, a change in local barometric setting may also trigger the re-computation of the vertical profile. Performance predictions for the Active route are also updated periodically (every minute) during flight to take into account current conditions. Vertical situational awareness information: Vertical situational awareness information displayed on the DES page includes: vertical deviation, current flight path angle, vertical bearing and target vertical speed from present position to a selected altitude-constrained waypoint, as well as ground distance to the FGCPselected or a reference altitude. NOTE: During off-lateral path descent operations, the DES page vertical bearing information is particularly useful in determining whether a waypoint altitude constraint can be achieved. Vertical fly-by transitions: Any vertical path change is flown on a vertical “fly-by” transition path that limits the aircraft normal acceleration during the capture of the next path. Forecast winds and temperatures: For climb, a single Top-of-Climb forecast wind can be entered. In cruise, winds can be entered for any waypoint for up to four (4) flight levels/altitudes. For descent, winds for up to four (4) flight levels/altitudes can be entered. In flight, current wind is blended with forecast winds both laterally and vertically. A single forecast temperature can be entered for the current cruise flight level and is blended with current OAT to enhance cruise predictions.

VNAV Element

Definition

THR RED ALT ACCEL ALT Top-ofClimb (T/C)

MCDU

ND or PFD

Location at which the FMS predicts the thrust reduction altitude will be reached.

No

No

Location at which the FMS predicts the acceleration altitude will be reached.

No

No

Location at which the FMS predicts the CRZ ALT will be reached. Yes

Pre-planned Location in the cruise profile at which the FMS predicts the climb to a Step Climb higher waypoint altitude constraint will begin. (S/C) Climb in Cruise

Location Displayed on

Climb in cruise can be manually initiated until within 50 nm of the predicted T/D and only if no pre-planned step climb exists.


Yes

Yes

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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) VNAV Element

Definition

MCDU

Pre-planned Location in the cruise profile at which the FMS predicts the descent to a Step lower waypoint altitude constraint will begin. Descent (S/D) Descent in Cruise

Location Displayed on

Descent in cruise can be manually initiated until within 50 nm of the predicted T/D and if no pre-planned step descent exists.

ND or PFD

Yes

No

DECEL

Location in the descent profile at which the FMS predicts that the deceleration to the next speed target must begin. Only the next deceleration point ahead is displayed. NOTE: In certain complex scenarios (typically involving closely located accelerations and decelerations), the FMS may change its speed target without the presence of a corresponding DECEL symbol on the Map Display.

Yes

Top-ofDescent (T/D)

Location in the cruise profile at which the FMS predicts the transition to the descent will begin. The T/D location takes into account any required level flight deceleration segment.

Yes

Early descent can be initiated beginning at 200 nm prior to T/D by selecting the “EARLY DES” prompt on the CRZ or the DES page. Early Descent

No Refer to Note Late descent state exists if the T/D point is over flown without the descent having been initiated.

Late Descent

No Refer to Note

End-ofDescent (E/D)

Approach

Location where the descent profile transitions to the vertical approach phase. The active VNAV mode switches to vertical Approach at the E/D. NOTE: The transition to lateral approach mode (in GPS navigation mode only when a Non-Precision approach has been selected) occurs at the 2 nm point inbound to the FAF (if sufficient position integrity is available).

Yes

Yes

Refer to Note Speed Restriction

Location at which the FMS predicts the climb or descent profile will intercept the airport speed restriction altitude.

No

No

Table 18B-1 – VNAV Information Display NOTE: The VDEV pointer is displayed from Top-of-Descent to the runway threshold. The pointer blanks when performing a precision approach.


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Engine out profile: Engine out performance predictions are supported, except in E/C Climb. Crew action is required to activate this function. Required Time of Arrival (RTA): RTA function is not available with Performance VNAV. Holding patterns: Performance and fuel predictions are computed when a hold is included in the lateral flight plan or when a holding pattern is active.

B. FMS Speed-Managed and Path-Managed Vertical Modes The FMS computes vertical speed targets only for descent and approach flight phases. For all other vertical flight phases, the FMS computes a target speed. In climb and cruise, the Autopilot system commands the airplane to track and hold the FMS-computed target speed. The Auto-thrust modes and the Autopilot Lateral/Vertical modes are displayed on the PFD Flight Mode Annunciator (FMA). The displayed FMA corresponding to each vertical phase of flight are summarized in Table 18B-1. VNAV speed sub-modes: One sub-mode defined in the Policy file is used to define the speed schedule for CLB, CRZ and DES VNAV performance modes. The crew can manually over-write the speed schedule. Vertical path deviation: The FMS computes vertical deviation from the reference profile in descent and approach modes and displays it on the DES and APPR pages as well as on the PFD. Speed management: The FMS respects all waypoint speed constraints and all airspace speed restrictions except under specific circumstances (vertical path recapture, speed limited by aircraft performance,,etc). . The FMS-commanded speed is the speed (IAS or Mach) displayed on in reverse video on the active VNAV performance page. If the speed schedule displayed at 2L is not the source of the target speed but a speed restriction or limitation is, the speed displayed at 3L or 4L (page dependent) will be displayed in reverse video. When a CAS or MACH is selected on the FGCP panel (Auto Speed not selected), the FMS speed schedule at 2L or the speed restriction or limited speed at 3L or 4L remains the FMS-commanded target speed. The Autopilot system will use the IAS portion of the IAS/Mach speed couple below the crossover altitude and the Mach portion above the crossover altitude during climb and descent phases of flight. In cruise, it uses either Mach or IAS depending upon the selected cruise speed schedule and the crossover altitude. The speed control strategy (speed on pitch or thrust) is a function of the vertical flight phase (refer to Table 18B-2).


Page 18B-6 July 17, 2013


Transitions from/to level flight: When VNAV mode is engaged, the FMS provides annunciation of the vertical transitions from/to level flight. The annunciation consists of the scratchpad message “VNAV PATH CHANGE” Vertical Phase Element

VNAV Active Mode TAKEOFF

Take-off to thrust reduction altitude Initial Climb & Climb

CLB

Climb level off transition

CLB

Climb level off (FGCP altitude)

CLB

Cruise altitude hold (*)

CRZ

Step climb / climb in cruise

CRZ CLB

Step descent / descent in cruise Early Descent

CRZ DES DES

Late Descent

DES

Descent prior to E/D (**)

DES

Descent planned level off transition (level vertical path) Descent un-planned level off (FGCP altitude) Vertical Approach after E/D (**) Lateral Approach (2nm before the FAF) Missed Approach

DES

FMA Indications Auto-thrust Modes Autopilot (Vertical modes)

DES APPR APPR GO AROUND

Table 18B-2 FMS speed-managed and path-managed vertical modes (*) (**)

CAUTION:

MACH or SPEED depending upon the FMS target speed In Descent, the Auto-Thrust FMA displays THRUST or SPEED depending if the FMS commands IDLE thrust or not. The FMS may command speed on thrust in certain situations during an idle path descent when better speed control is required – e.g.: when flying a holding leg, during a deceleration segment or when performing a banked turn. In climb, the flight crew remain responsible at all times for compliance with ATC altitude clearances and instructions and waypoint altitude constraints. The FGCP altitude must be set appropriately to ensure compliance.

In descent operations above the vertical path containing speed restrictions, the flight crew must comply with the altitude constraints using the FGCP pre-selected altitude as the airplane may not converge quickly to the descent path.


Page 18B-7 July 17, 2013


PFD displays: The FMS provides the following VNAV-related information for display on the PFD: • • • •

Target speed: speed bug and digital readout V1, speed bug and digital readout VR, speed bug Vertical Track Deviation (VDEV)

ND displays: Top-of-Climb, Top-of-Descent, End-of-Descent, Pseudo-waypoints and Deceleration symbols (refer to Table 18B-1 for details). C. VNAV Advisories & Alerts Scratchpad advisories and alerts are generated when the FMS detects vertical profile anomalies or performance problems. A scratchpad alert message may also cause the display of an associated message on the PFD (e.g. MORE DRAG).


Page 18B-8 July 17, 2013


PREFLIGHT

A. AIRCRAFT PERFORMANCE STATUS CHECK AND DECEL/F-F FACTOR ENTRIES

FMS1 IDENT 2/2 AIRCRAFT ENGINES SSJ100 SaM-146 G MAGVAR MODEL POLICY 2010 (DEF) SSJ100 POL DECEL FACTOR +5.3% F-F FACTOR +1.5% {SETUP

POS INIT}

Confirm that the Aircraft, Policy and Engine type displayed on the IDENT 2/2 page are correct and make any necessary modification to the DECEL and F-F FACTORS. NOTE: The modification of the DECEL FACTOR will increase or decrease the performance deceleration distance, altitude and fuel factors in the PDB. The modification of the F-F FACTOR is intended for pre-flight entry. It will not trigger an automatic profile recalculation. Wait 1 minute or force a profile computation by re-entering a VNAV parameter (e.g. CRZ ALT) if needed. CAUTION:

If there is a discrepancy between the displayed and actual aircraft and/or engine type, do not initialize VNAV and advise maintenance.

CAUTION:

Modification of the DECEL FACTOR and F-F FACTOR is a maintenance engineering function, and although this value may be modified by the crew, such practice is not recommended.

B. PERFORMANCE VNAV INITIALIZATION PAGES Access the VNAV Performance Initialization pages using the INIT/REF pages.

FMS1 INIT/REF INDEX 1/2 {IDENT {POS INIT {PERF INIT {TAKEOFF {APPR REF

NAV DATA} WPT LISTS} NEAREST} FUEL} NAV STATUS}

{MSG RECALL


Page 18B-9 July 17, 2013


PERFORMANCE INITIALIZATION The PERF INIT page is used to enter the Performance initialization parameters that are required to generate a vertical profile.

PERF INIT 1/1 TOGW CRZ ALT 39.8 mt FL240 BLOCK FOB CRZ TEMP 10.0 mt 10.0 mt -33`c ZFW CRZ WIND 30.0 mt ---$/--RESERVES COST INDEX 2.5 mt 35 TAXI TRANS ALT 0.2 mt 5000ft {INIT/REF

TAKEOFF}

A. MANDATORY DATA ENTRIES A vertical profile can be generated if the following mandatory entries have been performed: A valid lateral flight plan Block fuel weight [2L] Zero Fuel Weight [3L] Cruise Altitude [1R] NOTE: CRZ ALT could be updated in-flight when the FMS current vertical mode disagrees with crew operation. B. OPTIONAL DATA ENTRIES The following data entries are optional entries that optimize the FMS-computed trip predictions (NOTE: many of these fields will already be pre-filled to default values): •

Forecast Cruise Altitude Temperature [2R]:

NOTE: Manual entry of a Cruise Temperature followed by a subsequent change of the CRZ ALT will generate a CHECK CRUISE TEMP message. • •

Forecast Cruise Altitude Wind direction (true) and speed (knots) [3R] Reserves fuel weight or percentage of trip fuel [4L]:

NOTE: The aircraft Reserves fuel weight default value is included in the Block/Actual fuel weight. • • •

Taxi fuel weight [5L] Cost Index [4R] Transition Altitude [5R] (default value extracted from the Navigation Data Base)


Page 18B-10 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) C. TAKE-OFF REFERENCE DATA ENTRY The TAKEOFF page is used to enter/display all Takeoff-related parameters.

RW24L TAKEOFF 1/1 V1 DERATE-FLEX 125kt ----VR ACCEL ALT 135kt 3000ft V2 THR RED ALT 165kt 1500ft FLP RETR 180kt SLT RETR GREEN DOT 170kt 210kt {INIT/REF

ROUTE}

The following parameters can be entered/selected from this page: • •

V1, VR and V2 Takeoff Speeds at [1L] to [3L] Reduced Takeoff Thrust (Derate or FLEX) at [1R]

• •

DERATE = Enter D plus 0, 5, 10, 15, 20, or 25 (%) FLEX = Enter F plus a value between 0-55 (degrees Celsius)

• •

Departure Airport Acceleration Altitude at [2R] Departure Airport Thrust Reduction Altitude at [3R]

The following speeds are received from Stall Warning System; these speeds are displayed for reference purposes and cannot be modified: • • •

Minimum Speed for Flap Retraction at [4L] Minimum Speed for Slat Retraction at [5L] Green Dot Speed at [5R]

Associated takeoff speed related messages may also be raised when on-ground if at least one takeoff speed was entered: • •

T/O DATA DELETED: When raised, all entered takeoff speeds are automatically deleted. CHECK TAKEOFF SPEEDS: Raised during synchronized FMS operations, if a 1 knot or greater discrepancy between on-side and off-side takeoff speeds is detected for at least 5 seconds.

NOTE: It is recommended to complete the route and departure entry as well as the performance data initialization from the PERF INIT page before entering the takeoff speeds in order to avoid potential deletion of takeoff speeds.


Page 18B-11 July 17, 2013


VERTICAL FLIGHT PLANNING Computation of a vertical profile is required for the FMS to provide performance predictions (ETA, fuel, speed and altitude) and for VNAV mode engagement in descent and FMS target speed computation. The vertical profile accounts for all waypoint speed constraints, altitude constraints, time constraints and planned speed schedules. Entries affecting the vertical profile are checked against aircraft limits. During all vertical phases of flight except descent, the vertical profile is re-computed automatically every minute. Although in descent the vertical profile is not periodically re-computed, the fuel and time predictions are updated once per minute. Upon crew revisions to the lateral or vertical flight plan, the FMS re-computes the vertical profile during all vertical phases of flight. The vertical profile is independently computed by each FMS; however the vertical profiles are re- synchronized following each flight plan modification and EXEC. A. LATERAL FLIGHT PLANNING EFFECTS ON THE VERTICAL PROFILE Any changes made to the lateral fight plan will force a re-calculation of the entire vertical profile. This may result in alert messages being raised which must be resolved by the crew: 1. T/C AFTER DEST – NO DES 2. T/C AFTER T/D – NO CRZ 3. RTE X INSUFFICIENT FUEL NOTES: • Refer to Appendix E for message details and suggested resolution for each message. • A vertical profile and associated trip predictions are only generated for the Active and Modified route. Trip predictions are available for the inactive route, but no vertical profile is computed. • There may be differences between the distances displayed on the LEGS pages and the VNAV pages. This is because the distances displayed on the LEGS pages do not take into account the waypoint transition paths (fly-by or fly-over). B. SPEEDS

ACT MIN FUEL CLB 1/4 CRZ ALT MAX AT T/C FL240 FL400 FL240 MFUEL SPD TO T/C 280/.780 2253z/44.0nm SPD REST 250/10000 {SCHED {TAKEOFF


PROFILE}

Page 18B-12 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) (1) Speed Restrictions (at altitude) The climb speed restriction defaults to the Navigation Database restriction defined for the departure airport. The descent speed restriction defaults to the Navigation Database restriction defined for the destination airport. Both the climb and descent restrictions can be manually revised. Both the climb and descent restrictions are accounted for in the computed vertical profile. (2) Speed Schedules The selected speed schedule affects the computed vertical profile (and associated vertical guidance). Speed schedules are defined in the Policy File or manually entered by the crew are supported. Cruise speed schedules derived from the Policy File will display in IAS below the cross-over altitude and MACH above it. (3) Cost Index based Speed Schedules The following Cost Index based speed schedules are supported: • • •

ECON MIN TIME MIN FUEL

NOTES: • The Cost Index can be changed via the PERF INIT page or from the CLB SCHED or CRZ SCHED pages. • Selection of MIN FUEL sub-mode is equivalent to selecting a Cost Index of 0 when operating in ECON. • Selection of MIN TIME sub-mode is equivalent to selecting a Cost Index of 99 when operating in ECON. • The unit of the Cost Index is Kg per hundredth of hour. Cost Index based speed schedules are defined as a function of the selected Cost Index, Gross Weight and Altitude. A Cost Index based speed schedule will ensure that no unplanned accelerations/decelerations occur when transitioning to/from level flight (4) Manual Speed Schedules Manually-entered speed schedules only apply to the VNAV mode for which the entry was performed (e.g.: a speed schedule manually entered on the CLB page only applies to the Climb phase of flight) and must always be within the PDB-defined aircraft speed limits. (5) Waypoint Speed Constraints Speed constraints may be assigned to any waypoint in the lateral flight plan.

NOTES: • All speed constraint entries on the LEGS page must always be within the PDB-defined aircraft speed limits. • Speed constraint entries in Mach format can only be assigned to Cruise waypoints. • When a procedure turn with no speed constraint is loaded into the flight plan, the FMS automatically inserts speed constraints of 180 knots on both the procedure turn reference waypoint and the created outbound legs.


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OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) (6) Holding Pattern Speeds The FMS commanded target speed in a holding pattern speed will be the holding pattern speed constraint, or in the case of a holding pattern with no associated speed constraint, the highest of: • •

The speed constraint at the holding fix; or The maximum holding endurance speed (HA or HM Legs only).

NOTE: The current target speed will be maintained for HF legs without speed constraint at the holding fix or in the holding pattern. (7) FMS Target Speed The FMS Target Speed will typically be displayed at 2L (speed schedule field), however under certain circumstances, the target speed can be displayed t 3L or 4L with an appropriate indication (the actual location is dependent upon the VNAV page which is being displayed): • • • • • • • • • •

LIM SPD when the current FMS target speed is outside of the Performance Database (Vmo/MMO and Vmin) speed limits. SPD REST when the current FMS target speed is being limited in climb or descent while below the climb or descent speed restriction altitude. REST SPD when the current FMS target speed is being limited while in cruise and below the destination airport restriction altitude. CRZ SPD during a cruise climb while targeting the cruise speed or when past the T/D and targeting the cruise speed. CRZ LIM SPD during a cruise climb while targeting a cruise speed that is being limited or when past the T/D and targeting a limited cruise speed HOLD SPD when decelerating to (or when in) a holding pattern HOLD LIM SPD when the descent target speed is being limited by a holding fix speed constraint PATH SPD when above-path in descent and targeting a path capture speed SPD AT XXXXX where XXXXX represents the name of the waypoint speed constraint which is being targeted The target speed is displayed in reverse video white on the active Climb, Cruise, Descent, or Approach pages.

(8) Predicted Speeds A PRED SPEED LIMITED message is raised against any predicted speeds that will fall outside of the Performance Database (Vmo/MMO and Vmin) speeds. The limited speeds will be displayed in amber: • •

On the LEGS page if it is a waypoint speed constraint that is unachievable; and/or On the PROFIILE page to represent unachievable constraint and/or target speeds.


Page 18B-14 July 17, 2013


C. WAYPOINT ALTITUDE CONSTRAINTS Waypoint altitude constraints may be assigned to any waypoint in the lateral flight plan: Assigning an altitude constraint that is above or below the planned Cruise Altitude at a cruise waypoint will result in a Pre-Planned Step Climb or Step Descent point being inserted into the vertical profile: • •

Multiple Step Climbs/Descents can be defined Recommended step altitudes received from dispatch can be entered as altitude constraints.

NOTE: Cruise altitude constraints that fall within 50 nm of the planned Top-of-Descent may not be accounted for in the vertical profile. If the generated vertical profile is problematic or violates a waypoint altitude constraint, the following messages may be raised: • • • • •

CLB PATH UNACHIEVABLE DES PATH UNACHIEVABLE CLB IN DES NOT ALLOWED STEP UNACHIAVABLE (for cruise waypoints) NO PLANNED STEP NEAR T/D

If any of these messages is raised: • •

The lateral and/or vertical flight plan should be modified in order to generate a vertical profile that respects the aircraft operational limits and meets all constraints; or ATC should be advised that clearance cannot be met.

NOTE: Refer to Appendix E for message details and suggested resolution for each message. Manual entries of speed and altitude constraints are only allowed on the LEGS page. The crew cannot modify an altitude/speed constraint on the VNAV PROFILE page. The following example illustrates the display format of an unachievable climb waypoint altitude constraint:

ACT MIN FUEL CLB 1/4 CRZ ALT MAX AT (INTC) FL240 FL400 15000A MFUEL SPD TO (INTC) 280/.780 2308z/3.9nm SPD REST ERROR 250/10000 2890LO/ 4LONG {SCHED

ENGINE OUT}

{TAKEOFF PROFILE} CLB PATH UNACHIEVABLE


Page 18B-15 July 17, 2013


D. VERTICAL PROFILE VERIFICATION (1) TAKEOFF page Before takeoff, go to the TAKEOFF page to ensure that: The entered takeoff speeds and the reduced takeoff thrust are consistent with the takeoff gross weight. The V 1 , V 2 speeds entered on the MCDU are consistent with the V 1 , V 2 symbols displayed on the PFD. For V R , refer to the Note below. The PFD display is illustrated below. The reduced takeoff thrust (De-rate or Flex) displayed on the primary field of view is consistent with the entered value NOTE: V 2 , the reduced takeoff thrust, the departure runway elevation and the thrust reduction altitude impact the computed vertical profile. The FMS assumes that a speed of V 2 +10kts will be flown up to the Acceleration Altitude. V R is displayed on the PFD only during the takeoff ground run. V2 indication

210

210 V1 indication

VR indication

(2) CLB page Before takeoff, verify the Climb portion of the computed vertical profile using the CLB page: • • • • •

Planned Cruise Altitude at [1L] Planned Climb speed schedule at [2L] Departure airport speed restriction at [3L] Next Climb Waypoint Altitude Constraint at [1R] (if applicable else T/C altitude is displayed) and predicted undershoot error [3R] if the constraint cannot be met (if applicable) Predicted Time/Distance to the Waypoint displayed at [1R].

NOTE: In the event that an altitude constrained climb waypoint is displayed at [1R] instead of the T/C, the predicted Time and Distance to the T/C can be verified using the [6R] field of the PROGRESS 1/4 page.


Page 18B-16 July 17, 2013


(3) LEGS page The LEGS page displays the predicted target speed (or speed constraint) and predicted crossing altitude (or altitude constraint) for each waypoint of the lateral flight plan except altitude-terminated waypoints.

ACT RTE 1 LEGS 1/4 324` crs nm ( 899) 899A 324` crs 3.79nm TOU /o 250/ 4454 r117` hdg 5.12nm (INTC) 280/ FL143 086` crs 26.2nm FINOT .575/ FL240 085` 36.6nm AFRIC .575/ FL240 {RTE 2 LEGS

LEGS ETA}

NOTE: Following a missed approach or with a very short route, the lateral flight plan may not be long enough to allow a climb to the cruise altitude followed by a descent to the destination. In this case a truncated profile is generated with a climb profile only. No predictions are provided beyond the Top of Climb. Once the aircraft reaches the cruise altitude a cruise and descent profile will be generated. Before takeoff, verify the following vertical profile elements displayed on the LEGS page(s) (the PROFILE page can also be used for this purpose): • •

Waypoint altitude constraints and predicted crossing altitudes Waypoint speed constraints and predicted target speeds

NOTE: if any altitude or speed constraints are displayed in Amber, perform the required lateral and/or vertical flight plan change to correct the problem. NOTE: the [CLR] key must be used to clear speed and/or altitude constraints; however the end result of the [CLR] key being pressed and line-selection of a waypoint constraint may be different. As an example: • If the waypoint has no published speed or altitude constraint and the pilot has manually-entered a constraint (speed and/or altitude), use of the [CLR] key will clear all manually-entered constraints. • If the waypoint has a published altitude and/or speed constraint and the pilot has manually-entered a constraint (speed and/or altitude), use of the [CLR] key will remove any manually-entered constraint, however the navigation database (published) constraint(s) will remain displayed. • If the waypoint has a published altitude and/or speed constraint and no manually-entered constraint, use of the [CLR] key will clear all published constraints. (4) PROFILE Page The PROFILE page is accessible via any VNAV page (CLB, CRZ, DES, or APPR) and identifies all climb and descent waypoints, as well as any altitude-constrained cruise waypoints and all pseudowaypoints (T/C, S/C, S/D, T/D, E/D) associated with the computed vertical profile. The title field of each pseudo-waypoint displays along-track distance (in nm) from the previous lateral flight plan waypoint (if one exists), otherwise along-track distance (in nm) from the aircraft’s present position.


Page 18B-17 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) The title field of any altitude-constrained cruise waypoint following the first step point in the flight plan (S/C or S/D) displays the along-track distance (in nm) from the step. Actual distance between the current aircraft position and the next pseudo-waypoint is also displayed on the VNAV and PROGRESS pages. Pseudo waypoints are superimposed over the flight plan map on the EFIS ND.

VNAV PROFILE 1/2 -- 20.6nm FROM PPOS -(T/C) 280/ 15000 -- 10.4nm FROM FUL01 -(S/C) .573/ 15000 -- 4.6nm FROM S/C -FUL02 .575/ 18000 { -- 1.8nm FROM FUL03 -(T/D) 280/ 18000 -- 44.9nm FROM FUL03 -(E/D) 192/ 3923 {CLIMB

DES FORECAST}

NOTE: Following a missed approach or when a FP has a very short route, the lateral flight plan may not be long enough to allow a climb to the cruise altitude followed by a descent to the destination. In this case a truncated profile is generated with a climb profile only. No predictions are provided beyond the Top of Climb. Once the aircraft reaches the cruise altitude a cruise and descent profile will be generated. NOTE: The Green arrow displayed at [3R] indicates that there is an altitude and/or speed constraint on the waypoint. Pressing the LSK next to the arrow toggles the display between target speeds/crossing altitudes and speed/altitude constraints for all waypoints displayed on the PROFILE page(s). An amber arrow indicates an unachievable altitude and/or speed constraint at the waypoint. Before takeoff, it is recommended to verify the vertical profile using the PROFILE page. Check if any of the following elements are displayed in amber: • • • •

Predicted Vertical Path Angle (VPA) inbound to each waypoint or pseudo-waypoint (not applicable for T/D, S/C or S/D): Predicted Vertical Speeds (ft/min) inbound to each waypoint or pseudo-waypoint (not applicable for T/D, S/C or S/D) required to fly the predicted VPA at the predicted target speed: Predicted Crossing Altitudes Predicted Target Speeds

NOTE: if any of these elements are displayed in Amber, perform the required lateral and/or vertical flight plan change to correct the problem.


Page 18B-18 July 17, 2013


F.

PREPARATION FOR TAKEOFF After the lateral flight plan and the performance initialization data has been entered, verify the elements of the lateral flight plan and of the computed vertical profile. On engine start, if there is a discrepancy between the entered block fuel and the actual fuel from the sensor, the CHECK BLOCK FUEL message will be raised. If no pilot action is taken, the actual fuel on board will be used for all the trip predictions.

TAKEOFF

A. Takeoff Speed The speed V 2 is displayed on the PFD as the magenta M-shaped target speed bug located on the speed scale along with the magenta target speed readout located above the speed scale. B. Thrust Reduction from Takeoff Thrust to MCL Upon the airplane reaching the Thrust Reduction Altitude, the primary field of view displays visual cues that the crew should reduce thrust from takeoff thrust to MCL. NOTE: At the Thrust Reduction Altitude, the TO mode annunciation on the FMA is flashing. C. Transition to Climb Phase At the Acceleration Altitude, the FMS will command acceleration to the climb target speed (Refer to Climb section for additional details).

CLIMB The CLB page is used to monitor all Climb-related parameters.



ENGINE OUT} PROFILE}

Page 18B-19 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) A. SPEED RESTRICTIONS/CONSTRAINTS The FMS-commanded climb target speed will account for the departure airport Speed Restriction; all climb waypoint speed constraints and the planned Climb speed schedule. NOTE: All speed constraints propagate down so all constraints ahead of the aircraft in climb will be honored. B. SITUATIONAL AWARENESS IN CLIMB If an ATC clearance limits the climb to an altitude which is lower/higher than the altitude constraint at a climb waypoint, it is important to maintain climb situational awareness to avoid inadvertently violating the altitude constraint. This can be done by forcing a re-computation of the vertical profile and then verifying the updated waypoint crossing altitude on the PROFILE page. NOTE: An immediate re-computation of the vertical profile can be performed by simply pressing [LSK 1L] twice from the CLB page and then EXEC. C. UNACHIEVABLE WAYPOINT ALTITUDES IN CLIMB If the FMS predicts, based on current aircraft Vertical Speed and Distance to Go, that the aircraft will not reach an altitude within 150 ft of the altitude constraint associated with the active climb waypoint: •

The UNABLE ALT CONSTRAINT message is raised

Note: This message is evaluated each minute on profile generation. If the FMS predict that a climb path exceeds the aircraft envelope limit: •

The CLB PATH UNACHIEVABLE message is raised.

In both unachievable altitude constraints cases: • •

The unachievable altitude constraint is displayed in amber on the CLB and LEGS pages The predicted error with respect to the altitude constrained waypoint (undershoot and distance) is displayed on the CLB page at [3R].

ACT MIN FUEL CLB 1/4 CRZ ALT MAX AT BLUFA FL240 FL400 15000A MFUEL SPD TO BLUFA 280/.780 2308z/3.9nm SPD REST ERROR 250/10000 350LO/ 2LONG {SCHED

ENGINE OUT}

{TAKEOFF PROFILE} UNABLE ALT CONSTRAINT


Page 18B-20 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) D. OPEN CLIMB GUIDANCE During Climb, the FMS transmits to the Autopilot system and displays on the PFD a target speed; the airplane tracks and holds the FMS-commanded target speed. This climb strategy is known as “Open Climb” guidance. NOTE: Although the FMS-commanded climb target speed respects all waypoint speed constraints, it is the responsibility of the flight crew to ensure that the aircraft respects all waypoint altitude constraints during climb. During Climb, the FMS will continue to manage the climb target speed regardless of the selected lateral mode (e.g.: LNAV or HDG modes). CAUTION:

The FGCP altitude must always be set to the altitude of a climb waypoint altitude that constrains the climb path (e.g. an AT, or AT OR BELOW constraint); otherwise the aircraft will continue to climb towards the FGCP altitude and may therefore violate the altitude constraint.

NOTE: • The CHECK SELECTED ALT alert message will be raised if the FGCP altitude is set above an AT, or AT OR BELOW or upper limit of a WINDOW climb waypoint altitude constraint, and the aircraft has reached an altitude where the start of capturing the altitude constraint would normally be commanded. • The ENTER CRZ ALT? alert message will be raised if the cruise altitude is below an altitude constraint and the constraint will be amber on the LEGS and PROFILE page. E.

ENGINE OUT IN CLIMB The engine-out prompt [5R] is displayed once the aircraft is in clean configuration (no flaps or slats extended). The engine-out detection and alerting is performed automatically and an ENGINE OUT alert message is raised, The crew confirms and manually activates engine-out by pressing the ENGINE OUT prompt, and confirming the activation by pressing the EXEC key. During engine out climb, the FMS provides speed guidance at Green-Dot speed. The crew can manually de-activate engine-out by pressing the CANCEL E/O prompt in the engine-out climb page, and confirming the activation by pressing the EXEC key.




Page 18B-21 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) To activate an FMS E/O in CLIMB: 1. Press the ENGINE OUT prompt [5R] from the CLB page. The displayed VNAV page automatically changes from CLB to E/O CLB. The active E/O sub mode is displayed at [2L] The FMS-computed maximum one-engine G-Dot ceiling altitude is displayed at [1R]. The FMS-computed one-engine LRC Ceiling altitude is displayed at [2R]. No change in vertical guidance occurs until the FMS E/O mode is activated by pressing the [EXEC] key. 2. Press the EXEC key to confirm the engine-out mode. Green Dot speed is the commanded target speed at [2L]. Active VNAV phase is CLIMB, VNAV page 1/4 is E/O CLB.

ACT E/O CLB 1/4 CRZ ALT G-DOT CEILING FL350 FL298 G-DOT SPD LRC CEILING 215 FL263

{CANCEL E/O NO PROFILE

A transition from E/O in CLIMB to Engine-Out Cruise mode occurs upon capturing the selected altitude, provided the selected altitude is set below the one-engine stabilizing altitude and the Engine Out mode is still active. The VNAV page title automatically changes to E/O CRZ. The FMS commands Green Dot speed. NOTE: “NO PROFILE” indicates no vertical profile is computed during FMS engine-out climb mode and consequently, access to the PROFILE page is forbidden from all pages where it is normally permitted. To de-activate an FMS E/O in CLIMB: 1.

2.

Press the CANCEL E/O prompt [4L] from the E/O CLB page. The displayed VNAV page automatically changes to the CLB page. No change in vertical guidance occurs until the FMS E/O mode is de-activated by pressing the [EXEC] key. Press the EXEC key to confirm the cancellation of the engine-out mode. All-engines operative Climb guidance resumes.


Page 18B-22 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) F.

FGCP Speed Intervention in Climb The FMS uses the FGCP-selected CAS or MACH when calculating predictions, while assuming the crew will revert to FMS-computed speed when: • • • • •

Sequencing the next speed-constrained waypoint, or Aircraft is at or above the departure airport speed restriction altitude, Switching to Cruise, or Entering or exiting a hold other than an altitude-constrained hold, or Reaching the FMS crossover altitude.

NOTE: The target speed displayed in reverse video on the active VNAV page remains derived from the FMS. This is the speed the aircraft will revert to if the FGCP AUTO pushbutton is pressed. Predicted target speeds displayed on the LEGS and PROFILE page will however reflect the FGCP selected speed until a new speed entry is performed on the MCDU. G. LEVEL OFF IN CLIMB An intermediate level-off can be initiated at any time during climb in order to comply with a climb waypoint altitude constraint or at an ATC clearance altitude: •

Set the FGCP pre-selected altitude to the desired altitude.

To resume the climb after laterally sequencing the altitude-constrained waypoint (or when cleared by ATC), raise the FGCP pre-selected altitude to the next cleared altitude and push the selector knob. H. Level Holding in Climb To perform a level holding pattern while in climb: 1. 2.

3. 4. 5.

Determine the hold type (e.g. Manually-terminated or Altitude-terminated) by accessing the HOLD page. If the hold is manually-terminated, set the FGCP pre-selected altitude to the holding fix altitude. If required, a deceleration will automatically occur prior to entering the hold. The speed will be maintained unless a new speed is manually entered while in the hold either on the HOLD or LEGS pages. If the hold is altitude-terminated, no pilot action is required. The current climb speed will be maintained and the aircraft will continue to climb. If a deceleration is required, the FMS will compute a deceleration segment before entering the hold pattern. Upon exiting the hold, the FMS commands an acceleration to the original climb schedule speed.

NOTE: The Holding Pattern type can be viewed on the HOLD page [6L] field (e.g. EXIT TYPE = MANUAL/AT TGT ALT/ONCE). I.

ALTIMETER SETTING EFFECT ON CLIMB PROFILE Selection of the STD altimeter setting will automatically update the display format of any altitude constraint or crossing altitude between the current altitude and the transition altitude from MSL to FL (if applicable).

J.

CHANGE IN CRUISE ALTITUDE DURING CLIMB During climb, selection of an FGCP pre-selected altitude that is above the current Cruise Altitude will automatically: •

Update the Cruise Altitude to the FGCP-pre-selected altitude without requiring confirmation (e.g. no EXEC key press is required nor is pushing the FGCP altitude selector knob required)


Page 18B-23 July 17, 2013


Initiate a re-computation of the vertical profile.

•

If the AFCS vertical mode is ALTITUDE HOLD, the autopilot system will not climb to the new cruise altitude until the pre-selected altitude knob is pushed.

K. VECTORED OFF LATERAL PATH DURING CLIMB If, during climb, the aircraft is vectored off the flight plan lateral path by ATC (e.g.: HDG SEL mode), the climb target speed will be maintained until the cruise altitude is captured. L.

PARALLEL OFFSET DURING CLIMB If, during climb, the aircraft is flying a defined lateral offset (LNAV mode engaged), the climb target speed will be maintained until the cruise altitude is captured.

M. Transition to Cruise Phase To achieve the transition from Climb to Cruise at the planned cruise altitude, set the FGCP altitude to the FMS Cruise Altitude. A transition from Climb to Cruise will occur when the aircraft is within 150 ft of the CRZ ALT. Upon this transition, the displayed VNAV page will automatically change from the CLB to CRZ page. The FMS will also reset any manually entered CLIMB speed schedule to default value. Anticipation of the predicted Climb to Cruise transition is available via the following cues: • • •

Top-of-Climb symbol displayed on the ND ETA and Distance to the Top-of-Climb displayed on the CLB [2R] and PROGRESS 1/4 [6R] pages PFD FMA transition from CLB to ALT*

CRUISE The CRZ page is used to monitor all Cruise-related parameters and to access the DEScent FORECAST page.

ACT MIN FUEL CRZ 2/4 CRZ ALT MAX FL350 FL400 MFUEL SPD .745

{SCHED {DES FORECAST


A. CRUISE TARGET SPEED The FMS-commanded cruise target speed will account for all cruise waypoint speed constraints, and the planned cruise speed schedule. Any cruise below the destination airport speed restriction altitude will be speed limited when entering the destination terminal area with REST SPD displayed at [3L]. Outside the destination terminal area, climb speed restriction will be used to limit the cruise speed, if applicable.


Page 18B-24 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTE: When flying below speed restriction altitude, a “CRZ ALT < SPD REST ALT” message is raised to alert the pilot about potential speed restriction conflicts between climb/descent speed schedule. It is the crew responsibility to ensure that the FMS target speed is suitable for the current flying area.

B. CRUISE WINDS The vertical profile and associated trip predictions are adjusted based on a blending of current and forecast cruise winds. If entered, the forecast waypoint winds (up to 4 levels) on the LEGS WIND page(s) are used, otherwise the CRZ WIND entered on the PERF INIT page at [3R] is used for the entire cruise phase. NOTE:

Refer to Section 5 – ENROUTE for information on 4-level wind entry and wind blending.

C. MAXIMUM ALTITUDE The FMS computes an indication of altitude performance for the planned flight that is based on aircraft gross weight, temperature and speed. The maximum altitude is displayed on the CLB and CRZ pages. D. CRUISE FLIGHT LEVEL CHANGE (1) Step Climb and Step Descent As many pre-planned step climbs or step descents as desired can be entered into the active flight plan, both while on-ground and in-flight. Entry of such pre-planned step altitude changes cause recomputation of the vertical profile and associated predictions.

ACT MIN FUEL CRZ 2/4 CRZ ALT MAX AT LOG01 FL350 FL400 FL380 MFUEL SPD TO STEP .738 1832z/192nm



To insert a pre-planned Step Climb or Step Descent into the active flight plan: 1. On the LEGS page, enter an altitude constraint at the desired cruise waypoint that is greater (S/C) or lower (S/D) than the Cruise Altitude. 2. If an existing flight plan waypoint is not located sufficiently close to the desired step altitude change location, insert an along-tack waypoint and assign an altitude constraint to this waypoint (Refer to Section 5 ENROUTE for information on along-track waypoints). Once in cruise, prepare to climb or descent at the first pre-planned step altitude change by raising/lowering the FGCP altitude to the planned step altitude. Upon arriving at the step point, push the pre-selected altitude knob to have the airplane climb or descent to the step altitude.


Page 18B-25 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTES: • The step climb is a performance climb while the step descent is an idle-thrust descent. Both are flown at the cruise speed. • It is recommended not to make FGCP altitude changes (SEL ALT) while the FMS FPLAN is in the MOD-ified state. • A CHECK SELECTED ALT message will be raised at 10 nm prior to the step point if the FGCP selected altitude is not within 150 ft of the planned step altitude. • Pre-planned Step Climbs/Descents cannot be inserted into the active flight plan if the step point is within 50 nm of the predicted Top-of-Descent. • A temporary level-off could occur during a cruise descent to respect the speed restriction altitude. A CHECK SELECTED ALT message may be inadvertently raised even though the FGCP selected altitude was previously set to the planned step altitude. This behavior will be corrected in a future software update.

(2) Immediate Climb in Cruise

ACT CRZ CLB 1/4 CRZ ALT MAX AT T/C FL370 FL400 FL370 CLBL SPD TO T/C ---/---1738z/7.4nm CRZ SPD .752 {SCHED


When an immediate climb in cruise is initiated by raising the FGCP-selected altitude and pushing the selector: The aircraft will climb to the FGCP-selected altitude at the current cruise speed. The displayed VNAV page automatically changes to the CLB page and the page title changes to CRZ CLB. The Cruise Altitude will automatically be updated to the FGCP altitude for the Active or Modified route (whichever is displayed). The vertical profile will automatically be recomputed to account for the new cruise altitude. NOTE: A CHECK CRUISE TEMP message will be raised as a result of a cruise climb if a manually entered cruise temperature was associated with the previous Cruise Altitude.


Page 18B-26 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) (3) Immediate Descent in Cruise

ACT CRZ DES CRZ ALT MAX FL350 FL400 MFUEL SPD .777


2/4


If the aircraft is located before 50nm from the T/D, when an immediate descent in cruise is initiated by lowering the FGCP-selected altitude and pushing the selector: The aircraft will descend to the FGCP-selected altitude. The CRZ page title automatically changes to CRZ DES. The Cruise Altitude will automatically be updated to the FGCP altitude for the Active or Modified route (whichever is displayed). The vertical profile will automatically be recomputed to account for the new cruise altitude. The CRZ ALT can also be manually changed before selecting a new FGCP altitude. However, the aircraft will not descend until the FGCP altitude is lowered and the FGCP pre-selected altitude knob is pushed. When this action is performed, the autopilot engages the DES mode. If the aircraft is within 200nm of the T/D, refer to B. EARLY DESCENT in the Descent Section E.

ENGINE OUT IN CRUISE The engine-out detection and alerting is performed automatically; the E/O – SEL VNAV PAGE alert message is raised The crew manually activates engine-out by pressing the ENGINE OUT prompt in the cruise page and confirms the activation by pressing the EXEC key. During engine out cruise, the FMS provides speed guidance at either the Green-Dot or LRC speed depending upon the crew selection. Predictions of the estimated time enroute (ETE) and distance to reserves are displayed. The crew can manually de-activate engine-out by pressing the CANCEL E/O prompt in the engine-out cruise page. NOTES: • The activation/de-activation of FMS E/O mode can be performed manually at any time while in Cruise regardless of the automatic detection of an E/O condition. • The FMS ignores FGCP-selected speed if engine out is active.


Page 18B-27 July 17, 2013


ACT MIN FUEL CRZ CRZ ALT MAX FL350 FL400 MFUEL SPD .770


2/4


To activate engine out in cruise: 1.

Press the ENGINE OUT prompt [5R]. The displayed VNAV page automatically changes from CRZ to E/O DD. The active E/O target speed is displayed at [2L]. The engine-out G-Dot Ceiling altitude is displayed at [1R]. The engine-out LRC Ceiling altitude is displayed at [2R]. No change in vertical guidance occurs until the FMS E/O mode is activated by pressing the [EXEC] key.

2.

Press [EXEC] key to confirm the engine out event. Green Dot (default) or LRC speed is the commanded target speed depending on selection made on the E/O SCHED page [5L].

To de-activate engine out in cruise: 1. Press the CANCEL E/O prompt [4L] from the E/O DD page. The displayed VNAV page automatically changes to the CRZ page. No change in vertical guidance occurs until the FMS E/O mode is de-activated by pressing the [EXEC] key. 2. Press the [EXEC] key to confirm de-activation of the engine out. All-engines operative Cruise guidance resumes. (1) Green-Dot or LRC speed E/O Drift Down (DD) The green dot speed is the default engine out target speed upon crew activation of the engine out event.

MOD E/O DD 2/4 CRZ ALT G-DOT CEILING FL350 FL290 G-DOT SPD LRC CEILING 240 FL270 DRIFT DOWN 00+16/ 50NM DD FUEL 1136KG {SCHED {ERASE


Page 18B-28 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) The engine out G-Dot altitude value [1R] is the drift down target altitude. 1. 2.

Set the FGCP-selected altitude to the engine out G-Dot altitude Press the EXEC key to confirm engine out event The airplane initiates the engine out drift down at green dot speed; this ensures the minimum rate of descent for the current conditions.

ACT E/O DD 2/4 CRZ ALT G-DOT CEILING FL270 FL290 G-DOT SPD LRC CEILING 240 FL270 DRIFT DOWN 00+16/ 50nm DD FUEL {CANCEL E/O 1136kg {SCHED PROFILE}

NOTE: Trip predictions are based on the assumption that the crew will command a Drift Down to the CRZ ALT at Maximum Continuous Thrust (MCT). If drift down at a faster descent rate is desired, toggle SCHED prompt [5L] to go to the E/O SCHED page.

MOD E/O SCHED SPD SCHED }GREEN DOT

1/1

LRC

{ERASE

3. 4. 5.

E/O DD}

On the E/O SCHED page, press LRC SPD prompt [2L]. The line title toggles to LRC SPD. Press the EXEC key to confirm the change. Set the FGCP-selected altitude to the engine out LRC ceiling altitude Press the E/O D/D prompt [6R] to return to the E/O DD page.

The airplane initiates the engine out drift down at LRC speed down to the engine out LRC ceiling.


Page 18B-29 July 17, 2013


ACT E/O DD 2/4 CRZ ALT G-DOT CEILING FL260 FL290 LRC SPD LRC CEILING 260 FL260 DRIFT DOWN 00+16/ 50nm DD FUEL {CANCEL E/O 1136kg {SCHED PROFILE}

The VNAV E/O DD page is displayed. The CRZ ALT is automatically updated to the FGCP-selected altitude. The FMS commands LRC speed (if it was selected on the SCHED page [5L]). NOTE: Trip predictions are based on the assumption that the crew will command a Drift Down to the CRZ ALT at IDLE thrust. (2) Green Dot E/O Cruise

ACT E/O CRZ 2/5 CRZ ALT G-DOT CEILING FL260 FL280 G–DOT LRC CEILING 222 FL260 ETE RSRV 02+49 DIS RSRV {CANCEL E/O 1136nm {SCHED PROFILE}

A transition to E/O Cruise mode occurs as soon as the selected altitude is captured during the Green Dot E/O Drift-Down. The VNAV page title automatically changes to E/O CRZ. The FMS commands Green Dot speed (if it was selected on the SCHED page [5L]). CAUTION:

If the FGCP-selected altitude is above the engine-out Green dot Ceiling Altitude [1R], the aircraft may not be able to maintain this altitude.


Page 18B-30 July 17, 2013


(3) LRC E/O Cruise

ACT E/O CRZ 2/5 CRZ ALT G-DOT CEILING FL260 FL239 LRC SPD LRC CEILING 260 FL260 ETE RSRV 02+49 DIS RSRV {CANCEL E/O 1136nm {SCHED PROFILE}

A transition to E/O Cruise mode occurs as soon as the CRUISE altitude is captured during the LRC E/O Drift-Down. The VNAV page title automatically changes to E/O CRZ. The FMS commands LRC speed (if it was selected on the SCHED page [5L]). CAUTION:

F.

If the FCP-selected altitude is above the engine-out LRC ceiling, the aircraft may not be able to maintain this altitude at LRC speed.

COST INDEX IN CRUISE If a Cost Index based cruise speed schedule is being flown, the cruise target speed is constantly updated to account for varying conditions.

G. FGCP SPEED INTERVENTION IN CRUISE The FMS uses the FGCP selected CAS or MACH for calculating cruise trip predictions, while assuming the crew will revert to FMS-computed speed when: • • •

Sequencing the next speed-constrained waypoint, or Switching to Descent, or Entering or exiting a hold other than an altitude-constrained hold.

NOTES: • The target speed displayed in reverse video on the active VNAV page remains derived from the FMS. Predicted target speeds displayed on the LEGS and PROFILE page will however reflect the FGCP selected speed until a manual speed entry is performed on the FMS. • For accurate profile calculation over long cruise segments, select a new FMS cruise speed or use MACH cruise speed segments instead of using FCGP Speed intervention.


Page 18B-31 July 17, 2013


H. CRUISE CONSTANT SPEED SEGMENTS Constant speed segments can be created, for example, for ATC spacing during trans-oceanic cruise. A segment (entered in MACH or IAS) assigned to a cruise waypoint on the LEGS page propagates to following cruise waypoints, and ends at a cruise waypoint with an existing speed constraint, or the T/D anticipation point. A constant speed segment becomes active and is maintained once the starting waypoint is laterally sequenced, until any of the following occurs: • • • •

entering a new manual speed; or deleting the speed at a waypoint; or a holding pattern becomes active or is exited; or a transition to descent occurs.

To assign a cruise constant speed segment to a waypoint: 1. Enter the desired cruise constant speed at the waypoint on the LEGS page. 2. In the example below, a speed of MACH 0.77 is desired from waypoint SCR06 onward. Enter .77/ at [1R] to enter the constant speed segment starting waypoint. 3. Press [EXEC].

ACT RTE 1 LEGS 2/4 093` 300nm SCR06 .770/ FL350 098` 300nm SCR07 .770/ FL350 103` 300nm SCR08 .770/ FL350 106` 310nm ERAKA .770/ FL350 135` 548nm LOGAN .680/ FL264 {RTE 2 LEGS

LEGS ETA}

The constant speed segment in the above example continues until the T/D anticipation point before waypoint LOGAN, where a change from Cruise to Descent ends it. NOTES: • The starting constant speed segment waypoint speed is displayed in a large green font. Subsequent waypoint speeds display in a large white font. • MACH speeds will be rejected if they are entered on a climb or descent waypoint or a vertical profile has not been generated • Valid MACH speeds for constant speed segments will not be converted to IAS below the cross-over altitude. To delete a cruise constant speed segment at a waypoint: 1. Press [CLEAR]. 2. Select the desired waypoint LSK [1R] – [5R]. 3. Press [EXEC].The profile is re-computed and the cruise speed schedule is displayed for the selected and subsequent waypoints.


Page 18B-32 July 17, 2013


NOTE: Deleting a cruise constant speed segment at a waypoint will also delete any manuallyentered altitude constraint. I.

HOLDING IN CRUISE

ACT RTE 1 HOLD 1/1 FIX SPD/ALT MILPA TURN DIR BEST/ICAO }RIGHT 238kt/265kt INBD CRS HOLD TIME 261` 03+51 LEG TIME/DIS FIX ETA 1.5min/--.-nm 0116 EXIT TYPE STATUS MANUAL IN PROGRESS {NEW HOLD

EXIT HOLD}

For holding patterns during cruise: 1. Prior to entering the hold the FMS commands a level deceleration, prior to entering the hold, to a speed constraint (if one exists); otherwise, to a green dot speed. This speed will be maintained unless a new speed is manually entered while in the hold either on the HOLD or LEGS pages. 2. Upon exiting a hold, the FMS commands an acceleration to the original cruise schedule speed. 3. Trip predictions will be updated. J.

PREPARATION FOR DESCENT The DES FORECAST pages are used to enter the Destination airport information (page 1/2) and Forecast Descent Winds (page 2/2). The FMS uses the following data to compute the vertical profile: 1. Forecast descent winds can be entered for up to 4 different flight levels/altitudes. Forecast winds are blended with current wind during the descent. 2. The descent profile is adjusted based on the destination airport forecast altimeter setting. This entry reduces VDEV sudden changes when the altimeter is changed from STD to the local altimeter setting during descent through the transition level. 3. Transition level (default value is extracted from the Navigation Database when applicable). 4. Destination airport temperature. Entry of a negative temperature (below 0ºC – limited to -55ºC) causes temperature correction of waypoints altitude constraints/crossing altitudes between the initial approach fix (IAF) to the miss-approach point (MAP) and the MDA/DA value. Manually entered altitude constraints are considered already compensated, therefore no corrections are applied.


Page 18B-33 July 17, 2013


DES FORECAST 1/2 LFBO TEMP LFBO QNH +15`C 28.80inhg{ TRANS LVL CORRECTION FL180 QNH{ LDG ELEV 497 ft

ALT FL330

DES FORECAST

2/2 WIND 220$/050kt

FL260

200$/040kt

FL210

180$/035kt

12000

190$/025kt

PROFILE}

PROFILE}

NOTES: • If no temperature entry is performed, an ISA deviation of 0 at the destination airport is assumed. • The CLB IN APPR NOT ALLOWED message will be raised if at least one temperature compensated waypoint altitude is higher than the lowest non-temperature compensated waypoint altitude (except for vector legs).). The problematic altitude constraint is displayed in amber on the LEGS page and PROFILE page (if configured). • Positive temperature entries are accounted for in the descent profile but do not temperaturecompensate the waypoint altitude constraints. • Refer to the Descent section Altimeter Setting Effect on Descent Profile sub-section for additional details concerning these fields. CAUTION:

TRANS LEVEL should be reviewed to ensure that it is set to a value lower than the lowest flight level (FL) constraint (and higher that the highest above mean sea level constraint). QNH should only be selected after crossing the lowest FL constraint.

CAUTION:

If a forecast local barometric setting value is not entered, a violation of altitude constraints may result during the descent.

K. DESCENT TRAJECTORY CHECK Prior to initiating the descent, it is important to review the computed descent trajectory to ensure the consistency and reasonableness of the FMS-computed descent profile and predictions. Verify the descent profile using the following pages: 1.

DES page If the approach has not yet been loaded, verify the E/D distance and height from the destination airport.

2.

LEGS and PROFILE page(s) Ensure that no waypoint constraint anomalies exist, as indicated by a speed or altitude field displayed in Amber.

3.

PROGRESS 1/4 page Verify the ETA and Distance to the Top-of-Descent.

NOTES:


Page 18B-34 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) • •

L.

The T/D point shown on the PROGRESS page and the ND map display corresponds to the interception of the descent path and the cruise altitude. Following a missed approach or with a low cruise altitude, no descent segment may exist (when the E/D altitude falls at or above the cruise altitude). In this case, the T/D information will not be available on the FMS or ND and the E/D pseudo-waypoint information will be displayed instead. Once the aircraft reaches the E/D the FMS will directly transition from cruise to approach.

TRANSITION TO DESCENT PHASE The FMS automatically transitions to Descent mode at the Top-of-Descent anticipation point, and the DES page is automatically displayed if a VNAV page was previously displayed (if another page was displayed, pressing the VNAV key accesses the DES page). The FMS will also reset any manually entered CRUISE speed schedule to default value. The Top-of-Descent anticipation point corresponds to: • •

The start of the vertical transition path that captures the descent trajectory; or The planned deceleration point if a deceleration to the planned descent speed is required.

The vertical deviation pointer comes into view on the PFD and its numerical value on the MCDU DES page. The vertical deviation error function is to indicate the airplane’s position relative to the vertical path during descent. NOTES: • When within 50Nm from the T/D, if the crew wants to perform a descent on the path, the crew must Arm the VNAV mode through the FGCP VNAV push button and lower the FGCP altitude. The FMA displays ALT in green and VNAV is displayed in cyan. VNAV mode will engage when the FMS switches into the descent phase of flight. • When a deceleration is required, the FMS will transition to Descent mode as soon as the level deceleration begins, however the FMS will only command a descent at the start of the vertical transition path. • A CHECK SELECTED ALT message is raised at 10 nm prior to the T/D anticipation point if the selected altitude is not at least 150 ft lower than the cruise altitude and no pre-planned holding pattern exists between the current aircraft position and the T/D. • Vertical Deviation relative to the descent path is displayed starting at the T/D anticipation point. • The FMS will target the descent speed only if the descent is armed or engaged, otherwise the last cruise speed will be targeted. • The autopilot FMA transitions from ALT to VNAV when the VNAV mode engages. The auto-thrust FMA indicates THRUST or SPEED depending whether the descent path is a performance path or a GPP path.


Page 18B-35 July 17, 2013


DESCENT The DES page is used to monitor all Descent-related parameters.

ACT MIN FUEL DES 3/4 E/D(kt/nm) AT E/D 207/ 8 207/ 4638 MFUEL SPD TO E/D .780/280 2023z/92.1nm SPD REST WPT / ALT 240/10000 E/D/ 4638{ V/B V/S 4.1 3258 FPA VDEV {SCHED 2.4 50 PROFILE}

A. DESCENT TARGET SPEED The FMS-commanded descent target speed will account for the destination airport speed restriction, all descent waypoint speed constraints and the planned descent speed schedule. (1) Path Descent Guidance The FMS manages the Descent path using vertical speed-controlled vertical guidance also known as “Path Descent”. As a result, an altitude constraint will be respected even if the FGCP altitude is set below the constraint. The FMS commands a vertical speed computed to capture and track the descent path. The FMS commands IDLE thrust on performance descent paths and SPEED on geometric point to point (GPP) paths, except when above path, where Idle thrust will be commanded. If the FMS detects the aircraft current speed below a certain threshold, it commands the Auto-thrust system to advance the throttle levers from the IDLE position. The FMS determines and displays the deceleration point ahead when the airplane must slow down. CAUTION: It is impossible to enter a manual target speed below green dot. If a speed below green dot is required, FGCP speed intervention should be used. NOTE: During descent on a steep GPP path, the displayed deceleration point may not ensure the required deceleration; the crew should monitor the aircraft speed under these conditions.

NOTE:

Though the FMS always strives to capture and track the vertical path, when descending at high speeds (near MMO/VMO) it may be impossible to perfectly capture the descent profile without using speed brakes.


Page 18B-36 July 17, 2013


B. EARLY DESCENT

MIN FUEL DES 3/4 E/D(kt/nm) AT E/D 205/ 8 205/ 4672 MFUEL SPD TO T/D .780/280 1912z/8.8nm SPD REST WPT / ALT 240/10000 E/D/ 4672{ V/B V/S FPA {SCHED EARLY DES{

An Early Descent can be initiated once the aircraft is within 200 nm of the predicted Top-of-Descent point. To execute an Early Descent: 1. 2. 3.

Arm the VNAV mode through the FGCP VNAV pushbutton. The FMA will display ALT in green and VNAV in cyan. Lower the FGCP selected altitude below the current cruise altitude. Press the EARLY DES prompt which appears at [3R] on the CRZ page or [6R] on the DES page and then [EXEC].

NOTE: In MOD route, the EARLY DES prompt will disappear if the CRZ ALT is being modified. Selecting EARLY DES will also prevent CRZ ALT entry until the route is executed. Alternatively, early descent can be initiated in basic modes, even if the crew did not press the EARLY DES prompt, when VNAV mode is not armed/engaged, and the aircraft is within 200 nm of the T/D and is descending to the selected altitude (if this altitude is below the current aircraft altitude by 150 feet or more). The VNAV mode of the Autopilot system will engage and the airplane will start descending. The FMS commands the transition to descent at a fixed rate of descent. Vertical Deviation increases as the aircraft approaches the predicted T/D and then decreases as the aircraft converges to the descent path.

C. LATE DESCENT A late descent becomes necessary if the aircraft has passed the Top-of-Descent without descending. This happens if the FGCP pre-selected altitude is not dialed down prior to the T/D; however, the vertical deviation error continues to display the error with respect to the descent path and, in this case, shows an increasing positive error (airplane above path).


Page 18B-37 July 17, 2013


ACT MIN FUEL DES 3/4 E/D(kt/nm) AT E/D 205/ 8 205/ 4672 MFUEL SPD TO E/D .780/280 1933z/70.1nm SPD REST WPT / ALT 240/10000 E/D/ 4672{ CRZ SPD V/B V/S .780 4.6 3737 FPA VDEV {SCHED 4.1 3230 PROFILE} To perform a Late Descent (when past the T/D): 1. Lower the FGCP selected altitude below the cruise altitude. The FMA displays ALT in green; 2. Engage VNAV mode through the FGCP VNAV pushbutton. The FMA displays VNAV in green. The VNAV mode of the Autopilot system will engage and the airplane will start descending. The FMS transitions to Late Descent mode and commands an acceleration to a speed that is higher than the planned descent target speed, in order to expedite convergence to the descent path. When VDEV becomes less than 150 feet, the FMS transitions to descent mode and targets the original descent speed. D. IMPACT OF FLIGHT PLAN CHANGES Any change to the flight plan causes re-computation of the descent trajectory. Consequently, when a flight plan change is EXEC-uted, a VDEV jump may occur. Any direct-to a waypoint, termination of manual legs could have impact on the speed target because of speed constraints associated to waypoints. Care must be taken particularly during approach phase; as such change could result in violating arrival speed. Also, changing the approach will reset the approach parameters (MDA-DA, approach wind/, approach reference speeds, approach target speed, planned landing configuration, go-around thrust reduction/acceleration altitude). Furthermore, if the destination itself is modified, the descent parameters will be reset (descent speed schedule, speed/altitude restriction, forecast descent wind, QNH/QFE, transition level, destination airport temperature, E/D target speed). It is expected that after a change in the approach/destination, the crew reviews all related parameters. Flight plan change causing the aircraft to be below path will result in a vertical guidance of -1000 fpm on idle path or -500 fpm on a GPP path. E.

DESCENT SITUATIONAL AWARENESS (1) Impact of Lateral Leg Type on Vertical Deviation Vertical Deviation is normally computed as the difference between the aircraft altitude and the predicted altitude at the current position except for the following leg type: •

For a hold that has an altitude constraint that is lower than the holding fix (entry) point,, VDEV is referenced to the altitude constraint that terminates the hold. This can result in a VDEV jump when sequencing to and from these legs.

(2) Descent Page [3R]/[4R][5R] Fields Data fields [3R], [4R] and [5R] of the DES page provide the crew with quick-reference vertical situational awareness information regarding the aircraft’s present position relative to a selected waypoint or the ground distance to reach a reference altitude at the current vertical speed:


Page 18B-38 July 17, 2013


•

• •

[3R] is filled by default with the next altitude-constrained descent waypoint and crossing altitude, but any on-route or off-route waypoint and altitude can be manually entered. If the next altitude constraint is not achievable, the FMS-predicted waypoint crossing altitude will be displayed at [3R] – See sub-section H for additional details. The Vertical Bearing (V/B) and Vertical Speed (V/S) fields at [4R] display the estimated vertical bearing and required vertical speed on a direct path from current aircraft position to the crossing altitude at the waypoint displayed at [3R]. FPA corresponds to the current Flight Path angle of the aircraft. FPA and VDEV (if any) is displayed at [5R] corresponds to the current Flight Path angle of the aircraft and any vertical deviation from the computed path. Press [3R] to toggle the display to the reference altitude. [3R] is filled by default with the current FGCP selected altitude, but any altitude can be manually entered. [4R] displays an estimate of the ground distance to reach the reference altitude under current conditions.

ACT MIN FUEL DES 3/4 E/D(kt/nm) AT E/D 207/ 8 207/ 4638 MFUEL SPD TO E/D .780/280 2046z/52.1nm SPD REST REF ALT 240/10000 3000{ DIST ALT 56.9nm FPA VDEV {SCHED 3.1 0 PROFILE}

F.

SPEED CONSTRAINTS IN DESCENT Once a waypoint with a speed constraint has been sequenced in descent, the FMS will never target a speed greater than the waypoint speed constraint, unless one of these conditions is fulfilled: • • •

The manual descent speed [2L] is modified or deleted on the DES page and EXEC-uted; A new descent speed sub-mode is selected on the DES SCHED page and EXEC-uted; A transition to climb or cruise is initiated.

Speed is not tightly controlled when the aircraft is on-path; there are situations where the speed is allowed to deviation from the FMS target speed in favor of maintaining the aircraft on path. With the aircraft onpath, the FMS will intervene and limit the speed excursions from the displayed target speed in one of two ways (speed excursion protection). If speed is low, the thrust channel of the aircraft is commanded to compensate for the speed loss. If the speed is high, the FMS will pitch up and deviate from the descent path in order to limit the speed excursion. The thresholds for acceptable speed excursion are as follows: •

+20/-10 knots or +0.02/-0.02 Mach from the displayed FMS target speed when a descent speed constraint or speed restriction have not yet been sequenced.

•

+5/-5 knots when a descent speed constraint or speed restriction has been sequenced.

CAUTION: High speed excursion protection is only applied after the speed constraint or restriction altitude is sequenced. When programming steep descent paths where both speed and constraints must be met please be advised that the speed excursion protection only activates once the speed constraint or restriction altitude have been sequenced. The crew must intervene and


Page 18B-39 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) manage the energy of the aircraft (e.g. applying speed brakes) to limit the speed excursion to a value lower than those described in this section. When the aircraft is above path, the FMS has two modes for the high speed excursion protection in descent. When path capture speed is active (i.e. PATH SPD displayed on the VNAV descent page) the FMS will control directly to the speed advertised as PATH SPD. When PATH SPD is inactive, the FMS will control to the FMS target speed +5 knots. If the aircraft is not yet at the airport restriction speed when approaching the speed restriction altitude, the FMS will command an automatic level off until the speed restriction is respected. The descent will automatically resume once the deceleration is complete. NOTE: When above the path and past a speed constraint or the selected speed restriction, it is the pilot’s responsibility to configure the aircraft to recapture the path as the FMS will no longer change its target speed to help re-capture the path (however the FMS will permit the aircraft speed to deviate by 10 knots above the target speed). CAUTION: Upon resuming the descent after level-off at the speed restriction altitude, the airplane may not re-capture the descent path. The crew must ensure altitude constraints are honored by appropriate setting of the pre-selected altitude. G. MANUAL ENTERED SPEED IN DESCENT A manual speed target can be entered when needed to comply with an ATC instruction. When the manual speed is below the speed restriction, it will be targeted past the end-of-descent unless there is a speed constraint ahead of the aircraft. A target MAN SPD below the speed restriction will be respected within 10 knots, even if the aircraft ends up above-path

H. LEVEL-OFFS IN DESCENT (1) UN-PLANNED LEVEL-OFF IN DESCENT An intermediate un-planned level-off can be initiated during descent in order to comply with a waypoint altitude constraint or an ATC clearance: • •

Set the FGCP pre-selected altitude to the required altitude. Raise the FGCP pre-selected altitude above the current altitude to level-off immediately

Upon reaching the capture range of the FGCP altitude, the autopilot engaged mode changes from VNAV to ALT. To resume the descent after laterally sequencing the altitude-constrained waypoint (or when cleared by ATC), lower the FGCP selected altitude to the next desired altitude and re-engage VNAV.


Page 18B-40 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) NOTES: • A CHECK SELECTED ALT message will be raised if the aircraft has levelled-off at the FGCP altitude in order to respect an altitude constraint, and the FGCP altitude was not lowered in anticipation of resuming the descent (when VNAV is engaged) once the altitude constrained waypoint is sequenced. • An ENTER CRZ ALT? message is raised if the selected altitude is raised and pulled above the current aircraft altitude. • No unexpected level-offs will occur in descent (prior to the E/D) since the FMS will always command a minimum rate of descent even if the aircraft is below the descent profile. However, the FMS may command a level-off at an altitude other than the FGCP or next altitude constraint in order to recapture the descent profile if the aircraft is below the vertical profile and past the E/D (VNAV Approach mode). (2)

PLANNED LEVEL-OFF IN DESCENT If the descent path contains level segments (e.g. determined by waypoints with the same altitude constraints) the FMS will capture and hold the level segment of the descent trajectory. In this case, if the FGCP Altitude is lower than the altitude of the level segment, the engaged mode of the autopilot remains VNAV.

I.

UNACHIEVABLE WAYPOINT ALTITUDES IN DESCENT If the FMS predicts, based on current ETE, Distance to Go and the maximum achievable vertical speed for the current conditions, that the aircraft will overshoot the next descent altitude constraint by more than 150 ft: • •

The UNABLE ALT CONSTRAINT message is raised The unachievable altitude constraint is displayed in amber on the DES page, the PROFILE page and on the LEGS page

A predicted waypoint crossing altitude is displayed in white at [3R] on the DES page.

ACT MIN FUEL DES 3/4 E/D(kt/nm) AT FLINE 222/ 8 250/ 9000B ECON SPD TO FLINE .680/280 1630z/10.3nm SPD REST EST XING ALT 240/10000 FLINE/10427{ V/B V/S 4.2 2590 FPA VDEV {SCHED 0.0 3540 PROFILE} UNABLE ALT CONSTRAINT NOTES: • The UNABLE ALT CONSTRAINT message is inhibited if the aircraft is not in clean configuration. • The crossing altitude displayed at 3R is not the same as the altitude displayed on the PROFILE page when the UNABLE ALT CONSTRAINT message is raised.


Page 18B-41 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) J.

PROTECTION OF ALTITUDE CONSTRAINTS IN DESCENT If the FMS predicts, based on current aircraft conditions, that the aircraft will undershoot the next descent altitude constraint by more than 150 ft: • •

The FMS commands a level off at the altitude constraint The FMS resumes normal descent once the constrained waypoint has been sequenced

K. HOLDING IN DESCENT During descent, if a holding pattern is part of the flight plan, a deceleration will be commanded if required prior to sequencing the holding fix for the first time. NOTE: • If a speed constraint on the holding pattern is greater than the descent schedule, the holding speed is upper-limited to the descent schedule (no acceleration will be commanded). On a performance path, the FMS commands speed on thrust before leveling off at the hold fix crossing altitude. If the holding pattern altitude constraint is lower than the holding fix altitude constraint, upon crossing the holding fix, the vertical deviation is recomputed with respect to the holding pattern altitude constraint. This leads the aircraft to initiate an immediate spiral descent in the hold (while maintaining the hold speed) until the aircraft levels-off at the holding pattern altitude constraint Since the holding fix altitude constraint is automatically reset to the holding pattern altitude constraint when the hold becomes active, the displayed VDEV can jump to a large value. NOTE:

The FMS will automatically command a level-off at the holding pattern altitude constraint when it is higher than the holding fix altitude constraint.

If an immediate descent is required when establish in HOLD level-off in descent phase, the HOLD altitude on the HOLD page must entered to the desired altitude along with the selected altitude. NOTE: • If the selected altitude is lowered below the current HOLD altitude during HOLD level-off, the alert ENT HOLD ALT TO DES NOW is raised to advise the crew. The descent will automatically resume upon exiting the hold, once the holding fix is overflown. Upon commanding a hold exit, the holding pattern speed is maintained until the re-capturing the performance path. An acceleration is initiated if the descent target speed is greater than the holding target speed. If a deceleration from the holding speed to the descent speed is required, the FMS commands this once the holding fix has been sequenced.

L.

ENGINE OUT IN DESCENT Future Growth.


Page 18B-42 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) M. FGCP SPEED INTERVENTION IN DESCENT The FMS uses the FGCP selected CAS or MACH for the computations of the ETA predictions, while assuming the crew will revert to FMS-computed speed when: • • • • •

Sequencing the next speed-constrained waypoint, or Reaching the destination airport speed restriction altitude, or Entering or exiting a hold, or Reaching the FMS crossover altitude, or Reaching the E/D.

NOTES: • The target speed displayed in reverse video on the active VNAV page remains derived from the FMS. Predicted target speeds displayed on the LEGS and PROFILE page will however reflect the FGCP selected speed • The FGCP selected speed has no effect on the descent profile, which remains frozen. Additional thrust or drag may be required to remain on the calculated descent path if speed intervention is active while in descent and speeds other than the FMS-target speeds are commanded. N. ALTIMETER SETTING EFFECT ON DESCENT PROFILE

LIMITATION: QFE Operations are not approved. The descent path is constructed based on the assumption that the forecast local baro-setting entry (from the DES FORECAST 1/2 page) will be set accordingly using the altimeter at or before the transition level is reached. 1.

The transition from STD to QNH or QFE altimeter setting causes re-computation of the descent vertical profile if: • The QNH or QFE setting on the altimeter is different from the forecast QNH or QFE entry; or • The transition level is below the airport speed restriction altitude, any altitude-constrained waypoint or the End-of-Descent point.

NOTE: A VDEV jump may then occur caused by the difference between the forecast and actual local barometric setting. 1. The transition to local altimeter setting will also change the display format from FL to MSL (if applicable) of the altitude constraint or crossing altitude of any waypoint between the current altitude and the transition level. The display of the TRANS LVL [2L] on the DES FORECAST 1/2 page will also be blanked. 2. If the Forecast altimeter setting value is changed during the descent, the predicted crossing altitudes at the descent waypoints may also change. 3. Any subsequent change to the altimeter BARO setting will force a re-computation of the vertical profile.

CAUTION: If a forecast local baro-setting value has been entered and the actual local barometric setting is not selected before descending through the transition level, a violation of altitude constraints may result. CAUTION: Operation with different altimeter setting is not allowed.


Page 18B-43 July 17, 2013


O. END-OF-DESCENT The vertical flight phase transitions from Descent to Approach at the End-of-Descent pseudo-waypoint. If an approach procedure is loaded in the active flight plan, the E/D location is automatically selected as the point farthest from the FAF, from among the following Along-track distances: • • • •

a pre-defined distance; or the Initial Approach Fix; or the first Approach Transition Fix with a forced turn greater or equal to 179 degrees; or a pre-defined distance (e.g. the FAF Distance) from the procedure turn reference point.

If an approach without a FAF is loaded in the active flight plan, the E/D location is automatically selected at a predefined distance from the destination airport. NOTES: 1. The condition for the first Approach Transition Fix with a force turn greater or equal to 179 degrees is intended to place the E/D before the start of a base turn. 2. For the exact location of the E/D in relation to the nearest flight plan waypoint, refer to the EFIS display or the PROFILE page. If no approach is loaded and there is no altitude-constrained waypoint between the E/D and the runway, the E/D is located at a pre-defined distance and height (AGL) from the runway threshold; otherwise the E/D is located a pre-defined distance from the altitude-constrained waypoint. The FMS computes a pre-defined target speed at the E/D based on the predicted landing weight, and will command a deceleration to this speed before reaching the E/D. NOTE: The pre-defined E/D speed and location can be modified at anytime from [1L] of the DES page. The E/D speed is limited to the minimum envelope speed. P.

APPROACH PREPARATION The APPR REF 1/1 page displays reference data related to the approach.

VORD07L APPR REF 1/1 Vconf0 LDG ELEV 163kt 385ft VF MIN BARO 145kt 700ft Vconf3 MIN RADIO 141kt 150ft APPR Vls APPR WIND 128kt 100`/10kt Vappfull LDG CONF 137kt FULL{ {APPROACH

INIT/REF}

Preparation for the approach should occur before the E/D is sequenced and can be performed using the APPR REF 1/1 page:


Page 18B-44 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 1. 2. 3. 4.

Select the planned Landing Configuration (FULL or CONF3 ) at [5R]. Enter the MIN BARO (MDA-DA) [2R] or MIN RADIO (DH) [3R] based on the selected approach type. Enter the approach wind [4R]. Verify the consistency of the FMS-computed Approach Reference Speeds (V_ E/D , V F1, V LS ) [1L, 2L and 4L respectively].

NOTE(S): Before the E/D, the predicted values of the approach reference speeds are computed based on the aircraft predicted landing weight. Passed the E/D, the approach reference speeds are computed based on the aircraft current gross weight and configuration. The approach reference speeds can be manually modified if required. Passed the end of descent, the field 2L will display the appropriate speed based on the configuration (V F1, V F2 or V F3 ) 5.

Verify the consistency of the FMS-computed Final Approach Speed (V APPFULL or V APPCONf3 ) displayed at [5L].

NOTE: V APP is computed and can be modified if required. Before the E/D, it is based on the predicted landing weight, planned landing configuration and entered approach wind correction. After the E/D, it is based upon current weight and landing configuration. The same display convention is used on the LEGS page for the predicted speed of the final approach segment. 6. On the GO AROUND 1/1 page, the destination airport Thrust Reduction [3R] and Acceleration [2R] altitudes can be viewed and modified as required in preparation for a potential missed approach. Refer to Transition to Go-Around section for further details. Q. TRANSITION TO VERTICAL APPROACH The FMS automatically transitions to the vertical approach mode when the End-of-Descent is sequenced. The active VNAV page automatically transitions to the APPR page; otherwise pressing the [VNAV] key displays the APPR page.

R. TRANSITION TO CRUISE OR CLIMB FROM DESCENT To transition to cruise or climb while still in descent (before the E/D), enter a new cruise altitude on the PERF INIT [1R], CLB [1L] or CRZ [1L] pages. The appropriate active VNAV mode (e.g. Climb or Cruise) will be recomputed based on the current aircraft altitude, the new cruise altitude and the lateral flight plan. The CLB Speed/Altitude restriction will be automatically set to the descent one and the transition altitude will be set according to the destination airport. The descent speed schedule is reset to default.


Page 18B-45 July 17, 2013


APPROACH The APPR page is used to monitor all Approach-related parameters. The FGCP pre-selected altitude is ignored by the Autopilot system if the FMS enters in the lateral approach phase of flight and the APP push-button is pressed on the FGCP. Note that, in this case, LNAV APP and VNAV APP modes are engaged and displayed in green color in the FMA.

ACT VORD32L APPR 4/4 MIN BARO AT MD32Lmap 800 ft 673 Vf TO MD32Lmap 145kt 2124z/5.3nm XWIND L0kt XTK VDEV R0.03nm 10 RNP/ANP 0.30/0.00nm {APPR REF

PROFILE}

A. FINAL APPROACH PATH The Final Approach path is computed as a geometric vertical path from 50 feet above the runway threshold to the computed crossing altitude at the FAF.

VDEV

FAF

VER TIC AL MINIMUM ALTITUDE RESTRICTION PAT H

50 FT

RWY WPT


TCH = 50 FT

0101031

Figure 18B-2 Vertical Approach Mode Vertical Path CAUTION: To protect the final vertical approach path, any descent/approach waypoint before the FAF with altitude constraints below the FAF constraint/crossing altitude will be targeted at the FAF altitude. In such case the FMS will generate “CLB IN APPR NOT ALLOWED” message and will amber the problematic altitude constraint(s) on the LEGS and PROFILE (if configured) pages.


Page 18B-46 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) CAUTION: After a go-around subsequent to a MAP overfly, the AUTO SPD needs to be manually engage above Acceleration Altitude (AUTO speed capability is loss following a goaround). NOTE: The FPA of the final approach segment extracted from the navigational database is displayed on the LEGS page but cannot be modified. B. TARGET SPEED The target speed field title and the associated target speed displayed at [2L] on the APPR page (refer to Table 18B-3) will change as the aircraft configuration is changed during the approach. Airplane Configuration CONF 0 (Clean)

[2L] Field Title V CONF0

Target speed

V APPCONF3

Target speed at E/D from PDB based on current gross weight and Conf 0 Target speed from PDB based on current gross weight and Conf 1 Target speed for approach from PDB based on current gross weight and Conf 1/2 Target speed from PDB based on current gross weight and Conf 3 V APP from PDB

FULL

V APPFULL

V APP from PDB

Any

MAN SPD

Manually-entered target speed

CONF1

VF

CONF2

VF

CONF3

V CONF3

Notes

If the planned landing configuration is FULL. If the planned landing configuration is CONF3. Irrespective of the planned landing configuration. Overrides the computed target speed for the current configuration.

Table 18B-3– FMS Target Speeds The FMS-computed Final Approach target speed (V APPFULL or V APPCONf3 ) is derived from the SUPERJET 100 Performance Data Base (PDB). The approach target speed at 2L could always been overrule by a speed target at 3L: SPD AT XXX where XXX is a downpath WPT name with a constraint higher that the schedule speed. HOLD SPD when flying a hold in approach. HOLD LIM SPD for envelop limited speed during hold. DECEL SPD for level-off deceleration speed. LIM SPD for envelop limited speed. REST SPD when target speed is the speed restriction. The priorities for target speed during approach are the following: • SPEED LIMIT; then • SPEED RESTRICTION; then • SPEED CONSTRAINT; then • MAN SPD; then • Configuration speed.


Page 18B-47 July 17, 2013


NOTE(S): • The current Approach target speed will also be updated in the waypoint speed fields on the LEGS page as the configuration changes. • An approach speed related message VAPP DISAGREE will be raised during FMS synchronized operations, if the on-side and off-side Final Approach Speed differs by 2 knots or more for at least 5 seconds.

C. VERTICAL DEVIATION If the crew conducts a GPS-overlay Non Precision Approach (NPA), the vertical deviation error remains in view on the MCDU and the primary field of view down to the runway threshold. If the crew conducts an ILS or MLS approach, the FMS-driven vertical deviation display on the MCDU and PFD is removed upon sequencing the Final Approach Fix (FAF). CAUTION:

On an NPA, the display of vertical deviation will be blanked and the VNAV mode will disengage if the position integrity requirements for the approach phase of flight are not met at 2 nm before the FAF or the crew initiated missed approach.

NOTES: • VDEV full scale deflection changes from 500 ft to 150 ft when Approach transition occurs (2 nm before the FAF. • When the position integrity requirements for the approach phase of flight are not met, the lateral flight phase remains TERMINAL. In this case, the HSI displays TERM.

TRANSITION TO GO AROUND

GO AROUND

1/1

ACCEL HT 3000ft THR RED HT 1500ft FLAP RETR 180kt SLAT RETR 170kt {CLIMB

GREEN DOT 210kt INIT/REF}

In the event that a Missed Approach is initiated before or after the End-of-Descent: 1. The active VNAV page automatically transitions to the CLB; otherwise pressing [VNAV] automatically displays the CLB page. 2. The cruise altitude is reset to the highest of following: • FGCP altitude, • highest altitude constraint defined in the Missed Approach procedure,


Page 18B-48 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) • current aircraft altitude. 3. The following parameters are cleared or reset to default values: • Any cruise winds, temperature, • transition altitude set to the destination, • cost index, • end-of-descent target speed, • descent and approach speed schedule and approach reference speeds, • approach reference speeds and final approach target speed, • planned landing configuration. 4. A discontinuity along with the selected approach is automatically inserted at the end of the missapproach procedure in preparation for a new approach. 5. The GO AROUND page can be accessed from the CLB page 6L prompt, the INT/REF INDEX 1/2 page, or via the APPR REF 6R prompt. 6. FMS climb speed will be targeted as soon as the aircraft is above the acceleration altitude as during a normal climb. CAUTION: Miss-approach procedure waypoints are not automatically temperature-compensated for destination airport negative temperature entry. Manual compensation must be performed when required. CAUTION: The FGCP altitude must always be set to the altitude of a miss-approach waypoint altitude that constrains the climb path (e.g. an AT, or AT OR BELOW constraint); otherwise the aircraft will continue to climb towards the FGCP altitude and may therefore violate the altitude constraint. No special alerting will be provided during go-around. NOTES: • The active VNAV page can transition CRZ, DES, or APPR, instead of CLB, depending on the current aircraft altitude and the new cruise altitude. • When a Go-Around occurs, any AT, AT OR BELOW or WINDOW altitude constraint that is below the current aircraft altitude and between the active waypoint and the last waypoint of the original missed approach procedure will be converted to an AT OR ABOVE constraint and displayed as a manually entered altitude constraint. • When a Go-Around occurs prior to the MAP waypoint, any speed constraint between the active waypoint and the original MAP waypoint will be deleted. • Any selected STAR transition, STAR or approach transition is deselected. • Any speed constraints are removed from the original approach procedure. • A new profile is automatically computed under normal conditions. • The climb, cruise and descent target speeds will be limited to the airport speed restriction as long as the aircraft remains below the airport speed restriction. • Any active Engine-Out mode is cancelled when a Go-Around is performed. • FMS will not transition to a new descent until the discontinuity between the miss-approach procedure and the approach is removed.

POST-LANDING PHASE After landing, the FMS automatically deletes all VNAV-related parameters, or resets them to default values (e.g.: CRZ ALT cleared), when both of the following conditions are met: •

The aircraft has been on the ground for two minutes AND

•

Both engines have been shut down for at least 15 seconds.

OR


Page 18B-49 July 17, 2013


A new origin is entered.

SECOND/THIRD ROUTE Associated predictions are computed for the Second/Third route (e.g. the inactive flight plans), but no vertical profiles are generated. Vertical profiles are only computed when the Second/Third route is activated (Refer to Section 5 – Enroute (Route 2 or 3 Option) for activation details). The Second/Third route can be activated at any time (to generate a Modified route with a new vertical profile) in order to perform a last-minute change in the selected arrival procedure or runway, or to activate a flight plan to divert to an alternate airport (Refer to next section): 1.

Activate the second/Third route. The second route is converted into the MODified route. All VNAV performance parameters (CRZ ALT, weights, speeds, etc.) are copied from the “old” (currently active - e.g.: RTE1) route to the “new” (modified - e.g.: RTE 2) route. These parameters are then used to generate the vertical profile for the second route.

2.

Verify the resulting vertical profile and predictions, then press [EXEC] to activate the new flight plan.

DIVERSION TO ALTERNATE A new vertical profile can be generated to perform a diversion to an alternate airport using the Modified (Second or Third) route function. CAUTION: If the aircraft is in descent, activation of an inactive route to an alternate destination will automatically revert the FMS from Descent mode to Climb mode. If VNAV guidance is not engaged, the pilot is responsible to manage the resumption of the climb. Second or Third route (Refer to previous section): 1. Prepare the flight plan to the alternate airport using the Second or Third route function. 2. Activate the Second or Third route to generate a new vertical profile in the Modified route. 3. Verify the resulting vertical profile and predictions, then press [EXEC] when cleared to the alternate by ATC. NOTE: FMS-computed fuel predictions to the alternate airport should be consulted before performing a diversion to the alternate (see below). A. INACTIVE ROUTE FUEL PREDICTIONS The Inactive Route FUEL pages are used to get following predictions: 1. Fuel consumption TO (and fuel remaining AT) the Inactive Route Destination Airport; 2. ETE/ETA to the selected Destination Airport; 3. FINAL Reserve Fuel and Endurance Time to hold at the Destination Airport (based on a default or manually-entered FINAL Fuel weight or holding time); 4. EXTRA Fuel remaining and Endurance Time (read-only) at the Destination Airport;


Page 18B-50 July 17, 2013


RTE 3 FUEL KDEN 1/1 VIA DTG ETE LIMEX 3549 03+57 CRZ ALT CRZ SPD FL320 ECON FUEL AT/TO 2.8/ 34.6 LDG WT FINAL/TIME 100.2 2.5/00+30 WIND EXTRA/TIME 040t/ 20 0.3/00+10 {RTE 1 FUEL

RTE 3}

NOTES: 1. The fuel and time predictions are based on whether or not the VIA entry has been used on the RTE 1/X page: • If no VIA is entered on the inactive route, the predictions assume an initial leg from PPOS to the first waypoint of the inactive route. • If the VIA entry is a waypoint from the active route (as displayed), the predictions assume that the active route will be flown up to the identified waypoint, followed by a diversion to the inactive route. 2. The hold endurance time (FINAL and EXTRA time) predictions are computed based on an assumed hold over the inactive route destination, at 1500 ft (AGL) and at green dot or holding endurance speed. 3. 3. ETE is displayed when the Aircraft is on the ground and ETA is displayed when it is airborne. 4. FINAL Fuel and Time, Cruise Altitude, and Wind can be manually entered to optimize predictions.


Page 18B-51 July 17, 2013




Page 18B-52 July 17, 2013


SECTION 19 - DATALINK FUNCTIONS CONTENTS Subject

Page

DATALINK FUNCTIONS .................................................................................................................................. 19-1 OVERVIEW..................................................................................................................................................... 19-1 MASTER/SLAVE............................................................................................................................................ 19-2 AIRLINE OPERATIONAL COMMUNICATIONS (AOC) (BASED ON ARINC 702A) ................................... 19-5 A. REQUEST FOR A FLIGHT PLAN .......................................................................................................... 19-5 B. FLIGHT PLAN FOR THE ACTIVE ROUTE ............................................................................................ 19-6 C. FLIGHT PLAN FOR THE ACTIVE ROUTE OR INACTIVE ROUTE...................................................... 19-7 D. REQUEST FOR FORECAST WINDS (at waypoints) ........................................................................... 19-9 E. FORECAST WIND INFORMATION/MODIFICATION FOR THE ACTIVE ROUTE ............................. 19-10 F. REQUEST FOR A DESCENT FORECAST WIND DATA (When DES WIND is configured)............ 19-11 G. DESCENT FORECAST WIND DATA (When DES WIND is configured)........................................... 19-12 H. FLIGHT PLAN REPORT....................................................................................................................... 19-14 I. POSITION REPORT ............................................................................................................................. 19-14 J. RTE PREVIEW...................................................................................................................................... 19-14 K. UNSUCCESSFUL REQUEST/REPORT .............................................................................................. 19-14 ATS FACILITIES NOTIFICATION (AFN)/AUTOMATIC DEPENDENT SURVEILLANCE (ADS) (based on RTCA-DO-258A) ................................................................................................................... 19-15 A. AFN LOGON PROCEDURE................................................................................................................. 19-15 B. ADS STATUS AND EMERGENCY MODE .......................................................................................... 19-17 CONTROLLER PILOT DATALINK COMMUNICATION (CPDLC) (based on RTCA-DO-258A) .............. 19-18 A. ATC LOGON/STATUS 1/1 Page.......................................................................................................... 19-18 B. ATC INDEX 1/1 Page............................................................................................................................ 19-19 C. EMERGENCY REPORT 1/1 Page........................................................................................................ 19-20 D. VERIFY EMERGENCY X/Y Page......................................................................................................... 19-21 E. HHMMz EMERGENCY X/Y Page......................................................................................................... 19-22 F. ATC REQUEST 1/1 Page ..................................................................................................................... 19-23 G. ATC ALT REQUEST 1/4 Page ............................................................................................................. 19-24 H. ATC SPEED REQUEST 2/4 Page........................................................................................................ 19-25 I. ATC OFFSET REQUEST 3/4 Page...................................................................................................... 19-26 J. ATC ROUTE REQUEST 4/4 Page ....................................................................................................... 19-26 K. VERIFY REQUEST X/Y Page............................................................................................................... 19-28 L. HHMMz ATC REQUEST X/Y Page ...................................................................................................... 19-29 M. ATC REPORT X/Y Page....................................................................................................................... 19-30 N. VERIFY REPORT 1/1 Page.................................................................................................................. 19-31 O. HHMMz ATC REPORT 1/1 Page ......................................................................................................... 19-32 P. ATC LOG X/Y Page .............................................................................................................................. 19-33 Q. HHMMz AAAA UPLINK X/Y Page ....................................................................................................... 19-35 R. REJECT DUE TO 1/1 Page .................................................................................................................. 19-37 S. VERIFY RESPONSE 1/1 Page............................................................................................................. 19-37 T. POS REPORT 1/1 Page ....................................................................................................................... 19-38 U. WHEN CAN WE EXPECT 1/1 Page..................................................................................................... 19-40 V. HHMMZ ATC/AOC MESSAGE PREVIEW X/Y PAGE......................................................................... 19-40 PRINTER INTERFACE (based on ARINC-740) ......................................................................................... 19-44


Page 19-i July 17, 2013






SECTION 19 DATALINK FUNCTIONS

OVERVIEW

The FMS supports FANS-1/A applications operating over the ACARS network (Aircraft Communications Addressing and Reporting System). The FMS provides a crew interface for the following functions: •

Airline Operation Control (AOC): This function provides the mechanism that allows the data exchange, in format of uplink/downlink messages, between the crew and the Airline Dispatch Office. It gives the crew the possibility to request Flight Plan and Wind Information and to report the current position and the active Flight Plan. The Airline Dispatch Office is allowed to send a new Flight Plan (or a modification to the active Flight Plan) and Wind data messages and also to request for the active Flight Plan and Position to be automatically transmitted by the FMS.

•

ATS Function Notification (AFN): Initial Notification procedure allows an aircraft to introduce itself to the ground end-system in a chosen ATS Facility. The request for Notification procedure is an automated procedure that allows an aircraft to notify a new ground facility.

•

Automatic Dependent Surveillance (ADS): Air Traffic Service ground-initiated data link application. It automatically generates reports for transmission to the ground: the flight crew has no action on the ADS application messages processing. The reports contain data derived from on-board navigation and position-fixing systems, including aircraft identification, dimensional position, and additional data as appropriate. There are three types of Contracts Reports: Periodic, Event and Demand. The terms of the agreement are exchanged between the ATC facility and the aircraft by means of a contract.

•

Controller Pilot Data-Link Communication (CPDLC): Enable the ATC facility and the crew to interact using digital communication. ATS application used to exchange predefined messages between pilots and controllers. The messages are a set of clearance/information/request elements which corresponds to existing phraseology employed by current ATC procedures.


Page 19-1 July 17, 2013


MASTER/SLAVE In multiple-FMS installations, only one FMS provides datalink communications at any given time. Hence a master/slave scheme exists for datalink operations: • the FMS used for datalink (typically from the Pilot Non-Flying side) is known as the Datalink Master FMS; • the other FMS (typically from the Pilot Flying side) is referred to as the Datalink Slave FMS. When the two pilots change duties regarding Pilot Flying and Pilot Non-Flying, the new Pilot Non-Flying makes his FMS the new Datalink Master using any datalink page (LSK6L). NOTES: • The Master/Slave prompts in LSK 6L available through the FMS COMM UPLINK X/Y pages and ATC INDEX 1/1 page are the same. The following describes the behaviour of the ATC INDEX 1/1 page but is equally valid for the FMS COMM UPLINK X/Y pages. • The ATC INDEX 1/1 page is displayed if there is a connection with the ATC center and if there is no pending uplink message. • This section described the page access using FMCDU function keys. On some installations, an ATC push button located on the glareshield (one pushbutton per pilot side) provides equivalent functionality as the FMCDU ATC function key. When pressing such an external pushbutton, the FMS onside to this pushbutton will automatically become datalink master. • In a triple-FMS installation, because the Communications Management Unit provides interfaces to only 2 FMS, then only FMS1 and FMS2 can perform datalink functions. The latter are disabled on FMS3.

Press [ATC] on Datalink Master FMS.

ATC INDEX 1L

2L

3L

4L

5L

6L


1/1

POS REPORT> WHEN CAN WE>

1R 2R 3R

CLEARANCE>

4R

VOICE>

5R

PRINT

LOG>

6R

Page 19-2 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Press [ATC] on Datalink Slave FMS.

ATC INDEX 1L

EMERGENCY

2L

REQUEST

3L

REPORT

4L

LOG

5L

1/1

POS REPORT WHEN CAN WE

1R 2R 3R

CLEARANCE

4R

VOICE

5R

LOGON/STATUS D/L (SLAVE)

6L

6R

The active route page is displayed.

ACT RUNWAY

FLT NO

KSEA

2L

-----

4L 5L 6L

1/3 DEST

1L

3L

RTE 1

ORIGIN

PANC

AS007

ROUTE

ROUTE

REQUEST

2R

KSEAPANC1

3R

LOAD>

4R 5R

OFFSET


1R

6R

Page 19-6 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Once the flight crew has selected the LOAD prompt LSK 4R, on the active route page, the flight plan is automatically loaded into the modified route. The modified route page is displayed after selecting the LOAD prompt from the active route.

MOD RUNWAY

FLT NO

RJAA

2L

-----

4L

1/3 DEST

1L

3L

RTE 1

ORIGIN

KSFO

AS007

ROUTE

ROUTE

REQUEST

2R

RJAAKSFO02

3R

CO RTES>

4R

5L 6L

1R

5R OFFSET

R0.0N M

6R

Once loaded, the flight crew must review the details of the uplinked flight plan on the appropriate pages before selecting [EXEC] (for the active flight plan). The ERASE prompt LSK 6L cancels any flight plan modification caused by the uplink message and revert the display to the active route. The uplinked Flight Plan message is deleted and a rejection message is sent to the Airline Dispatch Office.

C. FLIGHT PLAN FOR THE ACTIVE ROUTE OR INACTIVE ROUTE The Airline Dispatch Office can also transmit a flight plan specifically for the inactive route. Upon receipt of a flight plan, the FMS will display scratchpad alert message “ROUTE UPLINK READY”. To access the RTE PREVIEW page to review the uplinked flight plan, press [FMS COMM] on Datalink Master FMS the LSK 1L. To access the inactive ROUTE X press [FMC COMM] on Datalink Master FMS, then LSK 2L or LSK 2R. This example assumes the RTE 1 is the active route and 3 routes are configured.

FMS COMM UPLINK 1L

2L

- UPLINK -

1/2 1R

RTE 3>

3L 4L

3R

WIND>

5L 6L

2R

4R 5R

D/L (MASTER) DATA LINK
6R

The ACT WIND page is displayed.

ACT CAFTA 1L

ALT FL---

WIND

1/5

DIR/SPD 1R

2L

FL---

3L

F L 150

135T / 40

3R

4L

F L 200 WIND

140T / 3 0

4R

5L 6L

2R

REQUEST WIND UPLINK READY

5R

LOAD>

6R

Once the flight crew has selected the LOAD prompt LSK 6R, the forecast wind data is automatically loaded into the modified route of the active flight plan.


Page 19-10 July 17, 2013


MOD CAFTA

WIND

1/5

1L

ALT F L 250

DIR/SPD

142T / 3 5

2L

F L 200

140 / 3 0

2R

3L

F L 150

135T / 40

3R

4L

F L 125 WIND

100 / 50

4R

T

T

5L

6L

1R

5R

LEGS WIND>

6R

Once loaded, the flight crew must review the uplinked forecast wind information before selecting [EXEC] MCDU key. The ERASE prompt LSK 6L cancels any flight plan/wind modification caused by the uplink message and revert the display to the active route. The uplinked forecast wind message is deleted and a rejection message is sent to the Airline Dispatch Office. NOTE:

F.

The Descent Forecast data may be combined with Forecast wind Information data in a single uplink message transmitted by the Airline Dispatch Office. In this case, the UPLINK title will be displayed for both WIND and DES FORECAST prompts on the FMS COMM UPLINK 1/2 page. The flight crew must select a first LOAD prompt (DES FORECAST or WIND) and execute it in order to have access to the other LOAD prompt.

REQUEST FOR A DESCENT FORECAST WIND DATA (When DES WIND is configured) The flight crew can request descent forecast wind data from the Airline Dispatch Office using the DES FORECAST REQUEST or the WIND REQUEST prompt. Press [FMC COMM] and or [VNAV] (active descent mode or CRZ mode) and [NEXT].

DES FORECAST ALT

2/2 WIND

1L

FL280

352T /050K T

2L

FL200

018 /037K T

2R

3L

16000

045T /022K T

3R

4L

8000

050 / 015K T

4R

5L

DES FORECAST

6L

T

T

1R

LOAD>

5R

FMS COMM>

6R

The DES FORECAST REQUEST prompt, LSK 5L of the DES FORECAST 2/2 page is used to request descent forecast wind data specifying the transition altitude value (e.g. 16000 feet).


Page 19-11 July 17, 2013


Press [FMC COMM] on Datalink Master FMS and [NEXT].

FMS COMM DNLINK ROUTE

1L

2L

WIND

2/2

CO ROUTE

RJAAKSFO02 ROUTE

REPORT> POSITION

REPORT>

3L 4L

1R 2R 3R 4R

5L

5R DATA LINK READY

6L

6R

The WIND REQUEST prompt LSK 2L of the FMS COMM DNLINK 2/2 page is used to request both forecast wind information and descent forecast data if DES WIND is configured. Once the descent forecast wind data from the Airline Dispatch Office is received the message "DES WIND UPLINK READY" is displayed in the scratchpad. The crew can load the data and verify it.

G.

DESCENT FORECAST WIND DATA (When DES WIND is configured) Upon receipt of the descent forecast wind uplink, the FMS will display scratchpad alert message “DES WIND UPLINK READY”. Press [FMC COMM] and DES FORECAST LSK 4L or [VNAV], , [NEXT]

FMS COMM UPLINK 1/2 1L 2L 3L 4L

1R

2R 3R

WIND>

5L 6L


4R 5R

DATA LINK READY

6R

Page 19-12 July 17, 2013


The DES FORECAST page 2/2 is displayed.

DES FORECAST ALT

2/2 WIND

1L

-----

---T /---K T

2L

-----

--- /---K T

2R

3L

-----

--- /---K T

3R

4L

-----

---T/---K T

4R

T

T

1R

5L

DES FORECAST

LOAD>

5R

6L

FMS COMM> DES UPLINK READY

6R

REQUEST

Once the flight crew has selected the LOAD prompt LSK 5R, the descent forecast data is submitted to the FMS for validation.

DES FORECAST ALT

2/2 WIND

1L

FL280

352T /050K T

2L

FL200

018 /037K T

2R

3L

16000

045T /022K T

3R

4L

8000

050 / 015K T

4R

5L 6L

T

T

DES FORECAST

REQUEST

1R

5R

FMS COMM>

6R

Once loaded, the flight crew must review the uplinked descent forecast information before selecting [EXEC] MCDU key. The ERASE prompt LSK 6L cancels any flight descent forecast modification caused by the uplink message and revert the display to the active route.

NOTE: The Descent Forecast data may be combined with Forecast wind Information data in a single uplink message transmitted by the Airline Dispatch Office. In this case, the UPLINK title will be displayed for both WIND and DES FORECAST prompts on the FMS COMM UPLINK 1/2 page. The flight crew must select a first LOAD prompt (DES FORECAST or WIND) and execute it in other to have access to the other LOAD prompt.


Page 19-13 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) H.

FLIGHT PLAN REPORT The flight crew can report the current content of the active flight plan to the Airline Dispatch Office using the ROUTE REPORT prompt of the FMS COM 2/2 page LSK 2R. Press [FMC COMM] on Datalink Master FMS and [NEXT]. FMS COMM ROUTE

1L

2L

WIND

3L

2/2 CO ROUTE

RJAAKSFO02 ROUTE

REPORT> POSITION

REPORT>

4L

I.

2R 3R 4R

5L 6L

1R

5R DATA LINK READY

6R

POSITION REPORT The flight crew can report the aircraft current position to the Airline Dispatch Office using the POSITION REPORT prompt LSK 3R of the FMS COM 2/2 page.

J.

RTE PREVIEW The flight crew can preview the uplink flight plan using the RTE PREVIEW prompt LSK 1R of the FMS COM 1/2 page.

K.

UNSUCCESSFUL REQUEST/REPORT In the case a report or request is activated but cannot be sent or is not acknowledge by the network, the message “UNABLE TO SEND AOC MSG”. The message will not be automatically resent so the request or report will need to be activated again. The crew should contact the Airline Dispatch Office through voice or other means.


Page 19-14 July 17, 2013


ATS FACILITIES NOTIFICATION (AFN)/AUTOMATIC DEPENDENT SURVEILLANCE (ADS) (based on RTCA-DO-258A) The AFN function allows the crew to send to the ATC Facility the necessary information used to identify the airplane and the Air Traffic Service (ATS) applications available on board. Using the LOGON procedure, the flight crew provides the information required to support the initiation of datalink connectivity between an airplane and an ATC Facility. The airborne AFN function communicates with a peer AFN function at the ATC Facility to notify the ground that the aircraft is ready for datalink services and to indicate which datalink applications are supported by the aircraft. The AFN function handles the aircraft address forward procedure when the current ATC Facility decides to transfer the control to another ATC Facility. In this case, the AFN function automatically responds to the ground initiated messages, without any crew intervention. The ADS function is responsible to handle the different types of requests, coming from the ATC Facility, and to produce the necessary reports. These reports provide, in real time, aircraft surveillance and navigation information (e.g. reliable position data and associated characteristics, speed, meteorological data, flight plan specifications and associated waypoints, etc.). The ADS requires only very limited crew intervention since all the requests are handled automatically. The ADS function can interface with up to 4 ATC Facilities simultaneously. The established AFN and ADS connections with ground ATC Facility are disconnected at flight completion. A.

AFN LOGON PROCEDURE Prior to exchanging FANS datalink messages with an ATC Center the flight crew must perform an AFN LOGON. Under normal procedure, the logon is performed approximately 15 to 45 minutes before entering a Flight Information Region (FIR) that supports FANS or in CLIMB phase of flight taking-off from an airport part of a FIR supporting FANS. Three fields are mandatory on the ATC LOGON/STATUS 1/1 in order to enable the AFN LOGON procedure: the LOGON TO ICAO LSK 1L, the FLIGHT NUMBER LSK 2L, and the AIRCRAFT REGISTRATION NUMBER (TAIL NUMBER) LSK 3L. Press [ATC] when there is no ATC connection and operating in Datalink Master FMS.

ATC LOGON/STATUS 1/1 LOGON TO 1L 2L

1R

FLT NO

2R

TAIL NO

3L 4L 5L 6L

3R 4R

ADS (OFF)

SELECT ARM

5R DATA LINK READY

6R

1. Enter a FLIGHT NUMBER on the ATC LOGON/STATUS 1/1 page at LSK 2L. The entered Flight Number will be propagated to the RTE page FLT NO field.


Page 19-15 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) 2. Enter the AIRCRAFT REGISTRATION NUMBER (Tail number) on the ATC LOGON/STATUS 1/1 page at LSK 3L. Once loaded, the flight crew must enter the aircraft registration value. Any alphanumeric string will be accepted as the valid Aircraft Registration Number. Once the Flight Number and the Aircraft Registration have been entered, the ADS application is automatically armed (e.g. allows ADS requests from ATC Centers). NOTE:

The Aircraft Registration Number is entered once when the FMS is installed or initialized for the first time. The value is kept in non-volatile memory to prevent unnecessary entry.

3. Enter the LOGON TO ICAO code. The flight crew enters the appropriate LOGON TO ICAO code. For example: Anchorage Auckland Brisbane Melbourne Nadi Oakland Tahiti Tokyo

PAZA NZZO YBBB YMMM NFFF KZAK NTTT RJTG

Once the datalink status is ready, verify that the Logon To ICAO code, Flight Number and the Tail Number are initialized then the LOGON prompt becomes available at LSK 1R.

ATC LOGON/STATUS 1/1 LOGON TO

1L

RJTG

2L

JL280001

3L

KL0001

4L 5L 6L

LOGON

SEND>

FLT NO

2R

TAIL NO

ADS (ARM)


1R

3R EMERG(OFF)

SELECT ON > DATA LINK READY

4R 5R 6R

Page 19-16 July 17, 2013


5. ATC replies with a ground acknowledgement message and an ADS connection is established.

ATC LOGON/STATUS 1/1 LOGON TO

1L

RJTG

2L

JL280001

3L

KL0001

4L 5L 6L

B.

LOGON ACCEPTED

FLT NO

TAIL NO

ADS (ACT)

1R

5R DATA LINK READY

6R

The flight crew can also activate and deactivate the ADS emergency mode by selecting the SELECT ON, LSK 5R on the ATC LOGON/STATUS 1/1 page when the ADS is in ARM or ACT status. Press [ATC] the ATC INDEX 1/1 page is displayed. Press LOGON/STATUS at LSK 5L in Datalink Master FMS.

ATC LOGON/STATUS 1/1

LOGON TO

1L

RJTG

2L

JL280001

3L

KL0001

4L 5L 6L

LOGON ACCEPTED

FLT NO

TAIL NO

ADS (ACT)

LOG>

6R

2. When the FMS is the slave datalink FMS

ATC INDEX 1L

EMERGENCY

2L

REQUEST

3L

REPORT

4L

LOG

5L 6L

1/1

POS REPORT WHEN CAN WE

1R 2R 3R

CLEARANCE

4R

LOGON/STATUS

VOICE

5R

D/L (SLAVE)

PRINT

6R

Page FANS-A-17 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) When an inactive route is ready, DES WIND option not configured

FMS COMM UPLINK 1L

1/2

1R

- UPLINK 2L

RTE 3>

3L

3R

WIND>

4L 5L 6L

2R

4R 5R

D/L (MASTER) DATA LINK

When the key is selected on datalink slave FMS and the ADS.

SEND>

J

1111Z EMERGENCY

1818z

ATC MSG

VERIFY REPORT

1/1

1111Z ATC REPORT 1/1

1/1

ATC LOG

1/4

1/1

REPORT

SEND> PRINT

PRINT

PREVIEW PRINT

RETURN

PREVIEW

LOG H

LOG

J

FMS DISPLAY PAGES FLOW DIAGRAMS (Sheet 9 of 10) This document includes Proprietary Information and shall not be reproduced or communicated to third party without prior written permission by CMC Electronics Inc.

Page D-17/(D-18 Blank) July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) (FROM SHEET 9) 12

ATC REQUEST

1/1

<-----

K

<----

NEXT

<--- NM

1111Z ATC UPLINK 1/2

PREV

1111Z ATC UPLINK 2/2

VERIFY> STANDBY

(FROM SHEET 9) 13

REJECT LOG>

ATC ALT REQUEST 1/4

VERIFY REQUEST 1/2

ATC SPEED REQUEST 2/4

LOAD ACCEPT

PRINT

LOG

1111Z ATC REQUEST 1/2

VERIFY REQUEST 2/2

L

L

UPLINK

ATC OFFSET REQUEST 3/4 ATC ROUTE REQUEST 4/4 VERIFY RESPONSE

1/1

REJECT DUE TO

1/1

REQUEST

VERIFY>

VERIFY> VERIFY>

SEND>

PRINT

LOG

K

PREV

VERIFY>

1111Z ATC REQUEST 2/2

PRINT

UPLINK

VERIFY

LOG

FMS DISPLAY PAGES FLOW DIAGRAMS (Sheet 10 of 10) This document includes Proprietary Information and shall not be reproduced or communicated to third party without prior written permission by CMC Electronics Inc.

Page D-19/(D-20 Blank) July 17, 2013


APPENDIX E - SYSTEM MESSAGES AND REMOTE ANNUNCIATORS

CONTENTS Subject

Page

SYSTEM MESSAGES AND REMOTE ANNUNCIATORS ................................................................................ E-1 SYSTEM ALERT MESSAGES......................................................................................................................... E-1 STATUS ADVISORY MESSAGES ................................................................................................................ E-25 DATA ENTRY ADVISORY MESSAGES ....................................................................................................... E-34 MAINTENANCE ADVISORY MESSAGES.................................................................................................... E-42 REMOTE ANNUNCIATORS .......................................................................................................................... E-50 A. ANNUNCIATORS....................................................................................................................................... E-50 B. NAVIGATION FLAG .................................................................................................................................. E-50


Page E-i July 17, 2013




Page E-ii July 17, 2013


APPENDIX E SYSTEM MESSAGES AND REMOTE ANNUNCIATORS The FMS can generate the following types of system messages: • • • •

System Alert Messages: messages that require immediate pilot action; Status Advisory Messages: messages that do not require immediate pilot action but require pilot awareness; Data Entry Advisory Messages: messages that indicate that the user-entered data is incorrect. Maintenance Advisory Messages: messages that do not require immediate pilot action but indicate a particular equipment failure condition;

SYSTEM ALERT MESSAGES System Alert Messages are messages that require immediate pilot action. Alert Messages are the highest priority scratchpad messages (cannot be typed over or overwritten by any other message type). Alert messages are displayed in amber color in the scratchpad and on the MESSAGE RECALL page. These messages disappear automatically when the condition that caused them no longer exists. Alert messages cause both the FMS front panel MSG annunciator and the remote MSG annunciator to illuminate until all messages are cleared/acknowledged by the pilot. Alert messages are cleared (thus acknowledged) from the scratchpad by pressing the CLR key. New messages that have not yet been acknowledged are displayed with an asterisk (*) prefix on the MESSAGE RECALL page. Bringing in view the MESSAGE RECALL page(s) acknowledges all messages at once. Alert messages have the highest priority and supersede any advisory message or typed-in data displayed in the scratchpad. Alert messages that are related to navigation sensor performance are displayed only if the sensor is interfaced with the FMS and configured through the FMS maintenance pages (refer to Installation Manual). Alert messages are prioritized internally by the FMS, with the highest displayed at the top and the lowest at the bottom of the MESSAGE RECALL page. Both the MESSAGE RECALL page and the MAINT MESSAGES page can be accessed via the [INIT REF] key, via the MSG key or by pressing and holding the [INIT REF] key for more than 1 second. Unless otherwise noted, the FMS Master Caution is inactive (e.g. FMS is still functional) for all the System Alert messages. Collector Alert messages are messages that combine several fault conditions into a single alert message (e.g. AIR DATA LOST combines ADC1 FAILED and ADC2 FAILED Maintenance Advisory messages).


Page E-1 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) Alert Message Suppression For installations where Performance VNAV is enabled, during Critical Phases of Flight, the FMS only raises the system alert messages identified as critical. These critical messages are marked with an asterisk (*) in the system alert message table below. All other system alert messages are suppressed until the critical phase of flight ends. For the purposes of system alert suppression the "Critical Phases of Flight" are defined as follows. Takeoff: • starts when the aircraft groundspeed is greater than 80 knots; and • ends when the aircraft reaches the acceleration altitude. Landing: • starts when the FAF waypoint is sequenced; and • ends when on ground or the active VNAV mode is climb or cruise. Missed approach: • starts when missed approach is activated; and • ends when the DISCO inserted in the flight plan between the missed approach waypoints and the automatically selected approach is no longer present in the active route.




SYSTEM ALERT MESSAGE ACTIVE ROUTE DISAGREE

ACTIVE WPT DISAGREE ADF CONTROL LOST ADF1 CONTROL LOST ADF2 CONTROL LOST AIR DATA LOST

APPR DEGRADE TO LNAV

ARM APPROACH

ATC COMM ESTABLISHED

ATC COMM TERMINATED

ATC CONTROL LOST ATC1 CONTROL LOST ATC2 CONTROL LOST

ATC REPORT LIST FULL

ATS CONTROL LOST (*)

DESCRIPTION There is an active flight plan mismatch between the FMSs.

There is an active waypoint mismatch between the FMSs. FMS reverts to independent mode. The FMS cannot control the identified ADF radio (radio failure or requested tuning does not match feedback for 10 second). The FMS reports a failure of ADC input data on both the onside and offside. A failure is declared when at least one or more critical labels are not being updated or failed. The best available approach minima has degraded to LNAV.

When at 30 nm to the destination airport and the approach mode has not been enabled (armed). The FMS repeats the check at 3 nm to the FAF. Communication has been successfully established with the Active ATC data link or transferred to the next data authority. Active and Next ATC data link communication have been disconnected. The FMS has detected a transponder failure or it cannot tune the transponder (requested tuning does not match feedback for 10 seconds). An uplink CPDLC message containing one or more ATC REPORT or CONFIRM requests is received and the total number of ATC REPORT and/or CONFIRM will be greater or equal to 9. Future ATC requests will be ignored by the FMS. The FMS commanded a disengagement of ATS PROFILE mode (if already engaged); OR the FMS cannot Engage ATS PROFILE mode.


ACTION

APPLICABLE CONFIGURATION

Review FMS active flight plan and try to resynchronize FMS with the correct flight plan. Close-up to the proper active waypoint on each FMSs and try to resynchronize. Check ADF Control Radio from another source. Advise maintenance.

Dual/Triple-FMS installations

Ensure that ADC is powered.

ADC interface.


ADF interface.

Advise maintenance.

Use LNAV minima for the current approach, or declare a missed approach. Arm the destination airport at 30 nm. Arm the FAF at 3 nm.

Advisory Approach VNAV function configured with BARO option enabled.

If applicable use datalink for further communication with ATC.

CPDLC

If applicable reconnect to ATC by using ATC Logon procedure or revert to voice communication. Check the ATC feedback signal to the FMS Check Control transponder from another source.

CPDLC

Respond to ATC REPORT on the ATC REPORT PAGE and/or CONFIRM requests on the ATC UPLINK page.

CPDLC

Approach mode arming configured to MANUAL.

ATC interface.

Performance VNAV for A300/A310


OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM ALERT MESSAGE

DESCRIPTION

ACTION


CANCEL E/O?

The FMS detects that the engine-out discrete has transitioned from active to inactive.

Verify and cancel FMS engine-out mode.

Performance VNAV

CHECK ANP (*)

The FMS ANP (Actual Navigation Performance) value exceeds the RNP (Required Navigation Performance) value.

All configurations.

CHECK BLOCK FUEL

Upon engine start, a fuel discrepancy is detected between the entered BLOCK fuel and the actual fuel on board (FOB)

Verify RNP/ANP values on PROGRESS 1/4 page. Monitor FMS position; perform manual position update if necessary (not possible in GPS Navigation mode). Otherwise revert to an alternate means of navigation. Ensure that the entered BLOCK fuel weight is consistent with the actual fuel on board weight.

Performance VNAV

Make sure that the actual fuel on board is appropriate for the upcoming flight. Advise refueling personnel otherwise. If required, re-enter the takeoff speeds to account for the new aircraft actual or predicted takeoff gross weight. CHECK LOW SPEED (*)

CHECK QFE/STD SELECTION

CHECK SELECTED ALT

When PROFILE mode is engaged, the FMS predicts that the indicated speed will fall below a predetermined minimum speed. VNAV transitions from climb to cruise phase of flight while QFE is still selected. (The FMS now uses the destination airport as its reference airfield elevation) A mismatch between the selected altitude and the FMS vertical profile has occurred.

CHECK TAKEOFF SPEEDS

The FMS is in synchronized mode, and at least one on-side and one off-side takeoff speed differs by more than 1 knot.

CHECK TRUE/MAG REF

The FMS TRUE/MAG reference does not match the destination


Monitor the deceleration and disengage PROFILE mode if required.


Verify whether the intended altitude reference setting is QFE. Revert to STD setting if required.

Performance VNAV for SSJ-100

Change the selected altitude or update the vertical profile.

Performance VNAV

Performance VNAV If required, re-enter the takeoff speeds and confirm on-side and off-side takeoff speeds match. Change the TRUE/MAG reference to match the

All Configurations.



DESCRIPTION

ACTION

airport’s charted TRUE/MAG reference.

airport’s angle reference.

COM CONTROL LOST COM1 CONTROL LOST COM2 CONTROL LOST

The FMS cannot control the COM radio.

Control COM/VUHF from another source. Advise maintenance.

CLB IN APPR NOT ALLOWED

The FMS detects a climb segment to one of the approach or approach transition waypoints.

Review the flight plan or Identify the problematic waypoint and advise ATC that the waypoint constraint will be violated.

NOTE: This message is not raise when the problematic constraint is on a vector leg.

CLB IN DES NOT ALLOWED

CLB PATH UNACHIEVABLE

COM CONTROL LOST

The FMS detects a climb segment in the descent profile during the vertical profile generation. NOTE: The only way possible for having a climb segment in the descent profile is to manually enter an altitude constraint at a downpath waypoint that is higher than the altitude constraint of a previous waypoint. 1. The FMS predicts that the predicted flight path angle or the climb rate exceeds the envelope limit.

NOTE: The FMS will normally ignore the waypoint causing the climb segment (second waypoint) except between a non-temperature compensated waypoint and a temperature compensated waypoint (first waypoint is ignored). Review the flight plan and remove any climb segment falling into the descent profile.

Review the climb vertical profile on the MCDU and identify the excess flight path angle, climb rate or the violated altitude constraint.

2. The computed climb path violates at least one altitudeconstrained climb waypoint.

Adjust the climb profile to resolve non-compliances.

Note: This message is inhibited when a shuttle hold is active. The FMS cannot control the

Control COM/VUHF from



COM interface and COM name configured to COM1. or VUHF interface and VUHF name configured to COM1. Performance VNAV or Approach VNAV Enable with temperature compensation enabled.

Performance VNAV

Performance VNAV

COM interface and



DESCRIPTION

ACTION


COM3 CONTROL LOST COM4 CONTROL LOST

COM radio.

another source. Advise maintenance.

COUPLED LNAV/VNAV LOST (*)

The FMS has detected a loss of communication with both AFCS or neither AFCS1 nor AFCS2 are identified as master autopilot.

Advise maintenance.

COM name configured to COM3. Or VUHF interface and VUHF name configured to COM3. SSJ-100 installations.

COUPLED VNAV LOST (*)

The FMS is unable to Arm/Engage PROFILE mode.

Use another vertical guidance mode if possible.


COURSE CHANGE > 125

The upcoming fly-by leg transition (from active leg to the next leg) involves a course change greater than 125 degrees.

Ensure that this is the intended lateral path. If yes, monitor guidance to the next leg. Expect S-turn in capturing the next leg.

Message can be configured as a system alert or status advisory.

CROSSING ALT DISAGREE (*)

The predicted waypoint crossing altitudes for the on-side and offside FMSs differ by more than 500 ft for the TO or next waypoints. This may occur during very sharp turn (>150 deg) around the end-of-descent. The FMS might not select the proper speed restriction between climb/descent speed restriction for the cruise speed target when cruising between climb and descent speed restriction altitude or below speed restriction altitude with different speed restriction.

Disengage VNAV

Performance VNAV

CRZ ALT < SPD RES ALT

CRZ ALT ABOVE MAX ALT

NOTE: By default, the FMS uses the climb speed restriction until entering the destination terminal area where the descent speed restriction will be used. The pilot-entered Cruise Altitude is greater than the FMScomputed Maximum Altitude; OR The selected altitude is raised above the FMS-computed Maximum Altitude and forces a change to the FMS CRZ ALT; OR An engine-out situation occurs


Ensure that the message has disappeared from MESSAGE RECALL page before re-engaging VNAV.

The crew need to review the published navigation charts and manually entered the cruise speed target as required to respect the speed restriction in use in the actual flying area.

Performance VNAV

Enter on the MCDU a cruise altitude below the maximum altitude displayed on the cruise page; OR Lower the pre-selected altitude below the maximum altitude displayed on the cruise

Performance VNAV



DESCRIPTION and the current aircraft altitude is above the FMS-computed Stabilizing Altitude.

CRZ ALT UPDATE WITH QFE

Cruise altitude is updated with the selected altitude corrected with the QFE elevation.

DATABASE OUT OF DATE

Navigation Database selected is not the current cycle.

DATALINK COMM LOST

The FMS has detected a failure of the Communications Management Unit (CMU)

DATUM DISAGREE

In a dual/triple FMS installation with the FMSs synchronized, the datum selection received from the off-side FMS is not configured in the FMS’s preferred datum list. Displayed as long as the mismatch persists. Failure of all DCU inputs.

DCU INPUT LOST

DES PATH UNACHIEVABLE

Upon flight plan execution: 1. The FMS calculates that the predicted flight path angle or the descent rate exceeds the performance envelope limits. 2. The computed descent path violates at least one altitudeconstrained waypoint within 50 nm of T/D.

ACTION


page; OR The crew must evaluate the engine out event; if it is judged as an engine-out non-critical situation, lower the pre-selected altitude to the stabilizing altitude. If the engine out event is critical, do not lower the pre-selected altitude and monitor the minimum rate of descent drift down. Verify that the appropriate station QFE is being used; else change the QFE setting or revert to STD barometric setting. Select correct database or advise maintenance crew to load current database cycle. Ensure that CMU is powered. Verify if the CMU operates normally. Or revert to voice communications. Advise maintenance.


All configurations.

AOC and CPDLC

Pilot to ensure that any datum mismatches are resolved (DATUM selection line on SETUP 1/1 page).

All configurations.

Ensure that EFIS is powered. Verify if the EFIS(s) operate(s) normally. Advise maintenance. Review the descent vertical profile on the MCDU; Identify the excessive flight path angle, descent rate or the violated altitude constraint.

EFIS Interface configured to IS&S.

Performance VNAV

Adjust the descent profile to resolve all noncompliances.

Note: This message is inhibited when a shuttle hold is active



OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM ALERT MESSAGE DES WIND UPLINK READY DF CONTROL LOST


DESCRIPTION

ACTION

Descent Forecast wind received from the company. The FMS has detected one of the following conditions:

Review the uploaded wind data, use as appropriate. Control DF radio from another source Advise maintenance.

AOC

Monitor FMS guidance.

All configurations.

Access RTE LEGS page to enter next waypoint or to close up route discontinuity.

All Configurations.

DF interface configured to DF-430 or DF-935.

When DF-430 is configured: The FMS detects a DF radio failure or it cannot tune the DF radio (requested tuning does not match feedback for 10 seconds). When DF-935 is configured: The following conditions are detected during a period of 10 seconds: The command echo is not received from the Direction Finder equipment (DF); or A bad command echo is received (Bad) from the DF.

DIRECT TO FIX

When flying an intercept leg (CI/VI) that is followed by a CF leg, from a published procedure, if the aircraft heading/course is within 5 deg of the prescribed heading/course and the predicted intercept point is beyond the termination fix of the next CF leg. NOTE: The FMS then calculates a path direct to the next leg termination (waypoint).

DISCONTINUITY(*)

DISCONTINUITY AHEAD(*)

The active leg is a discontinuity.

The next waypoint (following the active leg) is a discontinuity. The message is reinstated 60


The FMS steering will remain unavailable until the discontinuity is resolved. Access RTE LEGS page to enter next waypoint or to close up route discontinuity.

All Configurations.



DESCRIPTION seconds before the discontinuity becomes active, if the condition remains. ON A300/310, the message is raised on the modified route when the execution of the route will cause autopilot to disconnect.

DME/DME NAV LOST

NOTE: Message is not raised for manually sequenced legs. DME-DME navigation no longer available due to receiver(s) failure. If FMS was in DME-DME navigation mode, it automatically reverts to the next available navigation mode.

DME CONTROL LOST DME1 CONTROL LOST DME2 CONTROL LOST

The FMS cannot control the DME which is paired with the NAV radio. or Failure of the DME channel associated with NAV radio (manual tuning).

E/O – DESELECT PROF(*)

When PROFILE mode is engaged with slats/flaps extended, the FMS detects an engine-out situation.

E/O - SEL VNAV PAGE(*)

While airborne, the FMS detects an engine-out situation.

EFIS INPUT LOST

NOTE: this message is inhibited when E/O – DESELECT PROF message is raised. Total loss of EFIS input data on the onside and offside FMSs.

END OF ROUTE

Passing the last waypoint in the route. FMS steering becomes invalid.

ENTER CRZ ALT?

A300: An updated FMS cruise altitude is required to fly the selected altitude or to honour an altitude constraint (in climb). RRJ: An updated FMS cruise altitude may be required to force the FMS to transition the VNAV mode in accordance with the latest FGCP Selected Altitude change.


ACTION


Failure to remove the discontinuity before it becomes active will cause FMS steering to become invalid. For modified route, review flight planning prior to execution.

Verify if identified DME transceiver(s) operate(s) normally.

DME interface.

Use another navigation sensor as a means of primary navigation. Advise maintenance. Control DME from another source. DME receiver is no longer operational, use other navigation aids. Advise maintenance. Deselect PROFILE mode and revert to another Autopilot mode.

DME interface.


Go to VNAV page and activate FMS engine-out mode.

Performance VNAV

Ensure that EFIS is powered. Verify if the EFIS(s) operate(s) normally. Advise maintenance. Select RTE LEGS page to enter additional waypoints to resume FMS steering.

EFIS interface.

Evaluate the situation. If necessary, enter a new FMS cruise altitude and EXECute the change.

Performance VNAV

All Configurations.


OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM ALERT MESSAGE ENT HOLD ALT TO DES NOW ENTER POS/DATE/TIME

ENTER DES FORECAST DATA

FCU ALT BELOW DEST ALT

FCU ALT OUT OF RANGE FCU ALT TO MISS APP? (*)

FMS ALTITUDES DISAGREE (*)

FMS DEGRADED

FMS FAILED (*)

FMS- FMS POS DISAGREE (*)


DESCRIPTION

ACTION

The aircraft is in a hold and the crew tries to descent by updating the selected altitude. Battery failure invalidating the RTC date/time and current position. Master Caution is active.

Enter the new hold altitude on the HOLD page to start the descent. Enter date, time and position. Advise maintenance.

Performance VNAV

Missing destination QNH/QFE data that is required to preplan the descent profile (e.g. missing QNH/QFE data may cause large VDEV jumps and possible violation of altitude constraints).

Enter destination QNH/QFE (as well as temperature and Transition Level if required) on the DESCENT FORECAST 1/2 page.

Performance VNAV

Select a FCU altitude above the destination runway elevation and review the flight plan as required. Lower the FCU selected altitude.


Select and confirm the FCU ALT MISS APP option on the APPR page.


Verify altimeter setting on all systems

• VNAV configured and • Dual/Triple-FMS installations

Continue to use the FMS user interface. Backup systems will takeover the affected operations. Refer to MAINT MESSAGE page for fault trouble shooting. Advise maintenance. Do not use the FMS for radio tuning or navigation. Refer to MAINT MESSAGE page for more details. Advise maintenance crew.

All Configurations.

When occurring during an approach, initiate a missed approach. Whenever possible, compare the FMS Position with the position obtained


Note: QFE is only applicable for SSJ-100 configuration. The selected altitude has been lowered below the destination airport in PROFILE mode.

FCU selected altitude is greater than the aircraft's maximum certified altitude. PROFILE mode is engaged and the FCU ALT MISS APP option has not yet been selected and confirmed once the aircraft is within 3nm of the FAF. Excessive difference between two baro-corrected altitude inputs, two FMS-calculated baro-corrected altitudes or two pressure altitude inputs. Internal FMS hardware fault related to I/O interface. The fault prevents full function of the FMS. This fault is not critical to the operation of the FMS user interface or processing. Master Caution is active. Internal FMS hardware fault. Master Caution is active.

The FMS reports discrepancy between the onside position (derived from its best onside sensor) and the cross-side position(s) that has exceeding a threshold for more than 10


All Configurations.


All Configurations.

Page E-10 July 17, 2013


DESCRIPTION seconds.

FMS SPD DISAGREE (*)

FUEL INPUT LOST

The target speeds for the on-side and off-side FMS differ by more than 5 knots (if targeting an IAS speed) or 0.01 Mach (if targeting a Mach speed); OR One FMS is targeting an IAS speed and the other is targeting a Mach speed. Total loss of Fuel Computer data on the onside and offside FMSs.

ACTION from available sensors. Compare Position on onside and cross-side(s) to determine the most probable one to identify the incorrect sensor and disable the sensor when required. Select Independent Mode and ensure that the A/P in command is being driven by the FMS with the most probable position. Synchronized Mode can be re-established when the message disappears from each FMS “MESSAGE RECALL” page. Report problem to maintenance Deselect FMS vertical navigation mode if coupled and manually intervene to control speed.

Manually enter fuel quantity and fuel flow on FUEL 1/1 page. NOTE:


Performance VNAV

FC interface.

Manual entry is not possible when VNAV is configured.

Fuel Quantity can be entered from Performance INIT page when Performance VNAV configured. Verify if Fuel Computer(s) operate(s) normally. Advise maintenance. Plan to land before the fuel is exhausted.

FUEL RESERVE

Reserve fuel is being used.

GLONASS INPUT LOST

Failure of all GLONASS sensor inputs

GLONASS is not longer operational.

GPS LP/LPV INOP

Failure of all GPS to conduct a LP or LPV approach.

Select a new approach or new approach minima. If close to FAF, perform a go


• Performance VNAV disabled and • FC interface. GLONASS interface.

LPV configured

Page E-11 July 17, 2013


DESCRIPTION

GPS NAV LOST (*)

The GPS sensor is not being used for the active navigation.

GPS POS UNCERTAIN

No IFR approved navigation sensor (including GPS) meets requirements for the phase of flight. The FMS is using GPS position data for which the GPS integrity does not meet requirements for the phase of flight. This message does not imply that the GPS position is in error, only that confidence in the position accuracy is reduced. GPS integrity is lost. GPS INT remote annunciator (if installed) illuminates. GPS POS UNCERTAIN is mutually exclusive with GPS NAV LOST. When the actual aircraft gross weight (ZFW + Fuel weight decoded from the fuel computer) computed for the on-side FMS is different from the actual aircraft gross weight computed by the off-side FMS(s) by a PDBdefined threshold for at least 60 consecutive seconds when operating in synchronized mode. Total loss of heading input. When not in GPS navigation, the FMS builds up an error during rapid turns, and should be used with caution. No wind computation is available. HF/HFx radio failure or The FMS cannot tune the HF/HFx radio (requested tuning does not match feedback for 10 seconds). The combination of current TAS and computed wind may cause the aircraft to overshoot the next flight plan leg. Vertical path angle for the selected destination runway exceeds 3.77 degrees (or any other threshold set via VNAV configuration page).

GROSS WEIGHT DISAGREE

HEADING INPUT LOST

HF CONTROL LOST HF1 CONTROL LOST HF2 CONTROL LOST

HIGH ARC EXIT SPEED

HIGH GLIDEPATH ANGLE

ILS CONTROL LOST

ILS radio failure or The FMS cannot tune the ILS


ACTION around. Maintain the flight path within the range of NAVAIDS. GPS approaches cannot be flown. Verify GPS position and monitor Horizontal Integrity Limit (HIL). Revert to an alternate navigation means if GPS position becomes unreliable.

Verify that the ZFW and Fuel weights displayed on all FMS are consistent and update them if required.

APPLICABLE CONFIGURATION GPS interface.

GPS interface.

Performance VNAV

If all is consistent and the condition persists, do not use the FMS for VNAV.

Refer to Operator’s Manual Section 17 for operation with a failed heading input.

All configurations.

Advise maintenance

HF Interface.

Reduce speed prior to exiting the arc.

All configurations.

Ensure that VPA displayed on VNAV approach page is compatible with intended operations before following vertical deviation.

Approach VNAV Enabled. Not applicable if Performance VNAV is configured.

Advise maintenance

ILS Interface.

Page E-12 July 17, 2013


ILS IDENT MISMATCH MLS IDENT MISMATCH

INDEPENDENT OP (*)

INVALID ATC UPLINK

IRS1 ALIGN FAIL IRS2 ALIGN FAIL IRS3 ALIGN FAIL

DESCRIPTION radio (requested tuning does not match feedback for 10 seconds). The received ILS (MLS) groundstation identifier is different than the selected ILS (MLS) approach identifier. In a dual/triple-FMS installation, the identified FMS is now operating independently of the off-side FMS(s), because of at least one of the following reasons: • Independent mode manually requested on SETUP 1/1 page. • An inter-FMS communication failure has occurred. • The Operational Software programs are not the same in all FMSs. • The active navigation database is not the same in all FMSs. • The FMSs have been in a different phase of flight for more than five seconds. • The FMSs have been using a different navigation sensor for more than 10 seconds. • The user databases are different. • The performance database is not the same in all FMSs. This is only applicable if VNAV function is configured • The policy file is not the same in all FMSs. This is only applicable if VNAV function is configured A CPDLC uplink message containing an error has been rejected and an error message has been sent to ATC.

IRS reports alignment failure.


ACTION


Verify whether intended facility is being tuned.

ILS Interface or MLS Interface.

Any automatically synchronized item listed in Section 3-5 of the Operator’s Manual, dual/triple-FMS Operations, must be now performed independently on each FMS. Clear message. Refer to MESSAGE RECALL and/or MAINT MESSAGE page(s) for more details. Advise maintenance. Verify Op Program on IDENT 1/1 page and advise maintenance if different. Verify active navigation database on IDENT 1/1 page, select appropriate database if possible, otherwise advise maintenance. Verify consistency of altitude input of each FMS. Verify active performance database (Aircraft & Engine type) on IDENT 2/2 page. Verify active policy file on IDENT 2/2 page.


Contact ATC by voice for clarification if required.

CPDLC

LTN-92: Ensure that entered position meets LTN-92 latitude check and

IRS interface.

Page E-13 July 17, 2013


IRS1 CHECK ACCURACY IRS2 CHECK ACCURACY IRS3 CHECK ACCURACY

IRS1 CYCLE OFF/NAV IRS2 CYCLE OFF/NAV IRS3 CYCLE OFF/NAV IRS1 ENTER HEADING IRS2 ENTER HEADING IRS3 ENTER HEADING

IRS1 ENTER PPOS IRS2 ENTER PPOS IRS3 ENTER PPOS IRS1 ON BAT IRS2 ON BAT IRS3 ON BAT

IRS1 ON SEC. POWER IRS2 ON SEC. POWER IRS3 ON SEC. POWER

IRS1 SELECT ATTITUDE IRS2 SELECT ATTITUDE IRS3 SELECT ATTITUDE

DESCRIPTION

IRS reports that some of its navigation parameters may have become unreliable. Or FMS determined that IRS inertial position drift exceeds 3+3T nm, where T is the IRS Time in Nav in hours. Message enabled for ADIRS interfaces. ADIRS alignment fault.

In Attitude mode, magnetic heading must be manually updated. Message enabled for ADIRS interface. IRS requests position initialization. Message enabled for LTN-92 and ADIRS interfaces. IRS reports that AC power is too low and is operating on DC backup power. If the backup power source is a battery unit, 15 to 30 minutes of operation are available with a fully charged battery. If primary power is not restored promptly, the battery voltage will fall below the level required to operate the IRS. Message enabled for LTN-92 and ADIRS interfaces. IRS is on secondary power for more than 10 seconds.

LTN-92 INS reports invalid navigation data. INS outputs still valid: pitch, roll and platform


ACTION 3+3T check. Retry IRS initialization on POS INIT page. Others: Ensure that entered position meets Reasonableness Test and System Performance Test. Retry IRS initialization on POS INIT page. Move appropriate IRS Mode Selector Unit to ATTitude position. If attitude data of INS/IRS seems unreliable, switch this INS/IRS to OFF.


IRS interface.

Cycle Mode Selector Unit through OFF and back to either NAV or ALIGN. Magnetic heading must be manually entered in SET IRS HDG field of POS INIT ½ page every 15 minutes.

IRS configured to ADIRU or LTN-101.

Perform IRS initialization on POS INIT page. Enter position on POS INIT page.

IRS interface.

Verify IRS AC power.

IRS configured to LTN_101, ADIRU, LTN-92 or LASEREF_IV.

Advice maintenance.

IRS configured to LASEREF_V.

Move appropriate INS Mode Selector Unit switch position to ATT position.

IRS configured to LTN-92.

IRS Configured to LTN_101, ADIRU, LASEREF_V.

Page E-14 July 17, 2013


LESS DRAG

LOW BATTERY POWER

LOW GLIDEPATH ANGLE

LP APPR NOT AVAIL

DESCRIPTION heading. INS cannot be used in FMSbased inertial navigation mode. FMS-based inertial navigation mode, heading and altitude inputs still available as long as one inertial sensor is still operating normally. During the descent phase of flight with PROFILE mode engaged, the FMS detects that speed brakes are deployed, the aircraft is decelerating and the present speed is at least 10 knots or 0.01 Mach below the FMS target speed. Note: this message will be inhibited if the CHECK LOW SPEED message is raised. The power level of the internal battery is low. Manually-entered data may be lost if there is a primary power interruption during flight. Vertical path angle for the selected destination runway is less than 2.75 degrees (or any other threshold set via VNAV configuration page). The crew selected approach LP minima is no longer achievable

LPV APPR NOT AVAIL

The crew selected approach LPV minima is no longer achievable

LP/LPV LOAD FAIL

The selected LP/LPV approach was not loaded

MAX U/L DELAY EXCEEDED

The received ATC uplink exceeds the allowable latency value (i.e. the time difference between the uplink’s timestamp and current UTC exceeds the Maximum U/L Delay viewable on the ATC LOGON/STATUS page).


ACTION


Retract speed brakes as required so the aircraft will accelerate.


After any power interruption, monitor system performance and re-enter data as required. Advise maintenance. Ensure that VPA displayed on VNAV approach page is compatible with intended operations before following vertical deviation. Select a new approach or new approach minima. If close to FAF, perform a go around. Continue with LNAV approach minima if available and allowed by the approach. Otherwise, select a new approach or new approach minima. If close to FAF, perform a go around. Re-select the approach and execute again. If message persists select a different approach and advise maintenance. Verify the message for validity and, if required, reject the received message with free text indicating “late message” and/or revert to voice communication. If required, contact ATC about appropriate latency value to be used in the Maximum U/L Delay field

All configurations.

Approach VNAV Enabled. Not applicable if Performance VNAV configured. LPV Configured

LPV Configured

LPV Configured

CPDLC

Page E-15 July 17, 2013


DESCRIPTION

ACTION


viewable on the ATC LOGON/STATUS page. MLS CONTROL LOST

MLS radio failure or FMS cannot tune the MLS radio (requested tuning does not match feedback for 10 seconds). The FMS cannot control the NAV radio.

Advise maintenance

MLS Interface.

Control NAV radio from another source. Advise maintenance.

NO APPR INTEGRITY (*)

The predicted or actual GPS integrity does not meet the requirements for approach.

NO CLB IN DES–CRZ ALT?

The FMS profile could not accommodate the pilot request of raising the selected altitude above the aircraft altitude during descent. The FMS profile could not accommodate the pilot request of lowering the selected altitude below the aircraft altitude during climb. After executing a Direct-To with Intercept-Course, the intercept is found impossible. The FMS will command wings-level.

Activate the missed approach or use alternate means of navigation (if available) to perform the approach. If the intent is really to climb during profile descent, basic A/P modes should be used.

• A429 RADIO / NAV interface and • NAV name configured to NAV. GPS interface.

NAV CONTROL LOST NAV1 CONTROL LOST NAV2 CONTROL LOST

NO DES IN CLB-CRZ ALT?

NO INTERCEPT - SEL HDG

NO NAV DATABASE NO PLAN STEP NEAR T/D

NOT ENOUGH FUEL

NOT ON INTERCEPT HDG

No navigation database has been loaded. The entered ALT constraint has been ignored because the constrained waypoint is too close to the top of descent. Not enough fuel to get to destination. (Endurance Reserve not included) is below Time To Go (TTG). Current aircraft heading does not intercept the following course to fix in the case of a published heading to course capture procedure (VI/CF leg combination).



If the intent is really to descent during profile climb, basic A/P modes should be used.


• •

Select HDG/SEL Fly the aircraft to an appropriate intercept heading. • Re-engage LNAV. Advise maintenance to reload navigation database. • Advise ATC • Revise flight plan as appropriate

All configurations

Re- route to a closer destination.

• Performance VNAV disabled and • FC interface.

Fly the aircraft to an appropriate intercept heading. Re-engage LNAV.

All configurations.

All configurations. Performance VNAV

Page E-16 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM ALERT MESSAGE NOT ON INTERCEPT TRK

PARTIAL DES WIND LOADED

PARTIAL ROUTE LOADED

PARTIAL ROUTE READY

PARTIAL WIND LOADED

PARTIAL WIND READY

PRED SPEED LIMITED

PREDICTIONS USING GDOT

PRINTING LOST

DESCRIPTION Current aircraft track does not intercept the following course to fix in the case of a published heading to course capture procedure (CI/CF leg combination). Uplinked Descent Forecast wind data could not be completely loaded by the FMS, due to error(s) found during the loading process. Error(s) were found during the loading of an uplinked Flight Plan (AOC or CPDLC) Only the valid portion of the uplink was loaded. Uplinked flight plan could not be completely buffered by the FMS, due to error(s) found during decoding process.

Uplinked wind data could not be completely loaded by the FMS, due to error(s) found during the loading process. Uplinked wind data could not be completely buffered by the FMS, due to errors(s) found during the decoding process. There is a down path calculated target speed (speed constraint or predicted speed) that is not within the aircraft speed envelope limits. The limited speed is identified in amber on the appropriate FMS pages.

The FMS has detected an engine-out during cruise phase of flight and PROFILE mode is disengaged. The FMS has detected a failure of the PRINTER unit


ACTION


Fly the aircraft to an appropriate intercept course. Re-engage LNAV to capture new active leg.

All configurations.

Verify uplinked Descent Forecast wind data on PLAN DES 5/6 (or 5/5) page. Contact airline operation center if necessary. Verify the uploaded flight plan using print preview and contact airline operation center or ATC.

AOC

Select the LOAD prompt on the appropriate ROUTE page. Verify the uploaded flight plan using print preview and contact airline operation center. Verify uplinked wind data on WIND pages. Contact airline operation center if necessary. Select LOAD prompt on WIND page. Verify the uploaded wind data. PRESS EXEC to accept or ERASE to cancel. Access PROFILE page to identify which speed is being limited. Take appropriate action (e.g., manually change speed, or change a/c configuration) if required.

AOC

Note: It is possible that no problematic speed will be displayed in amber on the PROFILE page (because the condition to display the problematic is not present or the problematic waypoint was sequenced). In that case message will be automatically cleared on PROFILE page access. Acknowledge message.

Ensure that PRINTER is powered.

AOC or CPDLC

AOC

AOC

Performance VNAV with PROFILE page configured (SSJ-100).


PRINTER interface

Page E-17 July 17, 2013


DESCRIPTION

ACTION


Verify if the PRINTER operates normally. Advise maintenance.

PROF TO DISENGAGE E/D

PROF TO DISENGAGE FAF

POLICY FILE INVALID

POSITION SHIFT

PULL TO ARM STEP?

PROFILE mode is engaged and the aircraft is within 60 seconds of laterally sequencing the Endof-Descent (E/D) pseudowaypoint or within 60 seconds of vertically sequencing the E/D altitude AND: • The FMS is configured for Speed descent; OR • The FMS is configured for Path descent and no approach has been selected, or the selected approach has no associated runway NOTE: Complete disengagement of PROFILE mode occurs when the E/D pseudo-waypoint is sequenced if no VDEV is available. The FMS will command autopilot to disengage if PROFILE mode remains engage at the FAF. NOTE: FMS commands A/P to disengage when performing a GPS non-precision approach without integrity or if any other type of approach is selected and the PROFILE is still engage at the FAF. The FMS detects an invalid Policy File (bad CRC).

While LNAV is engaged, the FMS transitions from one navigation mode (position fixing mode) to another thus inducing a position jump larger than 1nm. In such case the FMS reduces its lateral path capture angle from 45 degrees (default value) to 25 degrees. The aircraft has exited a holding pattern after the pilot had


Take control of the aircraft vertical guidance and engage the next appropriate vertical mode before the E/D is sequenced.


Take control of the aircraft vertical guidance and engage the next appropriate vertical mode before the FAF is sequenced.


The FMS VNAV function can not be used. Once on ground, reload the Airline policy file. Crew to monitor that the aircraft smoothly recaptures the lateral flight plan.

Performance VNAV

Update the FCU-selected altitude (if required) and


All configurations.

Page E-18 July 17, 2013


DESCRIPTION

RELOGON TO ATC COMM

previously tried to arm a downstream step climb/descent while in the hold and failed to return the FCU altitude to its previous setting. ATC did not acknowledge the ATC LOGON procedure.

RENDEZVOUS UNACHIEVABLE

The moving waypoint is the active waypoint and interception of the moving waypoint is not possible within a traveling distance of 500 nautical miles of the current position because conditions have changed.

RESPOND TO ATC UPLINKS

The ATC LOG pending uplink message queue is full. Future ATC uplinks will be ignored by the FMS. Current route is corrupted.

ROUTE CORRUPTION

ROUTE UPLINK READY

Flight plan is received from the airline operation center.

RWY/ILS MISMATCH RWY/MLS MISMATCH

An ILS, LOC, LOC BC or MLS approach is selected in the active flight plan; and The manually-tuned ILS frequency or MLS channel does not match the frequency/channel of the ILS, LOC or MLS station associated with the selected approach. The FMS detects that the calculated amount of remaining fuel at the primary or alternate destination is less than the FINAL reserve fuel amount.

RTE 1 INSUFFICIENT FUEL RTE 2 INSUFFICIENT FUEL RTE 3 INSUFFICIENT FUEL

ACTION pull the ALT SEL knob to arm the step.

Ensure both the flight number and the tail number are set on the ATC LOGON/STATUS page. Re-initiate the ATC logon procedure. Revert to voice communications if required. Change flight parameter to reach this moving waypoint.

During profile cruise mode the selected altitude is below the destination runway elevation.

SEL ALT OUT OF

Selected altitude is greater than


CPDLC

Moving waypoint option Enabled.

Respond to pending CPDLC uplink messages.

CPDLC

Reload route from Company Routes Database. Review uploaded flight plan and use as appropriate.

All configurations.

Check that the selected approach is correct. Check that the manually tuned frequency ILS is correct.

ILS Interface or MLS Interface.

•

• •

SEL ALT BELOW DEST ALT


Update the lateral or vertical flight plan to shorten the route; or Fly at slower speeds; or Update the FINAL/TIME.

Raise the selected altitude above the destination runway elevation and review the flight plan as required. Lower the selected

AOC

Performance VNAV

Performance VNAV for RRJ

Performance VNAV for

Page E-19 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM ALERT MESSAGE RANGE SELECT STD (*) SET AIRPORT TEMP

SET AUTO SPEED

SET QNH (*)

STEP UNACHIEVABLE

T/C AFTER DEST – NO DES

T/C AFTER T/D – NO CRZ

SWS INPUT LOST TACAN NAV LOST

TIMER ALARM T/O DATA DELETED

DESCRIPTION the aircraft's maximum certified altitude. Selection of STD pressure is required. Aircraft enters destination airport terminal area and manual entry of Outside Air Temperature at destination airport has not been entered yet. There has been a change in phase of flight; for accurate prediction the pilot must revert back to FMS speed (the FMS is not accounting for panel speed).

Selection of QNH is required.

An unachievable step climb or descent is found on at least one waypoint of cruise profile. NOTE: The message is also raised if the FMS predicts that the aircraft cannot accelerate to the step climb speed before the step climb point. CRZ ALT is too high for length of lateral flight plan. Predicted top-of-climb is beyond destination. No descent profile will be generated. CRZ ALT is too high for length of lateral flight plan. No cruise segment can be computed.

Loss of communication with both SWS. No TACAN sensor data is available for the onside and offside FMSs. TACAN navigation mode is no longer available. If FMS was in TACAN navigation mode, it automatically reverts to the next available navigation mode. Timer has expired. After at least one takeoff speed (V1, VR, V2) has been entered


ACTION


altitude.

RRJ

Select Standard Pressure on the on-side altimeter Enter destination airport temperature on VNAV page.

Performance VNAV for A300/A310 Advisory Approach VNAV function is configured and Temperature Entry option is configured to ALERT.

Select AUTO SPEED button on the FGCP panel.


Select the QNH altimeter setting on the on-side altimeter Either modify the lateral flight plan or vertical profile to make the step climb/descent within the aircraft performance limits.


• •

Performance VNAV

Review CRZ ALT. Review lateral and vertical flight plan. • Change CRZ ALT if desired • Advise ATC. • Review CRZ ALT. • Review lateral and vertical flight plan. • Change CRZ ALT if desired • Advise ATC. Advise maintenance Ensure that identified TACAN receiver is powered. Verify if TACAN receiver operates normally. Control the TACAN from another source. Advise maintenance. Perform required posttimeout action. Re-enter takeoff speeds that are consistent with the

Performance VNAV

Performance VNAV

SWS Interface. TACAN interface.

Timer page enabled. Performance VNAV

Page E-20 July 17, 2013


TOO HVY FOR SLAT EXTEND

TOO HVY – DESELECT PROF

TPDR CONTROL LOST TPDR1 CONTROL LOST TPDR2 CONTROL LOST UNABLE ALT CONSTRAINT (*)

DESCRIPTION

ACTION

while on ground, if the crew changes one of the following items: ZFW, Block Fuel Weight, Taxi Fuel Weight, Departure Runway, Flex , Derate and Takeoff slats/ flaps configuration.

new parameter(s) which led to the deletion of the takeoff speeds.

NOTE: The parameters which lead to the takeoff speeds being deleted depend on the configuration. PROFILE mode is engaged, the aircraft is within 50nm of the T/D and the Predicted Approach Green Dot speed is greater than VFE for the clean configuration.

PROFILE mode is engaged and the FMS predicts that the next planned deceleration cannot be achieved since: 1. the speed at the end of the deceleration is less than VFE for the clean configuration; AND 2. the Predicted Green Dot speed is greater than VFE for the clean configuration. NOTE: even if the problematic deceleration will only occur below the 10,000ft speed restriction, the FMS will raise this message when crossing 10,000ft for awareness purposes. FMS cannot control the transponder.

In climb, if the active waypoint has an altitude constraint above the current altitude and the FMS predicts that, at the current ground speed and altitude rate,



Prepare to disengage PROFILE mode prior to extending slats/flaps.


Disengage PROFILE mode and manually intervene to control the speed.


Control transponder from another source. Advise maintenance.

• ATC interface and • ATC interface name configured as TPDR. Performance VNAV

Review the flight plan (waypoint altitude constraint). Take appropriate action to

Page E-21 July 17, 2013


DESCRIPTION the aircraft cannot reach an altitude within 150 ft of the next altitude constraint.

ACTION


fly at the waypoint altitude constraint.

In descent, if the aircraft is in clean configuration, and above the descent path by more than 150 feet, and the FMS computes for 10 seconds that the aircraft cannot reach an altitude within 150 ft of the next altitude constraint. NOTE: In descent, the message will be cleared if the aircraft configuration changes to not clean or the FMS computes for 10 seconds that the aircraft will be at or below the next altitude constraint or VDEV is less than 150 feet. This message is inhibited when a shuttle hold is active.

UNABLE HOLD SIZE

UNABLE SPD CONSTRAINT(*)

UNABLE TO SEND AOC MSG

UNABLE TO SEND ATC MSG

The hold speed is greater than the maximum ICAO published speed. The hold pattern size will be greater than the expected ICAO hold size, which may lead to airspace violations. The FMS predicts that a speed constraint cannot be met. NOTE: In descent/ approach, the message will be raised if a constraint causes acceleration. It will also be raised when a speed constraint in climb is higher than the climb speed schedule. An AOC downlink message transmission was initiated from the FMS but the transmission was unsuccessful.

An ATC downlink message transmission was initiated from the FMS but the transmission was unsuccessful.


Advise ATC.

If desired, message needs to be explicitly enabled via configuration pages.

Review the flight plan when possible or take the appropriate action to honor the speed constraint (disengage FMS vertical navigation mode if necessary) or advise ATC.

Performance VNAV

Verify Communications Management Unit (CMU) status. If problem persists, advise maintenance. Attempt to resend the message. Verify Communications Management Unit (CMU) status. If problem persists, advise maintenance. Attempt to resend the message, perform master

AOC

CPDLC

Page E-22 July 17, 2013


VAPP DISAGREE (*)

DESCRIPTION

There is a discrepancy in final approach speed between both FMSs.

ACTION slave transfer, or contact ATC through voice communication. Do not use FMS approach target speed.


Performance VNAV

If engaged, disengage VNAV Mode.

VDEV DISAGREE (*)

There is a discrepancy in the vertical deviation computation between both FMSs. Note: The discrepancy is typically temporary due to both FMS computing their profile independently.

Manage VAPP manually. Monitor the situation to see if the discrepancy disappears.

Performance VNAV

If the situation remains unresolved, deselect FMS VNAV mode from autopilot mode control panel and revert to other vertical control. VNAV can be reengaged only if the condition is not present anymore. Note: Any flight plan change (involving pressing EXEC key) can potentially resolve the VDEV disagreement by forcing both FMSs to recompute their profile again.

VERIFY RNP VALUE

A manually entered RNP value greater than that approved for the phase of flight is used.

VHF CONTROL LOST VHF1 CONTROL LOST VHF2 CONTROL LOST

The FMS cannot tune the VHF COM radio

VIR CONTROL LOST VIR1 CONTROL LOST VIR2 CONTROL LOST

The FMS cannot tune the VOR/ILS radio

VNAV DATABASE INVALID

The FMS detects that the Performance Database CRC is invalid. NOTE: The FMS invalidates VNAV Performance function (no vertical profile, no fuel and


The crew is responsible for monitoring navigation performance and ensuring that the aircraft remains within protected airspace at all times. Verify that the RNP value is appropriate for the phase of flight. Modify as necessary. Control COM radio from another source. Advise maintenance.

All configurations.

Control NAV radio from another source. Advise maintenance. . Do not use the FMS for VNAV. Advise Maintenance.

• NAV radio interface and • NAV radio name configured as VIR. Performance VNAV

• COM radio interface and • COM radio name configured as VHF.

Page E-23 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM ALERT MESSAGE VNAV PATH CHANGE

VOR/DME NAV LOST

VOR/DME/TCN NAV LOST

DESCRIPTION crossing altitudes predictions). The FMS has transitioned to/from level flight and the VNAV mode of the AFCS is engaged. VOR and/or DME receiver failure on the onside and offside FMSs. VOR-DME navigation mode is no longer available. If FMS was in VOR-DME navigation mode, it automatically reverts to the next available navigation mode. NC-12B TACAN failure in addition to a VOR and/or DME receiver failure on the onside and offside FMSs. VOR-DME-TCN navigation mode is no longer available. If FMS was in VOR-DME-TCN navigation mode, it automatically reverts to the next available navigation mode.

VUHF CONTROL LOST VUHF1 CONTROL LOST VUHF2 CONTROL LOST

FMS cannot control the VUHF radio.

WIND UPLINK READY

Wind data is received from the airline operation center. FMS cannot control the transponder.

XPDR CONTROL LOST XPDR1 CONTROL LOST XPDR2 CONTROL LOST


ACTION Prepare for and then monitor the transition to\from level flight. Verify if VOR and DME receivers operate normally. Control the VOR or DME receivers from another source. Advise maintenance

Verify if TACAN, VOR and DME receivers operate normally. Ensure that identified TACAN receiver is powered. Control the VOR or DME receivers from another source. Advise maintenance. Control VUHF radio from another source. Advise maintenance. Review the uploaded wind, use as appropriate. Control the transponder from another source. Advise maintenance

APPLICABLE CONFIGURATION Performance VNAV enabled • VNAV Path Change message enabled. • A429 RADIO / NAV interface. • A429 RADIO / DME interface.

• A429 RADIO / NAV interface. • A429 RADIO / DME interface. • A429 RADIO / TACAN interface.

• VUHF radio interface and • VUHF interface name configured as VUF. AOC • ATC interface and • ATC interface configured as XPDR.

Page E-24 July 17, 2013


STATUS ADVISORY MESSAGES • • •

Status Advisory messages are messages which do not require immediate pilot action but require pilot notification: Displayed in white on the scratchpad (until acknowledged). Never displayed on the MESSAGE RECALL or MAINT MESSAGES page. Second lowest scratchpad priority (can be typed over and overwritten by any message type except maintenance advisory messages).

STATUS ADVISORY MESSAGE AUTOMATIC HOLD EXIT

BACKTRACK ROUTE FULL

CAPT MAP CONTROL IN USE

CHECK CRUISE TEMP

CHECK HOLD ALT

CHECK TRACK/HEADING

DESCRIPTION A holding pattern will be exited automatically by the FMS. NOTE: Applicable to HA, HF leg types (holding patterns from Navigation Database). The backtrack route has been filled up to its maximum of 199 waypoints and there is an attempt to record the 200th waypoint in the backtrack route flight plan (first waypoint entered manually by the operator or waypoint overflown in the active route). Capt and F/O are using the same FMS to drive their EFIS map. NOTE: • Selected FMS is using Captain • EFIS panel selections. F/O EFIS • Control panel selections are ignored. The FMS has detected that the newly selected Cruise Altitude may not be consistent with the previously entered Temperature. Next leg is a holding pattern having an altitude constraint different from the current leg’s. Manual position update while in Dead-reckoning mode.


ACTION


Acknowledge message.

All configurations.

Check the route and reduce number of waypoints.

Backtrack function enabled.

Capt or F/O to select another FMS if individual map displays are required.

EHSI interface.

Check if the manually entered cruise temperature is consistent with the current cruise altitude.

Performance VNAV

Confirm holding pattern altitude constraint.

All configurations.

Ensure that the previously entered manual heading is still useable for navigation after the manual update. Update the correct update using other means.

All configurations.

Page E-25 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE CHECK TRANS ALT/LVL

DESCRIPTION

ACTION

Transition Altitude or Transition Level is not present in the navigation database for the selected departure or destination airport

If desired, message needs to be explicitly enabled via configuration pages. Enter Transition Altitude and/or Transition Level on PLAN DATA page.

CHECK TRUE/MAG REF COURSE CHANGE > 125

CLB IN APPR NOT ALLOWED

Aircraft transitioned out of the Polar area (see section 3) The upcoming fly-by leg transition (from active leg to the next leg) involves a course change greater than 125 degrees. In the modify flight plan, the FMS detects a climb segment to one of the approach or approach transition waypoints. NOTE: This message is not raise when the problematic constraint is on a vector leg.

CLB IN DES NOT ALLOWED

In the flight plan being modified, the FMS detects a climb segment in the descent profile during the vertical profile generation.


Enter Transition Altitude and/or Transition Level on the PERF INIT and DES FORECAST 1/2 pages If required, change Angle reference to MAG. Ensure that this is the intended lateral path. If yes, monitor guidance to the next leg. Expect S-turn in capturing the next leg. Review the flight plan or Identify the problematic waypoint and advise ATC that the waypoint constraint will be violated. NOTE: The FMS will normally ignore the waypoint causing the climb segment (second waypoint) except between a nontemperature compensated waypoint and a temperature compensated waypoint (first waypoint is ignored). Review the flight plan and remove any climb segment falling into the descent profile.

Performance VNAV Disabled.

Performance VNAV Enabled. All configuration Message can be configured as a system alert or status advisory. Performance VNAV or Approach VNAV Enable with temperature compensation enabled.

-

Performance VNAV

NOTE: The only way possible for having a climb segment in the descent profile is to manually enter an altitude constraint at a down-path waypoint that is higher than the altitude constraint of a previous waypoint.


Page E-26 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE CLB PATH UNACHIEVABLE

DESCRIPTION When the flight plan is in "MOD" state: 1. The FMS predicts that the predicted flight path angle or the climb rate exceeds the envelope limit.

ACTION Review the climb vertical profile on the MCDU; Identify the excess flight path angle, climb rate or the violated altitude constraint.

APPLICABLE CONFIGURATION Performance VNAV

Adjust the climb profile to resolve non-compliances.

2. The computed climb path violates at least one altitude-constrained climb waypoint.

CRZ ALT ABOVE MAX ALT

Note: This message is inhibited when a shuttle hold is active. When the flight plan is being modified: The pilot-entered Cruise Altitude is greater than the FMS-computed Maximum Altitude; OR The selected altitude is raised above the FMS-computed Maximum Altitude and forces a change to the FMS CRZ ALT; OR An engine-out situation occurs and the current aircraft altitude is above the FMS-computed Stabilizing Altitude.

CRZ ALT UPDATED

CRZ ALTITUDE LOWERED

The FMS has updated the CRZ ALT as a result of a selected altitude change.

The FMS has lowered the CRZ ALT to generate a CLB segment required for VNAV.


Enter on the MCDU a cruise altitude below the maximum altitude displayed on the cruise page; OR Lower the pre-selected altitude below the maximum altitude displayed on the cruise page; OR The crew must evaluate the engine out event; if it is judged as an engine-out non-critical situation, lower the pre-selected altitude to the stabilizing altitude.

Performance VNAV

If the engine out event is critical, do not low the pre-selected altitude and monitor the minimum rate of descent drift down. Performance VNAV Consider reviewing the vertical profile.

Review FMS generated CRZ ALT. Review lateral and vertical flight plan. Change CRZ ALT if desired Advise ATC.

Performance VNAV Enabled.

Page E-27 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE DES PATH UNACHIEVABLE

DIRECT HOLD ENTRY

DIRECT TO FIX

DESCRIPTION While the flight plan is in "MOD" state and the FMS calculates a flight path angle of a descent segment or a vertical speed to maintain that segment at the predicted ground speed that exceeds the limits stored in the performance database, or if an altitude-constrained descent waypoint is located within 50 nm of T/D. Note: This message is inhibited when a shuttle hold is active. Holding pattern entry procedure to be used on crossing of holding fix. Upon flying a Direct-To with intercept course, the predicted intercept point is so close to the leg's termination waypoint such that the intercept path cannot be calculated. NOTE: The FMS then calculates a path direct to the waypoint.

ACTION Review the flight plan descent profile for altitude/speed restriction and waypoint altitude/speed constraints to reckon the performance envelope limits.


Acknowledge the holding pattern entry.

All configurations.

Review the intercept course entered.

All configurations.

DME interface and DESELECT PG configured. RADIO interface and Emergency discrete input enabled.

DME NAV DESELECTED

DME Sensor manually deselected by the pilot.

Ensure DME navigation sensor should be deselected.

EMERGENCY ENGAGED

Emergency Tuning switch has been engaged. NOTE: The radios are set to emergency frequencies. End of offset navigation.

Acknowledge emergency status.

END OF OFFSET F/O MAP CONTROL IN USE

FLIGHT NUMBER UPLINK FMS NAV IN DR

Capt and F/O are using the same FMS to drive their EFIS map. NOTE: Selected FMS is using F/O EFIS panel selections. Capt EFIS control panel selections are ignored. Flight number uplink is received from the airline operation center. The FMS is receiving insufficient navigation information from other sensors. NOTE: The FMS is in dead reckoning navigation mode using heading and speed inputs and last computed value of wind.



Acknowledge the end of the offset. Capt or F/O to select another FMS if individual map displays are required.

All configurations. EHSI Interface.

Acknowledge flight number.

AOC

Take appropriate measure to fly in manual mode. Verify sensors power status and self-test status.

All configurations.

Page E-28 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE GPS INTEGRITY VALID

GPS NAV DESELECTED

HOLD EXIT TYPE CHANGED

DEV SCALES CHANGING

DEV SCALES TO CHANGE

ILS RECEIVER ACTIVE IN INERTIAL MODE

INVALID ROUTE UPLINK

INVALID WIND UPLINK

DESCRIPTION

ACTION


GPS sensor has just acquired integrity that satisfies the limit requirement for the phase of flight. NOTE: This message is turned on when the integrity lamp goes from ON to OFF. Similarly, the message is turned off when the lamp comes ON. GPS sensor has been deselected by the pilot.

Acknowledge GPS navigation mode.

GPS interface.

Ensure GPS navigation mode should be deselected.

A modified route that contains a holding pattern for which the exit type has been changed is executed. The FMS is commanding a display deviation scale sensitivity increase when entering terminal area and/or when adopting a new RNP value.

Acknowledge the message and monitor the lateral guidance to be consistent with the newly entered exit type. Acknowledge the display deviation scale change.

GPS Interface and DESELECT PG configured All configurations.

At 3 nm inbound to the FAF, GPS approach is enabled (armed). The display lateral deviation sensitivity will change from 1 nm to 0.3 nm full scale at 2 nm to the FAF waypoint.

Acknowledge the display deviation lateral scale change.

VDEV full scale deflection changes to 150 feet when Approach transition occurs (2 nm before the FAF). ILS changed Status from STANDBY to ACTIVE. Reversion to Inertial navigation mode.

Flight Plan uplinked by the airline operation center, but can not be loaded by the FMS due to error(s). Wind data uplinked by the airline operation center, but can not be loaded by the FMS due to error(s).


All configurations (except Diehl EHSI).

All configurations (except Diehl EHSI).

Performance VNAV Acknowledge the display deviation vertical scale change. Acknowledge the status change.

ILS interface.

Acknowledge Inertial navigation mode. Verify GPS integrity by monitoring the NAV STATUS page. Contact company dispatcher if necessary.

IRS interface.

Contact company dispatcher if necessary.

AOC

AOC

Page E-29 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE LNAV/VNAV APPR AVAIL

LEVEL OFF – SPD REST

LEVEL OFF – WPT ALT

MAINTENANCE LOG FULL

DESCRIPTION The LPV selected approach minima has degraded to LNAV/VNAV as the best available approach minima. VNAV guidance is engaged and an automatic level off to the descent speed restriction altitude is commanded in order to respect the speed restriction. While aircraft is below path in descent, VNAV guidance is engaged and an automatic level off at a waypoint altitude constraint is commanded in order to ensure that the altitude constraint is respected. Not enough memory is available to save a file.

MAX LDG WT EXCEEDED

The FMS reports that the predicted landing weight is greater than the maximum certified landing weight.

MLS RECEIVER ACTIVE

MLS changed Status from STANDBY to ACTIVE.

MORE DRAG – ABOVE PATH

The aircraft is above the descent profile and more drag might be required to recapture the path.

ACTION


Be aware the approach minima has changed (degraded).

LPV configured

Monitor that the aircraft is levelling-off.

Performance VNAV

Monitor that the aircraft is levelling-off.

Performance VNAV

Advise maintenance to verify the content of the Log file and delete some entries. If aircraft configuration allows, prepare for overweight landing. Change destination as to reduce aircraft weight below allowed landing weight. Acknowledge the status change.

All Configurations.

Assess the situation and if required take appropriate action to increase drag in order to recapture the path.

Performance VNAV


MLS interface.

NOTE: The crew should assess the situation before applying any drag as the message is raised preventively in some situation. MORE DRAG – TOO FAST

The aircraft speed is above the descent target speed and more drag might be required to slow down the aircraft. NOTE: During a deceleration path, the predicted speed at the end of the path is used.


Assess situation and If required take appropriate action to increase drag in order to slow down the aircraft.

Performance VNAV

NOTE: The crew should assess the situation before applying any drag as the message is raised preventively in some situation.

Page E-30 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE NO INTERCEPT - SEL HDG

NO PLAN STEP NEAR T/D

PARALLEL HOLD ENTRY PASSWORD CHANGED POS MANUALLY UPDATED

PRED SPEED LIMITED

RENDEZVOUS UNACHIEVABLE

ROUTE FULL

RTE 1 INSUFFICIENT FUEL RTE 2 INSUFFICIENT FUEL RTE 3 INSUFFICIENT FUEL

DESCRIPTION When a Direct-To with InterceptCourse is pending (modified route), if the change is executed, the FMS will steer the aircraft towards the path, but the desired intercept angle is not possible.

While the flight plan is being modified, the entered ALT constraint has been ignored because the constrained waypoint is too close to the top of descent. Holding pattern entry procedure to be used at crossing of holding fix. The library password has been successfully changed. System confirmation of crew manual position update while in Inertial navigation mode.

There is a down path calculated target speed (speed constraint or predicted speed) that is not within the aircraft speed envelope limits. The limited speed is identified in amber on the appropriate FMS pages. The interception of the moving waypoint is not possible (greater than 500 nm). NOTE: This message is generated when the moving waypoint is not the active waypoint. Waypoints in the uploaded flight plan exceed capacity. While the active flight plan is being modified, the FMS predicts that the calculated amount of remaining fuel at the primary or alternate destination is less than the FINAL reserve fuel amount.


ACTION •

Change the intercept course

APPLICABLE CONFIGURATION All configurations.

OR • •

Select HDG/SEL fly the aircraft to an appropriate intercept heading. • Re-engage LNAV • Advise ATC. • Revise flight plan as appropriate


Acknowledge the holding pattern entry.

All configurations.

Configuration can be used.

All configurations.

None

All configurations.

Check computed vertical profile (PROFILE page) to identify which speed is being limited. Take appropriate action (e.g., manually change speed, or change a/c configuration).

Performance VNAV with PROFILE page configured (SSJ-100)

Take appropriate measures to meet the moving waypoint.

Tactical function MOV WPT Enabled.

Verify the flight plan on LEGS pages. Contact company dispatcher if necessary. . • Update the lateral or vertical flight plan to shorten the route; or • Fly at slower speeds; or • Update the FINAL/TIME.

AOC

Performance VNAV

Page E-31 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE

DESCRIPTION

RTE 1 VIA NOW FROM PPOS RTE 2 VIA NOW FROM PPOS RTE 3 VIA NOW FROM PPOS

The inactive route VIA point is no longer valid; if activated the FMS will not be able to divert for the pre-planned location but will divert from PPOS.

Do nothing – expect diversion from PPOS.

SBAS NAV DESELECTED STEP UNACHIEVABLE

SBAS navigation mode has been de-selected by the pilot. When the flight plan is in “MOD” state, an unachievable step climb or descent is found on at least one waypoint of cruise profile.

Re-select SBAS navigation mode if required. Either modify the lateral flight plan or vertical profile to make the step climb/descent within the aircraft performance limits.

GPS supporting SBAS navigation Performance VNAV

T/C AFTER T/D – NO CRZ

CRZ ALT is too high for the flight duration to generate a CRZ segment.

Review CRZ ALT. Review lateral and vertical flight plan. Change CRZ ALT if desired Advise ATC.

Performance VNAV

A connection was established to the Tandem interface.

Be aware that data entered from an external MCDU may be reflected on this FMS (and viceversa).

TANDEM LIMITED ACCESS enabled

The connection to the Tandem interface was terminated.

Ensure that data entered from an external MCDU is no longer reflected on this FMS (and viceversa). Acknowledge the holding pattern entry.

TANDEM LIMITED ACCESS enabled

None.

PREDEF page enabled. Performance VNAV

TANDEM SESSION ACTIVE

TANDEM SESSION END TEARDROP HOLD ENTRY TEMP POS UPDATE END T/O DATA DELETED

Holding pattern entry procedure to be used at crossing of holding fix. Termination of an active temporary position update. After proper initialization T/O Data and Takeoff/Thrust speed while on ground, the crew changes one of the following active T/O Data while MOD-ified flight plan is displayed:

ACTION

APPLICABLE CONFIGURATION Performance VNAV

Enter a new inactive route VIA if required.

Re-enters the take off data set that is consistent with the change that have induced deletion of the current T/O Data.

All configurations.

(Configuration dependant) ZFW, Block Fuel Weight, Taxi Fuel Weight, Departure Runway, Flex, Derate, and Take-Off slats/ flaps configuration. NOTE: T/O parameters being reset upon that action depends on the configuration.


Page E-32 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) STATUS ADVISORY MESSAGE TRANS ALT/LVL MISMATCH

DESCRIPTION

ACTION


Manual entry of Transition Altitude/Level does not match the Transition Altitude/Level extracted from the navigation database TRUE/MAG switch set to MAG while the aircraft is transitioning out of the polar area (Refer to Section 3)

Ensure that the correct TRANS ALT and TRANS LVL are selected.

All configurations.

Crew to decide if the navigation angles and wind direction reference must be preserved as MAG or switched back to TRUE.

External TRUE/MAG switch input.

USING TRUE REF

Automatic angle reference reversion from magnetic to true upon entry in polar area (Refer to Section 3).

None. For awareness only.

All configurations.

VDEV SCALE TO CHANGE

VDEV full scale deflection will change at 2 nm to the FAF.

Acknowledge VDEV scale change.


Ascertain that new positive temperature is correct.

Approach VNAV Configured.

Confirm VOR/DME navigation mode is deselected.

VOR Interface or DME Interface And DESELECT PG Enabled. VOR Interface or DME Interface or TCN Interface And DESELECT PG Enabled. All configurations.

USING MAG REF

VOR/DME NAV DESELECTED

Note: this message will be inhibited if FCU ALT TO MISS APP? is active. Operator enters a positive temperature for the airport temperature on the VNAV APPR page VOR Sensor manually deselected by the pilot.

VOR/DME/TCN DESELECTED

VOR Sensor manually deselected by the pilot.

Confirm VOR/DME/TCN navigation mode is deselected.

WAYPOINT BYPASSED

Because of irregular geometry, sequencing criteria of NEXT leg is met before active leg. FMS-FMS synchronized navigation manually deselected by the pilot.

Acknowledge that the FMS sequences both the active and the next leg. Ensure xFMS navigation mode should be deselected.

VERIFY POSITIVE TEMP

X-FMS NAV DESELECTED


multiple-FMS installation and DESELECT page configured.

Page E-33 July 17, 2013


DATA ENTRY ADVISORY MESSAGES Data Entry Advisory messages are messages that are only displayed on the scratchpad. They indicate that the FMS has determined that the user-entered data is incorrect. • • •

Displayed in white on the scratchpad (until acknowledged) Never displayed on the MESSAGE RECALL or MAINT MESSAGES page Second highest scratchpad priority (can be typed over and overwritten by system alert messages only).

DATA ENTRY ADVISORY MESSAGE

DESCRIPTION

ACTION


!25 kHz STEP ERROR

The frequency entered is not a multiple of 25 kHz.

Enter a frequency which is a multiple of 25 kHz.

VHF or VUHF radio interface.

!2ND MOV WPT NOT ALLOWED

Attempt to enter a second moving waypoint in the active or in the modified flight plan.

Cancel entry or cancel the first moving point then enter the new one.

Moving waypoint function enabled.

!ACTIVE ROUTE IN MOD

Attempt to access the INACT DES+SAR 2/2 page.

Execute active route prior to accessing DES+SAR 2/2 page.

All configurations.

!APPROACH WPT/LEG

Attempt to modify the final approach segment (FAF to MAP). 1. Attempt to squawk the ID of an inactive ATC transponder. 2. Cannot Squawk ATC because status is standby.

Review desired route modification.

All configurations.

Perform the squawk on an active transponder.

ATC interface and ATC name configured to ATC, or XPDR or TPDR.

When the holding pattern has been exited, arm the step again.


Conflict of entry in dual/tripleFMS operations.

Check entry and re-enter data as required. A Modified route can exist only in one FMS at a time.


While computing the CRC checksum on a new configuration to be uploaded to the DLU, the FMS detects an invalid configuration. Attempt to enter temperature at destination airport while the inactive route is being modified. Attempt to enter a cruise altitude that is above the FCU altitude when descending. A manual cruise altitude entry is made below the elevation of the destination runway.

Review the configuration.

All configurations.

Complete inactive route modification or cancel it.

Approach VNAV configured.

Select the proper FCU altitude before entering the cruise altitude.


Enter a cruise altitude that is above the destination runway elevation. Review the flight plan as required.

Performance VNAV

!ATC NOT ACTIVE !XPDR NOT ACTIVE !TPDR NOT ACTIVE

!CANNOT ARM STEP IN HOLD

!CDU ENTRY CONFLICT !CONFIG_0 INVALID !CONFIG_1 INVALID !CONFIG_2 INVALID !CONFIG_3 INVALID !CONFIRM INACTIVE ROUTE !CRZ ALT ABOVE FCU ALT !CRZ ALT BELOW DEST ALT

The pilot has tried to arm a downstream step climb/descent while in a holding pattern.


Page E-34 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) DATA ENTRY ADVISORY MESSAGE

DESCRIPTION

ACTION

!CRZ ALT BELOW FCU ALT

Attempt to enter a cruise altitude that is below the FCU altitude when climbing.

Select the proper FCU altitude before entering the cruise altitude.


!DATA LOADER IN USE

Attempt to access database while data loader is active.

Wait until data loader transfer is completed.

All configurations.

!DISPLAY REF TRUE

Attempt to move a waypoint along a DME arc while in True North reference display.

Select magnetic display on SETUP 1/1 page.

All configurations.

!DUPLICATE WAYPOINT

Attempt to enter a waypoint with an identifier already existing in the database, except the user database.

Choose another ident.

All configurations.

!DUPLICATE USER WAYPOINT

Attempt to enter a user waypoint with an identifier already existing in the user database.

Enter another ident.

All configurations.

!EDITOR BUFFER FULL

Text editor buffer is full.

Stop adding text or delete existing text before adding more text.

All configurations.

!EMPTY

Attempt to delete an item from an emptied list (VHF NAV DESELECTION page).

None.

DME interface VOR interface.

!ENTER ACT WPT/LEG

Occurs with a power-up restart of FMS in-flight or with an attempt to execute (or when LEGS key pressed) a flight plan without an active waypoint.

Execute a Direct-To or leg intercept to create an active waypoint.

All configurations.

!ENTER DESTINATION

Attempt to execute a flight plan without a destination airport.

Enter the DESTINATION airport.

All configurations.

!ENTER FORECAST QFE

Missing QFE entry when a transition level is entered.

Enter the QFE on DES FORECAST 1/2 page


!ENTER FORECAST QNH

Missing QNH entry when a transition level is entered.

Enter the QNH on DES FORECAST 1/2 page

Performance VNAV

!ENTER ORIGIN

Attempt to execute a flight plan without an origin airport, or to enter the destination airport prior to the ORIGIN airport.

Enter the ORIGIN airport.

All configurations.

!ENTER ZFWCG

No ZFWCG data entered; ZFWCG is a mandatory entry field as it is required to generate a vertical profile.

Enter ZFWCG (PERF INIT).


!FIXED WPT LIST FULL

Attempt to create more than 450 fixed waypoints.

Cancel entry.

All configurations.

!FREQ/CHAN IS NEEDED

Attempt to enter a radio library entry without frequency or channel information.

Enter the frequency after the Preset and Ident.

VHF or VUHF interface.

!FULL

Attempt to de-select more than 25 VHF Navaids.

Review VHF NAV deselection list for possible deletions.

DME interface. VOR interface.



Page E-35 July 17, 2013


DESCRIPTION

ACTION


!FUNCTION NOT AVAILABLE

Function invoked by the FMS function key just pressed is not yet implemented in the FMS (ATC) or not configured (FUEL, MARK, FREQ).

None.

All configurations.

!GPS DATE

Attempt to enter a new system date when the system date is coming from the GPS sensor.

Do not enter date.

GPS Interface.

!GPS NOT AVAILABLE

GPS almanac is not available for Predictive RAIM request.

Check GPS power, wait at least 25 minutes for a new almanac to be acquired and re-initiate the request for RAIM prediction.

GPS Interface.

or Operator is invoking the GPS PRAIM function while the GPS sensor is failed.

or If FMS is fed by an external GPS sensor, verify power of external GPS sensor.

!GPS UTC

Attempt to enter a new system time when the system time is coming from the GPS sensor.

Do not enter time.

GPS Interface.

!GUARD BAND

Attempt to enter a frequency that is in a guard band based on the preset maritime offset mode.

Enter a frequency not in a guard band based on the preset maritime offset mode.

VUHF radio interface.

!HOLD EXIT IN PROGRESS

Attempt to change a holding pattern parameter while hold exit is armed.

Cancel entry.

All configurations.

!HOLDING IN PROGRESS

Attempt to delete the active holding procedure or to synchronize the FMSs while active in a holding pattern.

Exit holding pattern or execute a Direct-To.

All configurations.

!IDENT/FREQ IS NEEDED

Only frequency was entered in the radio library.

Enter the ident before the frequency.

VHF or VUHF radio interface.

!IDENT NOT FOUND

Entered radio station ident was not found in the navigation database or in the radio tuning library.

Check identifier or re-enter a valid identifier.

Radio interface.

!IN APPROACH

Synchronization is not allowed when the aircraft is within the approach envelope.

If synchronization is required, abort the approach.

Dual/Triple-FMS installations and APPROACH configured to AUTO.

!IN DATA MODE

Attempt to modify the active frequency field while the XK516D HF radio is in DATA mode

Set radio in VOICE mode before changing frequency.

HF Interface.


Page E-36 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) DATA ENTRY ADVISORY MESSAGE !IN FLIGHT

DESCRIPTION

Attempt to enter data while the aircraft is airborne into a data field legal only for use on the ground.

ACTION


Do not enter data in flight.

All configurations.

Examples that would generate this message: • Active database selection • Origin airport (if an entry already exists) • SID selection • Departure runway selection

!IN MISSED APPROACH

Attempt to synchronize the FMSs while in missed approach but before the MAP is sequenced.

Wait until the MAP is sequenced before synchronizing the FMSs, or cancel missed approach by executing a DIRECT-TO procedure.

All configurations.

!INACTIVE ROUTE IN MOD

Attempt to access the DES+SAR 1/2 page while the inactive route is being modified (inactive route in MOD).

Execute or delete the inactive route before trying to reach the DES+SAR 1/2 page.

TACTICAL function enabled.

!INCORRECT PASSWORD

The password entered to unlock the radio library is incorrect.

Enter a valid password.

Radio interface.

!INVALID AIRWAY

The airway entered in the VIA field of the RTE page is not found in the NavDataBase.

If possible, select an alternate airway.

All configurations.

!INVALID APPROACH

The selected approach is invalid or corrupted.

If possible, select an alternate approach.

All configurations.

!INVALID APPR TRANS

The selected approach transition is invalid or corrupted.

If possible, select an alternate approach or approach transition.

All configurations.

!INVALID DATABASE

Attempt to activate an invalid database.

Check database.

All configurations.

!INVALID DELETE

Attempt to DELETE an undeletable field.

Select correct field for deletion or overwrite the field data.

All configurations.

!INVALID ENTRY

Attempt to enter incorrect data to the selected field.

Enter correct data for the desired field.

All configurations.

!INVALID FORMAT

Attempt to enter data having an incorrect format for the selected field.


All configurations.

!INVALID FREQUENCY

Entered frequency does not fall within the valid range.

Re-enter valid frequency.

Radio interface.

!INVALID IDENT

An invalid Ident was entered in the library.

Enter a valid Ident (5 characters max.).

Radio interface.


Page E-37 July 17, 2013


DESCRIPTION

ACTION


!INVALID INTERSECTION

Place/Bearing-Place/Bearing inputs do not intersect to form a valid waypoint or the entered downtrack intersection does not exist.

Review data entry. Modify as necessary.

All configurations.

!INVALID LINE SELECT

Invalid line select key was pressed.

Choose valid LSK when deleting RADIO library element.

All configurations.

!INVALID MODE

RADIO cannot operate in this mode.

Before selecting this mode change the other RADIO parameter(s).

VUHF radio interface.

!INVALID PRESET

Invalid Preset was entered in the library.

Enter a valid Preset (00 to 99).

Radio interface.

!INVALID RUNWAY

Operator selected an invalid runway (error in database).

Select a runway in the database or enter runway manually.

All configurations

!INVALID SID

Operator selected an invalid SID (error in database).

If possible, select alternate SID.

All configurations.

!INVALID SID TRANS

Operator selected an invalid SID TRANS (error in database).

If possible, select alternate SID or SID transition.

All configurations.

!INVALID STAR

Operator selected an invalid STAR (error in database).

If possible, select alternate STAR or manually enter STAR waypoints.

All configurations.

!INVALID STAR TRANS

Operator selected an invalid STAR TRANS (error in database).

If possible, select alternate STAR or STAR transition.

All configurations.

!INVALID X-TALK CONFIG

Attempt to synchronize FMSs despite invalid X-talk installation/ configuration.

Advise maintenance to verify dual FMS system interconnects.


!LIBRARY IS LOCKED

Library is locked.

Unlock the library before saving the Preset frequencies.

Radio interface.

!MACH CSTR IN CRZ ONLY

Speed constraint cannot be entered in MACH for any waypoint other than CRZ waypoints.

Enter speed constraint in IAS.

Performance VNAV

!MEMORY LOCKED

Attempt to modify protected memory.

Unlock maintenance memory.

All configurations.

!MESSAGE LIMIT EXCEEDED

The flight crew attempts to include more than five (5) message elements in a single CPDLC downlink request. Attempt to delete a moving waypoint from user database when the moving waypoint is also in the route.

Generate a message with 5 or fewer message elements.

FMS COMM operation

Ensure that the moving waypoint is not part of the route before deletion.


Cancel entry.


!MOV WPT IN ROUTE

Attempt to activate or copy an inactive route while a moving waypoint is defined in the active route. !MOV WPT NOT ALLOWED

Attempt to enter a moving waypoint in the second route.


Page E-38 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) DATA ENTRY ADVISORY MESSAGE !MOVING WAYPOINT

!MOVING WPT LIST FULL !MULTIPLE AWY INTERSECTS

!NO AIRWAY INTERSECTION

!NO AWY WPTS TO LOAD

!NO ENTRY ALLOWED

!NO LEG PROC ALLOWED

!NO SUCH CO ROUTE

DESCRIPTION


Attempt to remove the fly-over procedure from a moving waypoint or to insert a search pattern or a holding pattern on a moving waypoint. Attempt to create more than 10 moving waypoints. On RTE page, multiple common waypoints are found between two successive airways. No intersection is found when attempting to link two airways on RTE page.

Cancel entry.


Cancel entry.

Moving waypoint function enabled. All configurations.

Enter proper waypoint in TO-field of first airway.

All configurations.

On RTE page, the waypoint entered in the TO-field of a pending airway is the same as the starting waypoint of the airway (TO-field of previous line). Attempt to enter data into a non-entry data field. For example, in a SID/STAR modification of some combinations of waypoints is not allowed. On RTE page, entry of procedures (holding pattern, search patterns, fly-over) are not allowed in TO-field. This refers to the procedures preceded by a “/” (“/H”, “/O”). Route not found in company route database.

Enter proper waypoint in TO-field of pending airway.

All configurations.

Select correct data field for entry.

All configurations.

Enter these special procedures on the RTE LEGS page.

All configurations.

Access SELECT CO ROUTE pages to determine correct company route name or manually define flight plan by entering waypoints on RTE LEGS pages. Advise maintenance to ensure that all configuration pages are correctly set. Enter new inactive route via that is in the active flight plan.

All configurations.

Check identifier or re-enter the desired identifier.

All configurations.

!NOT CONFIGURED

Element Not Configured Illegal Entry.

!NOT IN ACTIVE ROUTE

The inactive route VIA point is not in the active flight plan; if activated the FMS will not be able to divert for the preplanned location but will divert from PPOS. FMS could not find entered identifier in the navigation database or company routes database or route.

!NOT IN DATABASE

ACTION


Enter desired intersection waypoint in TO-field of first airway.

All configurations.

Performance VNAV

Page E-39 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) DATA ENTRY ADVISORY MESSAGE !NOT IN LIBRARY

DESCRIPTION

ACTION


FMS could not find entered preset number or identifier in the radio tuning library. On RTA PROGRESS page, FMS could not find the entered identifier in flight plan. Attempt to remove the WGS84 datum from the datum list. Attempt to enter data having an incorrect range for selected field. Also displayed when inserting an along track waypoint which would overlap an adjacent waypoint. The entry of +/- to increment/decrement the active/standby preset number requires a valid preset number already appears in the entry field.

Verify desired preset number/identifier.

Radio interface.

Check the identifier or verify identifier from RTE LEGS page.

All configurations.

Cancel entry.

All configurations.


All configurations.

Enter a valid preset number explicitly. The +/- key can be used afterwards.

Radio interface.

!PRESET NOT IN LIBRARY !RADIO TUNING DISABLED

The Preset entered was not found in the radio tuning library. Attempt to change a radio frequency while FMS radio tuning is inhibited.

Enter a valid Preset.

Radio interface.

Verify reason for radio tuning inhibit.

!RESERVED IDENTIFIER

Enter a different identifier.

!ROUTE OFFSET ACTIVE

Attempt to create a user waypoint with one of the following reserved identifiers: "ORIG", "DEST", "PPOS", "###M" where # is a number. Attempt to enter more than 199 waypoints in the flight plan. The selected company r route or arrival procedure has been truncated to fit flight plan capacity (199 waypoints maximum). Synchronization is not allowed when a route offset is active.

RADIO interface and Radio tuning inhibit discrete input enabled. All configurations.

!RUNWAY N/A FOR SID

Runway not applicable for SID.

!SELECT TRANS/APPR/RWY

Selection of the STAR transition or approach or runway is required before the STAR waypoints can be loaded into a route from the navigation database. Selection of the SID transition or runway is required before the SID waypoints can be loaded in route from the navigation database.

!NOT IN ROUTE

!NOT REMOVABLE !OUT OF RANGE

!PRESET NEEDED FIRST

!ROUTE FULL !ROUTE TRUNCATED

!SELECT TRANS/RUNWAY


Review the flight plan for possible deletions. Review the flight plan for possible deletions and re-select arrival path.

All configurations.

Review the flight plan to remove the route offset if possible before attempting to resynchronize. Not applicable.


Select STAR transition, approach, or runway as appropriate.

All configurations.

Select SID transition or runway as appropriate.

All configurations.

All configurations.

All configurations.

Page E-40 July 17, 2013


DESCRIPTION

ACTION

Temporary database is full (99 waypoints or 50 waypoints with the first three letters are different). Difference between the current FMS position and the entered temporary position update is greater than or equal to 100 nm. In a dual/triple-FMS installation, attempt to synchronize FMSs failed because of an inter-FMS communication failure.

Use existing temporary waypoints or reload the company route (for waypoints not in Navigation database). Enter a temporary offset position less than 100 nm from current aircraft position.

All configurations.

Any automatically synchronized item listed in Section 3, dual/triple-FMS Operations, must be now performed independently on each FMS. Refer to MESSAGE RECALL and/or MAINT MESSAGE page(s) for more details. Advise maintenance.


A Master/Slave transfer has been selected and did not complete successfully NOTE: This message does not have scratchpad priority over status advisory messages. FMS cannot load ATC uplinked route due to error(s).

Attempt the master transfer later since the datalink master FMS is busy processing messages.

AOC and CPDLC

Contact ATC for new clearance.

AOC

The entered user route name is the same as an existing user route. Attempt to add a new waypoint whilst the FMS list is full (450 fixed and 10 moving waypoints). Entered V speeds does not follow the rule V1 <= VR < V2.

Enter a different user route name.

All Configurations.

Cancel entry or delete unnecessary waypoints to make room for the new one(s).

All Configurations.

Select proper V speeds.

Performance VNAV

!WAIT

Company route load in process.

All Configurations.

!WPT NOT IN AIRWAY

On RTE page, waypoint entered in TO-field of a pending airway is not found on this airway.

Wait until the FMS has completed loading of the company route. Enter proper waypoint in TO-field of pending airway.

!TEMP DATABASE FULL

!TEMP OFST OUT OF RANGE

!UNABLE FMS-FMS SYNC

!UNABLE MASTER TRANSFER

!UNABLE TO LOAD ROUTE

!USER ROUTE EXISTS

!USER WPT LIST FULL

!VSPD V1 <= VR < V2



All configurations.

All Configurations.

Page E-41 July 17, 2013


MAINTENANCE ADVISORY MESSAGES Maintenance advisory messages are messages that do not require immediate pilot action but that indicate a particular equipment failure condition: • • • • •

Displayed in white on the MAINT MESSAGES page. Displayed on the scratchpad unless an associated collector message exists and is active (until acknowledged). Lowest priority scratchpad messages (can be typed over and overwritten by any other message type). Unless otherwise noted, the FMS Master Caution is inactive (e.g. FMS is still functional) for all the Maintenance Advisory messages. Collector messages are messages that combine several fault conditions into a single alert message. (e.g. AIR DATA LOST combines ADC1 FAILED and ADC2 FAILED Maintenance Advisory messages).

MAINTENANCE ADVISORY MESSAGE ACARS FAILED

ADC1 FAILED ADC2 FAILED

DESCRIPTION

Failure of the Communications Management Unit (CMU) or communication bus Failure of the ADC or the ADC communication bus.

ADC1 DEGRADED ADC2 DEGRADED ADC3 DEGRADED

Invalid data in ADC critical label list.

ADF1 FAILED ADF2 FAILED

ADF receiver input failure

AFCS1 FAILED AFCS2 FAILED

AFCS input failure

AHRS1 FAILED AHRS2 FAILED AHRS3 FAILED

AHRS input failure. When this message is present, another heading source is available. Otherwise HEADING FAILED is displayed.

APU FAILED

APU input failure.


ACTION


Advise maintenance.

ACARS interface

Ensure that ADC is powered. Verify that ADC operates normally. Advise maintenance. Refer to Section 15 of the Operator’s Manual for operation with a failed TAS/Altitude input if an alternate TAS/Altitude source is not available. Acknowledge that the faulty ADCx is not used by the FMS. When the installation is permitting, perform a manual reversion of ADC source. Advise maintenance. Tune ADF from another source. When ADF receiver is no longer operational, use other navigation aids. Check ARINC connection between AFCS and FMS Equipment. Ensure that AHRS is powered. Verify if AHRS operates normally. Advise maintenance.

ADC Interface.

Total fuel flow does not include the APU fuel flow anymore; inform maintenance.

• ADC Interface and • At least one configured ADC critical label. ADF Interface.

AFCS Interface.

AHRS interface.

FFAPU interface.

Page E-42 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) MAINTENANCE ADVISORY MESSAGE

DESCRIPTION

ACTION

APU FUEL FLOW FAILED

APU fuel flow input missing.

ARCDU1 FAILED ARCDU2 FAILED

ARCDU input failure.

ATC1 ALT FAILED ATC2 ALT FAILED

Transponder altitude bus failure

ATC1 FAILED ATC2 FAILED

ATC transponder input failure.

Control the transponder from another source.

AUTO RESET

Upon an exceptional fault the FMS has restarted.

CAPT EFIS INPUT FAILED

Failure of the Capt. EHSI or failure of the Capt. EHSI communication bus.

COM1 FAILED COM2 FAILED

COM radio input failure

The unit has detected a problem and has attempted to restart. No action required except to verify it is functioning as expected. Ensure that Capt EHSI is powered. Verify if EHSI operates normally. Map display available on F/O EHSI. Advise maintenance. Control the COM/VUHF radio from another source. COM/VUHF radio is no longer operational, use other communication radios.

COM3 FAILED COM4 FAILED

COM radio input failure

Control the COM/VUHF radio from another source. COM/VUHF radio is no longer operational, use other communication radios.

CONC1 FAILED CONC2 FAILED

Concentrator input failure

Loss of the CONCENTRATOR input alone does not cause any adverse effect; the specific equipment affected will be annunciated directly.


Total fuel flow does not include the APU fuel flow anymore; inform maintenance Tuning from the ARCDU is no longer possible. Advise maintenance. Do not use transponder Mode C capability.

APPLICABLE CONFIGURATION FFAPU Interface.

ARCDU interface

ATC transponder interface(TDR-94D005 only) And transponder name configured as ‘ATC’). ATC transponder interface And ATC transponder name configured as ATC. RESET state configured to Yes.

EHSI interface (all types except IS&S).

COM Interface and COM name configured to COM1 Or VUHF interface and VUHF name configured to COM1. COM Interface and COM name configured to COM3 Or VUHF interface and VUHF name configured to COM3. CONC interface.

Page E-43 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) MAINTENANCE ADVISORY MESSAGE CONFIG INVALID

DATUM LISTS DISAGREE

DCU1 FAILED DCU2 FAILED DCU3 FAILED DELETE UDB TO SYNC FMS

DESCRIPTION

Installation configuration failure. This message automatically generates an associated “FMS FAILED” alert message. Master Caution is active. In a dual/triple FMS installation with the FMSs synchronized, the preferred datum list configured differs from that of the off-side FMS. DCU (Data Concentrator Unit) input failure

Unable to synchronize the FMS in dual/triple FMS configuration due to the differences of the user databases between the FMS.

DF FAILED

DF-430 radio input failure

DME1 FAILED DME2 FAILED EXT DIMMING FAILED

DME input failure.

ACTION


Do not use system for any function. Advise maintenance crew to load a valid configuration

All Configurations.

Advise maintenance crew to ensure that the same preferred datum list is selected on all configured FMSs.


Ensure that DCU is powered. Verify if the EFIS operates normally. Advise maintenance. Perform the DELETE ALL operation of the user waypoints and, if configured, user routes.

EHSI interface configured to IS&S.

Alternatively, a common user database can be loaded, using a DLU, into all the FMS. Ensure that DF is powered. Verify if the DF can be controlled by any other sources (such as alternate FMS(s) or control panel). Advise maintenance. Tune DME from another source. Advise maintenance.

Installations with User Database function enabled.

DF interface.

DME interface.

External control source for display dimming is providing a signal of less than 0.3 VDC for more than 2 seconds. Flight Augmentation Computer input failure

Use internal dimming mode.

DIM MODE configured to EXTERNAL

Check that FAC is powered.

FAC interface.

FADEC1 FAILED FADEC2 FAILED

FADEC input failure

Check that FADECx is powered.

FADEC interface.

FCU FAILED FMS CLOCK FAILED

Flight Control Unit input failure FMS internal real time clock failure. Master Caution is active.

Check FCU is powered. Manually enter date and time.

FCU interface. All Configurations.

FAC FAILED


Page E-44 July 17, 2013


DESCRIPTION

ACTION


FMS1 X-TALK FAILED FMS2 X-TALK FAILED FMS3 X-TALK FAILED

1. 2.

Offside FMS input failure. In a dual/triple configuration, the synchronized mode of operation and manual flight plan synchronization are not possible. 3. Possible loss of ATC or DME Hold channel control. 4. Failure of the cross-talk bus detected.

1. Ensure that identified FMS is powered. Verify if identified FMS operates normally. 2. Any automatically synchronized item listed in Section 3 of the Operator’s Manual, dual/triple-FMS Operations, must be performed independently on each FMS. 3. Verify if ATC is still operational. Navigate without the ATC and the DME HOLD function. 4. Advise maintenance.


FUEL1 FAILED FUEL2 FAILED

Fuel Computer input failure.

Verify if Fuel Computer operates normally. Advise maintenance.

FUEL FLOW FAILED

Fuel Computer input failure. or Invalid fuel flow input Fuel Computer input failure. or Invalid fuel flow input

Verify Fuel Computer operation. Advise Maintenance.

Fuel Computer interface. NOTE: In installations that FUEL FLOW SDI is configured to SUM_DUAL, the fuel flow indicated represents only that for the engine whose fuel computer has not failed and the indicated fuel quantity may be less than the actual. Fuel Computer interface.

Fuel quantity from fuel computer is not available or valid. F/O EHSI input failure.

Advise maintenance.

FUEL FLOW 1 FAILED FUEL FLOW 2 FAILED

FUEL QTY FAILED F/O EFIS INPUT FAILED

GLONASS FAILED GLONASS1 FAILED GLONASS2 FAILED

GLONASS sensor input failure


Verify the indicated fuel Computer operation. Advise Maintenance,

Ensure that F/O EHSI is powered. Verify F/O EHSI operates normally. Map display available on Capt. EHSI. Advise maintenance. Advice maintenance.

• FC interface and • QTY/FLOW configured to SEPARATED. FC interface. EHSI interface (all types except IS&S).

GLONASS Interface..

Page E-45 July 17, 2013


DESCRIPTION

ACTION


GPS FAILED GPS1 FAILED GPS2 FAILED

GPS sensor input failure.

Entry of date and time may be required. Functions requiring GPS position/time will not operate.

GPS Interface.

GPS1 LP/LPV LOAD FAIL GPS2 LP/LPV LOAD FAIL

The indicated GPS receiver is not capable of performing LP or LPV operations.

Continue with one GPS if allowed operationally. Otherwise, do not select LP or LPV approaches. If an LP or LPV approach was the primary approach, select an alternate.

LP/LPV Configured

GPS1 LP/LPV INOP GPS2 LP/LPV INOP

The GPS landing system has encountered a problem and GPS x cannot perform LP/LPV approaches. This message does not indicate that other GPS functions (e.g., positioning and navigation) have been compromised. 1. The FMS has reported a failure in the HDU Equipment. 2. The FMS has detected a loss of communication with the HDU Equipment. HF radio input failure

Approaches may continue with the other GPS if regulations permit.

LP/LPV Configured

Check HDU is power on. Check connection on the ARINC 429 input from the HDU unit.

HDRUM interface TANKER Discrete Active.

Check HFx is powered on. Advise maintenance Control the ILS radio from another source. Advise maintenance Advise maintenance.

HF interface.

HDU FAILED

HF1 FAILED HF2 FAILED ILS1 FAILED ILS2 FAILED IRS1 BAT WARN IRS2 BAT WARN IRS3 BAT WARN IRS1 CHECK ADC IRS2 CHECK ADC IRS3 CHECK ADC

IRS1 CHECK REF IRS2 CHECK REF IRS3 CHECK REF

IRS1 COOL FAIL IRS2 COOL FAIL IRS3 COOL FAIL

ILS receiver input failure

ADIRU DC input power out of range. 1. IRS reports invalid ADC inputs. No usage of some or all ADC info.INS/IRS may not be able to provide baro-inertial altitude data. 2. Depending of the installation, the FMS may have lost its only source of altitude. The ALTITUDE FAILED message would then also be displayed. INS reports analog output failure.

IRS overheat detected. Internal temperature exceeds 72 degrees C.


ILS interface.

IRS configured to ADIRU or LTN-101 or LASEREF_IV.

LTN-92: Take note of INS maintenance word contents on appropriate INS MAINT MESSAGE page. Advise maintenance.

IRS configured to LTN-92, LTN-101, ADIRU or Laseref V.

Verify following INS analog outputs: altitude, heading, drift angle, platform heading. LTN-92: Take note of INS maintenance word contents on appropriate INS MAINT MESSAGE page. Advise maintenance. Cycle Mode Selector Unit through OFF. Advise maintenance.

IRS configured to LTN-92.

IRS configured to ADIRU or Laseref IV/V.

Page E-46 July 17, 2013


DESCRIPTION

ACTION


IRS1 DELAYED MAINT IRS2 DELAYED MAINT IRS3 DELAYED MAINT IRS1 EXCESS MOTION IRS2 EXCESS MOTION IRS3 EXCESS MOTION

LTN-92 INS reports an internal soft failure.

Take note of INS maintenance word contents on appropriate INS MAINT MESSAGE page. Advise maintenance to service INU when convenient.

I RS configured to LTN-92.

IRS reports excessive motion during alignment phase. ALIGN mode automatically re-sequences to 10 minutes (32 seconds if in rapid re-align mode).

Ensure that aircraft remains stationary during alignment period.

IRS interface.

IRS1 FAILED IRS2 FAILED IRS3 FAILED

1) Inertial sensor input failure. 2) Inertial Navigation mode, heading and altitude inputs (if applicable) still available as long as one inertial sensor is still operating normally.

IRS interface.

IRS1 SEC. POWER WARN IRS2 SEC. POWER WARN IRS3 SEC. POWER WARN MAG VAR OUT OF DATE

IRS is on secondary power for more than 10 seconds.

Ensure that inertial sensor is powered. Verify if inertial sensor operates normally. Turn off INU/IRU and advise maintenance. LTN-92 INS: Take note of INS maintenance word contents on appropriate INS MAINT MESSAGE page. Advice maintenance.

MLS1 FAILED MLS2 FAILED

1) Magnetic variation tables out of date (more than 5 years old). 2) Message displayed at powerup, or after loading tables via data loader. MLS Receiver input failure

NAV1 FAILED NAV2 FAILED

NAV radio input failure

PRINTER FAILED

Failure of the PRINTER or the PRINTER communication bus


IRS configured to LASEREF_V.

Load up-to-date magnetic variation tables.

All configurations.

Control the MLS from another source. Advise maintenance Tune NAV from another source. NAV receiver is no longer operational, use other navigation aids. Advise maintenance Advise maintenance.

MLS interface.

NAV Interface and NAV radio name configured to NAV. PRINTER interface

Page E-47 July 17, 2013


DESCRIPTION

RALT FAILED

Radio Altimeter input failure

RALT1 FAILED RALT2 FAILED

Radio Altimeter input failure

TACAN FAILED

NC-12B TACAN receiver input failure

ACTION

Ensure that RALT is powered. Verify if the RALT operates normally. Advise maintenance. Ensure that RALT is powered. Verify if the RALT operates normally. Advise maintenance. Ensure that identified TACAN receiver is powered. Control the TACAN from another source.

APPLICABLE CONFIGURATION RALT interface.

RALT Interface.

TACAN Interface.

Verify if TACAN receiver operates normally. Advise maintenance.

SWS1 FAILED SWS2 FAILED

SWSx Equipment input failure

Ensure that the identified SWSx equipment is powered.

SWS Interface.

TCC1 FAILED TCC2 FAILED

Thrust Control Computer input failure

Ensure that the identified TCCx equipment is powered.

TCC Interface.

TPDR1 ALT FAILED TPDR2 ALT FAILED


Do not use transponder Mode C capability.

TPDR1 FAILED TPDR2 FAILED

ATC transponder input failure

Control the transponder from another source. Advise maintenance.

UNABLE FMS-FMS SYNC

In a dual/triple-FMS installation, operator’s or automatic attempt to synchronize FMSs failed because: 1. An inter-FMS communication failure has occurred. 2. The Operational Software programs are not the same in all FMSs. 3. The active navigation database is not the same in all FMSs.

Any automatically synchronized item listed in Section 3 of the Operator’s Manual, dual/tripleFMS Operations, must be now performed independently on each FMS. 1. Refer to MESSAGE RECALL and/or MAINT MESSAGE page(s) for more details. Advise maintenance. 2. Verify Op Program on IDENT 1/1 page and advise maintenance if different. 3. Verify active navigation database on IDENT 1/2 page, select appropriate database if possible, otherwise advise maintenance.

ATC interface and ATC name configured to TPDR. ATC interface and ATC name configured to TPDR. Dual/Triple-FMS installations


Page E-48 July 17, 2013


DESCRIPTION

VHF1 FAILED VHF2 FAILED

VHF COM radio input failure

VIR1 FAILED VIR2 FAILED

VOR/ILS radio input failure

VUHF1 FAILED VUHF2 FAILED

VUHF radio input failure

VOR1 FAILED VOR2 FAILED

VOR radio input failure

XPDR1 ALT FAILED XPDR2 ALT FAILED


XPDR1 FAILED XPDR2 FAILED

ATC transponder input failure


ACTION

Control the VHF COM radio from another source. COM radio is no longer operational, use other communication radios. Advise maintenance. Tune NAV from another source. NAV receiver is no longer operational, use other navigation aids. Advise maintenance. Control the VUHF from another source. VUHF radio is no longer operational, use other communication radios. Advise maintenance. Control NAV from another source. NAV receiver is no longer operational, use other navigation aids. Advise maintenance. Do not use transponder Mode C capability.

Control the transponder from another source. Advise maintenance.

APPLICABLE CONFIGURATION COM interface and COM radio name configured to VHF.

NAV interface and NAV radio name configured to VIR. SRT-651 VUHF interface and VUHF radio name configured to VUHF. NAV interface and NAV radio name configured to VOR. ATC interface. (TDR-94D-005 only) And transponder name configured as ‘XPDR’). ATC interface and ATC name configured to xPDR.

Page E-49 July 17, 2013


REMOTE ANNUNCIATORS A. ANNUNCIATORS Outputs are provided to drive external annunciators to alert the pilot of system status or flight plan sequencing. Refer to section 2 for the annunciator layout associated with a specific FMS front panel variation. NOTE: The actual legends and colors of the remote annunciators may vary depending on the installation. Refer to the AFMS/RFMS for details. B. NAVIGATION FLAG The EFIS annunciator, will be displayed under the operational or system hardware conditions listed below. At the same time, the validity of the FMS roll steering output signal will be set to INVALID, resulting in the disengagement of the autopilot/flight director LNAV mode. 1. OPERATIONAL CONDITIONS a. The aircraft is airborne and the speed is below the minimum take-off speed. ACTION: None. If the NAV flag has appeared during the take-off roll, it will disappear shortly after. b. The active waypoint is undefined (e.g. at a route discontinuity, at the end of the route, or if no route is loaded). The NAV flag will be accompanied by a !SELECT ACT WPT/LEG advisory message. ACTION: Select the active waypoint. c.

At 2 nm inbound to the FAF for a GPS approach when all conditions necessary for the approach have not been met (e.g. no GPS integrity, loss of GPS navigation, a route discontinuity exists before the FAF, or the aircraft is not in the approach zone). The NAV flag will be accompanied by a number of possible alert or advisory messages, depending on the cause. ACTION: Depending on the cause, eliminate or change the operational condition, or, if related to the GPS function, initiate a missed approach.

2. HARDWARE CONDITIONS a. A FMS hardware failure condition (including loss of communication with the FMS) is detected by the built-in test function. ACTION: Revert to an alternate means of navigation. b. Loss of power input to the FMS. ACTION: Check circuit breakers. Restore power input only if no evidence of a hardware failure exists. c.

The FMS has been turned off. ACTION: Turn on the FMS.

d. A heading input failure occurs when navigating in dead reckoning modes, or when flying any heading leg. ACTION: Switch to an alternate heading source, or revert to another navigation mode or to an alternate means of navigation. e. A True Airspeed input failure occurs when navigating in dead reckoning. ACTION: Revert to an alternate means of navigation.


Page E-50 July 17, 2013


INDEX A

C

ABNORMAL PROCEDURES, 17-I ACRONYMS AND ABBREVIATIONS, 1-8 ACTIVE DATABASE SELECTION, 3-4 ACTIVE ROUTE SELECTION USING THE COMPANY ROUTE NAME, 3-8 ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME, 11-13 ADF LIBRARY 1/N, 13-46 AFS MODES, 18A-7 AIRCRAFT PERFORMANCE STATUS CHECK AND DECEL/FF FACTOR ENTRIES, 9 AIRLINE OPERATION CONTROL (AOC), 19-1 AIRLINE OPERATIONAL COMMUNICATIONS (AOC), 19-5 AIRWAY INTERCEPT, 9-4 ALERT MESSAGE SUPPRESSION, E-2 ALPHANUMERIC KEYBOARD, 2-7 ALTIMETER CORRECTION ENTRY FROM FMS PAGES, 17-5 ALTIMETER SETTING EFFECT ON CLIMB PROFILE, 18A-24, 18B-23 ALTIMETER SETTING EFFECT ON DESCENT PROFILE, 18A46, 18B-43 ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY, 3-7, 11-2 ANNNUNCIATOR LAYOUT PER FRONT PANEL VARIATION, 2-10 ANNUNCIATORS, E-50 APPR 4/4, A300-A-36, SSJ 100-A-29 APPR LOAD STATUS 1/1, A-1 APPR REF 1/1, A300-A-43, SSJ 100-A-35 APPROACH, 7-I, 18A-49, 18B-46 APPROACH PREPARATION, 18A-47, 18B-44 APPROACH SELECTION/PREPARATION PROCESS, 7-3 ARRIVAL PROCESS, 6-2 ARRIVALS, 6-I ARRIVALS 1/X, A-3 ATC, 2-9 ATC ALT REQUEST 1/4, FANS-A-1 ATC INDEX 1/1, FANS-A-7 ATC LOG X/Y, FANS-A-9 ATC LOGON/STATUS 1/1, FANS-A-11 ATC OFFSET REQUEST 3/4, FANS-A-4 ATC REPORT X/Y, FANS-A-14 ATC REQUEST 1/1, FANS-A-15 ATC ROUTE REQUEST 4/4, FANS-A-5 ATC SPEED REQUEST 2/4, FANS-A-3 ATS FACILITIES NOTIFICATION (AFN), 19-15 ATS FUNCTION NOTIFICATION (AFN), 19-1 AUTOMATIC DEPENDENT SURVEILLANCE (ADS), 19-1 AUTOMATIC DEPENDENT SURVEILLANCE (ADS), 19-15 AUTO-TUNING OF PRECISION APPROACHES, 7-24

CALC/CONV 1/2, A-7 CALC/CONV 2/2, A-8 CALCULATOR/CONVERSION TOOL, 3-30 CANCELLATION OF WAYPOINT ATTRIBUTE, 2-7 CANCELLING ANY PROCEDURE OR ROUTE MODIFICATION, 3-13 CDI SCALING, 15-2 CHANGE IN CRUISE ALTITUDE DURING CLIMB, 18A-24, 18B23 CIRCLING APPROACHES, 7-22 CLB 1/4, A300-A-10, SSJ 100-A-7 CLB SCHED 1/3, A-16, A-12 CLIMB, 18A-19, 18B-19 CLR KEY, 2-8 COM LIBRARY 1/N PAGE, 13-42 COMM STATUS 1/1, A-10 COMMUNICATION RADIOS (HF RADIO PAGE 1/2), 13-22 COMMUNICATION RADIOS (SRT-651 V/UHF RADIO), 13-34 COMMUNICATION RADIOS (VHF RADIO PAGE 1/2), 13-20 COMMUNICATION RADIOS (VHF RADIO PAGE 2/2), 13-21 COMMUNICATION RADIOS (VUF RADIO PAGE 1/X), 13-36 COMMUNICATION RADIOS (VUF RADIO PAGE 2/3 – HAVE QUICK INSTALLATIONS ONLY), 13-40 COMMUNICATION RADIOS (VUF RADIO PAGE X/X), 13-39 COMMUNICATION RADIOS (VUFX TOD PAGE 1/1 – HAVE QUICK INSTALLATIONS ONLY), 13-41 COMPONENT DESCRIPTION, 1-2 CONDENSED EN-ROUTE PROCESS, 5-1 CONDENSED PREFLIGHT PROCESS, 3-1 CONFIGURABLE KEY LAYOUT PER FRONT PANEL VARIATION, 2-9 CONSTANT RADIUS TO A FIX, B-3 CONTINUE TO HOLD, 10-11 CONTROL AND DISPLAY, 2-1 CONTROLLER PILOT DATA-LINK COMMUNICATION (CPDLC), 19-1 CONTROLLER PILOT DATALINK COMMUNICATION (CPDLC), 19-18 COPYING THE ACTIVE ROUTE TO THE INACTIVE ROUTE MANIPULATIONS, 3-19 COST INDEX IN CRUISE, 18A-32, 18B-31 COURSE FROM A FIX TO A DISTANCE, B-11 COURSE FROM A FIX TO A DME DISTANCE (FD LEG), B-12 COURSE FROM A FIX TO A MANUAL TERMINATION (FM LEG), B-13 COURSE FROM A FIX TO AN ALTITUDE (FA LEG), B-10 COURSE TO A COURSE INTERCEPT (CI LEG), B-8 COURSE TO A DME DISTANCE (CD LEG), B-7 COURSE TO A FIX (CF LEG), B-2 COURSE TO A RADIAL (CR LEG), B-9 COURSE TO AN ALTITUDE (CA LEG), B-6 CRUISE, 18A-26, 18B-24 CRUISE CONSTANT SPEED SEGMENTS, 18A-33, 18B-32 CRUISE FLIGHT LEVEL CHANGE, 18B-25 CRUISE PERFORMANCE PARAMETERS INITIALIZATION, 325 CRUISE TARGET SPEED, 18B-24 CRUISE WINDS, 18B-25 CRZ 2/4, A300-A-18, SSJ 100-A-14 CRZ SCHED 2/3, A300-A-23, SSJ 100-A-17 CURRENT NAVIGATION MODE STATUS, 5-26

B BACKTRACK ROUTE, 11-20 BI-SECTOR AND CIRCULAR TRANSITION, 5-11 BRT KEY, 2-11 BUILDING A ROUTE BY AIRWAY INSERTION, 3-11 BUILDING A ROUTE BY WAYPOINT INSERTION, 3-10


Page IND-1 July 17, 2013

OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) D DATA ENTRY ADVISORY MESSAGES, E-34 DATALINK FUNCTIONS, 19-I DEAD RECKONING (DR) MODE, 17-3 DECIMAL (.) KEY, 2-8 DELETE A USER WAYPOINT FROM THE USER DATABASE, 11-8 DELETE ALL THE USER WAYPOINTS FROM THE USER DATABASE, 11-10 DEP ARR, 2-8 DEP/ARR INDEX 1/1, A-11 DEPARTURES, 4-I DEPARTURES 1/X, A-14 DES 3/4, A300-A-25, SSJ 100-A-20 DES FORECAST 1/2, A300-A-47, SSJ 100-A-42 DES FORECAST 2/2, A300-A-49, SSJ 100-A-44 DES SCHED 3/3, A300-A-34, SSJ 100-A-27 DES+SAR 1/2, A-17 DESCENT, 18A-37, 18B-36 DESCENT SITUATIONAL AWARENESS, 18A-40, 18B-38 DESCENT TARGET SPEED, 36 DESCENT TRAJECTORY CHECK, 18A-36, 18B-34 DESELECT 1/1, A-19 DIRECT-TO A WAYPOINT, 9-1 DIRECT-TO A WAYPOINT WITH AN INTERCEPT PROCEDURE, 9-4 DIRECT-TO WITH INTERCEPT, 9-3 DIRECT-TO/INTERCEPT, 9-I, 11-17 DISPLAY 1/1, A-20 DISPLAY CONVENTIONS, 2-12 DISPLAY PAGES, SSJ 100-A-I DISPLAY PAGES FLOW DIAGRAMS, D-I DISPLAY SCREEN, 2-7 DISPLAYING THE LEGS OF THE ROUTE, 5-3 DISTANCE-TO-GO, 5-19 DIVERSION TO ALTERNATE, 18A-54, 18B-50 DME ARC INTERCEPTION, 7-25 DME ARC TO A FIX, B-3 DME NAVIGATION, 12-5 DME STATION MONITOR, 12-5 DME STATUS 1/1, A-20 DME/DME NAVIGATION MODE, 15-4 DOWNGRADED MINIMA, 7-19 DOWNTRACK FIX, 5-24 DUAL/TRIPLE FMS OPERATIONS, 3-28 DUPLICATE IDENTIFIER SELECTION, 5-29 E E/O SCHED, SSJ 100-A-64 EARLY DESCENT, 18B-37 EMERGENCY REPORT 1/1, FANS-A-16 END-OF-DESCENT, 18A-46, 18B-44 ENG OUT CLB 1/4, A300-A-60 ENG OUT CLB 1/5, SSJ 100-A-58 ENG OUT CRZ 2/4, A300-A-62, SSJ 100-A-61 ENGINE OUT IN CLIMB, 18B-21 ENGINE OUT IN CRUISE, 18A-30, 18B-27 ENGINE OUT IN DESCENT, 18B-45 ENGINE-OUT IN CLIMB, 18A-21 ENROUTE, 5-I, 11-15 ENTRY PROCEDURES, 10-2 EQUIPMENT DESELECTION, 17-2 ESS FAILURE 1/1, A-21 ETA, 5-19 ETA AND EFA, 5-12


EXEC ANNUNCIATOR, 2-10 EXEC KEY, 2-10 EXITING A HOLDING PATTERN, 10-10 F FCU SPEED INTERVENTION IN CLIMB, 18A-23 FCU SPEED INTERVENTION IN CRUISE, 18A-33 FGCP SPEED INTERVENTION IN CLIMB, 18B-23 FGCP SPEED INTERVENTION IN CRUISE, 18B-31 FGCP SPEED INTERVENTION IN DESCENT, 18B-43 FINAL APPROACH PATH, 18A-49, 18B-46 FIX, 2-9 FIX INFO 1/1, A-21 FLIGHT LOG 1/1, A-22 FLIGHT TECHNICAL ERROR, 15-2 FLY-OVER AND FLY-BY WAYPOINTS, 5-8 FMC COMM, 2-9 FMCDU FRONT PANEL, 2-1 FMS COMM DNLINK 2/2, FANS-A-19 FMS COMM UPLINK 1/X, FANS-A-17 FMS DISPLAY SETUP, 3-5, 11-2 FMS FANS PAGES, FANS-A-I FMS PAGES - DETAILED DESCRIPTIONS, A-I FMS SPEED-MANAGED AND PATH-MANAGED VERTICAL MODES, 18B-7 FMS SPEED-MANAGED AND PATH-MANAGED VERTICAL MODES, 18B-6 FUEL 1/2, A-23 FUEL 2/2, A-27 FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION, 3-26 FUEL PERFORMANCE PARAMETERS INITIALIZATION, 3-26 FUEL PREDICTIONS CALCULATION, 14-1 FUEL PREDICTIONS FUNCTIONS, 14-1 FUEL REMAINING AT ANY WAYPOINT, 14-5 FUNCTION KEYS, 2-8 G GLONASS STATUS 1/2, A-30 GLONASS STATUS 1/2 & 2/2, 12-13 GLONASS STATUS 2/2, A-31 GO AROUND 1/1, A300-A-46, SSJ 100-A-37 GPS NAV STATUS INDEX 1/1, A-32 GPS NAVIGATION, 12-2 GPS NAVIGATION MODE, 15-3 GPS NON-PRECISION APPROACH OPERATIONS, 7-11 GPS OVERLAY APPROACH, 7-5 GPS PAGES, 12-3 GPS PREDICT RAIM 1/1, A-33 GPS SAT DESELECT 1/1, A-34 GPS SATELLITE DESELECTION, 3-28 GPS SENSOR AND SATELLITE STATUS, 5-26 GPS STATUS 1/2, A-35 GPS STATUS 2/2, A-37 H HEADING TO A COURSE INTERCEPT (VI LEG), B-16 HEADING TO A DME DISTANCE (VD LEG), B-15 HEADING TO A MANUAL TERMINATION (VM LEG), B-17 HEADING TO A RADIAL (VR LEG), B-18 HEADING TO AN ALTITUDE (VA LEG), B-14 HF LIBRARY 1/N, 13-47 HHMMZ AAAA UPLINK X/Y, FANS-A-22


OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) HHMMZ AOC MESSAGE PREVIEW X/Y, FANS-A-25 HHMMZ ATC MESSAGE PREVIEW 1/1, FANS-A-26 HHMMZ ATC REPORT X/Y, FANS-A-28 HHMMZ ATC REQUEST 1/1, FANS-A-29 HHMMZ EMERGENCY X/Y, FANS-A-30 HIGH TEMPERATURE OPERATIONS, 17-1 HOLD, 2-9 HOLD 1/X, A-39, A300-A-54, SSJ 100-A-50 HOLD PARAMETERS DISPLAY, 10-2 HOLDING IN CRUISE, 18A-34, 18B-33 HOLDING IN DESCENT, 18A-44, 18B-42 HOLDING PATTERN (HM, HF, HA LEGS), B-5 HOLDING PATTERN AT A ROUTE WAYPOINT, 10-5 HOLDING PATTERN AT AN OFF-ROUTE WAYPOINT, 10-7 HOLDING PATTERN AT PRESENT POSITION, 10-8 HOLDING PATTERN DELETION, 10-12 HOLDING PATTERN GEOMETRY, 10-4 HOLDING PATTERN NAVIGATION, 10-I HOLDING SPEEDS, 10-4 I IDENT 1/2, A-44 IDENT 2/2, A-46, A300-A-65, SSJ 100-A-51 IMPACT OF FLIGHT PLAN CHANGES, 18B-38 INACT DES+SAR 2/2, A-47 INACTIVE ROUTE FUEL PREDICTIONS, 18A-55, 18B-50 INACTIVE ROUTE MANIPULATIONS, 3-14, 3-18 INDEPENDENT OPERATIONS, 3-30 INERTIAL – POSITION INITIALIZATION PROCESS, 12-11 INERTIAL NAVIGATION IN POLAR AREA, 12-13 INERTIAL NAVIGATION MODE, 12-8, 15-5 INIT REF, 2-8 INIT/REF INDEX 1/2, A-49 INIT/REF INDEX 2/2, A-50 INIT/REF INDEX PAGES, 3-24 INITIAL LEG, 3-13 INSERTING A RADIAL-TO SEGMENT, 11-15 INSERTING WAYPOINTS, 5-4 IRS SYSTEM PAGES, 12-12 IRSX ACCURACY X/X, A-53 IRSX MALF MESSAGE X/X, A-54 IRSX STATUS X/Y, A-51 L LATE DESCENT, 18B-37 LATERAL FLIGHT PLANNING EFFECTS ON THE VERTICAL PROFILE, 18A-13, 18B-12 LDR SENSOR, 2-11 LEAVING THE TERMINAL AREA, 5-3 LEG SEQUENCING, 5-9 LEGS, 2-8 LEGS 1/X, A300-A-50, SSJ 100-A-45 LEGS ETA 1/X, A300-A-53, SSJ 100-A-48 LEVEL HOLDING IN CLIMB, 18A-24, 18B-23 LEVEL OFF IN CLIMB, 18A-24, 18B-23 LEVEL-OFFS IN DESCENT, 18B-40 LINE SELECT KEYS (LSK), 2-7 LP/LPV APPROACH, 7-19 LP/LPV APPROACH AND MINIMA SELECTION, 7-18 LP/LPV APPROACH OPERATIONS USING GLSSU, 7-16 M MAINT MESSAGES 1/X, A-55


MAINTENANCE ADVISORY MESSAGES, E-42 MANDATORY DATA ENTRIES, 18A-10 MANUAL ENTERED SPEED IN DESCENT, 18B-40 MANUAL ENTRY OF A FIXED USER WAYPOINT IN THE DATABASE, 11-4 MANUAL ENTRY OF A MOVING USER WAYPOINT IN THE DATABASE, 11-6 MANUAL ENTRY OF AN AIRPORT TYPE USER WAYPOINT IN THE DATABASE, 11-7 MANUAL POSITION UPDATES, 17-4 MANUAL WAYPOINT SEQUENCING, 7-21 MAP MODE, C-2 MARITIME CHANNEL-FREQUENCY PAIRING, 13-36 MARK ON TOP, 11-23 MASTER/SLAVE, 19-2 MAXIMUM ALTITUDE, 18B-25 MCDU FUNCTIONS, 16-I MCDU MENU X/X, A-56 MCDU SUBSYSTEM CONTROL, 16-1 MENU ANNUNCIATOR, 2-11 MENU KEY, 2-11 MESSAGE RECALL 1/X, A-57 MISSED APPROACH INITIATION, 7-13 MODIFYING AN EXISTING HOLD, 10-9 MODIFYING APPROACH PROCEDURES, 7-24 MSG, 2-9 N NAV DATA 1/1 OR 1/2, A-58 NAV LIBRARY 1/N, 13-45 NAV STATUS INDEX 1/1, A-61 NAVIGATING DIRECT-TO A WAYPOINT, 11-17 NAVIGATION DATABASE, 1-7 NAVIGATION DISPLAYS, C-I NAVIGATION DISPLAYS -- NAVIGATION MODE AND ADVISORY MESSAGES, C-9 NAVIGATION DISPLAYS -- SYMBOLOGY AND COLORS, C-5 NAVIGATION FLAG, E-50 NAVIGATION LEG, B-I NAVIGATION MODE AND ADVISORY MESSAGES, C-5 NAVIGATION MODES, 1-3, 11-1 NAVIGATION OF TACTICAL DIRECT-TO A WAYPOINT, 11-18 NAVIGATION RADIOS (ADF PAGE 1/2), 13-18 NAVIGATION RADIOS (ADF PAGE 2/2), 13-19 NAVIGATION RADIOS (ILS/MLS PAGE 1/2), 13-15 NAVIGATION RADIOS (ILS/MLS PAGE 2/2), 13-17 NAVIGATION RADIOS (NAV PAGE 1/2), 13-11 NAVIGATION RADIOS (NAV PAGE 2/2), 13-13 NAVIGATION RELATIONSHIPS, 1-6 NAVIGATION SENSORS, 12-I NEAREST, 5-32 NEAREST VHF NAV 1/X, A-64 NEAREST 1/1, A-62 NEAREST AIRPORT 1/X, A-63 NEW APPROACH AFTER A MISSED APPROACH, 7-15 NEXT KEY, 2-9 NON-AIR TRANSPORT NAVIGATIONAL LEG TYPE DEFINITIONS, B-19 NON-PRECISION APPROACH USING GPS, 7-1 O OFFSET TRACK, 5-21 OPEN CLIMB GUIDANCE, 18A-23, 18B-21 OPERATING FREQUENCIES/CHANNELS AND RANGES, 133, 13-31


OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) OPTIONAL DATA ENTRIES, 18A-10 P PARALLAX ADJUST 1/1, A-65 PARALLEL OFFSET DURING CLIMB, 18A-25 PARALLEL OFFSET DURING CLIMB, 24 PART B – NON-AIR TRANSPORT, 13-30 PERF INIT 1/1, A300-A-1, SSJ 100-A-1 PERFORMANCE FUNCTIONS, 14-I PERFORMANCE INITIALIZATION, 18A-10 PERFORMANCE VNAV FOR SUPERJET 100, 18B-I PERFORMANCE VNAV INITIALIZATION PAGES, 18B-9 PERFORMANCE, MONITORING AND ALERTING, 15-3 PHASES OF FLIGHT, 1-7 PLAN DATA 1/1, A-66 PLAN MODE, C-3 PLUS-MINUS [+/-] KEY, 2-8 POLAR AREA DEFINITION, 3-7 POS INIT/REF 1/2, A-68 POS INIT/REF 1/X, A-68 POS INIT/REF 2/2, A-70 POS INIT/REF 2/X, A-70 POS INIT/REF 3/3, A-73 POS REPORT 1/1, FANS-A-39 POSITION ACCURACY CHECK - FLIGHT TERMINATION, 8-1 POSITION FIX, 5-23 POSITION UPDATE, 11-25 POST FLIGHT PROCEDURES, 8-I POST-LANDING PHASE, 18A-53, 18B-49 POWER INTERRUPTIONS, 17-1 PREDEF WPT 2/2, A-76 PREDEF WPT 1/2, A-75 PREDICTIVE RAIM REQUESTS, 5-27 PREDICTIVE RAIM SATELLITE DESELECTION, 5-28 PREFLIGHT, 3-I, 3-2, 11-2, 18A-9 PREPARATION FOR DESCENT, 18A-35, 18B-33 PREPARATION FOR TAKEOFF, 18A-19, 18A-19 PREV KEY, 2-10 PRINTER INTERFACE, 19-44 PROCEDURE TURN (PI LEG), B-4 PROCEDURE TURNS, 7-26 PROG, 2-8 PROGRESS 1/3, A-77, A300-A-55 PROGRESS 1/4, A-81, SSJ 100-A-49 PROGRESS 2/3, A300-A-58 PROGRESS 2/4, A-85 PROGRESS 3/3, A-79 PROGRESS 4/4, A-87 PROGRESS ALONG THE ROUTE, 5-19 PROTECTION OF ALTITUDE CONSTRAINTS IN DESCENT, 18B-42 R RADIAL-TO, B-19 RADIAL-TO 1/1, A-89 RADIO, 2-9 RADIO 1/X OR 2/X (HORIZONTAL DISPLAY FORMAT), 13-4 RADIO 1/X OR 2/X (VERTICAL DISPLAY FORMAT), 13-7 RADIO 1/X OR 2/X PAGE (AIR TRANSPORT - GENERAL CONSIDERATIONS), 13-2 RADIO 1/X OR 2/X PAGE (NON- AIR TRANSPORT - GENERAL CONSIDERATIONS), 13-30 RADIO 2/X PAGE (HORIZONTAL DISPLAY FORMAT), 13-32 RADIO 2/X PAGE (VERTICAL DISPLAY FORMAT), 13-8 RADIO 2/X4 PAGE (HORIZONTAL DISPLAY FORMAT), 13-6


RADIO LIBRARY Y/X (2/Y OR 3/Y OR ...) PAGE, 13-33 RADIO LIBRARY Y4/X4 (2/Y OR 3/Y OR ...) PAGE, 13-10 RADIO PAGE TYPE (COM, NAV, ATC, ADF), 13-7 RADIO TEST X3/Y4 (2/Y OR 3/Y OR …) PAGE, 13-9 RADIO TUNING LIBRARY, 13-32 RADIO TUNING OPERATIONS, 3-30 RADIO TUNING PAGES, 13-I REJECT DUE TO 1/1, FANS-A-32 REMOTE ANNUNCIATORS, E-I, E-50 RENDEZ-VOUS WITH A MOVING WAYPOINT, 11-22 REQUIRED TIME OF ARRIVAL, 5-20 RNP CAPABILITY, 15-I RNP MODIFICATION, 5-31 ROUTE 2 OPTION, 3-13 ROUTE DISCONTINUITIES, 5-6 ROUTE SELECTION FROM THE LIST OF COMPANY ROUTES, 3-9 ROUTE SELECTION FROM THE LIST OF USER ROUTES, 1114 ROUTES 2 & 3 OPTION, 3-17 RTA PROGRESS 2/3, A-90 RTA PROGRESS 3/3, A300-A-59 RTA PROGRESS 3/4, A-92 RTE, 2-8 RTE X 1/X, A-94 RTE X FUEL 1/1 OR 1/2 PAGE FOR THE ACTIVE ROUTE, A300-A-67 RTE X FUEL 1/1 PAGE FOR ACTIVE ROUTE, SSJ 100-A-52 RTE X FUEL 1/1 PAGE FOR INACTIVE ROUTE, SSJ 100-A-54 RTE X FUEL 1/1 PAGE FOR INACTIVE ROUTES, A300-A-71 RTE X LEGS 1/X, A-102 RTE X LEGS ETA 1/X, A-108 RTE X LEGS POS 1/X, A-112 RTE X LEGS WND 1/X, A-114 S SAVING THE DATABASE FOR USE BY ANOTHER AIRCRAFT, 11-11 SCRATCHPAD MESSAGES, 2-17 SECOND HOLDING PATTERN, 10-8 SECOND/THIRD ROUTE, 18A-54, 18B-50 SELECT CO ROUTE 1/X, A-116 SELECT NAVAID {NAME } 1/X, A-117 SELECT WPT {NAME} 1/X, A-118 SETUP 1/1, A-119 SID AND SID TRANSITION PROCESS, 4-3 SID SELECTION WHILE IN FLIGHT, 4-3 SITUATIONAL AWARENESS IN CLIMB, 18A-20, 18B-20 SOFT ALTITUDE HOLD, 18A-29 SP KEY, 2-8 SPEED CONSTRAINTS IN DESCENT, 18A-41, 18B-39 SPEED RESTRICTIONS/CONSTRAINTS, 18A-19, 18B-20 SPEEDS, 18A-13, 18B-12 STANDARD INSTRUMENT DEPARTURE (SID) SELECTION, 44 STANDARD TERMINAL ARRIVAL ROUTE (STAR) SELECTION, 6-2 START-UP AND INITIALIZATION, 3-3 STATUS ADVISORY MESSAGES, E-25 SWITCHING FROM RTE 1 TO RTE 2 OR RTE 3 WITHOUT THE VIA FUNCTION, 3-20 SYNCHRONIZED OPERATIONS, 3-29 SYSTEM ALERT MESSAGE, E-3 SYSTEM ALERT MESSAGES, E-1 SYSTEM ANNUNCIATORS, 2-10 SYSTEM MESSAGES, E-I


OPERATOR’S MANUAL CMA-9000 FLIGHT MANAGEMENT SYSTEM (930-600166-000 SW056) SYSTEM OVERVIEW, 1-1 SYSTEM POSITION, DATE AND TIME UPDATE, 3-6 T TACT, 2-9 TACTICAL DIRECT-TO A WAYPOINT PROCEDURE, 11-18 TACTICAL FUNCTIONS, 11-I TAKEOFF, 18A-19, 18B-19 TAKEOFF 1/1, A300-A-7, SSJ 100-A-5 TAKE-OFF AND LANDING TIMES, 8-2 TAKE-OFF REFERENCE DATA ENTRY, 18A-11, 18B-11 TANDEM MODE, 16-2 TARGET SPEED, 18B-47 TEMPERATURE COMPENSATION, 7-10 TERMINAL AREA, 7-11 TERMINAL AREA OPERATIONS, 7-21 TERMINAL AREA OPERATIONS AND RNAV INSTRUMENT APPROACHES, 1-7 TIMER, 5-34 TIMER 1/1, A-121 TRACK BETWEEN FIXES (TF LEG), B-1 TRANSITION TO APPROACH, 7-11 TRANSITION TO CRUISE OR CLIMB FROM DESCENT, 18A48, 18B-45 TRANSITION TO CRUISE PHASE, 18B-24 TRANSITION TO CRUISE PHASE, 18A-25 TRANSITION TO DESCENT PHASE, 18A-36, 18B-35 TRANSITION TO GO AROUND, 18A-52, 18B-48 TRANSITION TO VERTICAL APPROACH, 18A-48, 18B-45 TRANSPONDERS (ATC PAGE 1/2), 13-24 TRANSPONDERS (ATC PAGE 2/2), 13-26 TRANSPONDERS (ATC/TCAS PAGE 1/2), 13-28 TRANSPONDERS (ATC/TCAS PAGE 2/2), 13-29

VFR APPROACHES, 7-23 VHF NAV DESELECT 1/1, A-136 VHF NAV STATION DESELECTION, 12-6 VHF NAV STATION RESELECTION, 12-6 VIA FUNCTION, 3-21 VIEW ALL THE USER WAYPOINTS IN THE DATABASE, 11-11 VNAV, 2-9, 18A-I VNAV ADVISORIES & ALERTS, 18A-8 VNAV ADVISORIES & ALERTS, 18B-8 VNAV APPR 1/1, A-137 VNAV ARCHITECTURE, 18A-8 VNAV DISPLAYS, 18A-6 VNAV INFORMATION DISPLAY, 18A-5, 18B-5 VNAV INVALID 1/1, A300-A-66, SSJ 100-A-52 VNAV PROFILE 1/X, SSJ 100-A-38 VOR/DME NAVIGATION MODE, 12-7, 15-4 VOR/DME STATION MONITOR, 12-7 VOR/DME/TACAN, 11-1 VOR/DME/TCN STATUS 1/1, A-140 VUHF LIBRARY 1/N, 13-44 W WAYPOINT ALTITUDE CONSTRAINTS, 18A-16, 18B-15 WAYPOINT DELETION, 5-7 WAYPOINT INFORMATION FROM THE NAVIGATION DATABASE, 5-29 WAYPOINT LATITUDE/LONGITUDE DISPLAY, 5-18 WAYPOINT NAMES AND OTHER CONVENTIONS, 2-19 WAYPOINT NAVIGATION, 1-5 WAYPOINT WIND ENTRY AND ETA, 5-13 WHEN CAN WE EXPECT 1/1, FANS-A-38 WIND COMPONENTS, 5-21 WIND OPTION, 5-15 WIND X/Y, A-142 WPT LISTS 1/1, A-143

U UNACHIEVABLE WAYPOINT ALTITUDES IN CLIMB, 18A-20, 18B-20 UNACHIEVABLE WAYPOINT ALTITUDES IN DESCENT, 18A43, 18B-41 UNCOUPLED APPROACH VNAV, 7-7 UPDATE POS 1/1, A-124 USER DATABASE, 11-4 USER ROUTES 1/1, A-127 USER WPT 1/2, A-129 USER WPT LIST 1/X, A-134 V VECTORED OFF LATERAL PATH DURING CLIMB, 18A-25 VECTORED OFF LATERAL PATH DURING CLIMB, 18A-24 VECTORING TO FINAL APPROACH FIX, 7-21 VERIFY EMERGENCY X/Y, FANS-A-33 VERIFY REPORT 1/1, FANS-A-34 VERIFY REQUEST X/Y, FANS-A-36 VERIFY RESPONSE X/Y, FANS-A-37 VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE, 3-12 VERTICAL DEVIATION, 18A-51, 18B-48 VERTICAL FLIGHT PHASES, 18A-3 VERTICAL FLIGHT PLANNING, 18A-13, 18B-12 VERTICAL PATH, 7-7 VERTICAL PROFILE, 18A-2 VERTICAL PROFILE, 18A-1, 18B-1 VERTICAL PROFILE VERIFICATION, 18A-17, 18B-16






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