NAVIGATION CONTROLS AND INDICATORS - SmartCockpit...The PRIMUS 660 digital weather radar system is a...

NAVIGATION

CONTROLS AND INDICATORS

ADF controller (Collins)

Dash8-200/300 - Navigation

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ADF controller (Collins)


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Transponder


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Transponder


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Marker sensor panel/NAV mode display panel

DME HOLD SWITCH (alternate action) PUSH - Switchlight illuminates - The frequency for DME operation is held by the DME receiver whileits associated NAV controller is re-selected to another frequency.

TAS DISPLAY BUTTON (momentary action) PUSH - True airspeed display will momentarily replace theSAT display on the advisory display unit. - TAS data is supplied by the air data computer (asselected) by His SEL switch on the FGC.

MARKER BEACON LIGHTS - INN (white), OUT (blue) and MID (amber) illuminate asaircraft passes over appropriate marker

When a symbol generator failure occurs, thisis the switch used to restore the display usingthe cross-side symbol generator.


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VHF NAV controller (Collins)


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Weather radar


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Weather radar


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Weather radar


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FMS


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FMS


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FMS


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FMS status lights

GPS


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SYSTEM DESCRIPTION

General

Navigation receivers include dual combined VOR/ILS receivers, dual DME receivers, dual ADF receivers and two flight management systems (FMS). The VOR/ILS, ADF and FMS are controlled by their individual control panels on the centre console and glareshield panel. The DME frequency is tuned simultaneously with its respective VOR receiver selection. During normal operation VOR/DME 1 data is displayed on the left pilot's EHSI, and VOR/DME 2 data is displayed on the right pilot’s EHSI. ADF

The ADF system provides automatic ‘point-to the station’ bearing information. The ADF receivers, located on the avionics rack, are controlled by their respective ADF1 and ADF 2 controllers located on the centre console. ADF bearing information is displayed on both the left and right pilot's RMI pointers when selected to ADF. Transponder

The transponder provides radar identification of the aircraft on a selected ATC code. The transponder receiver/transmitter, located on the avionics rack, will reply with the selected ATC code and encoded altitude information (mode C) when interrogated by a ground radar station or an other aircraft’s TCAS. The transponder controller located on the centre console controls the receiver/transmitter. Marker beacon receivers

Marker beacon receivers are integral with the VHF navigation receivers. The marker beacon receivers illuminate a blue light (OUT) at the outer marker, an amber light (MID) at the middle marker, and a white light (INN) at the inner/airway marker. Marker beacon reception is annunciated in lower right hand corner of each EADI. The number 1 and number 2 switches on the marker sensor panel on the centre console may select the marker beacon sensitivity to HI or LO. Marker beacon audio is controlled by the MKR receive pushbutton on audio control panel.


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VHF NAV

Dual VHF navigation systems provide reception of VOR, localizer, glide-slope and marker-beacon signals. Two NAV control heads located on the glareshield control all frequencies. Each control head provides active frequency selection, standby frequency selection and selection of frequencies from programmable channels. Normally, a frequency is selected in the SBY display and then transferred to the active display for navigation receiver operation by pressing the transfer pushbutton. To enter a frequency directly into the active display, press and hold the transfer button for two seconds. The frequency in the active display can then be changed with the frequency selector knobs. DME

The DME system provides distance information from the selected VOR navigation station. The DME tranmitter/receivers are controlled by the NAV controllers on the glareshield. When a VOR frequency is selected, a paired DME frequency is selected simultaneously. This displays slant range distance information on the EHSI when V/L is selected in the FGC NAV mode. Each DME receiver can hold the DME frequency while the associated NAV controller is reselected to another frequency by pressing the DME HOLD switchlight located above each EADI. Weather radar

General

An airborne radar system transmits a microwave signal that, when reflected by a weather or terrain target, generates a multi-colour display on the weather radar indicator. The weather radar receiver/transmit unit, weather radar antenna and antenna servos are located in the nose. The weather radar indicator is located on the centre console forward of the control quadrant. Radar video may be displayed on the EFIS EHSI. Weather radar system (primus 660 digital)

The PRIMUS 660 digital weather radar system is a lightweight, X-band digital radar with alpha-numeric display designed for weather detection (WX) and ground mapping (GMP). The system detects storms along the flight path and provides a visual indication in colour of the rainfall intensity. After proper evaluation, the pilots can chart a course to avoid these storm areas. The weather radar works on an echo principle. The radar sends out short bursts of electro-magnetic energy that travel through space as a radio wave. When the travelling wave of energy strikes a target, some of the energy reflects back to the radar receiver. Electronic


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circuits measure the elapsed time between the transmission and the reception of the echo. The indicator with the radar is a plan-position indicator (PPI) type which presents a cross sectional picture of the storm as though viewed from above. In weather detection mode, storm intensity levels are displayed in four bright colours contrasted against a deep black background. Areas of very heavy rainfall appear in magenta, heavy rainfall in red, less severe rainfall in yellow, moderate rainfall in green, and little or no rainfall in black (background). The antenna sweep position indicator is a yellow band at the top of the display. Range marks and identifying numerics, displayed in contrasting colours, are provided to facilitate evaluation of storm cells. Selection of the ground mapping (GMAP) function optimises system resolution for identifying small objects at short range. The strongest returns are displayed in magenta, moderate returns in yellow, and least reflective returns in cyan. In the GMP mode prominent landmarks are displayed which may allow identification of land-water contrast, mountainous areas, and large population centres. Controls and indicators

The weather radar controls, grouped around the display unit, are as follows: Display area

Refer to the weather radar indicator display screen illustrations for descriptions and locations of on screen displays and indications. Function switch

The function switch is located in the lower left corner of the radar indicator. The rotary control selects the following functions by turning the switch to the desired position: OFF, SBY (Standby), ON, FP (flight plan), and TST (Test). The OFF position turns the radar OFF. The SBY position places the radar system in Standby, a ready state, with the antenna scan stopped, the transmitter inhibited, and the display memory erased. STBY, in white, is shown in the mode field. If SBY is selected before the initial RTA warm-up period is complete (approximately 90 seconds), the white WAIT legend is shown in the mode field. When the warm-up is complete, the system changes the mode field to STBY. The ON position places the system in the operational mode when WX (weather) or GMP (ground mapping) button is selected. The FP position selects the flight plan mode. The screen is cleared of radar data. The TST position selects the radar test mode. A test pattern is displayed to verify system operation. The TEST legend is shown in the mode field. WARNING: In the test mode, the transmitter is on and radiating x-band microwave energy.

Refer to the primus 660 pilot's manual, section 6, maximum permissible exposure level (mpel), and the appendix, federal aviation administration (FAA) advisory circulars, to prevent possible human body damage.


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FSBY (forced standby)

The FSBY is an automatic, non-selectable radar mode that inhibits the transmitter on the ground to eliminate the X-band microwave radiation. The indicator is wired to the weight-on-wheels (WOW) switch. When the aircraft is on the ground the transmitter and antenna scan are inhibited; the forced standby legend is displayed in the mode field. To override forced standby mode the FUNCTION SWITCH must be selected to SBY (standby) position to ensure X-band microwave energy is not radiated. Verify the TILT switch in pushed IN. Cycle the TILT switch standby; STBY will be displayed in the mode field. WARNING: To ensure safety for ground personnel, the operator must verify standby or

forced standby mode for ground operation. WX (weather)

WX can only be selected when the function switch is in the ON position. If WX is selected prior to the completion of the RTA warm-up, the white WAIT legend is displayed in the mode field. In wait mode, the transmitter and antenna scan are inhibited and the memory erased. When the warm-up is complete, the system switches to WX mode. The WX button selects the weather mode. When WX is pushed, the system is fully operational and all internal parameters are set for en route weather detection. Alpha-numerics are white. WX is displayed in the mode field. The targets displayed on the indicator are presented in a specific colour based on the level of intensity of the target; black, green, yellow, red and magenta, in increasing order of intensity. GMP (ground mapping) or MAP

The GMP button selects the ground-mapping mode. Selection of the GMP function optimises system resolution for identifying small objects at short range. GMP can only be selected when the function switch is in the ON position. IF GMP is selected before the initial RTA warm-up period is complete, the white WAIT legend is shown in the mode field. In WAIT mode, the transmitter and antenna scan are inhibited and the memory is erased. When the warm-up is complete, the system switches to GMP mode. When GMP is selected the alpha-numerics are changed to green, the GMP legend is shown in the mode field. The colour scheme is changed to cyan, yellow, and magenta. Cyan represents the least reflective return, yellow is a moderate return, and magenta is a strong return. RCT (rain echo attenuation compensation technique (react))

The RCT switch is an alternate-action switch that enables and disables REACT. REACT is available in the WX mode only. The system automatically changes to preset GAIN and the white RCT legend is displayed in the REACT field. The REACT circuitry compensates for attenuation of the radar signal as it passes through rainfall. REACT automatically adjusts the receiver gain by an amount equal to the amount of attenuation, making the receiver more sensitive. When the receive gain reaches the maximum, weather targets can no longer be calibrated. Changing the back ground from black to cyan highlights the point where red level weather target calibration is no longer possible. All targets in the cyan field are displayed as fourth level precipitation (magenta).


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Extreme caution is recommended in any attempt to analyse weather in these cyan areas. The radar cannot display an accurate picture of what is in these areas. Cyan areas should be avoided. TGT target

The TGT button is an alternate-action switch that enables and disables the radar target alert feature when in the WX or FP modes. Target alert is not selectable in the 300-mile range. When selected the system is automatically changed to preset GAIN. Target alert monitors beyond the selected range and 7.5 degrees on either side of the aircraft heading. If a return with target alert characteristics is detected in the monitored area, the target alert legend changes from the green T armed condition to the yellow TGT warning condition (refer to target alert characteristic table). These annunciations advise the pilot of potentially hazardous targets directly in front of the aircraft that are outside the selected range. When a yellow warning is received, the pilot should select longer ranges to view the questionable target.

Selected range (NM) Minimum target depth (NM) Target range (NM

5 5 5-55

10 5 10-60

25 5 25-75

50 5 50-100

100 5 100-150

200 5 200-250

300 N/A N/A

FP (flight plan) 5 5-55

Target alert characteristic table NOTE: The target alert function will not detect hazardous targets within the selected

range of the radar system. Range

The RANGE buttons are two momentary-contact buttons that select the operating range of the radar. The range selections are from 5-300 NM full scale. In FP mode 500 and 1000 NM ranges are available. The up arrow selects increasing ranges; the down arrow selects decreasing ranges. Each of the five rings on the display has an associated marker that annunciates its range. AZ (azimuth)

The AZ button is an alternate-action switch that enables and disables the electronic azimuth marks. When enabled, azimuth marks at 30 degrees intervals are displayed. The azimuth marks are the same colour as the other alpha-numerics that are currently displayed on the screen. SCT (scan sector)

The SCT button is an alternate-action switch that is used to select either the normal 12-looks/minute 120-degree sector scan or 24-looks/minute sector scan.


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Gain

The GAIN knob is a rotary control and push/pull switch used to control the receiver gain. Minimum gain is with the control at its full counter clockwise (CCW) position. Gain increases, as the control is rotated cw from full ccw. At full clockwise (cw) position, the gain is at maximum. Push in on the GAIN switch to enter the system into the preset calibrated gain mode. Calibrated gain is the normal mode used for weather avoidance. In calibrated gain, the rotary portion of the GAIN control is inoperative. The colour bar legend is labelled 1,2,3,4 in WX mode or 1,2,3 in GMAP mode. The system, in preset gain, with WX selected, is calibrated as listed in the rainfall rate colour coding illustration below. Pull out the GAIN switch to enter the system into the variable gain mode with VAR (variance) displayed in the colour bar. Variable gain is used for additional weather analysis and ground mapping. In WX mode, variable gain increases receiver sensitivity over the calibrated level to show very weak targets or it can be reduced below the calibrated level to eliminate weak returns. In GMAP mode, variable gain reduces the level of very strong returns from targets to allow details to be seen. In variable gain, the colour bar legend contains the variable gain (VAR) annunciation. Selecting RCT or TGT forces the system into calibrated gain. WARNING: Hazardous targets can be eliminated from the display with low settings of

variable gain.

Rainfall rate colour coding

Rainfall rate in/hr Rainfall rate mm/hr Colour

.04-.16 1-4 Green

.16-.47 4-12 Yellow

.47-2 12-50 Red

>2 >50 Magenta

Tilt

The TILT knob is a rotary control that is used to select the tilt angle of the antenna beam relative to the horizon and selects/deselects the stabilization function. CW rotation tilts beam upward to +15 degrees; CCW rotation tilts beam downward to -15 degrees. Push in on the control knob to turn stabilization ON. Pull out the control knob to turn stabilization OFF (refer to Primus 660 pilot's manual, section 5, radar facts for a description of stabilization). The knob is also used to operate the hidden modes (refer to Primus 660 pilot's manual, section 8 in-flight trouble shooting). WARNING: To avoid flying under or over storms, frequently adjust the tilt to scan both

above and below the aircraft flight level. BRT (brightness)

The BRT knob is a rotary control that adjusts the brightness of the display. CW rotation increases display brightness and CCW rotation decreases brightness.


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Normal operations - power-up procedures

To power-up the Primus 660 weather radar system ensure the function switch is in the OFF position, GAIN control set to the preset position, and TILT control set to +15 degrees with the knob pushed IN. Select SBY (standby) on the function switch. The system will default to FSBY (forced standby) mode. The FSBY mode must be exited to continue the power-up procedure (to exit FSBY mode, cycle the TILT switch OUT and IN two times within three seconds). When power is first applied, the radar is in WAIT mode for approximately 90 seconds to allow the magnetron to warm-up. Power interruptions lasting less than 3 seconds result in a 6 seconds wait period. Verify that the azimuth marks, target alert (TGT), and sector scan controls are operational on the display screen during the warm-up. WARNING: If the radar system is operated in any mode other than standby or forced

standby while on the ground, the following precautions must be taken to avoid bodily damage to ground crew:

• Direct the nose of the aircraft so that the antenna scan sector is free of large metallic objects within a minimum distance of 30 meters.

• Confirm tilt angle of antenna is +15 degrees.

• Do not operate the radar system during aircraft refuelling or refuelling operations within 30 meters.

• Do not operate the radar if personnel are standing too close to the 120-degree forward sector of the aircraft (refer to primus 660 pilot's manual, section 6, maximum permissible exposure level).

• Operating personnel should be familiar with FAA ac 20-68b, which is reproduced in appendix a of the primus 660 pilot's manual.

12-15.2.8. Dual UNS – 1C flight management system

General

The Dual UNS-1C flight management system (FMS) are integrated navigation management systems providing the flight crew with navigation, flight planning and fuel management data. The UNS-1C is a system consisting of a cockpit mounted control display unit, flight management computer (FMC) and a global positioning system (GPS). Two air data converter units provide altitude, true air speed and static air temperature, derived from number 1 and number 2 air data computers (ADC). Position information is derived from VOR #1, DME #1 and GPS #1 for the left FMS, and VOR #2, DME #2 and GPS #2 for the right FMS. True airspeed, altitude and static air temperature data are routed to FMS #1 from ADC #1 and to FMS #2 from ADC #2. Fuel flow data from the fuel sensors are routed to both FMS computers. The FMS provides lateral navigation (LNAV) guidance based on data from the navigation sensors. An FMS approach mode allows the operator to fly flight director or autopilot-coupled approaches. VOR, GPS, RNV and VFR FMS approaches can be defined and flown. The FMS provides course, course deviation, bearing-to-waypoint and distance-to-waypoint information. This information may be displayed on the EHSI’s and coupled to the AFCS for


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flight director and autopilot functions. A GPS sensor provides the capability to conduct GPS-only non-precision approaches. Fuel flow data from the fuel flow sensors provide the inputs necessary to integrate real time fuel management information with the navigational functions. During flight the FMS automatically updates the fuel on board and gross weight. Also, calculations of future fuel requirements are made based on fuel flow, groundspeed and active flight plan data. A self-contained database stored in non-volatile memory provides the FMS with information on over 100,000 waypoints, navaids and airports. The database has the capability to store up to 200 pilot defined routes utilizing up to 3000 waypoints and up to 2000 protected company routes. Jeppesen Sanderson Inc provides data base updates. The updates are formatted on 3 1/2 inch diskettes and are loaded into the FMS by way of a portable data transfer unit (DTU). The FMS is approved for VFR/IFR en route, terminal and approach navigation guidance. Limitations

The limitations in section 2 and the supplement compatibility table are applicable with the addition of the following:

• The FMS is approved for en route, terminal and approach (including missed approach) navigation.

• Whenever navigation is predicated on the FMS, the operator's manual, report number 2423sv601 (or equivalent at current revision) must be available to the flight crew.

• When using previously stored flight plans, approaches and waypoints, the waypoints must be verified for accuracy prior to their use.

• The aircraft must have other approved navigation equipment appropriate to the route of flight (en route and terminal) installed and operating.

• The MAP display of the EHSI must not be selected when the FMS is used as the primary means of navigation guidance and during FMS approaches.

• Instrument approaches must be accomplished in accordance with instrument approach procedures that are retrieved from the FMS database. The FMS must incorporate the current update cycle. The pilot must verify approach waypoint for accuracy by reference to current publications.

• Minimum descent altitude (MDA) for FMS approaches is the higher of 400 ft above runway elevation or the published MDA.

• FMS and sensor position information must be checked for accuracy (reasonableness), prior to use.

• Following periods of a POSITION UNCERTAIN message displayed on the CDU or invalid system (NAV flag visible).

• With the FMS database expired, navigation is prohibited.

• The FMS must not be used for navigation guidance during periods when the POSITION UNCERTAIN message is displayed on the CDU.

• The LNAV mode of the flight director must not be used when the POSITION UNCERTAIN message is displayed on the CDU.


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• Flight above 73 degrees north latitude or below 60 degrees south latitude using the FMS

may be conducted only when magnetic variation is input manually into the system or an alternate true heading source is used.

NOTE: The VARIATION WARNING message is displayed 15 minutes latitude prior

to entering flight operations above 73 degrees north latitude or below 60 degrees south latitude.

• Fuel display parameters are advisory only and must not be used as the primary means for computing fuel load and range.

• Instrument approaches must be conducted in the approach mode and for GPS approaches; RAIM must be available at the final approach fix.

• When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS navigation, the airplane must have operational equipment capable of using that navigation aid and the required navigation aid must be operational.

• Flight director (manual) or autopilot (coupled) steering must be used for navigation guidance during FMS approach operations.

• The FMS may only be used for approach guidance if the reference co-ordinate data system for the instrument approach is WGS-84 or NAD-83.

• Pilot-defined, non-published approaches must be flown in visual meteorological conditions (VMC) only.

• ILS, LOC, LOC-BC, LDA, SDF and MLS approaches using GPS only are prohibited.

• Use of VNAV guidance is prohibited.

• Software version 601.x (x being 1 or higher) must be installed.


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Normal Procedures

System Annunciators

Glareshield annunciator/switching panel

Waypoint alert annunciator (W/P ALERT) Illuminates prior to automatic leg change or on arrival the TO waypoint.

Message annunciator (MSG) Illuminates in conjunction with the message advisory light on the CDU.

Crosstrack annunciator (XTRK) Illuminates whenever a left or right cross track (parallel offset) is activated. NOTE: A selected cross track is

cancelled by any leg chance.

RNAV approach (RNAV APP) Illuminates when within 50 NM of the destination runway, the ARM APPR or ACT APPR option has been selected and a valid approach geometry has been programmed into the flight plan.

Heading annunciator (RNAV HDG) Illuminates when establishing control of the aircraft heading from the FMS.

GPS integrity annunciator (GPS INTEG) Illuminates whenever the integrity of the GPS position cannot be assured to meet minimum requirements for the particular phase of flight. GPS-based approaches must not be flown if the GPS INTEG annunciator is illuminated. Whenever the GPS INTEG annunciator is illuminated, GPS position must be monitored by cross-reference to other navigation sensors. NOTE: On EFIS installations, the lateral

deviation presented on the EHSI is 3.75 nautical miles (NM) per dot in en route and terminal modes and 0.625 NM per dot in approach mode.

FMS CDU Refer to the FMS operator's manual


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Checks and initialisation

Flight guidance controller Navigation selector Press NAV SEL to select which EHSI is to

display navigation data. NOTE: RNAV bearing-to-waypoint may be

displayed on the EHSI’s by selecting the RNV1 or RNV2 position on the BRG selector knob on the EFIS controllers.

Auxiliary navigation selector (AUX) Press AUX to display FMS navigation guidance (RNV1 annunciates in blue on the left pilot's EHSI if NAV SEL switch is selected to the left. RNV2 annunciates in blue on right pilot's EHSI if NAV SEL is selected to the right).

FMS control display unit ON/OFF key Press to activate system. Systems will self test

and the initialisation page should automatically appear at the end of the self test indicating system is ready for use. NOTE: If an ADC test is planned, it must be

conducted prior to selecting the FMS ON/OFF key ON.

ACCEPT line select key Press line select key to accept data. If data shown on initialisation page is incorrect, manually correct data per operator's manual.

Navigation

Flight guidance controller Navigation selector Press NAV SEL to select which NAV source

used to display navigation data. NOTE: RNAV #1/RNAV #2 bearing to

waypoint may be displayed on the EHSI’s by selecting the RNV1 or RNV2 position of the BRG selector on the EFIS controller.

Auxiliary navigation selector (AUX) Press AUX to display FMS navigation guidance (RNV annunciates in blue on the EHSI).


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FMS control display unit Flight plan key FPL Press FPL key to access flight planning

mode. Enter desired waypoints for the planned flight.

Or CPY RTE line select key Press CPY RTE line select key to access

previously stored flight plan line select key route. Enter route reference number.

Then: ENTER key Press ENTER to load desired route. To create

new flight plan route, refer to owner's operating manual, report number 2423sv601 (or equivalent at current revision).

Then: Flight plan key FPL Press FPL key to return to access flight

planning mode.

PREV or NEXT keys Press the PREV and/or NEXT keys as required to access the FPL SUMMARY page. Use the line select keys to position the cursor over each entry field and enter values for the required fields.

FUEL key Press FUEL key to access FUEL data pages. Use appropriate line select keys to position the cursor over each entry field and enter values for the required fields. NOTE: When using fuel data function,

ensure the correct dry operating mass of the aircraft and on-board fuel is shown on FUEL data page 1.

NAV key Press NAV key to access navigation display pages. Check that the information on NAV page 1 correlates with the information displayed on the EHSI. NOTE: The NAV HEADING page allows

control of the aircraft heading from the FMS, while maintaining a display of information pertaining to the current navigation leg. The RNAV HDG annunciator illuminates when establishing control of the aircraft heading from the CDU. The page is accessed when the HDG line select key is depressed on NAV page 1 or on the NAV APPR page.


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To couple the flight director to FMS lateral guidance

FLIGHT GUIDANCE CONTROLLER HSI selector (HSI SEL) Press to select appropriate side.

NOTE: RNAV #1/RNAV #2 bearing to waypoint may be displayed on the EHSI's by selecting the RNV1 or RNV2 position of the BRG selector on the EFIS controller.

Navigation mode selector (NAV) Press to select flight director RNAV lateral guidance mode (annunciated as LNAV on advisory display and EADI).

Approach

FMS control display unit The approach is ARMED when within 50 NM of the destination runway and the following steps are performed: ARM APPR line select key (NAV page 1) ARM APPR becomes available at the 50 NM

point. When pressed, the key name will change to ACT APPR.

ACT APPR line select key (NAV page 1) Pressing the ACT APPR line select key manually activates approach.

The FMS will go to HDG mode and the pilot must manually set up the approach intercept angle.

NOTE: • If the pilot does not select ACT APPR the entire approach procedure will be flown.

• When conducting an approach using FMS, the vertical guidance provided by the ‘V’ pointer must not be used for navigation.

INTCEPT line select key (NAV page 1) Pressed to allow interception of final approach

course.

NOTE: GPS stand-alone and GPS overlay approaches can be flown only when retrieved from a current database.


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Abnormal procedures

THE FMS CDU AND GLARESHIELD MESSAGE (MSG) ANNUCIATORS ILLUMINATE FMS CDU message key (MSG) Press to display message page.

Message requires no action Press MSG key again to acknowledge

message and return to previous page.

Message indicates pilot action required in order to maintain valid navigation guidance.

Perform necessary action. Monitor position and navigation guidance accuracy (reasonableness).

Message indicates system failure, invalid sensor, and invalid navigation.

De-select FMS navigation guidance and utilize remaining navigation equipment.

NOTE: The POSITION UNCERTAIN message will annunciate on the CDU when within 300 NM of DME sources and position uncertainty grows such that system quality factor (Q) exceeds 28. Outside of DME range a Q of 60 is required to activate the POSITION UNCERTAIN message. Once the threshold has been set at 60, it will remain at that value until the Q displayed on the sensor summary page is reduced to 10 (at which time 28 will once again become the threshold). When the system position is being corrected by action of the DME, the message displayed will be POSITION CORRECTING. The glareshield MSG annunciators remain illuminated for the duration of the POSITION UNCERTAIN message and are not reset able through accessing the message page. However, the MSG annunciators will go out when the Q is reduced to 10 (at which time 28 will once again become a threshold). Refer to the FMS operator's manual

LOSS OF RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM) Illumination of GPS integrity annunciator (GPS INTEG)

Immediately monitor FMS position by cross-reference to other navigation sensors.

CAUTION: GPS based approaches must not be flown with the GPS INTEG annunciator illuminated.

Engine failure/fire in flight

FMS FUEL MANAGEMENT Manually enter a zero value for the fuel flow of the failed engine in place of the word FAIL on the fuel flow page. This will adjust the remaining fuel related estimates. NOTE: Should an engine fail or be shutdown in flight, a FUEL FLOW FAIL message

will be displayed. In addition, the digital fuel flow readout on the fuel flow page will read FAIL for that engine. The FUEL FLOW FAIL message and FAIL display will also occur if the fuel flow sensor fails.


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