DRAFT
OPERATOR'S MANUAL
FLIGHT MANAGEMENT SYSTEM
CMA-9000
OPERATIONAL PROGRAM
S/W 169-614876-050-RRJ
Esterline CMC Electronics
600 Dr. Frederik Philips Boulevard
Ville Saint-Laurent, Quebec, Canada
H4M 2S9
DRAFT
OPERATOR'S MANUAL
FLIGHT MANAGEMENT SYSTEM
CMA-9000
OPERATIONAL PROGRAM
S/W 169-614876-050-RRJ
Publication No. 9000-GEN-0137 August 17, 2010
Item No.: 930-600139-000
Esterline CMC Electronics
600 Dr. Frederik Philips Boulevard
Ville Saint-Laurent, Quebec, Canada
H4M 2S9
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OPERATOR’S MANUAL
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RECORD OF REVISIONS
On receipt of revisions, insert pages and record
date inserted and initial.
ASSIGNED TO (JOB TITLE) LOCATION
REV.
NO.
REVISION
DATE
INSERTION
DATE
BY
REV.
NO.
REVISION
DATE
INSERTION
DATE
BY
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TABLE OF CONTENTS
Subject Section/Appendix
Introduction Section 1
CMA-9000 FMS 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
CMA-9000 FMS Pages - Radio Tuning Section 13
Performance Functions Section 14
RNP Capability Section 15
MCDU Functions Section 16
Abnormal Procedures Section 17
CMA-9000 FMS Pages - Detailed Descriptions Appendix 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
CMA-9000 FMS RRJ VNAV Appendix F
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.J. 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....................................................................................................................................................1-3
C. VOR/DME ....................................................................................................................................................1-3
D. Inertial .........................................................................................................................................................1-4
E. Dead Reckoning (DR)................................................................................................................................1-4
WAYPOINT NAVIGATION................................................................................................................................1-5
TERMINAL AREA OPERATIONS AND GPS INSTRUMENT APPROACHES................................................1-6
NAVIGATION DATABASE................................................................................................................................1-6
PHASES OF FLIGHT ........................................................................................................................................1-6
ACRONYMS AND ABBREVIATIONS ..............................................................................................................1-7
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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
• Standard Instrument Departure (SID)
• Standard Terminal Arrival Routes (STAR)
• GPS instrument approaches
• Direct-to/intercept navigation, holding patterns, procedure turns, arcs and offset tracks
• Automatic waypoint sequencing, with and without turn anticipation
• Required and actual navigation performance (RNP/ANP)
• Required time of arrival (RTA)
• Fuel management and radio tuning functions
• Vertical flight planning and management of an overall vertical profile (VNAV)
The FMS accepts data from the following external navigation sensors, if installed:
Distance Measuring Equipment (DME)
•
VHF Omni-directional Range (VOR)
•
External GPS
•
Inertial Reference System (IRS)
•
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 sensor continuously monitors the integrity of the satellites using a high performance
Receiver Autonomous Integrity Monitor (RAIM).
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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
GPS
DME/DME
VOR/DME
Inertial
Dead Reckoning Heading + TAS inputs
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 civil navigation configuration option fully complies with TSO-C129a, TSO-C115b and AC20-130A. 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 will be selected for navigation when its RAIM function computes a Horizontal Integrity Limit
(HIL) value which is less than the GPS Position Integrity Alert Limit (GPIAL). The latter is a function of the
current phase of flight and of the Required Navigation Performance (RNP). When the HIL exceeds the alert
limit, or if the GPS loses its RAIM function, then:
B. DME/DME
DME/DME is used in areas with sufficient DME 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 (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 and individual stations can be
inhibited from the navigation solution from the VHF NAV DESELECT page..
TSO-C129a B1/C1 GPS sensor
TSO-C66c DME receiver
TSO-C66c DME receiver;
TSO-C40c VOR receiver
TSO-C4c, TSO-C6d IRS
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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.
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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.
WINDSPEED
(WS)
NORTH
TRACK ANGLE
HEADING
DESIRED
TRACK
(DTK)
GROUND
(TK)
(HDG)
WIND DIRECTION
(WD)
BEARING TO
WAYPOINT (BRG)
D
E
E
P
S
R
I
A
G
E
U
R
T
D
N
I
W
D
A
E
D
H
N
I
W
D
E
E
P
)
S
S
DRIFT
ANGLE
(DA)
RIGHT
)
S
A
T
(
S
D
N
U
O
R
)
S
G
(
D
E
E
P
S
S
O
R
C
D
N
I
W
W
(
TRACK ANGLE ERROR
(TKE) LEFT
CROSS-TRACK
DISTANCE
(XTK) LEFT
E
N
I
L
E
S
R
U
O
C
D
E
R
I
S
E
D
E
L
C
R
I
C
T
A
E
R
G
N
E
E
TW
E
B
N
I
O
P
Y
A
W
Figure 1-1 Navigation Relationships
"
TO
"
W
A
Y
P
O
I
N
.
S
T
T
0012033
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The FMS steering function anticipates the next leg prior to reaching the active (TO) 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 provide
guidance along the extension of the last leg, but will prevent autopilot-coupled navigation by disengaging the
LNAV mode of the autopilot/flight director (AP/FD) system.
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.
TERMINAL AREA OPERATIONS AND GPS 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 from for the
departure/arrival airports. These procedure may be modified on the LEGS pages.
The implementation of the GPS instrument approach procedures is based, not only on TSO-C129a, but also on
the evolving Required Navigation Performance (RNP) airspace concept. 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 RNP value, 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, 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 - Above (altitude)
AA - Air-To-Air
AAIM - Aircraft Autonomous Integrity Monitoring
AC - Aircraft
ACCUR - Accuracy
ACID - Aircraft Identifier
ACT - Active
ACMS - Aircraft Conditioning Monitoring System
ACQ - Acquisition mode
ADC - Air Data Computer
ADF - Automatic Direction Finder
ADIRS ADS ADx - Primary (AD1) or Secondary (AD2) ADF radio
AF - Initial Approach Fix
AFCS - Automatic Flight Control System
AFMS - Airplane Flight Manual Supplement
AG - Air-To-Ground
AGC - Automatic Gain Control
AGL - Above Ground Level
ALT - Altitude
AMLCD - Active Matrix Liquid Crystal Display
AMU - Audio Management Unit
ANP - Actual Navigation Performance
ANT - Antenna
AP/FD - Autopilot/Flight Director
APPR - Approach
APU - Auxiliary Power Unit
ARC - Arc to Fix/Radius to Fix
ARINC - Aeronautical Radio Incorporated
ARPT - Airport
ARR - Arrival
ATA - Actual Time of Arrival
ATC - Air Traffic Control
ATK - Along Track Distance
ATT - Attitude
BARO - Barometric
BRT - Brightness
BRG - Bearing
BW - Back Course Marker
Cx - COM radio (primary : C1, secondary : C2)
CAP - Capable
CARP
CDI - Course Deviation Indicator
CDU - Control Display Unit
CF - Final Approach Course to fix
CFG - Configuration
CHK - Checker
Air Data Inertial Reference System
Automatic Dependent Surveillance
- Calculated Air Release Point
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CLR - Clear
CMx - Primary (CM1) or Secondary (CM2) COM radio
CMA - Canadian Marconi (Avionics)
CMD - Command
CMU - Communications Management Unit
COM - Communication
COMMS - Communication Radios
CON - Connection
CONC - Concentrator
COORD - Coordinates
CPS - Compass
CRP - Computed Air Release Point
CRS - Course (desired track) of route leg or to waypoint
CRZ - Cruise
CTR - Center
DA - Drift Angle
DEL
DEP
DES
DESEL
DEST
DF
DGNSS
DIFF
DISCON
DIS
DIST
DLU
DMAP
DME
DOD
DOP
DR
DTG
DTK
DTO
DTRA
DTW
E - East
E/W - East/West
EDT - Edit
EFA - Estimated Fuel at Arrival
EFIS EHE - Estimated Horizontal Error
EHSI - Electronic Horizontal Situation Indicator
ENRT - En-Route
EQUIP - Equipment
ESC - Escape Point
EST - Estimated
ESS - External Sub-System
ETA - Estimated Time of Arrival
ETE - Estimated Time Enroute
EW - Electronic Warfare
- Delete
- Departure
- Destination
- Deselected
- Destination
- Direct To Fix
- Differential Global Navigation Satellite System
- Differential
- Route Discontinuity
- Distance
- Distance
- Data Loader Unit
- Digital Map
- Distance Measurement Equipment
- Department Of Defense
- Dilution of Precision
- Dead Reckoning
- Distance To Go
- Desired Track
- Direct To
- Transition Distance
- Distance To Waypoint
Electronic Flight Instrumentation System
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EXEC - Execute
FAF - Final Approach Fix
FDE
FF
FFK
FL
FLT
FMS
FMU
F/O
FOM
FPU
FR
FREQ
FSD
FT
FTE
GD - Guard
GDOP - Geometric Dilution of Precision
GLNS - GLONASS
GLONASS - Global Navigation Satellite System (Russian)
GMT - Greenwich Mean Time
GNS - Global Navigation System
GNSSU - Global Navig ation System Sensor Unit
GPIAL - GPS Position Integrity Alert Limit
GPS - Global Positioning System
GS - Ground Speed
GSM - Global Navigation System Sensor Module
GWT - Gross Weight
/H - Holding Pattern
HARP HAT - Height Above Terrain
HDG - Heading
HDOP - Horizontal Dilution of Precision
HF - High Frequency
HFOM - Horizontal Figure Of Merit
HIL - Horizontal Integrity Limit
HOR - Horizontal
HR - Hour
HIS - Horizontal Situation Indicator
HT - Height
HW -
IAF - Initial Approach Fix
IAS
IC
ICAO
ID
IDENT
IDT
IF
IFDS
- Failure Detection and Exclusion
- Final Approach Fix
- Front panel Function Key
- 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
High Altitude Release Point
Hardware
- Indicated Airspeed
- Intercom
- International Civil Aviation Organization
- Identifier
- Identifier
- Identifier
- Intermediate Fix
- Integrated Flight Display System
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IFR
in Hg
ILS
IM
INBD
INACT
INIT
INT
INTC
INS
IP
IRS
ITU
JOY - Joystick
KG - Kilogram
KT - Knot(s)
L - Left
LAT - Latitude or Lateral
LB - Pound
LDA - Landing distance available
LDR - Light Detect Resistor
LIB - Library
LNAV - Lateral Navigation mode of the autopilot/flight director system
LOC - Localizer
LOCB - Localizer Backcourse approach
LONG - Longitude
LRU - Line Replaceable Unit
LSK - Line Select Key
LVL - Level
M - Meter
MA - Missed Approach Point when not RW
MAG - Magnetic
MAGVAR - Magnetic Variation
MAHP - Missed Approach Holding Point
MAINT - Maintenance
MAP - Missed Approach Point
MB - Millibars (hectopascal)
MC - Mission Computer
MCDU - Multipurpose Control and Display Unit
MDA - Minimum Descent Altitude
MDA-DA MEW - Mean Effective Wind
MGRS - Military Grid Reference System
MHz - Mega Hertz
MID - Maritime Identification Digits
MIN - Minute
MLS - Microwave Landing System
MM - Middle Marker
MOD - Modified
MRK - Mark
MSG - Message
- 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
Minimum Descent Altitude-Decision Altitude
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MSLA - Mean Sea Level Altitude
MTBF - Mean Time Between Failures
N - North
Nx - NAV radio (primary : N1, secondary : N2)
NAV - Navigation or Navaid
NDB - Non-directional Beacon
NDBD - NDB approach with DME facility (GPS or NDB/(DME))
NM - Nautical Mile
NOTAMS - Notices To Airmen
NP - Navigation Performance
NPA - Non-Precision Approach
NVx - Primary (NV1) or secondary (NV2) NAV radio
NVM - Non-Volatile Memory
VNAV - Vertical Navigation
NVIS - Night Vision Imaging System
/O - Overfly Waypoint
OAT
OFST
OM
OP
ORIG
PBD - Place/Bearing/Distance
PBPB
PEE
PERF
PG
PIT
PLS
POF
POS
PPOS
PREDEF
PREV
PRN
PROG
P-T
PWR
QFE - A method of setting the altimeter to compensate for changes in barometric pressure
QNH - The more common method of setting the altimeter to compensate for changes in
/R R
RAD
RADALT
RAIM
RALT
RCU
- Outside Air Temperature
- Offset
- Outer Marker
- Operations (independent/synchronized)
- Origin
- Place/Bearing-Place/Bearing
- Position Estimation Error
- Performance
- Page
- Programmable Interrupt Timer
- Personnal Locator System
- Phase of Flight
- Position
- Present Aircraft Position
- Predefined
- Previous
- Pseudo Range Number
- Progress
- Procedure Turn
- Power
and runway elevation. Pilot receives information from airfield and adjusts his
altimeter accordingly and it will read zero altitude at touchdown on the runway.
barometric pressure. Pilot receives information from airfield, adjusts his altimeter
accordingly and the altimeter will read airfield elevation at touchdown.
Radial-To
- Right
- Radial
- Radar Altitude
- Receiver Autonomous Integrity Monitor
- Radio Altimeter
- Remote Control Unit
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RCV
REC
REF
REL
RES
RESEL
RF
RIB
RMS
RNAV
RNG
RNP
RTA
RTC
RTE
RW
/S - Search Pattern
S/W - Software
S - South
SAR - Search and Rescue
SARSAT - Search And Rescue Satellite Aided Tracking
SAT - Satellite
SATCOM - Satelite Communication System
SD - Slowdown Point
SDF - Simplified Directional Facility
SEL - Selected
SID - Standard Instrument Departure
SMS - Short Message Service
SP - Space
SPD - Speed
SQK - Squawk
SSM - Sign Status Matrix
SSR - Secondary Surveillance Radar
STAR - Standard Terminal Arrival Routes
STAT - Status
STBY - Standby
STC - Supplemental Type Certificate
STS - Status
SURF
SYNC
/T - Tactical Direct-To
T - Angle referenced to True North
TACT TAS - True Air Speed
TD - Touchdown Fix when not RW
TE - Trailing Edge
TEL - Telephone
TEMP - Temperature
TERM - Terminal
TF - Track To Fix
TGL - Temporary Guidance Leaflet
TK - Track (Actual)
TKE - Track Angle Error
- 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
- Surface
- Synchronization
Tactical
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TOGA - Take-Off/Go-Around
TP - Turn Point
TPDR - Transponder
TR - Transmit/Receive
TRANS - Transition
TRK - Track
TRG - Transmit on Guard
TSE - Total System Error
TSO - Technical Standard Order
TTFF - Time To First Fix
TTG - Time To Go
TTS - Time To Station
TX1 - V/UHF1 Transmitting
TX2 - V/UHF2 Transmitting
UF - UHF radio
UHF - Ultra High Frequency
UTC - Universal Time Coordinates
UTM - Universal Transverse Mercator
V - Velocity (VX, VY, VZ)
VAL - Value
VDOP - Vertical Dilution of Precision
VECT - Vector
VERT - Vertical
VFOM - Vertical Figure Of Merit
VFR - Visual Flight Rules
VHF - Very High (30-300 MHz) Frequency
VNAV - Vertical Navigation
VUHF - Very Ultra High Frequency
VIR - VOR ILS Receiver
VIS - Visible
VOR - VHF Omni-directional Radio Range
VORD - VOR/DME approach (GPS or VOR/DME)
W - West
WD - Wind Direction
WPT - Waypoint
WS - Windspeed
WT - Weight
WGS - World Geodetic System
WGT - Weight
WXR - Weather Radar
XFILL XPDR - Transponder
XMT - Transmit
XTE - Extended Trailing Edge Point
XTK - Cross Track
Z - Zulu (UTC) time
Cross FMS Fill
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SECTION 2 - CONTROL AND DISPLAY
CONTENTS
Subject Page
GENERAL .......................................................................................................................................................2-1
FMCDU FRONT PANEL.................................................................................................................................2-1
GENERAL RULES OF DISPLAY OPERATION.............................................................................................2-7
WAYPOINT NAMES AND OTHER CONVENTIONS ...................................................................................2-10
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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,…). The display section of the MCDU is a color Active Matrix
Liquid Crystal Display (AMLCD) providing fourteen lines of twenty-four characters.
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
The front panel arrangement of the FMCDU is illustrated in Figure 2-1. The data is presented on a 3 X 4 inch
Active Matrix Liquid Crystal Display (AMLCD). The display format is partitioned into specifically defined areas.
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Figure 2-1 FMS Front Panel, Hardware variation 045/445
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The item numbers 1 to 33 below refer to the annunciators and keys in Figure 2-1 and all subsequent figures.
Display Screen - Item 1:
1. Provides 14 lines of 24 characters.
Line 1 is always used for the page title & page number. Line 2 to 13 is always used for data. Line 14 is always
used for the scratchpad entry.
The color and font size conventions used in the display are configurable. Each item can be displayed with a
predefined color and a predefined font size. Under the approved STANDARD configuration, the color
convention is as follows:
AMBER: The AMBER color is used only in case of critical alert conditions requesting immediate
crew attention or action (e.g. alert scratchpad messages). The MESSAGE RECALL
page(s), provides the alert conditions.
CYAN: Page titles, prompts, inactive routes, GLONASS data, and related information. In
reverse video for certain status indications.
GREEN: Fixed data fields, field titles and waypoint names. In reverse video for temporary
states prompting crew attention (ex: erase, cancel, confirm, etc.). In reverse video for
navigation and guidance actions (e.g., manual waypoint sequence and hold exit
initiation).
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.
RED: Reserved for maintenance purposes only. Major change (e.g. confirmation of system
re-configuration).
WHITE: Computed (dynamic) data, data units, scratchpad data, data entry error, and
advisory/maintenance messages. In reverse video for temperature compensated
altitudes, waypoint attributes designators (ex: FAF, MAP), radio status items (ex:
auto/manual, etc) and selected item (ex: nearest pages). Depending on configuration
in reverse video for active waypoint on PROGRESS, and ACT RTE LEGS 1/X pages.
Three different font sizes are used, as follows:
LARGE: Manual entries, and waypoint information from the navigation database.
MEDIUM: Computed or system generated data.
SMALL: Data field units.
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In brief, the color convention for the STANDARD configuration is as follows:
Items Font Color
Page Title Large Cyan
Active waypoint Large Reverse video magenta
Page prompt (with outward triangle) Large Cyan
Legs page waypoint Large Green
Fix caption Medium Green
Units Small White
Tuning in progress Large Reverse video white
Active waypoint being sequenced (fly-by transition) Large Reverse video white
Entered data Large White
Computed data Medium White
Temporary states pilot attention requested Large Reverse video green
Toggle option (with inward triangle) Large Green triangle with White text
Command prompt (with inward triangle) Large Green triangle with Green text
ANNUNCIATORS - Items 2-8, and items 11 and 32:
2. FAIL Annunciator - illuminates at maximum brightness with the display blank upon detection of a major unit
failure (e.g. system is halted).
3. MSG Annunciator - 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. New alert messages
also cause the remote MSG annunciator to illuminate on the instrument panel in the pilot's field of view
(advisory messages do not). Any acknowledged alert message is available for recall on the MESSAGE
RECALL page as long as the condition causing it remains.
4. RNP Annunciator - illuminates when the FMS ANP exceeds the RNP.
5. OFST Annunciator - illuminates during offset (parallel track) navigation temporary position updates.
6. IND Annunciator - illuminates when the FMS operates on INDEPENDENT mode.
7. Annunciator - Not used.
8. ATC Annunciator – Illuminates when a connection is established with an Air Traffic Control Center.
11. EXEC Annunciator - illuminates when a modification to the active route is in process but has not been
executed. When the EXEC annunciator is lit, the impact of the data displayed on the LEGS page may be
reviewed on other FMS pages, except the PROGRESS pages, and may be made active for guidance of the
aircraft by pressing the EXEC key.
32. MENU Annunciator - Illuminates when a sub-system, other than the one the MCDU function is currently
connected to, is requesting the 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. Converselly, if the MCDU fucntion is connected to any of the above
mentioned sub-systems and the FMS is requesting attention, the MENU annunciator will also be turned on.
The FMS requests attention (e.g. MENU light illuminated) when the MCDU is logged on a subsystem different
from the FMS and the FMS generated a new alert or maintenance message.
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NOTE: The annunciator layout depends on the selected Front Panel hardware variation (refer to Table 1).
Also, individual annunciators may be enabled/disabled via dedicated configuration options.
Front Panel
Variation
045/445 FAIL MSG RNP OFST IND None ATC
SENSOR - Item 9:
9. LDR Sensor - detects ambient light conditions in order to perform auto-brightness control of display screen
and annunciators.
KEYS - Items 10-33 (except 11, 14, 16-23 & 32):
10. Line Select Keys (LSK) - There are twelve LSKs on the front panel, six on either side of the display. LSKs
are identified by their location from top to bottom of the screen and as left or right, e.g. LSK 1L, LSK 6R.
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. Data entries are permitted only on lines
adjacent to the LSKs.
Data can also be duplicated from a data field into the scratchpad by pressing the LSK adjacent to the
desired data line.
Inward pointing arrow symbols indicate that an option may be selected in that field.
Outward pointing arrow symbols indicate that a new page will be displayed when the adjacent LSK is
pressed, or that an action will be initiated.
12. EXEC Key - is used to accept modifications to the active route (flight plan) performed on the LEGS, RTE
(route), Departures/Arrivals, or HOLD pages or VNAV pages. Modifications to the active flight plan will turn
on the EXEC annunciator and display in reverse video a MOD status in the page title line and also an ERASE
prompt. When data entries have been made active (by pressing the EXEC key), the title MOD status will
revert to ACT (active). Until the MOD status is made active, the FMS will continue to use the previous active
data for navigation and guidance even though it is not displayed. Any modification can be erased (cancelled)
prior to EXECution by pressing the ERASE LSK.
13. BRT Key - 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.
15. CLR Key - clears one character to the left during scratchpad data entry. When pressed and held for more
than 1 second, it clears the entire scratchpad.
The CLR key also acknowledges alert and advisory messages and clears them from the scratchpad.
To delete an entry made in a given 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 inadvertantly
pressed.
• The delete process is completed by pressing the LSK next to the data to be deleted.
24. SP Key - provides a "space" character for separation of words.
25. Plus-Minus [+/-] Key - pressing the [+/-] will first display the "-" (minus) symbol. Pressing it a second time will
display the "+" (plus) symbol.
26. Slash (/) Key - separates data fields in scratchpad data entry.
Position 2 Position 3 Position 4 Position 5 Position 6 Position 7 Position 8
Table 2-1 Annnunciator layout per Front Panel Variation
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27. Decimal (.) Key - provides decimal point for numeric data entries.
28. Alpha-Numeric Keyboard - allows entry of alpha-numeric data.
29. NEXT Key - when multiple-page displays are indicated in the page title line, pressing the NEXT key advances
the display to the next higher page number or to page 1 if presently on the last page.
30. PREV Key - when multiple-page displays are indicated in the page title line, pressing the PREV key backs up
the display to the previous page or to the last page if presently on page 1.
31. MENU Key - Provides access to the MCDU MENU 1/2 page that allows access to other subsystems
connected to the MCDU (e.g. CMU, IFDMU, SATCOM, onside and cross-side FMS).
Function Keys - Items 14, 16-23 & 33
14. FIX key - provides access to FIX page for all fix and abeam waypoint functions.
16. PROG Key - accesses the PROGRESS pages for display of current flight and navigation status information.
17. HOLD Key - if no holding pattern exists in the flight plan, 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 flight
plan, accesses the HOLD page for the definition of holding pattern parameters at the designated waypoint or
present position.
18. LEGS Key - displays LEGS pages containing detailed data concerning each leg of the flight plan.
19. DEP ARR Key - provides access to the DEP/ARR page for the selection of departure and arrival procedures
and runways.
20. FMC COMM - provides access to the FMS datalink related pages.
Note: FMC COMM key is currently inactive in SW050 (reserved for FANS/CPDLC in SW060).
21. RTE Key - provides access to the ROUTE page for the definition of routes.
22. RADIO Key - provides access to RADIO tuning functions.
23. INIT REF Key - provides access to pages and various reference data pages.
33 VNAV - provides access to the vertical navigation functions.
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]
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GENERAL RULES OF DISPLAY OPERATION
The operating procedures detailed in the following sections are governed by a general set of FMS operation
rules. Familiarity with these rules will greatly simplify the process of learning system operation.
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]
PAGE TITLE
[CYAN]
[LARGE]
PAGE
NUMBER
AND
NUMBER OF
PAGES
[CYAN]
[LARGE]
BOX DATA
FIELD
[GREEN]
[LARGE]
DASH
DATA
FIELD
[GREEN]
[LARGE]
ERASE
PROMPT
[GREEN]
[LARGE]
MOD RTE1 LEGS 1/2
299 o 2.25NM
CAFTA A
THEN
-- ROUT
YZP01
299
E DISCONTINUITY -
o
10.6NM
YZP02
-----
< ERASE LEGS ETA>
SCRATCHPAD
[WHITE]
[LARGE]
MESSAGES
DISPLAYED IN THE
SCRATCHPAD
[AMBER]
[LARGE]
COMPUTED
AND RECEIVED
DATA
[WHITE]
[MEDIUM]
DATA FIELD
UNIT
[WHITE]
[SMALL]
PAGE
PROMPT
[BLUE
LARGE
Figure 2-2 Basic Display Format
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
Page Title - the name of the page is shown on the top line of the display.
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.
Page Prompt - the LSK adjacent to a page prompt will display the associated screen page.
Scratchpad - the scratchpad is located on the bottom (14th) line of the display. Keyboard entries are displayed
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. 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.
Messages - the System Alert messages can either be displayed in the scratchpad and placed on the “Message
Recall” list, or placed only on the “Message Recall” list depending on the system configuration. REFER TO
APPENDIX E OF THIS MANUAL FOR THE LIST OF MESSAGES.
ALERT MESSAGES
A. Sytem Alert
• Require immediate pilot action.
• Displayed in amber in the MESSAGE RECALL page.
• Displayed in amber in the scratchpad until acknowledged.
• Alert Messages are the highest priority scratchpad messages (cannot be typed over or overwritten by
any other message type or data entry), They must must be acknowledged by pressing the CLR key
before data entry can take place.
B. Maintenance Alert
• Indicates a particular FMCDU failure condition.
• Displayed in amber on the MAINT MESSAGES page.
• Never displayed on the scratchpad.
• Have priority over Maintenance Advisory messages.
ADVISORY MESSAGES
A. Maintenance Advisory
• Displayed in white on the MAINT MESSAGES page.
• Displayed on the scratchpad unless an associated collector message exists and is active (until
acknowledged).
B. Status Advisory
• Status Advisory messages are messages which do not require immediate pilot action but require pilot
awareness: 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).
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C. Data Entry
• Entry error advisory messages are identified in the scratchpad by a leading "!".
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.
When more than one new alert message occurs, the FMS MSG annunciator will stay illuminated until all the
messages have been viewed in turn by pressing the [CLR] key which deletes the current message and displays
the next one. Alert messages are prioritized with the highest displayed first.
Messages may also be cleared from the scratchpad by viewing them on the MESSAGE RECALL page or
MAINT MESSAGES page. Some messages are cleared automatically when the condition causing the message
was corrected or no longer exist.
ERASE Prompt [LSK 6L] - Whenever a modification to the active flight plan is in progress, the ERASE prompt
appears. Pressing the ERASE prompt LSK erases all modifications and restores the display of the active flight
plan.
Dash Data Fields - a dash data field (-----) implies an optional data entry.
Box Data Fields - a box data field () implies a mandatory data entry.
ACT, MOD Status - leg modifications to the active flight plan will display the MOD status (in reverse video)
ahead of the page title. Upon execution of modifications (by pressing the EXEC key) the MOD status will return
to ACT status in normal video.
Slash Rule [/] - the slash key " / " is used to separate two items of data entered in the same data field (such as
wind direction and speed).
If a single entry is made without being preceeded or followed by a slash, it will be entered into the data area
closest to the LSK (e.g., into the first area for a left side LSK, and into the second area for a right side LSK).
Otherwise, to force a single data item to be entered into the correct area of the field, it must be preceeded or
followed by a slash as appropriate.
Blank Fields - a blank field " " on certain pages implies that the data has not yet been computed.
Asterisk Fields - an asterisk field " **** " on certain pages implies that the data exceeds the maximum value for
that field, or that the information is not received by the external equipment.
Leading Zeros - leading zeros are only required during data entry for:
1. Angular data (bearing, course, wind direction, etc.)
2. Latitude/longitude coordinates
3. Runway identifiers
Cancellation of Slash Symbol Waypoint Legends (
identified by a legend consisting of the slash symbol followed by a single letter, such as a holding pattern (
a waypoint converted to fly-over (
appropriate LSK. In the case of a holding pattern or search pattern, this should be performed prior to the
waypoint becoming the active waypoint.
NOTE: Cancellation of the procedure does not delete the waypoint.
/O), can be cancelled by using the slash key alone without a letter and the
/H, /O) - any procedure attached to a waypoint and
/H), or
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OPERATOR’S MANUAL
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
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 - Initial Approach Fix
CF - Final Approach Course Fix
FF - Final Approach Fix
IF - Intermediate Fix
MA - Missed Approach Point when not RW
SD - Step-down Fix
RW - Runway Threshold
OM - Outer Marker
MM - Middle Marker
IM - Inner Marker
BM - Back Course Marker
TD - 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.
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 at the altitude shown. When a conditional altitude waypoint is active and where
a suitable altitude input is not available, a NEXT LEG prompt is displayed at LSK 6R of
PROGRESS 1/4 page, and a MANUAL WPT SEQUENCE alert message is displayed.
Operator action is required to sequence to the next waypoint.
(VECT) - Leg is a radar vector. As described above, operator action is required to sequence to the next
waypoint.
Page 2-10
August 17, 2010
OPERATOR’S MANUAL
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
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 TO WPT 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.
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OPERATOR’S MANUAL
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
This Page Intentionally Left Blank
Page 2-12
August 17, 2010
OPERATOR’S MANUAL
DRAFT
CMA-9000 FLIGHT MANAGEMENT SYSTEM
SECTION 3 - PREFLIGHT
CONTENTS
Subject Page
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 ...................................................................3-7
ACTIVE ROUTE SELECTION USING THE CUSTOM ROUTE NAME..........................................................3-9
ROUTE SELECTION FROM THE LIST OF CUSTOM ROUTES ................................................................. 3-10
ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME .............................................................3-11
ROUTE SELECTION FROM THE LIST OF USER ROUTES.......................................................................3-12
BUILDING A ROUTE VIA WAYPOINT INSERTION....................................................................................3-13
BUILDING A ROUTE VIA AIRWAY INSERTION......................................................................................... 3-14
BUILDING A DEPARTURE PROCEDURE ..................................................................................................3-15
VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE.......................................................... 3-16
INITIAL LEG..................................................................................................................................................3-16
CANCELLING ANY PROCEDURE OR ROUTE MODIFICATION...............................................................3-16
ACCESSING INIT/REF INDEX PAGES........................................................................................................3-17
CRUISE PERFORMANCE PARAMETERS INITIALIZATION .....................................................................3-18
FUEL PERFORMANCE PARAMETERS INITIALIZATION..........................................................................3-18
FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION ................................................. 3-18
GPS SATELLITE DESELECTION................................................................................................................3-18
DUAL/TRIPLE FMS OPERATIONS .............................................................................................................3-19
SYNCHRONIZED OPERATIONS .................................................................................................................3-20
INDEPENDENT OPERATION.......................................................................................................................3-21
RADIO TUNING OPERATION – DUAL/TRIPLE FMS or FMS and RADIO HEAD.....................................3-21
EMBEDDED CALCULATOR/CONVERSION TOOL (if configured) ..........................................................3-21
Page 3-i
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
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Page 3-ii
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OPERATOR’S MANUAL
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
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.
OR
FMS1 IDENT 1/2
NAV DATABASE ACTIVE
KLMWW0697
SECOND
POS INIT/REF 1/3
KLMWW0697
FMS POS DR
OP PROGRAM CFG NO
N47o26.28 W122o18.67
ACT RTE 1 1/3
614000-005 00777
REF WAYPOINT
ORIGIN DEST
CUSTOM DATABASE DATE
KBFI N47
KSEA PANC
EC-RTEST MAR21/02
MODE
RUNWAY FLT NO
USER DATABASE DATE
ACT RTE 1 LEGS 1/2
STANDBY
----- KL007
EC-UDTEST MAR21/02
264o 12.8NM
SET INS POS
CO ROUTE
JOH /H
..
KSEAPANC1
<SETUP POS INIT>
262o 113NM
UTC DATE
D173J 280/1600A
1757:04z OCT20/99
<RTE XFILL CO ROUTES>
263o RARCANC 10.6NM
1.
D233J 1600
<SETUP ROUTE>
053o CRS 10.0NM
OFFSET
ANC /oFAF
2.
---.-NM
053o CRS 5.09NM
RW06R /oFAF
3.
LEGS LEGS ETA >
4.
OCT10-NOV06/03
NOV07-DEC04/96
o
31.80W122o18.00
FMS1 SETUP 1/1
DISPLAY
ACT RTE 1 FUEL 1/1
>MAG
TOGW KSEA BL
TIME OFF
MT 10.0
33.0
>UTC +5.0
F
COORD DATUM
>LAT_
<POS INIT ROUTE
5.
10.0
LONG WGS84
DTG
309NM 01+00.4
LDG WT FUEL TO
22.0M T 1 . 4
RESERVES
2.0
MT 5.0MT/01+
FUEL F
600
EXTRA/T
6.
OCK
SET
HRS
UEL
ETE
/AT
/0.
IME
00.0
LOW
KG/HR
A
MT
MT
8
MT
>
<
If radios are used
8.
RADIO 1/4
04 05
<VOR1 117.40 ↔ 115.30
YMX M ---
<VOR2 116.70 ↔ 124.60
IUL M ---
<ILS 110.50 ↔ 111.00
-- --
<ADF1 400 ↔ 1500
<ADF2
200 ↔ 1500
<XPDR
1200 ↔ 1500
Page 3-1
August 17, 2010
OPERATOR’S MANUAL
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
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. GPS SAT DESELECT –check that GPS satellites are not deselected or deselected according to NOTAMs.
7. VHF NAV DESELECT – deselect any applicable VHF navaids as per NOTAMs.
8. RADIO - check frequencies.
9. PERFORMANCE VNAV – refer to VNAV section for additional VNAV related preflight steps
A detailed description of each display page is contained in Appendix A. Radio display pages are detailed in
Section 13.
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OPERATOR’S MANUAL
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CMA-9000 FLIGHT MANAGEMENT SYSTEM
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.
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.
FMS1 IDENT 1/2
NAV DATABASE ACTIVE
KLMWW0697
SECOND
KLMWW0697
OP PROGRAM CFG NO
614876-040 00777
CUSTOM DATABASE DATE
EC-RTEST MAR21/04
USER DATABASE DATE
EC-UDTEST MAR21/04
OCT10-NOV06/03
NOV07-DEC04/03
<SETUP POS INIT>
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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], <IDENT> and [NEXT].
This page displays the identification and model of the magnetic variation along with the aircraft, engine and
policy related parameters for performance VNAV.
FMS1 IDENT 2/2
AIRCRAFT ENGINES
SSJ100 SAM-146 G
MAGVAR MODEL POLICY
2005 (DEF) SSJ100 POL
<SETUP POS INIT>
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FMS DISPLAY SETUP
From the IDENT 1/2 page, go to DISPLAY 1/1 page, by pressing [INIT REF] and <DISPLAY> (LSK 4L).
1. Press LSK 1L and adjust display PARALLAX for proper viewing angle.
2. Press <INIT/REF> (LSK 6L).
3. Press <IDENT> (LSK 1L) to return to the IDENT 1/2 page.
DISPLAY 1/1
<PARALLAX
<INIT/REF
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SYSTEM POSITION, DATE AND TIME UPDATE
From the IDENT 1/2 page go to POS INIT/REF 1/3 page by pressing <POS INIT> (LSK 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:
POS INIT/REF 1/3
FMS POS GPS
N47o26.28 W122o18.67
REF AIRPORT
KLAX N47o26.28 W122o18.67
GATE
UTC DATE
1757:04z OCT20/10
<SETUP ROUTE>
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. OCT20/10.
4. Move the new date to the DATE field by pressing LSK 5R.
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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.
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.
POS INIT/REF 1/3
FMS POS GPS
N47o26.28 W122o18.67
REF AIRPORT
KLAX N47o26.28 W122o18.67
GATE
UTC DATE
1757:04z OCT20/10
<SETUP ROUTE>
ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY
Display the INIT/REF INDEX 1/2 page by pressing [INIT REF]. From the INIT/REF INDEX 1/2 page, display the
SETUP 1/1 page by pressing <SETUP> (LSK 5L).
The default angular reference of all NAVIGATION DISPLAYS (heading, course, actual track, and bearing) is
MAGNETIC NORTH (degree symbol), and that of WIND DIRECTION is TRUE NORTH (T symbol).
FMS1 SETUP 1/1
DISPLAY
>MAG
FMS OPERATION
>SYNCHRONIZED
<POS INIT ROUTE>
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The angle display reference DISPLAY (TRUE or MAGNETIC) is controlled via an external true/mag cockpit
switch.
CAUTION: For those installations where the FMS is the only source of magnetic information, it is possible to
configure the FMS to prevent invalidation of magnetic angles in high latitude regions. The purpose of
this feature is to enable operations in some airports charted in magnetic angles and located
marginally within the high latitude region. 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.
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ACTIVE ROUTE SELECTION USING THE CUSTOM ROUTE NAME
Display the RTE 1/X page by pressing the [RTE] function key.
1. Key in the custom route identifier into the scratchpad, e.g.: KSEAPANC1.
2. Move the custom route name to the CO RTES field by pressing 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. 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 custom route in flight, the FMS will append a "+" to the custom route identifier on the
RTE page thus indicating that the custom route has been appended to the end of the current flight plan.
When a custom route is inversed, the route name is preceded by the prefix INV in reverse video.
MOD RTE 1 1/3
ORIGIN DEST
KSEA PANC
RUNWAY FLT NO
----- KL007
ROUTE
KSEAPANC1
CO RTES>
USER RTES>
OFFSET
<RTE 2 KJFK R0.0NM
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ROUTE SELECTION FROM THE LIST OF CUSTOM ROUTES
With the ACT or MOD RTE 1/X page displayed:
Display the custom routes by pressing <CO ROUTES> (LSK 4R).
Custom 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
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 custom route will replace the destination with the selected custom route
destination and will insert a discontinuity after the active waypoint followed by the selected custom 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 custom route.
SELECT CO ROUTE 1/1
KSEAPANC KSEAPANC1
KSEAPANC2
LOAD
>DIRECT
<ROUTE
ORIGIN and DEST identifiers on RTE x 1/X page will reduce the custom routes list, when on
ground, to those specified in the ORIGIN or ORIGIN and DEST fields. When airborne, all custom
routes are displayed. If CO ROUTE is configured to ALL, every CO ROUTE in the custom database
will be displayed.
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ACTIVE ROUTE SELECTION USING THE USER ROUTE NAME
Display the RTE 1/X page by pressing the RTE function key.
1. Press the <USER RTES> 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.
MOD RTE 1 1/3
ORIGIN DEST
KSEA PANC
RUNWAY FLT NO
----- KL007
ROUTE
KSEAPANC1
CO RTES>
USER RTES>
OFFSET
<RTE 2 KJFK R0.0NM
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ROUTE SELECTION FROM THE LIST OF USER ROUTES
With the ACT or MOD RTE 1/X page displayed:
Display the user routes by pressing <USER ROUTES> (LSK 5R).
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.
USER ROUTES 1/1
0001M0009M
WPT01WPT09
WPT01WPT10 STATION010
STATION015
----------
LOAD
>DIRECT
<ROUTE DELETE ALL>
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BUILDING A ROUTE VIA WAYPOINT INSERTION
When no custom 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].
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 TO WPT identifier field contains boxes.
4. Key the identifier of the first waypoint into the scratchpad and move it to the TO WPT location by pressing
LSK 1L.
The direct course and distance from present position to the TO WPT 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.
ACT RTE 1 1/3
ORIGIN DEST
KSEA PANC
RUNWAY FLT NO
----- KL007
ROUTE
KSEAPANC1
CO RTES>
USER RTES>
OFFSET
<RTE 2 KJFK R0.0NM
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BUILDING A ROUTE VIA AIRWAY INSERTION
When no custom 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].
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.
MOD RTE 1 2/3
VIA TO
LACRE3 HUMPP
-- ROUTE DISCONTINUITY -
J20 OCS
J154 RAMMS
DIRECT GWENS
OFFSET
<ERASE R0.0NM
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NOTE: The route structure can be modified by defining the waypoint identifier at which the desired airway 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 to the entered
waypoint will be created followed by a route discontinuity and a DIRECT TO to the already inserted
waypoint.
The route structure 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].
BUILDING A DEPARTURE PROCEDURE
For departures from an airport, Standard Instrument Departures (SID) can be incorporated into the route by
manual entry of the individual waypoint identifiers. Legs which are defined by course/heading legs rather than
by waypoints can be created by combinations of place/bearing/distance and place/bearing-place/bearing
waypoints as described in Section 5, or by direct-to or manual navigation once airborne.
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VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE
Display the MOD RTE x LEGS 1/X page by pressing [LEGS].
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].
The "MOD" status in the title line changes to "ACT", the ERASE prompt disappears and the EXEC
annunciator extinguishes.
MOD RTE 1 LEGS 2/4
299o 39.6NM
CAFTA
298o 154NM
YZP
307o 86.7NM
MOCA1
306o 165NM
BKA
282o 197NM
KILLA
<ERASE LEGS ETA>
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.
To navigate a different first leg, follow any of the route modification procedures described in Section 5.
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
<ERASE> (LSK 6L).
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ACCESSING INIT/REF INDEX PAGES
Display the INIT/REF INDEX 1/2 page by pressing [INIT REF].
Display the INIT/REF INDEX 2/2 page by pressing [NEXT] or [PREV].
NOTE: LSK 5R appears only when the aircraft is on ground for maintenance database loading and LSK 6R
FMS1 INIT/REF INDEX 1/2
<IDENT NAV DATA>
<POS INIT WPT LISTS>
<PERF INIT NEAREST>
<TAKEOFF FUEL>
<APPR REF NAV STATUS>
<MSG RECALL
FMS1 INIT/REF INDEX 2/2
<SETUP DISPLAY>
RTE DISCON>
<CALC/CONV
<FLIGHT LOG
DATA LOAD>
MAINT>
appears only when the aircraft is on ground for maintenance operations.
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CRUISE PERFORMANCE PARAMETERS INITIALIZATION
Please refer to Appendix F, CMA-9000 FMS RRJ VNAV
FUEL PERFORMANCE PARAMETERS INITIALIZATION
Please refer to Appendix F, CMA-9000 FMS RRJ VNAV
FUEL AND WEIGHT PERFORMANCE PARAMETERS INITIALIZATION
Please refer to Appendix F, CMA-9000 FMS RRJ VNAV
GPS SATELLITE DESELECTION
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.
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DUAL FMS OPERATIONS
In dual 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 <SETUP> (LSK 5L).
1. Select either INDEPENDENT or SYNCHRONIZED mode of operation.
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.
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,
• user databases 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.
FMS1 SETUP 1/1
DISPLAY
>MAG
FMS OPERATION
>SYNCHRONIZED
<POS INIT ROUTE>
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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
When synchronized, an FMS will change to independent mode if its Phase of Flight is different from the
other FMS(s) for more than 30 seconds.
GPS sensors.
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INDEPENDENT OPERATION
In the independent mode of operation, all entries made on either FMS are not reflected on the other FMS.
However, the active or inactive flight plan can still be copied from one FMS to the other via the RTE XFILL
prompt (LSK 4L) on the RTE 1/1 page. If the navigation database or the operational program is not the same on
all FMSs when a flight plan transfer is attempted, the alert message “UNABLE FMS-FMS SYNC” is displayed on
the scratchpad line. When the flight plan transfer is completed, the copied flight plan appears as a modification
on the other FMS. The modified route becomes active by pressing [EXEC].
During independent operation and if the navigation mode is GPS, the alert message GPS-GPS POS
DISAGREE is displayed in the scratchpad if the FMS position is significantly different than that of the other 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 operation.
RADIO TUNING OPERATION – DUAL 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 operation will not be affected
by the selection of synchronized or independent mode of operation.
In a dual 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.
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SECTION 4 - DEPARTURES
CONTENTS
Subject Page
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
ALTIMETER SETTING....................................................................................................................................4-6
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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.
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9
812020
C
)
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HATY TWO DEPARTURE (CHARTY2.CHARTY) (PILOT NAV
E
M
D
7
dg
h
°
g
d
h
°
Chaty Int 20 NM
3
2
3
97
Direct distance from Los Angeles Intl to:
R-109 to RZS VOR. Cross Charty Int at or
above 5400'.
1
0
0
0
6
°
0
6
0
1
1
D
0
0
0
16
6
CHATY
D
0
2
N34 14.5 W118 35.0
AT OR ABOVE
CHATY TWO DEPARTURE (CHATU2.CHATY)
(RWYS 6L/R AND 7L/R)(DME REQUIRED)
TAKE-OFF
Runways 6L/R: Climb via a 040° heading for
vector to V-23. Thence via (transition or
assigned route).
Runways 7L/R: Climb via a 070° heading for
vector to V-23. Thence via (transition or
assigned route).
San Marcus (CHATY2. RZS): From Chaty Int
to RZS VOR: Via V-23, and FIM R-097 to FIM
VOR, then FIM R-250 to Deano Int then RZS
Expect clearance to filed altitude 3 minutes
after departure.
Transitions:
35.4
N34 15.5
W118
°
7
6
8
27
1
5
V
V
°
7
09
R
3
2
V
5400'
0
7
0
40
0
°
LOS ANGELES
126
LOS ANGELES INTL
113.6 LAX
D
(H)
N33 56.0 W118 25.9
°
50
2
(L)
S)
8
1
-
0
0
6
R
E
N34 21.4 W118 52.9
N
E
H
HENER
N34 19.9
8
2
6
1
2
R)
E
N
HE
6
.
8
1
Y2
V
T
HA
C
(
6
18
W119 13.7
7
2
7
2
D
D
°
9
0
7
1
00
6
°
1
D
1
3
6
1
D
0
0
0
9°
1
8
60
2
V
2
2
D
DEA NO
N34 19.0
W119 25.0
VENTURA
108.2 VTU
D
(L)
N34 06.9 W119 03.0
SAN MARCUS
FI LL M ORE
112.5 FIM
D
S
U
C
R
RZ
A
.
2
M
Y
N
T
A
A
S
H
5
C
2
(
V
°
9
0
114.9 RZS
D
(H)
N34 30.6 W119 46.3
R1
Figure 4-1 Typical Standard Instrument Departure with Transition Procedure
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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 25 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.
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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.
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.
1. Display the DEPARTURES 1/X page by pressing the DEP prompt at LSK 1L.
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
DEP/ARR INDEX 1/1
ACT RTE 1
<DEP KSEA ARR>
PANC ARR>
RTE 2
<DEP KSEA ARR>
PANC ARR>
KBFI DEPARTURES 1/1
SIDS RTE 1 RUNWAYS
LACRES 13R
QUIET1 31L
<DEP/ARR ROUTE>
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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 "<SEL>" 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.
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.
The list of transitions is replaced by the selected transition, with the legend "<SEL>" beside the name.
NOTE: Any selected element can be changed by pressing the appropriate left/right hand LSK to re-display the
5. Display the first SID leg by pressing LEGS and PREV or NEXT as required.
KBFI DEPARTURES 1/1
SIDS RTE 1 RUNWAYS
LACRES<SEL> <SEL> 13R
TRANS
HUMPPS
ORTIN
VAMPS
<ERASE ROUTE>
KBFI DEPARTURES 1/1
SIDS RTE 1 RUNWAYS
LACRES<ACT> <ACT> 13R
TRANS
VAMPS <ACT>
<DEP/ARR ROUTE>
desired list (toggles the selection).
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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.
On DEPARTURES page, the active SID and SID transition are now shown with the legend "<ACT>" beside
the name(s).
ALTIMETER SETTING
Baro-corrected altitude is required to ensure proper sequencing of attitude-terminated legs.
Display the PROGRESS 4/4 page by pressing PROG and PREV.
PROGRESS 4/4
HEADWIND CROSSWIND
027KT R44KT
HDG/DA TAS
o
290
MAGVAR
W015.6
ALT(CORR)
34245
QNH SET
> 29.92
o
/ L11
o
FT
INHG
240KT
A baro-corrected altitude is computed and displayed next to LSK 5L.
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When the installation provides for pressure altitude, PROGRESS 4/4 page fields LSK 6L or 6R display the
calculated mean sea level QNH for reference.
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
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.
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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
INSERTING A RADIAL-TO SEGMENT..........................................................................................................5-6
ROUTE DISCONTINUITIES............................................................................................................................5-8
ROUTE DISCONTINUITY CLOSE-UP ...........................................................................................................5-8
WAYPOINT DELETION..................................................................................................................................5-9
A. BY CLOSE-UP METHOD ........................................................................................................................5-9
B. BY CLEAR KEY.......................................................................................................................................5-9
FLY-OVER AND FLY-BY WAYPOINTS.......................................................................................................5-10
A. TO CONVERT TO FLY-OVER FROM FLY-BY.....................................................................................5-10
B. TO CONVERT TO FLY-BY FROM FLY-OVER.....................................................................................5-10
LEG SEQUENCING......................................................................................................................................5-11
A. FLY-BY WAYPOINTS............................................................................................................................5-11
B. LARGE COURSE CHANGES................................................................................................................5-11
C. FLY-OVER WAYPOINTS.......................................................................................................................5-11
ETA AND EFA...............................................................................................................................................5-13
4-LEVEL WIND OPTION...............................................................................................................................5-14
WAYPOINT LATITUDE/LONGITUDE DISPLAY..........................................................................................5-17
PROGRESS ALONG THE ROUTE (DISTANCE-TO-GO, ETA)..................................................................5-17
REQUIRED TIME OF ARRIVAL COMPUTATION.......................................................................................5-17
WIND COMPONENTS, NAVIGATION ANGLES AND AIR DATA ..............................................................5-18
OFFSET TRACK INITIATION.......................................................................................................................5-18
OFFSET TRACK CANCELLATION .............................................................................................................5-19
POSITION FIX INFO DISPLAY.....................................................................................................................5-20
DOWNTRACK FIX CREATION ....................................................................................................................5-20
CURRENT NAVIGATION MODE STATUS ..................................................................................................5-23
GPS SENSOR AND SATELLITE STATUS..................................................................................................5-23
PREDICTIVE RAIM REQUESTS..................................................................................................................5-24
PREDICTIVE RAIM SATELLITE DESELECTION........................................................................................5-25
GLONASS STATUS 1/2................................................................................................................................5-26
GLONASS STATUS 2/2................................................................................................................................5-26
WAYPOINT INFORMATION FROM THE NAVIGATION DATABASE........................................................5-27
DUPLICATE IDENTIFIER SELECTION .......................................................................................................5-27
RNP MODIFICATION....................................................................................................................................5-29
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SECTION 5 - ENROUTE
CONTENTS
Subject Page
ROUTE 2 OPTION ........................................................................................................................................5-30
A. INACTIVE ROUTE MANIPULATIONS (SUMMARY)............................................................................5-31
B. INACTIVE ROUTE MANIPULATIONS (DETAILED STEPS)................................................................5-31
C. SWITCHING RTE 1 to RTE 2................................................................................................................5-33
NEAREST......................................................................................................................................................5-34
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SECTION 5
ENROUTE
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 1/2
299o 39.6NM
CAFTA
ACT RTE 1 LEGS ETA 1/2
298o 154NM
ETA WIND
YZP FL350B
CAFTA 1916.4Z 300
320o 45.0NM
YZP01
THEN
-- ROUTE DISCONTINUITY -
KILLA
LEGS POS>
1.
ACT RTE 1 LEGS POS 1/2
YZP 1950.2Z 300
CAFTA
MOCA1 2000.7Z 300
BKA 2044.5Z 300
KILLA
<LEGS LEGS POS>
2.
PROGRESS 1/4
18T YQ 3643 8732
280T DTGNM ETA
YZP
CAFTA 35.2 1817.9Z <
18T YQ 2240 6672
280T
MOCA1
TOU 88.3NM 1830.5Z
19T YQ 2222 8732
2127.0Z 300T/ 90
TRUE WIND TK/GS
BKA
>020T/ 45KT 281
19T YQ 3643 8732
TKE/XTK
KILLA
R000
19T YQ 3643 8732
RNP/ANP HSI SCALE
<LEGS ETA LEGS>
1.00/0.05
NAV MODE
3.
<GPS
4.
T
/ 90
T
T
T
PROGRESS 2/4
FROM ALTFT ATA
SEA 1300 1803.1Z
TO DTG ETE
ACT RTA PROGRESS 3/4
ARRIE__ 17.2NM 00+17.9<
RTA WPT RTA
NEXT
CAFTA 1938.0Z
TOU 68.7NM 00+30.5
RTA TAS DIS
NM 1.0NM
DEST
248
PANC 1279NM 05+47.2
5.
KT 288NM
RTA WIND
T
020
6.
/ 90
/ 90
/ 90
T
/228KT
T
/L0.00NM
PROGRESS 4/4
HEADWIND CROSSWIND
027KT R44KT
HDG/DA TAS
/ 45KT
o
290
/ L11o 240KT
MAGVAR
E019.9
ALT(CORR)
3424
o
FT
7.
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1. LEGS - displays each route leg and waypoint. Waypoints may be modified or created, and direct-
to/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 position in latitude and longitude for each waypoint in the corresponding LEGS page.
Required Navigational Performance (RNP) is also displayed if a value is defined for a leg 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), HSI 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. 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, displays a RTA window computation of first to last time that is possible
with the curent operating parameters.
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), QNH Altimeter setting (QNH SET) and QNH Altimeter Reference
(QNH REF). If entered, the Flight Number is displayed on the page title.
NOTE: Refer to the Performance VNAV section for additional VNAV-specifc en-route pages.
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.
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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 1/4 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 to the TO waypoint and the next four legs are displayed. The distance to the TO waypoint is the
distance-to-go from the present position; for subsequent legs it is the leg length.
NOTE: Depending on the configuration, the identifier of the TO waypoint is displayed in reverse video, magenta
or white.
Display all the 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 (if the second and third route options are enabled) can also be viewed in the RTE x
LEGS 1/X page by pressing the <RTE x LEGS> prompt (LSK 6L) on the ACT RTE x LEGS page.
NOTE: The pages related to the inactive route are displayed in cyan.
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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.
4. Make the modified route active by pressing [EXEC].
NOTE: The system allows for a maximum of 99 temporary waypoint s 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
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.
MOD RTE 1 LEGS 2/4
299o 39.6NM
CAFTA
298o 154NM
YZP01
THEN
-- ROUTE DISCONTINUITY -
MOCA1
306o 165NM
BKA
<ERASE LEGS ETA>
(/) and the second reference waypoint and bearing e.g. CAFTA268/YZP148.
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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 fo r 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.
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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].
INSERTING A RADIAL-TO SEGMENT
A Radial-To segment is first defined in the RADIAL-TO, which is accessed 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.
RTE 1 RADIAL-TO 1/1
FIX
YUL
INBD CRS
016o
DISTANCE
10.0NM
<NEW RADIAL-TO
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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.
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
2- The insertion waypoint is one waypoint ahead of the reference waypoint. Radial-To segment replaces the
3- The insertion waypoint is th e reference waypoint. The following segments replace the segment between
4- The insertion waypoint follows the reference waypoint. This is an abnormal situation, where the Radial-To
5- The insertion waypoint is more than one waypoint passed the reference waypoint. The Radial-To segment
ACT RTE 1 LEGS 2/4
299o 39.6NM
CAFTA
298o 154NM
YZP
307o 86.7NM
MOCA1
306o 165NM
BKA
282o 197NM
KILLA
<RTE 2 KJFK LEGS ETA>
YUL076
insertion waypoint and the next.
segment between the insertion and the reference waypoints.
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.
flight path is flown back and forth at the reference waypoint. A discontinuity is created at the next waypoint.
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.
10.0/R
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