Flight Manual Supplement for Dual UNS

Transcription

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Global Aviation Technologies
Airplane Flight Manual Supplement
Dual Universal UNS-1Ew FMS System
Doc. No. FMS4104-34238
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT
TO THE
LEARJET 60 AIRPLANE FLIGHT MANUAL
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FOR
DUAL UNIVERSAL UNS-1Ew FMS SYSTEM
This Supplement must be attached to the FAA Approved Airplane Flight Manual when
the airplane is modified by the installation of a Dual Universal UNS-1 Ew FMS system
in accordance with technical data approved by STC# ST00696DE.
The information contained herein supplements or supersedes the basic manual only in
those areas listed herein. For Limitations, Procedures, and Performance information
not contained in this Supplement, consult the basic Airplane Flight Manual.
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FAA APPROVED_ _
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~ Manager, Flight Test Branch, ANM-160L
'1 - - Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
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DATE._ _
Q/J_Ief...;__2-ff-'!_.;___
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Supplement to the Lear 60
Airplane Flight Manual
Dual UNS· 1Ew FMS
Doc. No. FMS4104-34238
STC # STQQ696DE
LOG OF REVISIONS
REV
PAGES
DATE
IR
All
9/18/09
DESCRIPTTONS
FAA APPROVED
Initial Release.
-l::iUw I Mgr., Flt Test Br., ~'Of:='
FAA, Los Angeles ACO
Transport Aircraft Directorate
Date:
CJ/tr/u-r'l
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Global Aviation Technolog!es
Dual Unlversal UNS-1 Ew FMS System
Doc. No. FMS4104-34238
Alrplane Flight Manual
Dual UNS-1 Ew FMS
STC # ST00696DE
TABLE OF CONTENTS
COVER SHEET .................................................................................................. 1
LOG OF REVISIONS ........................................................................................... 2
TABLE OF CONTENTS .................................................................. ..................... 3
GENERAL
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SECTION I - LIMITATIONS ................................................................................ 7
SECTION II - NORMAL PROCEDURES .......................................................... 10
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SECTION Ill - EMERGENCY PROCEDURES .................................................. 21
SECTION IV-ABNORMAL PROCEDURES .................................................... 22
SECTION V - PERFORMANCE ........................................................................ 24
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FAA APPROVED September 18, 2009
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Dual Universal UNS-1 Ew FMS System
Upgrade In Learjet Model 60 Aircraft - STC
Doc. No. FMS4104-34238
Dual UNS-1Ew FMS
STC ST00696DE
GENERAL
A. SYSTEM DESCRIPTION
The Dual Universal Avionics System Corporation (UASC) UNS-1 Ew Flight
Management System (FMS) is equipped with an internal GNSS sensor
capable of using GPS augmented by WAAS and other compatible Space
Based Augmentation System (SSAS). The Flight Management System
(FMS) can integrate GPS with scanning DME, VOR, to provide continued
navigation.
The Universal Avionics Systems Corporation UNS-1 Ew Dual Flight
Management (FMS) installation consists of the following units:
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Dual UNS-1Ew NAV Control Display Unit (CDU)
Dual GPS Antennas
Single Solid State Data Transfer Unit (SSDTU)
Dual SSAS LEVEL OF SERVICE (LOS) Annunciators
The UNS-1Ew FMS system contains software SCN 1000.X (X = 2 through
9), which provides capability for point-to-point navigation, as well as
SIDs, STARs, Holding patterns, and GPS approaches. The software
complies with requirements of TSOs C115b and C146b Class A1. The
GAMA Ill internal WAAS sensor complies with TSO C146b.
Each UNS-1 Ew system receives air data information from the aircraft's
respective air data computer (ADC). Air data inputs include: barocorrected and pressure altitude, TAS, IAS, SAT, and Mach. Fuel
Management is available through automatic fuel flow inputs. A Solid State
Data Transfer Unit (SSDTU) is used to load the FAA Approved Jeppesen
Data Base into each FMS. The FMS provides a radio tuning function
capable of tuning the COM, NAV, ADF, and ATC avionics.
The UNS-1Ew systems provide lateral and vertical steering data to the
Collins Proline-4 EFIS and Autopilot.
FAA APPROVED September 18. 2009
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STC ST00696DE
FMS annunciation is provided on the EFIS Primary Flight Displays (PFD)
and dedicated SSAS LOS annunciators are installed in the Pilots and
Copilots instrument panel to indicate the status of certain FMS functions
as explained in Section Ill, Normal Procedures.
Enroute and Approach Vertical Navigation information may be displayed
on the PFD.
B. APPROVALS
The dual UNS-1 Ew flight management system with software version SCN
1000.X (X =2 through 9) is approved for use in the Learjet 60 and meets
the requirements of TSO C115b and TSO C146b.
The following airworthiness approvals do not constitute operational
approval. Some types of operation require operational approval from the
regulatory authorities.
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ADVANCED PERFORMANCE DATABASE APPROVAL
The advanced performance data base is approved for use with the UNS1Ew on the Learjet 60 (If installed).
LATERAL NAVIGATION APPROVAL
Provided the UNS-1 Ew are receiving usable signals, it has been
demonstrated capable of and has been shown to meet the accuracy
specifications of:
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Oceanic and Remote, including MNPS - In accordance with AC
20-130A and AC 20-138A when used in conjunction with the
applicable GPS off-line RAIM prediction program, part number
10751 with SCN 25.1 or later version.
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RNP-10 - In accordance with the criteria of FAA Order 8400.12A
without time limitations when used in conjunction with the
applicable GPS off-line RAIM prediction program, part number
10751 with SCN 25.1 or later version .
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FM APPROVED September 18, 2009
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P-RNAV - Operation within the European Airspace System in
accordance with the criteria of JAA Temporary Guidance Leaflet
No. 10: Airworthiness and Operational Approval for Precision
RNAV Operations in Designated European Airspace.
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B-RNAV/RNP-5 - Operation within the European Airspace System
in accordance with the criteria of JAA Temporary Guidance Leaflet
No. 2, Rev 1: AMJ 20X2 and JAA temporary Guidance Leaflet No.
3, Rev 1.
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En Route, Terminal, and Approach- (GPS, RNAV, RNAV (GPS)
VOR-DME, VOR, NDB-DME, NOB, LOC, and BC) Operation within
the U.S. National Airspace System using the WGS-84 coordinate
reference datum in accordance with the criteria of AC 20-130A and
AC 20-138A.
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RNAV/SID/STAR - Operation on U.S. Area Navigation (RNAV)
routes, Standard Instrument Departures (SID), and Standard
Terminal Arrival Routes (STAR) in accordance with the criteria of
AC 90-100A when used in conjunction with the applicable GPS offline RAIM prediction program, part number 10751 with SCN 25. 1 or
later version. Not required when in SBAS coverage
VERTICAL NAVIGATION APPROVAL
The dual UNS-1 Ew installation meets the requirements for VFR/IFR en
route, terminal, and approach VNAV operation in accordance with the
criteria of AC 20-129, AC 20-138A and AC 90-105.
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Doc. No. FMS4104-34238
Dual UNS-1Ew FMS
STC
ST00696DE
SECTION I - LIMITATIONS
1. The Operator's Manual, SCN 2423sv1000/1100 Flight Management
System dated August 29, 2007 (or later revision) must be available to
the flight crew whenever navigation is predicated upon the use of the
UNS-1Ew Flight Management System.
2. Prior to flight, the crew must verify that program version 1000.X (X =
any value 2 to 9) has been installed.
3. The UNS-1Ew Operator's Manual supplement for the advanced
performance data base (No. 2423LR60-802 or later applicable
revision), must be available to the flight crew whenever performance
data is obtained from the FMS.
a. All input data provided to the advanced performance data base
must be verified for accuracy.
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b. The FMS CDU will display V speeds in amber when Takeoff
Field Length exceeds available runway length. An amber RWY
SHORT will also be displayed. These amber V speeds are not
approved for use.
c. The advanced performance data base may display a takeoff
weight greater than the maximum allowable weight of 18,500
pounds (8391 kg) when operating with Anti-Skid - OFF, or
when anti-skid protection for any wheel is inoperative.
However, takeoff at any weight greater than 18,500 pounds
(8391 kg) when anti-skid is off or inoperative is not approved.
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IFR approach navigation is prohibited unless the pilot verifies the
currency of the database.
5. IFR en route and terminal navigation is prohibited unless the pilot
verifies the currency of the database or verifies each selected
waypoint for accuracy by reference to current approved data.
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6. The UNS-1 Ew is approved for lateral and vertical coupled GPS,
RNAV, RNAV (GPS) VOR-DME, VOR, NDB-DME, NOB, LOC, and BC
approaches under the following conditions:
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A.
The flight management system must be in the FMS Approach
mode. FMS approach mode will not arm or activate if an ILS
approach is linked into the Flight Plan.
B.
The minimum altitude for autopilot coupled Lateral Precision with
Vertical Guidance (LPV} approach is 200 ft AGL or the published
Decision Altitude (DA), whichever is higher.
C.
The minimum altitude for autopilot coupled LNAVNNAV
approach is 300 ft AGL or the published Decision Altitude (DA),
whichever is higher.
D.
The minimum altitude for autopilot coupled LNAV approach is
400 ft AGL or the published Minimum Altitude (MDA), whichever
is higher.
E.
GPS based approaches must be conducted using an approach
from the UNS-1Ew Jeppesen data base. Except for LPV WAAS
approaches GPS RAIM integrity monitoring must be available
with adequate integrity at the FAF.
F.
When an alternate airport is required by the applicable operating
rules, pilots may use a RNAV (GPS) alternate based on LNAV
minimums as long as the approach procedure is not marked
alternate NA.
G.
When using VNAV, the altimeter display on each pilot's PFD
must be used as the primary altitude reference for all operations.
A cross check of the pilot and co-pilot altimeters needs to be
accomplished and agree within 100 feet prior to the FAF on
approaches to DA minimums. Observe all published altitude
restrictions using the altimeter.
H.
For approach VNAV operations using Autopilot or Flight Director,
the altitude selector (ASEL) must be used as the means of leveloff and altitude hold prior to intercepting an approach VNAV path.
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The autopilot or flight director must be used for baro-VNAV
approaches to DA minimums.
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For LOC and BC approaches, the localizer frequency must be
tuned prior to executing the approach.
7. The FMS is approved for FMS pilot defined "VFR" approaches as a
VFR pilot aid only.
8. When using the UNS-1 Ew for navigation, additional equipment
approved for the specific type of operation must be installed and
operational. For operation within the European Airspace System, VOR
or DME must also be available for use by the UNS-1Ew.
9. During periods of dead reckoning (DR), the UNS-1 Ew shall not be
used as the primary source of navigation except during
oceanic/remote operations.
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10. Use of the UNS-1 Ew for navigation is limited to latitudes between 73
deg North and 60 deg South unless magnetic variation is entered into
the FMS manually.
11. Fuel display parameters are advisory only and do not replace primary
fuel quantity or flow gages for load and range planning.
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12.The EFIS Multi-Function Display (MFD) does not depict holding
patterns, arcs or course reversals. The MFD must not be used for
pictorial situational awareness during these operations.
13. If the "NO GPS INTEG" message is displayed, continued navigation
using either the GPS equipment or reversion to an alternate means of
navigation appropriate to the route and phase of flight if necessary.
When continuing to use GPS navigation, position must be verified
every 15 minutes using another IFR approved navigation system. This
message will be accompanied by a yellow "GPS INTEG" annunciation
on the PFD.
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SECTION II - NORMAL PROCEDURES
OPERATION
Normal operating procedures are outlined in the UNS-1 Ew Operators
Manual Report 2423sv1000/1100.
SYSTEM ANNUNCIATORS
UNS-1Ew remote annunciators indicate the status of the FMS and are
displayed on the EFIS PFD when an FMS is selected as the active
navigation source. Dedicated WMS LOS annunciators are remotely
located in the pilots and copilots instrument panel.
EFIS Ann unciations
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Illuminates to indicate a message is to be acknowledged on
the UNS-1 Ew MSG page. Annunciation color is Yellow.
SXTK
SXTK (Selected Crosstrack) will illuminate to remind the
crew that a parallel course has been selected for the current
navigation leg. Annunciation color is Yellow
PFD and MFD FMS Waypoint Identifier Name XXX
Indicates waypoint alert fifteen (15) seconds prior to
waypoint in enroute mode and five (5) seconds prior in
approach mode. Annu nciation is done by a flashing
magenta Waypoint Identifier.
PFD VNAV Vertical Scale Pointer (Snowflake)
When this annunciator flashes, it indicates that an upcoming
vertical Flight Path Angle (FPA) change is within two (2)
minutes. Annunciation color is White.
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HOG SEL
HOG SEL (Heading Select) will illuminate whenever the
FMS heading mode has been selected on the UNS-1 Ew
used as the NAV source for the on-side EFIS. When HOG
SEL is illuminated, the FMS steering outputs are referenced
to a CDU selected heading rather than the active FR-TO
Nav leg. Annunciation color is Green.
DR
DR (Dead Reckoning Mode) True air speed and heading
are the only sensors being used for navigation.
APPR
APPR (Approach) will illuminated on the EFIS for the
selected FMS whenever the approach active mode has
been selected on the CDU or is automatically activated on
the inbound course no less than 2nm outside the FAF.
When this occurs the EFIS scaling changes to lateral and
vertical angular deviation and the vertical nav scale is
displayed. This annunciation comes on during all FMS
database approaches. Annunciation color is Cyan.
GPS INTEG Illuminates to indicate GPS Integrity is outside of the
allowable limit for phase of flight (2.0 nm enroute, 1.0 nm
terminal and approach transition and 0.3 nm final approach
segment). See Section IV, Abnormal Procedures
Annunciation color is Yellow.
LEVEL OF SERVICE (LOS) WAAS Annunciators
LOS1 (pilot) or LOS2 (copilot), accompanied by one of the following:
LPV
When illuminated follow lateral and vertical guidance to LPV
minimums. Annunciation color is Green.
LNAVNNAV When illuminated follow lateral and vertical guidance to
LNAVNNAV minimums. Annunciation color is Green.
LNAV
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When Illuminated follow lateral guidance to LNAV (baro)
MDA minimums.
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NAVIGATION DATABASE VERIFICATION
After power-on self tests have completed, the INITIALIZATION page will
appear. The data base expiration date will be displayed. If the actual date
is later than that which is displayed as the expiration date, the FMS will
notify the pilot with a "DATABASE EXPIRED" message. Refer to the
Operator's Manual for navigation database update instructions.
AIRCRAFT INTEGRATION
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The Dual Universal UNS-1 Ew system is interfaced to the Collins Proline-4
EFIS and FD/AP. The NAV key on the EFIS Radar Panel is used to
display a navigation source menu (NAV SOURCE 1/1) on the onside FMS
from which navigation sensors may be selected for onside display on the
PFD/MFD. Refer to the Collins Proline-4 Operator's manual for additional
information.
SBAS APPROACH ANNUNCIATION
Valid LNAVNNAV or LPV approach is annunciated prior to reaching the
FAF by the Level of Service (LOS) indicator on the Nav Approach Page
and the dedicated LOS annunciator located in the pilot's and copilot's
instrument panel.
NOTE: If the approach does not contain the Final Approach Segment
Data Block (FAS DB) from the Navigation Database, the approach is
flown as a standard LNAV approach with advisory barometric VNAV
guidance.
LEVEL OF SERVICE SELECTION (AUTOMATIC)
The FMS performs a LOS prediction for the selected SBAS approach
upon approach arming and again upon approach activation. At approach
arm, the FMS will automatically select the highest available LOS for the
selected approach. The selected LOS is annunciated on the Message
Page and Nav Page 1 of the CDU.
LEVEL OF SERVICE SELECTION (MANUAL)
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After the approach is armed, LOS is available for manual selection
anytime prior to sequencing the FAF. The FMS will only allow selection of
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STC ST006960E
a LOS if the predicted Horizontal and Vertical Protection Levels
{HPLNPL) are within the Horizontal and Vertical Alert Limits (HALNAL)
for that approach LOS. Once the FAF is sequenced, no selection of or
change to LOS can be made.
1. Press [NAV] to access Nav Approach Page 1.
2. Press LSK [4R] to access the RNAV Approach LOS Page.
available LOSs are displayed.
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3. Press the left LSK adjacent the desired LOS to select the LOS.
The text "(IN USE)" will be displayed next to the selected LOS and
the LOS indicator on Nav Approach Page 1 on the CDU will be
updated .
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APPROACH PROCEDURES
A. For LPV or LNAVNNAV approaches WAAS/SSAS real time monitoring is
done. For a non LPV approach, select FPL-MENU-NEXT-RAIM
PREDICTION and enter the arrival time. An availability of APPR at the
time of arrival indicates adequate GPS integrity monitoring for
approaches.
8. Press the EFIS Radar Panel (ERP) NAV key and select FMS as the PFD
navigation source. This step only has to be done if the NAV source has
been previously changed from FMS as when the FMSs are powered up
the EFIS defaults to the onside FMS.
C. If the approach type/runway is expected or known:
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Press the FPL-MENU-ARRIVE keys to display the arrivals page.
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Ensure the destination airport on the arrival page is proper.
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Select the runway, STAR (if required), approach type, and transition (if
applicable).
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A "NO LINK" is automatically inserted in the flight plan when a STAR
or Approach is a~ded and the end point of one procedure does not
exactly match the beginning point of the next procedure. Select FPL
and delete the "NO LINK" as required.
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On NAV page 1, ensure that the FROM, TO, and NX (next) navigation
legs accurately depict the desired flight plan. Change the FROM, TO,
NX legs or select OTO (Direct-TO) as required to link the current
navigation leg to the flight plan.
NOTE: The MFD Map displays the selected STAR, approach
waypoints, and the approach fix. A "NO LINK" is depicted
as a gap in the course line. All arc line segments in the
course line are also depicted as gaps in the course line.
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D. When with in 50 nm of the selected airport ARM APPR is available for
selection, or the approach will arm automatically within 30nm.
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For VOR, LOC and BC referenced approaches the FMS will prompt
the operator to tune the LOC/DME frequencies to the approach facility.
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CDI scaling will change so that full scale lateral (2 dot) course
deviation represents 1 nm. Full scale vertical (2 dot) path deviation
represents 500 feet. TERM is annunciated on the PFD to indicate
terminal scaling.
NOTE: For approach VNAV operations using Autopilot or Flight
Director, the altitude selector (ASEL) must be used as the
means of level-off and altitude hold prior to intercepting an
approach VNAV path.
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NOTE: If an ILS approach is linked into the flight plan, ARM APPR is
not available. The waypoints will be displayed on the map
and the FMS will use enroute leg sequencing. FMS vertical
navigation will not be provided. Change the navigation
source to LOC to fly the approach using conventional
guidance and procedures apart from the FMS.
NOTE: For non-WAAS approaches, prior to initiating a GPS
approach, verify GPS approach integrity exists (This can be
determined by noting the absence of GPS INTEG
annunciation on the applicable PFD),
NOTE: For non synchronized mode, if an RNAV approach is linked
into the flight plan, then cross-filled to the other FMS, the
ARM APPR selection may not be immediately available on
the cross-filled FMS due to a delay in DME tuning on that
side.
NOTE: Once approach active is selected or automatically activated,
selecting OTO (Direct-TO) any waypoint on or off the
approach will cancel the approach active mode.
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E. Select APPR mode on the FCP to provide proper steering sensitivity for
the approach, and to allow eventual subsequent selection of VNAV mode.
F.
NOTE:
The EFIS Multi-Function Display (MFD) does not depict
holding patterns, arcs or course reversals. The MFD must
not be used for pictorial situational awareness during these
operations.
pAOtlON:
The FMS will only depict a procedure turn if an approach
transition was defined on the ARRIVAL page. If no approach
transition is selected available, the FMS will sequence to the
Inbound Approach leg using normal turn anticipation, which
may result in intercepting the inbound Approach Course
Inside the Final Approach Fix. To prevent this, use pilot
navigation prior to reaching the Initial Approach Fix to
establish a proper intercept of the Inbound Approach
course.
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If the cross side FMS is selected as the navigation
source, the map on the MFD may not display the approach
waypoints until the last waypoint of the approach transition
is sequenced.
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The FMS wlll fly the procedure turn as profiled on the CDU . The EFIS
cannot pictorially display the procedure turn .
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The FMS will automatically sequence to APPR active mode on the
inbound final course leg.(cyan APPR annunciator on the EFIS,
SCALE CHANGE message on the CDU).
1CA t 0 1: VNAV deviation guidance will not be displayed on the
PFD or be available for capture until the approac h is active
inbound .
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If the selected approach transition includes a holding pattern
procedure turn :
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The FMS will arm the approach normally, however, while in the
holding pattern the annunciation on the NAV page will be
HOLDING ARM (prior to entering the hold), or HOLDING while in
the holding pattern. APPRCH ARM will not be annunciated but
can be confirmed on the FPL or NAV pages by the next waypoint
(FAF waypoint listed, not HOLD).
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VNAV should be armed prior to reaching the final course segment.
CAUTION: VNAV descents while in the holding pattern may not be
possible. Use other vertical modes to descent to the appropriate
altitude.
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ACT APPR may be selected on final holding leg to proceed from
the holding pattern to the final approach segment.
,CAUTIQ : PROCEED is not a listed option. Otherwise, when the
aircraft approaches the FAF the second time (one turn in holding)
the SCALE CHANGE message on the CDU and APPR annunciation
on the PFD will illuminate to indicate the final course segment of the
approach. The VNAV path should capture normally if armed.
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If using pilot navigation or when given vectors to intercept the
Inbound Approach Course:
a) Using FCP HOG mode to intercept
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Turn the heading knob to the desired heading.
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Press HOG on the FCP.
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Press ACT APPR on NAV page 1. This will change the course
deviation to the inbound course, but the FCP will remain in HOG
mode.
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Maneuver the aircraft as desired using the heading bug.
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When cleared for the approach, (re)select AP PR on the autopilot FCP.
NOTE: When ACT APPR has been manually selected, the FMS will
calculate a 45° intercept for the inbound course, if required.
Ensure the aircraft is properly positioned so as to intercept
the inbound course outside the Final Approach Fix before
coupling the flight director/autopilot to the FMS.
NOTE: The FMS places a waypoint symbol labeled INBOUND at the
aircraft position on the MFD Map at the point ACT APPR is
manually selected.
b) Using FMS HOG SEL fu nction to intercept
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On the FMS NAV page 1, select the HOG key and accept or set the
desired HOG. The heading bug will slew to the accepted value.
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The EFIS will annunciate HOG SEL, and the flight director I autopilot
will follow the PFO heading bug (APPR mode selected on the FGP).
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Select ACT APPR on NAV 1 page. This will change the course
deviation to the inbound course, but the FMS will remain in HOG SEL
mode.
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Maneuver the aircraft to the desired position and intercept angle using
the heading bug.
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When cleared for the approach, and the aircraft is positioned for
intercept, select INTCEPT on FMS NAV page 1. The EFIS will
annunciate HOG INT.
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Failure to select INTCEPT will cause the aircraft to fly
through the Inbound course with the FMS remaining in HOG
SELmode.
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NOTE: The FMS places a waypoint symbol labeled INBOUND at the
aircraft position on the MFD Map at the p9int ACT APPR is
manually selected.
G. When FMS APPR mode is activated, the FMS sequences to the final
approach course. At the FAF or as early as the IAF the CDI scaling will
change to angular scaling and APPR cyan in color is annunciated on the
PFD to indicate the FMS is in approach mode. The VNAV vertical scaling
is also displayed.
The CDI sensitivity will have changed from .terminal 1nm linear to
approach±. 2.0° angular and the VNAV scaling will change to angular.
NOTE: Because of the expanded scale sensitivity, in approach
mode, lateral course deviation differences may be noticed
between the pilot's and copilot's PFD course presentations
when using independent FMS navigation sources.
H. VNAV (Vertical Approach Guidance)
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Anytime after APPR is selected the VNAV must be armed on the FCP.
For approaches to LPV or LNAVNNAV DA minimums, the altitude
preselector should be set to field elevation once cleared for the
approach. If setting the missed approach altitude is desired, this can
only be done after:
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VNAV capture of the final course path.
It is the responsibility of the pilot to go-around or
commit to land at the DA. The FD/AP will not provide
level off guidance at the DA.
For non-WAAS approaches to MDA minimums, move the altitude
preselector to the MDA minimums altitude. The FD/AP will captu re
this altitude during the VNAV descent. If a go-around is performed the
preselector must be reset to the missed approach altitude .
19
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Doc. No. FMS4104-34238
Dual UNS-1 Ew FMS
STC ST00696DE
CA TION:
For non-WAAS approaches, when the Initial Approach
Fix and the Missed Approach Point are co-located, such as
commonly found on approaches where the facility is near
the runway, the aircraft will likely be above VNAV guidance
after establishing Inbound. Use other means (i.e. LVL CHG,
VS, PITCH) to descend to the appropriate vertical profile.
NOTE: The FMS provides vertical steering from the Final Approach
Fix to the runway threshold crossing height at a stable,
constant angle. No FMS vertical navigation level off is
provided at the MDA. It is the pilot's responsibility to level
off at the MDA or go around as required.
NOTE: If the altitude preselector is below the aircraft during a VNAV
descent, the FD/AP will capture ALTS mode and track the
preselect altitude. The vertical path deviation will continue
to be displayed on the PFD, but the VNAV autopilot/flight
director mode will no longer be armed or active.
•
I.
If a missed approach is required, press the Go-Around (GA) button in the
left thrust lever, or select MISSD APPR LSK 3R from any NAV page.
NOTE: Pressing the GA button causes the FGS to enter GA mode.
Navigation mode should be reselected to couple FMS lateral
missed approach guidance.
•
FMS NAV may be re-engaged on the FD/AP for lateral steering after
selecting GA, if desired.
•
The FMS will continue to provide lateral steering to the published
missed approach point, then will sequence to the missed approach
leg.
•
Appropriate heading to altitude labels or course to altitude procedural
legs will be depicted on the MFD map after sequencing past the
missed approach point.
'
!
1
NOTE: FMS vertical steering is not provided for missed approach
procedures. Altitudes associated with the missed approach
procedural leg transitions will be depicted on the MFD MAP,
but the FMS does not provide vertical steering to these
altitudes.
20
Doc. No. FMS4 104-34238
Dual UNS-1Ew FMS
STC ST00696DE
SECTION Ill - EMERGENCY PROCEDURES
No changes to basic Airplane Flight Manual
••
21
Doc. No. FMS4104-34238
Dual UNS-1 Ew FMS
STC ST00696DE
SECTION IV - ABNORMAL PROCEDURES
1. LP/LPV APPR INHIBITED
An FMS LP/LPV APPR INHIBITED message is displayed on the
FMS CDU to annunciate an internal failure of the WAAS monitoring
system.
a. LPV Approach Inside the FAF
If either FMS detects a failure that will not support the
required integrity for LPV, the FMS will flag the vertical and
lateral navigation indication for both flight directors on the
Pilot's and Copilot's PFD. The pilot should use go-around
procedures.
•
b. LPV Approach Outside the FAF
If either FMS detects a failure that will not support the
required integrity for LPV/WMS, the pilot may manually
select a lower LOS prior to reaching the FAF to continue the
approach and shall adjust the DA/MDA to the published
minimums for the new LOS. If a lower LOS is not manually
selected prior to reaching the FAF, both flight directors will
flag and it will be necessary to select missed approach on
the CDU, which will return lateral navigation and the ability
to fly the published missed approach procedure. If time
permits, a new approach could be programmed and flown.
2. Dissimilar LOSs are annunciated,
The approach may be continued to the published minimum using
the best LOS available. The LOS flight guidance to be used must
be displayed on the pilot flying's PFD. This may require transfer of
control to the other pilot. If the approach is coupled, the same FMS
providing flight guidance to the PFD for the pilot flying must be
used.
NOTE: Under no circumstances should the approach be
continued to LPV minima without LPV being
annunciated on the controlling side .
•
I
i
I
22
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I
Upgrade In Lea~et Model 60 Aircraft - STC
Doc. No. FMS4104-34238
Dual UNS-1Ew FMS
STC ST00696DE
3. GPS INTEG
a. If 'GPS RAIM' becomes unavailable, as indicated by a
message and the 'GPS INTEG' annunciation, continue
navigating using the GPS equipment or revert to an
alternate means of navigation appropriate to the route and
phase of flight, as required by regulation. When continuing
to use GPS navigation, position should be verified every
fifteen minutes using another approved navigation system
as may be required by regulation. Note, that the GPS
INTEG annunciation can be illuminated by loss of RAIM as
well as other Fault Detection Logic within the GPS
subsystem.
•
b. If sensor information is intermittent or lost, utilize remaining
operational navigation equipment as may be required by
regulation .
4. VNAV Intermittent or Lost Data
a. If VNAV information is intermittent or lost disengage VNAV
and utilize the altimeter for vertical guidance. Note: Except
for LNAV baro-VNAV to MDA minimums, WAAS approaches
require that vertical guidance be displayed.
i
j
23
Doc. No. FMS4104-34238
Dual UNS-1Ew FMS
STC ST00696DE
SECTION V - PERFORMANCE
No changes to basic Airplane Flight Manual
I
1
•
24

Flight Manual Supplement for Dual UNS

Transcription

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