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Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1Ew FMS System

Doc. No. FMS4104-34238

FAA APPROVED

AIRPLANE FLIGHT MANUAL SUPPLEMENT

TO THE

LEARJET 60 AIRPLANE FLIGHT MANUAL

FOR

DUAL UNIVERSAL UNS-1Ew FMS SYSTEM

This Supplement must be attached to the FAA Approved Airplane Flight Manual when the airplane is modified by the installation of a Dual Universal UNS-1 Ew FMS system in accordance with technical data approved by STC# ST00696DE.

The information contained herein supplements or supersedes the basic manual only in those areas listed herein. For Limitations, Procedures, and Performance information not contained in this Supplement, consult the basic Airplane Flight Manual.

FAA APPROVED __ ~---· __ /_~_-~--~-~~=--=--=-~ Manager, Flight Test Branch, ANM-160L

'1 - - Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate

DATE. __ Q /J_I ef...;__2-ff-'!_.;___

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• Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1Ew FMS System

Doc. No. FMS4104-34238

LOG OF REVISIONS

REV PAGES DATE

IR All 9/18/09

DESCRIPTTONS

Initial Release.

Supplement to the Lear 60 Airplane Flight Manual

Dual UNS· 1 Ew FMS

STC # STQQ696DE

FAA APPROVED

-l::iUw I -Mgr., Flt Test Br., ~'Of:=' FAA, Los Angeles ACO Transport Aircraft Directorate

Date: CJ/tr/u-r'l i-

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Global Aviation Technolog!es Airplane Flight Manual Supplement Dual Unlversal UNS-1 Ew FMS System

Doc. No. FMS4104-34238

TABLE OF CONTENTS

Supplement to the Lear 60 Alrplane Flight Manual

Dual UNS-1 Ew FMS

STC # ST00696DE

COVER SHEET .................................................................................................. 1

LOG OF REVISIONS ........................................................................................... 2

TABLE OF CONTENTS .................................................................. ..................... 3

GENERAL .................................................................................................... 4

SECTION I - LIMITATIONS ................................................................................ 7

SECTION II - NORMAL PROCEDURES .......................................................... 10

SECTION Ill - EMERGENCY PROCEDURES .................................................. 21

SECTION IV-ABNORMAL PROCEDURES .................................................... 22

SECTION V - PERFORMANCE ........................................................................ 24

FAA APPROVED September 18, 2009 3

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Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1 Ew FMS System Upgrade In Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238

GENERAL

A. SYSTEM DESCRIPTION


Dual UNS-1Ew FMS

STC ST00696DE

The Dual Universal Avionics System Corporation (UASC) UNS-1 Ew Flight Management System (FMS) is equipped with an internal GNSS sensor capable of using GPS augmented by WAAS and other compatible Space Based Augmentation System (SSAS). The Flight Management System (FMS) can integrate GPS with scanning DME, VOR, to provide continued navigation.

The Universal Avionics Systems Corporation UNS-1 Ew Dual Flight Management (FMS) installation consists of the following units:

• Dual UNS-1Ew NAV Control Display Unit (CDU) • Dual GPS Antennas • Single Solid State Data Transfer Unit (SSDTU) • Dual SSAS LEVEL OF SERVICE (LOS) Annunciators

The UNS-1Ew FMS system contains software SCN 1000.X (X = 2 through 9), which provides capability for point-to-point navigation, as well as SIDs, STARs, Holding patterns, and GPS approaches. The software complies with requirements of TSOs C115b and C146b Class A1. The GAMA Ill internal WAAS sensor complies with TSO C146b.

Each UNS-1 Ew system receives air data information from the aircraft's respective air data computer (ADC). Air data inputs include: barocorrected and pressure altitude, TAS, IAS, SAT, and Mach. Fuel Management is available through automatic fuel flow inputs. A Solid State Data Transfer Unit (SSDTU) is used to load the FAA Approved Jeppesen Data Base into each FMS. The FMS provides a radio tuning function capable of tuning the COM, NAV, ADF, and ATC avionics.

The UNS-1Ew systems provide lateral and vertical steering data to the Collins Proline-4 EFIS and Autopilot.

FAA APPROVED September 18. 2009 4

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Dual UNS-1Ew FMS

STC ST00696DE

FMS annunciation is provided on the EFIS Primary Flight Displays (PFD) and dedicated SSAS LOS annunciators are installed in the Pilots and Copilots instrument panel to indicate the status of certain FMS functions as explained in Section Ill, Normal Procedures.

Enroute and Approach Vertical Navigation information may be displayed on the PFD.

B. APPROVALS

The dual UNS-1 Ew flight management system with software version SCN 1000.X (X = 2 through 9) is approved for use in the Learjet 60 and meets the requirements of TSO C115b and TSO C146b.

The following airworthiness approvals do not constitute operational approval. Some types of operation require operational approval from the regulatory authorities.

ADVANCED PERFORMANCE DATABASE APPROVAL

The advanced performance data base is approved for use with the UNS-1 Ew on the Learjet 60 (If installed).

LATERAL NAVIGATION APPROVAL

Provided the UNS-1 Ew are receiving usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications of:

• Oceanic and Remote, including MNPS - In accordance with AC 20-130A and AC 20-138A when used in conjunction with the applicable GPS off-line RAIM prediction program, part number 10751 with SCN 25.1 or later version.

• RNP-10 - In accordance with the criteria of FAA Order 8400.12A without time limitations when used in conjunction with the applicable GPS off-line RAIM prediction program, part number 10751 with SCN 25.1 or later version .

FM APPROVED September 18, 2009 5

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Dual UNS-1Ew FMS

STC ST00696DE

• P-RNAV - Operation within the European Airspace System in accordance with the criteria of JAA Temporary Guidance Leaflet No. 10: Airworthiness and Operational Approval for Precision RNAV Operations in Designated European Airspace.

• B-RNAV/RNP-5 - Operation within the European Airspace System in accordance with the criteria of JAA Temporary Guidance Leaflet No. 2, Rev 1: AMJ 20X2 and JAA temporary Guidance Leaflet No. 3, Rev 1.

• En Route, Terminal, and Approach- (GPS, RNAV, RNAV (GPS) VOR-DME, VOR, NDB-DME, NOB, LOC, and BC) Operation within the U.S. National Airspace System using the WGS-84 coordinate reference datum in accordance with the criteria of AC 20-130A and AC 20-138A.

• RNAV/SID/STAR - Operation on U.S. Area Navigation (RNAV) routes, Standard Instrument Departures (SID), and Standard Terminal Arrival Routes (STAR) in accordance with the criteria of AC 90-100A when used in conjunction with the applicable GPS offline RAIM prediction program, part number 10751 with SCN 25. 1 or later version. Not required when in SBAS coverage

VERTICAL NAVIGATION APPROVAL

The dual UNS-1 Ew installation meets the requirements for VFR/IFR en route, terminal, and approach VNAV operation in accordance with the criteria of AC 20-129, AC 20-138A and AC 90-105.


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Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1 Ew FMS System Upgrade in Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238

SECTION I - LIMITATIONS


Dual UNS-1 Ew FMS

STC ST00696DE

1. The Operator's Manual, SCN 2423sv1000/1100 Flight Management System dated August 29, 2007 (or later revision) must be available to the flight crew whenever navigation is predicated upon the use of the UNS-1 Ew Flight Management System.

2. Prior to flight, the crew must verify that program version 1000.X (X = any value 2 to 9) has been installed.

3. The UNS-1Ew Operator's Manual supplement for the advanced performance data base (No. 2423LR60-802 or later applicable revision), must be available to the flight crew whenever performance data is obtained from the FMS.

a. All input data provided to the advanced performance data base must be verified for accuracy.

b. The FMS CDU will display V speeds in amber when Takeoff Field Length exceeds available runway length. An amber RWY SHORT will also be displayed. These amber V speeds are not approved for use.

c. The advanced performance data base may display a takeoff weight greater than the maximum allowable weight of 18,500 pounds (8391 kg) when operating with Anti-Skid - OFF, or when anti-skid protection for any wheel is inoperative. However, takeoff at any weight greater than 18,500 pounds (8391 kg) when anti-skid is off or inoperative is not approved.

4. IFR approach navigation is prohibited unless the pilot verifies the currency of the database.

5. IFR en route and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.

6. The UNS-1 Ew is approved for lateral and vertical coupled GPS, RNAV, RNAV (GPS) VOR-DME, VOR, NDB-DME, NOB, LOC, and BC approaches under the following conditions:


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Dual UNS-1Ew FMS

STC ST00696DE

A. The flight management system must be in the FMS Approach mode. FMS approach mode will not arm or activate if an ILS approach is linked into the Flight Plan.

B. The minimum altitude for autopilot coupled Lateral Precision with Vertical Guidance (LPV} approach is 200 ft AGL or the published Decision Altitude (DA), whichever is higher.

C. The minimum altitude for autopilot coupled LNAVNNAV approach is 300 ft AGL or the published Decision Altitude (DA), whichever is higher.

D. The minimum altitude for autopilot coupled LNAV approach is 400 ft AGL or the published Minimum Altitude (MDA), whichever is higher.

E. GPS based approaches must be conducted using an approach from the UNS-1Ew Jeppesen data base. Except for LPV WAAS approaches GPS RAIM integrity monitoring must be available with adequate integrity at the FAF.

F. When an alternate airport is required by the applicable operating rules, pilots may use a RNAV (GPS) alternate based on LNAV minimums as long as the approach procedure is not marked alternate NA.

G. When using VNAV, the altimeter display on each pilot's PFD must be used as the primary altitude reference for all operations. A cross check of the pilot and co-pilot altimeters needs to be accomplished and agree within 100 feet prior to the FAF on approaches to DA minimums. Observe all published altitude restrictions using the altimeter.

H. For approach VNAV operations using Autopilot or Flight Director, the altitude selector (ASEL) must be used as the means of leveloff and altitude hold prior to intercepting an approach VNAV path.

I. The autopilot or flight director must be used for baro-VNAV approaches to DA minimums.


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Global Aviation Technologies Alrplane Flight Manual Supplement Dual Universal UNS-1 Ew FMS System Upgrade In Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238


Dual UNS-1 Ew FMS

STC ST00696DE

J. For LOC and BC approaches, the localizer frequency must be tuned prior to executing the approach.

7. The FMS is approved for FMS pilot defined "VFR" approaches as a VFR pilot aid only.

8. When using the UNS-1 Ew for navigation, additional equipment approved for the specific type of operation must be installed and operational. For operation within the European Airspace System, VOR or DME must also be available for use by the UNS-1 Ew.

9. During periods of dead reckoning (DR), the UNS-1 Ew shall not be used as the primary source of navigation except during oceanic/remote operations.

10. Use of the UNS-1 Ew for navigation is limited to latitudes between 73 deg North and 60 deg South unless magnetic variation is entered into the FMS manually.

11. Fuel display parameters are advisory only and do not replace primary fuel quantity or flow gages for load and range planning.

12.The EFIS Multi-Function Display (MFD) does not depict holding patterns, arcs or course reversals. The MFD must not be used for pictorial situational awareness during these operations.

13. If the "NO GPS INTEG" message is displayed, continued navigation using either the GPS equipment or reversion to an alternate means of navigation appropriate to the route and phase of flight if necessary. When continuing to use GPS navigation, position must be verified every 15 minutes using another IFR approved navigation system. This message will be accompanied by a yellow "GPS INTEG" annunciation on the PFD.


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SECTION II - NORMAL PROCEDURES

OPERATION


Dual UNS-1Ew FMS

STC ST00696DE

Normal operating procedures are outlined in the UNS-1 Ew Operators Manual Report 2423sv1000/1100.

SYSTEM ANNUNCIATORS

UNS-1 Ew remote annunciators indicate the status of the FMS and are displayed on the EFIS PFD when an FMS is selected as the active navigation source. Dedicated WMS LOS annunciators are remotely located in the pilots and copilots instrument panel.

EFIS Annunciations

MSG

SXTK

Illuminates to indicate a message is to be acknowledged on the UNS-1 Ew MSG page. Annunciation color is Yellow.

SXTK (Selected Crosstrack) will illuminate to remind the crew that a parallel course has been selected for the current navigation leg. Annunciation color is Yellow

PFD and MFD FMS Waypoint Identifier Name XXX Indicates waypoint alert fifteen (15) seconds prior to waypoint in enroute mode and five (5) seconds prior in approach mode. Annunciation is done by a flashing magenta Waypoint Identifier.

PFD VNAV Vertical Scale Pointer (Snowflake) When this annunciator flashes, it indicates that an upcoming vertical Fl ight Path Angle (FPA) change is within two (2) minutes. Annunciation color is White.


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Supplement to the Lear 60 Alrplane Flight Manual

Dual UNS-1 Ew FMS

STC ST00696DE

HOG SEL HOG SEL (Heading Select) will illuminate whenever the FMS heading mode has been selected on the UNS-1 Ew used as the NAV source for the on-side EFIS. When HOG SEL is illuminated, the FMS steering outputs are referenced to a CDU selected heading rather than the active FR-TO Nav leg. Annunciation color is Green.

DR DR (Dead Reckoning Mode) True air speed and heading are the only sensors being used for navigation.

APPR APPR (Approach) will illuminated on the EFIS for the selected FMS whenever the approach active mode has been selected on the CDU or is automatically activated on the inbound course no less than 2nm outside the FAF. When this occurs the EFIS scaling changes to lateral and vertical angular deviation and the vertical nav scale is displayed. This annunciation comes on during all FMS database approaches. Annunciation color is Cyan.

GPS INTEG Illuminates to indicate GPS Integrity is outside of the allowable limit for phase of flight (2.0 nm enroute, 1.0 nm terminal and approach transition and 0.3 nm final approach segment). See Section IV, Abnormal Procedures Annunciation color is Yellow.

LEVEL OF SERVICE (LOS) WAAS Annunciators

LOS1 (pilot) or LOS2 (copilot), accompanied by one of the following:

LPV When illuminated follow lateral and vertical guidance to LPV minimums. Annunciation color is Green.

LNAVNNAV When illuminated follow lateral and vertical guidance to LNAVNNAV minimums. Annunciation color is Green.

LNAV When Illuminated follow lateral guidance to LNAV (baro) MDA minimums.


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NAVIGATION DATABASE VERIFICATION


Dual UNS-1 Ew FMS

STC ST00696DE

After power-on self tests have completed, the INITIALIZATION page will appear. The data base expiration date will be displayed. If the actual date is later than that which is displayed as the expiration date, the FMS will notify the pilot with a "DATABASE EXPIRED" message. Refer to the Operator's Manual for navigation database update instructions.

AIRCRAFT INTEGRATION

The Dual Universal UNS-1 Ew system is interfaced to the Collins Proline-4 EFIS and FD/AP. The NAV key on the EFIS Radar Panel is used to display a navigation source menu (NAV SOURCE 1/1) on the onside FMS from which navigation sensors may be selected for onside display on the PFD/MFD. Refer to the Collins Proline-4 Operator's manual for additional information.

SBAS APPROACH ANNUNCIATION

Valid LNAVNNAV or LPV approach is annunciated prior to reaching the FAF by the Level of Service (LOS) indicator on the Nav Approach Page and the dedicated LOS annunciator located in the pilot's and copilot's instrument panel.

NOTE: If the approach does not contain the Final Approach Segment Data Block (FAS DB) from the Navigation Database, the approach is flown as a standard LNAV approach with advisory barometric VNAV guidance.

LEVEL OF SERVICE SELECTION (AUTOMATIC)

The FMS performs a LOS prediction for the selected SBAS approach upon approach arming and again upon approach activation. At approach arm, the FMS will automatically select the highest available LOS for the selected approach. The selected LOS is annunciated on the Message Page and Nav Page 1 of the CDU.

LEVEL OF SERVICE SELECTION (MANUAL)

After the approach is armed, LOS is available for manual selection anytime prior to sequencing the FAF. The FMS will only allow selection of


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Global Aviation Technologles Airplane Flight Manual Supplement Dual Universal UNS-1 Ew FMS System Upgrade In Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238


Dual UNS-1 Ew FMS

STC ST006960E

a LOS if the predicted Horizontal and Vertical Protection Levels {HPLNPL) are within the Horizontal and Vertical Alert Limits (HALNAL) for that approach LOS. Once the FAF is sequenced, no selection of or change to LOS can be made.

1 . Press [NA V] to access Nav Approach Page 1.

2. Press LSK [4R] to access the RNAV Approach LOS Page. All available LOSs are displayed.

3. Press the left LSK adjacent the desired LOS to select the LOS. The text "(IN USE)" will be displayed next to the selected LOS and the LOS indicator on Nav Approach Page 1 on the CDU will be updated .


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APPROACH PROCEDURES


Dual UNS-1 Ew FMS

STC ST00696DE

A. For LPV or LNAVNNAV approaches WAAS/SSAS real time monitoring is done. For a non LPV approach, select FPL-MENU-NEXT-RAIM PREDICTION and enter the arrival time. An availability of APPR at the time of arrival indicates adequate GPS integrity monitoring for approaches.

8. Press the EFIS Radar Panel (ERP) NAV key and select FMS as the PFD navigation source. This step only has to be done if the NAV source has been previously changed from FMS as when the FMSs are powered up the EFIS defaults to the onside FMS.

C. If the approach type/runway is expected or known:

• Press the FPL-MENU-ARRIVE keys to display the arrivals page.

• Ensure the destination airport on the arrival page is proper .

• Select the runway, STAR (if required), approach type, and transition (if applicable).

• A "NO LINK" is automatically inserted in the flight plan when a STAR or Approach is a~ded and the end point of one procedure does not exactly match the beginning point of the next procedure. Select FPL and delete the "NO LINK" as required.

• On NAV page 1, ensure that the FROM, TO, and NX (next) navigation legs accurately depict the desired flight plan. Change the FROM, TO, NX legs or select OTO (Direct-TO) as required to link the current navigation leg to the flight plan.

NOTE: The MFD Map displays the selected ST AR, approach waypoints, and the approach fix. A "NO LINK" is depicted as a gap in the course line. All arc line segments in the course line are also depicted as gaps in the course line.


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Dual UNS-1 Ew FMS

STC ST00696DE

D. When with in 50 nm of the selected airport ARM APPR is available for selection, or the approach will arm automatically within 30nm.

• For VOR, LOC and BC referenced approaches the FMS will prompt the operator to tune the LOC/DME frequencies to the approach facility.

• CDI scaling will change so that full scale lateral (2 dot) course deviation represents 1 nm. Full scale vertical (2 dot) path deviation represents 500 feet. TERM is annunciated on the PFD to indicate terminal scaling.

NOTE: For approach VNAV operations using Autopilot or Flight Director, the altitude selector (ASEL) must be used as the means of level-off and altitude hold prior to intercepting an approach VNAV path.

NOTE: If an ILS approach is linked into the flight plan, ARM APPR is not available. The waypoints will be displayed on the map and the FMS will use enroute leg sequencing. FMS vertical navigation will not be provided. Change the navigation source to LOC to fly the approach using conventional guidance and procedures apart from the FMS.

NOTE: For non-WAAS approaches, prior to initiating a GPS approach, verify GPS approach integrity exists (This can be determined by noting the absence of GPS INTEG annunciation on the applicable PFD),

NOTE: For non synchronized mode, if an RNAV approach is linked into the flight plan, then cross-filled to the other FMS, the ARM APPR selection may not be immediately available on the cross-filled FMS due to a delay in DME tuning on that side.

NOTE: Once approach active is selected or automatically activated, selecting OTO (Direct-TO) any waypoint on or off the approach will cancel the approach active mode.


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Global Aviation Technologies Supplement to the Lear 60 AJrplane Flight Manual

Dual UNS-1 Ew FMS Airplane Flight Manual Supplement Dual Universal UNS-1 Ew FMS System Upgrade In Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238 STC ST00696DE

E. Select APPR mode on the FCP to provide proper steering sensitivity for the approach, and to allow eventual subsequent selection of VNAV mode.

F. NOTE: The EFIS Multi-Function Display (MFD) does not depict

holding patterns, arcs or course reversals. The MFD must not be used for pictorial situational awareness during these operations.

pAOtlON: The FMS will only depict a procedure turn if an approach transition was defined on the ARRIVAL page. If no approach transition is selected available, the FMS will sequence to the Inbound Approach leg using normal turn anticipation, which may result in intercepting the inbound Approach Course Inside the Final Approach Fix. To prevent this, use pilot navigation prior to reaching the Initial Approach Fix to establish a proper intercept of the Inbound Approach course.

t AllJ.;rIQN: If the cross side FMS is selected as the navigation source, the map on the MFD may not display the approach waypoints until the last waypoint of the approach transition is sequenced.

• If the selected approach transition includes a procedure turn:

• The FMS wlll fly the procedure turn as profiled on the CDU. The EFIS cannot pictorially display the procedure turn.

• The FMS will automatically sequence to APPR active mode on the inbound final course leg.(cyan APPR annunciator on the EFIS, SCALE CHANGE message on the CDU).

1CA t 0 1: VNAV deviation guidance will not be displayed on the PFD or be available for capture until the approach is active inbound .


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Dual UNS-1 Ew FMS

STC ST00696DE

• If the selected approach transition includes a holding pattern procedure turn :

• The FMS will arm the approach normally, however, while in the holding pattern the annunciation on the NAV page will be HOLDING ARM (prior to entering the hold), or HOLDING while in the holding pattern. APPRCH ARM will not be annunciated but can be confirmed on the FPL or NAV pages by the next waypoint (FAF waypoint listed, not HOLD).

• VNAV should be armed prior to reaching the final course segment.

CAUTION: VNAV descents while in the holding pattern may not be possible. Use other vertical modes to descent to the appropriate altitude.

• ACT APPR may be selected on final holding leg to proceed from the holding pattern to the final approach segment.

,CAUTIQ : PROCEED is not a listed option. Otherwise, when the aircraft approaches the FAF the second time (one turn in holding) the SCALE CHANGE message on the CDU and APPR annunciation on the PFD will illuminate to indicate the final course segment of the approach. The VNAV path should capture normally if armed.

• If using pilot navigation or when given vectors to intercept the Inbound Approach Course:

a) Using FCP HOG mode to intercept

• Turn the heading knob to the desired heading.

• Press HOG on the FCP.

• Press ACT APPR on NAV page 1. This will change the course deviation to the inbound course, but the FCP will remain in HOG mode.

• Maneuver the aircraft as desired using the heading bug.


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Dual UNS-1 Ew FMS

STC ST00696DE

• When cleared for the approach, (re)select APPR on the autopilot FCP.

NOTE: When ACT APPR has been manually selected, the FMS will calculate a 45° intercept for the inbound course, if required. Ensure the aircraft is properly positioned so as to intercept the inbound course outside the Final Approach Fix before coupling the flight director/autopilot to the FMS.

NOTE: The FMS places a waypoint symbol labeled INBOUND at the aircraft position on the MFD Map at the point ACT APPR is manually selected.


b) Using FMS HOG SEL function to intercept

• On the FMS NAV page 1, select the HOG key and accept or set the desired HOG. The heading bug will slew to the accepted value.

• The EFIS will annunciate HOG SEL, and the flight director I autopilot will follow the PFO heading bug (APPR mode selected on the FGP).

• Select ACT APPR on NAV 1 page. This will change the course deviation to the inbound course, but the FMS will remain in HOG SEL mode.

• Maneuver the aircraft to the desired position and intercept angle using the heading bug.

• When cleared for the approach, and the aircraft is positioned for intercept, select INTCEPT on FMS NAV page 1. The EFIS will annunciate HOG INT.

~~_._O ... ,...,: Failure to select INTCEPT will cause the aircraft to fly through the Inbound course with the FMS remaining in HOG SELmode.


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Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1Ew FMS System Upgrade in Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238


Dual UNS-1 Ew FMS

STC ST00696DE

NOTE: The FMS places a waypoint symbol labeled INBOUND at the aircraft position on the MFD Map at the p9int ACT APPR is manually selected.


G. When FMS APPR mode is activated, the FMS sequences to the final approach course. At the FAF or as early as the IAF the CDI scaling will change to angular scaling and APPR cyan in color is annunciated on the PFD to indicate the FMS is in approach mode. The VNAV vertical scaling is also displayed.

The CDI sensitivity will have changed from .terminal 1 nm linear to approach±. 2.0° angular and the VNAV scaling will change to angular.

NOTE: Because of the expanded scale sensitivity, in approach mode, lateral course deviation differences may be noticed between the pilot's and copilot's PFD course presentations when using independent FMS navigation sources.

H. VNAV (Vertical Approach Guidance)

• Anytime after APPR is selected the VNAV must be armed on the FCP. • For approaches to LPV or LNAVNNAV DA minimums, the altitude

preselector should be set to field elevation once cleared for the approach. If setting the missed approach altitude is desired, this can only be done after:

• VNAV capture of the final course path.

NOTE: It is the responsibility of the pilot to go-around or commit to land at the DA. The FD/AP will not provide level off guidance at the DA.

• For non-WAAS approaches to MDA minimums, move the altitude preselector to the MDA minimums altitude. The FD/AP will capture this altitude during the VNAV descent. If a go-around is performed the preselector must be reset to the missed approach altitude .


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Dual UNS-1 Ew FMS

STC ST00696DE

CA TION: For non-WAAS approaches, when the Initial Approach Fix and the Missed Approach Point are co-located, such as commonly found on approaches where the facility is near the runway, the aircraft will likely be above VNAV guidance after establishing Inbound. Use other means (i.e. LVL CHG, VS, PITCH) to descend to the appropriate vertical profile.

NOTE: The FMS provides vertical steering from the Final Approach Fix to the runway threshold crossing height at a stable, constant angle. No FMS vertical navigation level off is provided at the MDA. It is the pilot's responsibility to level off at the MDA or go around as required.

NOTE: If the altitude preselector is below the aircraft during a VNAV descent, the FD/AP will capture AL TS mode and track the preselect altitude. The vertical path deviation will continue to be displayed on the PFD, but the VNAV autopilot/flight director mode will no longer be armed or active.

I. If a missed approach is required, press the Go-Around (GA) button in the left thrust lever, or select MISSD APPR LSK 3R from any NAV page.

NOTE: Pressing the GA button causes the FGS to enter GA mode. Navigation mode should be reselected to couple FMS lateral missed approach guidance.

• FMS NAV may be re-engaged on the FD/AP for lateral steering after selecting GA, if desired.

• The FMS will continue to provide lateral steering to the published missed approach point, then will sequence to the missed approach leg.

• Appropriate heading to altitude labels or course to altitude procedural legs will be depicted on the MFD map after sequencing past the missed approach point.

NOTE: FMS vertical steering is not provided for missed approach procedures. Altitudes associated with the missed approach procedural leg transitions will be depicted on the MFD MAP, but the FMS does not provide vertical steering to these altitudes.


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Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1Ew FMS System Upgrade In Learjet Model 60 Aircraft - STC Doc. No. FMS4104-34238

SECTION Ill - EMERGENCY PROCEDURES

No changes to basic Airplane Flight Manual

FAA APPROVED September 18. 2009


Dual UNS-1Ew FMS

STC ST00696DE

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SECTION IV - ABNORMAL PROCEDURES

1. LP/LPV APPR INHIBITED


Dual UNS-1 Ew FMS

STC ST00696DE

An FMS LP/LPV APPR INHIBITED message is displayed on the FMS CDU to annunciate an internal failure of the WAAS monitoring system.

a. LPV Approach Inside the FAF If either FMS detects a failure that will not support the required integrity for LPV, the FMS will flag the vertical and lateral navigation indication for both flight directors on the Pilot's and Copilot's PFD. The pilot should use go-around procedures.

b. LPV Approach Outside the FAF If either FMS detects a failure that will not support the required integrity for LPV/WMS, the pilot may manually select a lower LOS prior to reaching the FAF to continue the approach and shall adjust the DA/MDA to the published minimums for the new LOS. If a lower LOS is not manually selected prior to reaching the FAF, both flight directors will flag and it will be necessary to select missed approach on the CDU, which will return lateral navigation and the ability to fly the published missed approach procedure. If time permits, a new approach could be programmed and flown.

2. Dissimilar LOSs are annunciated,

The approach may be continued to the published minimum using the best LOS available. The LOS flight guidance to be used must be displayed on the pilot flying's PFD. This may require transfer of control to the other pilot. If the approach is coupled, the same FMS providing flight guidance to the PFD for the pilot flying must be used.

NOTE: Under no circumstances should the approach be continued to LPV minima without LPV being annunciated on the controlling side .


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Global Aviation Technologies Airplane Flight Manual Supplement Dual Universal UNS-1Ew FMS System Upgrade In Lea~et Model 60 Aircraft - STC Doc. No. FMS4104-34238

3. GPS INTEG


Dual UNS-1Ew FMS

STC ST00696DE

a. If 'GPS RAIM' becomes unavailable, as indicated by a message and the 'GPS INTEG' annunciation, continue navigating using the GPS equipment or revert to an alternate means of navigation appropriate to the route and phase of flight, as required by regulation. When continuing to use GPS navigation, position should be verified every fifteen minutes using another approved navigation system as may be required by regulation. Note, that the GPS INTEG annunciation can be illuminated by loss of RAIM as well as other Fault Detection Logic within the GPS subsystem.

b. If sensor information is intermittent or lost, utilize remaining operational navigation equipment as may be required by regulation .

4. VNAV Intermittent or Lost Data

a. If VNAV information is intermittent or lost disengage VNAV and utilize the altimeter for vertical guidance. Note: Except for LNAV baro-VNAV to MDA minimums, WAAS approaches require that vertical guidance be displayed.


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SECTION V - PERFORMANCE

No changes to basic Airplane Flight Manual

FAA APPROVED September 18. 2009


Dual UNS-1 Ew FMS

STC ST00696DE

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