uns-1f fms manual

FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT

For Raytheon Aircraft Co. Model BAe. 125 Series 800A

With UNS-IF FLIGHT MANAGEMENT SYSTEM

This supplement must be attached to the FAA-approved Airplane Flight Manual dated January 1, 1980, only as shown in the type certificate data sheet, when the UNS-1F Flight Management System is installed in accordance with STC No. ST09085AC-D. The information contained herein supplements or supersedes the basic airplane flight 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 && J%&5/m

Brent Rogers DAS Engineering Coordinator Aviation System Standards Program P.O. Box 25082 Oklahoma City, OK 73125

Date / ~ / / +h / Revised NR of 16




Log of Revisions

FAA Approved

No.

-

Date /#//f/w Revised NR

Date

10/22/01

of 16

Pages

All

Description

Original release

Approved by ~ Brent Rogers

AVIATION SYSTEM STANDARDS PROGRAM OKLAHOMA CITY, OKLAHOMA SUPPLEMENT NO. So9085


For ~ a ~ t h e o n Aircraft Co. Model BAe. 125 Series 800A


I. GENERAL

A. Equipment Description

The Universal UNS-IF Flight Management System (FMS) is a fully integrated, long range, multi-sensor navigation and frequency management system designed to provide the pilot with centralized control for the aircraft navigation sensors, computer-based flight planning and fuel management. The FMS is comprised of dual, cockpit- mounted four-inch, Flat Panel Super Control Display Units (FPCDU), two Navigational Computer Units (NCU), two GPS/GLONASS Antennas, one Radio Tuning Unit (RTU), one Data Transfer unit (DTU), and a worldwide data base.

The FMS has the capacity to utilize up to five long range, navigation sensors plus a scanning DME, VOR, and TACAN to determine the aircraft's position. The data from these sensors is utilized to determine the "best computed" position. The FMS1s database provides current navaid and airport information. VHF NAV/DME and VHF Communication Tuning and diagnostic maintenance functions are provided by each FMS.

The FMS position will always follow the GPS position unless RAIM is not available or the GPS is indicating degraded accuracy. If the GPS is degraded, the other sensors will be blended with the GPS for FMS position. The dual FMS CDU1s, which have a specially-designed, four-inch diagonal screen, are mounted in the instrument panel. Two air data computers provide TAS and pressure altitude information to the dual UNS-IF FMS. ADC No. 1 provides navigational data to the UNS-1F FMS No. 1 while ADC No. 2 provides navigational data to the UNS-1F FMS No. 2.

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B. General

The Universal UNS-1F FMS, as installed by the current STC, is approved for IFR/VFR en route domestic, en route oceanic, terminal, and instrument non-precision approach operations within the U.S. National Airspace System and operations in the NAT-MNPS using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of FAA AC 20-130A and AC 120-33. Satellite navigation data is based upon the use of only the Global Positioning System (GPS) operated by the United States. Provided the UNS-IF FMS is receiving adequate sensor inputs, the system has been demonstrated capable of and has been shown to meet the accuracy requirements of:

(1) VFR/IFR en route, terminal, and non-precision approach operation in accordance with the criteria of FAA AC 20-130A.

(2) Flight in the NAT-MNPS airspace in accordance with FAA AC 120-33.

11. LIMITATIONS

A. The Universal UNS-1F Flight Management System Operator's Manual (P/N 2423sv801/901), dated August 22, 2001, or later approved revisions, must always be available to the flight crew.

B. The approved FMS software version SCN 901.2, or later FAA approved revisions, must be installed in each FMS. The software version can be checked at the initial turn-on of each FMS CDU, after the self-test is completed and when the initialization page is displayed. The unit part number and software modification status is displayed at the bottom of the initialization page.

C. The Universal UNS-IF FMS is approved for IFR/VFR en route, IFR/VFR terminal, and IFR/VFR non-precision approach operation between latitudes 85 degrees North

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With UNS-1F FLIGHT MANAGEMENT SYSTEM

and 60 degrees South in accordance with AC 20-130A. When RAIM is available, the GPS Sensor is designed to drive the UNS-1F FMS position solution. When RAIM is not available, the VPU (VORTAC Position Unit) may provide RAIM equivalency and contribute (along with other available sensors) to the composite position. In this circumstance, the UNS-1F FMS is approved for en route and terminal operation only. The UNS-1F FMS with only the GPS sensor operable is approved for IFR/VFR en route, IFR/VFR terminal, and IFR/VFR non-precision approach operations, provided that RAIM is available.

D. 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.

E. Instrument approaches in IMC must be accomplished in accordance with approved instrument approach procedures that are retrieved from the FMS database. The FMS database must incorporate the current update cycle.

(1) GPS instrument approaches, retrieved from the UNS- 1F FMS database, must be conducted in the FMS approach mode when utilizing the UNS-1F FMS and, the Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final Approach Fix (FAF).

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

G. The aircraft must have other approved navigation equipment installed and operating appropriate to the route of flight.

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AVIATION SYSTEM STANDARDS PROGRAM OKLAHOMA CITY, OKLAHOMA SUPPLEMENT NO. SO9085




H. GPS can only be used for approach guidance if the reference coordinate datum system for the approach is WGS-84 or NAD-83.

I. When using the UNS-1F FMS, additional navigation equipment required for the specific type of IFR/VFR operation must be installed and operable.

J. During periods of dead reckoning, navigation shall not be predicated on the UNS-1F FMS as a means of navigation in the National Airspace System.

K. Following a period of dead reckoning, or when other on- board approved navigation equipment reveals an error greater than 3.0 nautical miles, the aircraft position should be checked by visually sighting ground reference points and/or using other navigational equipment such as VOR, DME, IRS, NDB or radar fix.

L. When operating outside the magnetic variation model area (north of 70 degrees North and south of 60 degrees South), the pilot must select the True Heading Mode.

M. The UNS-1F FMS position information must be checked for accuracy (reasonableness) prior to being used as a means of navigation and under the following conditions:

(1) Prior to each compulsory reporting position during IFR RNAV operation when not under radar surveillance or control.

(2) At or prior to the arrival at each en route waypoint and at hourly intervals thereafter during RNAV operation along approved RNAV routes.

(3) Prior to requesting off-airway routing and at hourly intervals thereafter during RNAV operation along approved RNAV routes.

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(4) The UNS-IF FMS position should be updated when a cross-check with other approved navigation equipment reveals an error greater than 3.0 nautical miles long-track or cross-track during RNAV operation.

N. The UNS-IF FMS is approved for published Non-Precision Approach operations (using GPS), provided RAIM is available.

0. IFR non-precision approach approval is limited to published approaches within the U.S. National Airspace System. Approaches to airports in other airspace are not approved unless authorized by that appropriate sovereign authority.

P. When a Missed Approach occurs, the pilot must select the MSSD APPR line select key or press the GO Around button on the throttles to cancel the current approach and activate the Missed Approach Procedure.

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

R. The IRS alignment limits are North or South 78.25 degrees latitude.

S. The MFD map displays must not be used for pictorial situational awareness when a DME-arc procedure is the active TO leg. The PFD/MFD cannot depict a DME arc.

T. When using VNAV, the altimeter must be used as the primary altitude reference. Observe all published altitude restrictions including MDA when using the altimeter.

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AVIATION SYSTEM STANDARDS PROGRAM OKLAHOMA CITY, OKLAHOMA SUPPLEMENT NO. SO9085




111. NORMAL OPERATING PROCEDURES

A. Operation

(1) Normal operating procedures are outlined in the Universal UNS-1F Flight Management System Operator's Manual (P/N 2423sv801/901), dated August 22, 2001, or later approved revisions. Refer to this manual for instructions on operation of the UNS-IF FMS.

(2) The Air Data Computers supply True Airspeed and Altitude data to the dual UNS-1F FMSfs. True Airspeed is displayed on the ADC Status Page 1/1; this page is accessed by pressing the DATA key, hitting the NEXT key to the Sensor Select Page, DATA 2/4, and selecting ADC.

(3) If the airplane is in a turn at the time WHEN the DIRECT TO function is initiated, the airplane may roll wings level momentarily then continue the turn to the TO waypoint.

(4) If an Approach Procedure is programmed on the Active FPL and a new Approach is desired, the original Approach procedure should be erased before selecting a new Approach procedure to ensure the proper waypoint sequencing on the Active w light Plan.

(5) When the system sequences from En route to Terminal, the CDI sensitivity change may cause the airplane to bank slightly if the cross-track error is greater than 0.05 nautical miles because of the increased sensitivity of the CDI needle.

(6) When the aircraft is within 50.0 nautical miles (direct distance) of the runway, the ARM APPR line select key will become available, and the approach can be armed. When pressed, the key name will

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change to ACT APPR; the VHF receiver will then be tuned to the VOR or ILS frequency defined in the approach. If the ARM APPR key has not been pressed by the time the aircraft reaches 30.0 nautical miles from the destination, the UNS-IF FMS will automatically ARM the approach. The XTC will display a (T) to indicate that the HSI sensitivity is 1.0 mile full scale deflection and ARM APPR will change to ACT APPR. When remote tune is available, the ARM APPR prompt changes to TUNE APPR if the appropriate VOR or ILS frequency is - not tuned; pressing this prompt tunes the VHF Receiver.

B. System Switches and Annunciators

The Dead Reckoning (DR) annunciator of the old GNS-XLS FMS has been changed to GPS Integrity (GPS INT), which illuminates when the dual FMS are tracking a course offset and parallel to the flight plan, for the UNS-1F FMS. The location of this annunciator has not been changed.

(1) APPR/MSG. The Approach (APPR) Annunciator, when illuminated, indicates that the system is in the approach mqde of operation. The Message (MSG) Annunciator, when flashing, indicates that information exists on the FMS System Message page, which requires the pilot's attention. Pressing the MSG key on the FMS CDU will display the message page.

(2) HDGIWP. The Heading (HDG) Annunciator, when illuminated, indicates that the system is utilizing FMS heading data to control the steering input into the autopilot. This heading data may be either true or magnetic heading.

(3) SXTK/GPS INTEG. The Selected Crosstrack (SXTK) Annunciator, when illuminated, indicates that the

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FMS is tracking a course offset and parallel to the flight plan. The GPS Integrity (GPS INT) Annunciator, when illuminated, indicates that the integrity of the GPS position cannot be assured to meet minimum requirements for the current particular phase of flight (oceanic, en route, terminal or approach).

NO.TE: Whenever the GPS Integrity (GPS INT) annunciator is illuminated, the pilot should monitor his GPS position by a cross reference to other approved navigation sources. GPS-based approaches should never be flown whenever the GPS Integrity annunciator is illuminated.

(4) PRESS-TO-TEST BUTTON. The Press-To-Test push buttons for the pilot and the copilot, which are located at the top center of the center instrument panel, have been activated in order to test the six FMS annunciators as well as all of the additional annunciators in the cockpit. The UNS-IF FMS also performs a self-test which illuminates all six of the pilot's and copilot's FMS annunciators every time that FMS #1 and #2 are powered on.

(5) GO AROUND BUTTON. The Go Around push buttons for the pilot and the copilot, which are located on the bottom of each yoke, have been activated in order to utilize these two buttons for the Missed Approach Procedure illustrated on the FMS #1 and #2 CDU's. Pressing each Go Around button cancels the current approach and initiates the Missed Approach Procedure, which is listed on page 5-109 of the UNS-IF FMS Operator's Manual (P/N 2412sv801/901), dated August 22, 2001, or later approved revisions.

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C. EFIS/Autopilot Operation

NO CHANGE.

D. Power

The circuit breaker locations for the FMS #1 (pilot) and FMS #2 (copilot) remain unchanged on rows three (C9) and four (D9), respectively, on the Distribution Panel A. Two new circuit breakers have been added for the Data Transfer Unit (DTU) and Radio Tuning Unit (RTU); both of these circuit breakers are located on row eight of Sub Panel D, at locations R2 and R3, respectively.

IV. EMERGENCY OPERATING PROCEDURES

A. Emergency Procedures

NO CHANGE.

B. Abnormal Procedures

When GPS Integrity or ~eceiver Autonomous Integrity Monitoring (RAIM) is not available for 27.0 seconds in en route and for 7.0 seconds in terminal and approach, a message (MSG) will appear on the far side of the top line on each FMS CDU display. Pressing the MSG key will cause the MESSAGE page to be displayed showing the active messages. The message will indicate NO GPS INTEG. During this period of RAIM NOT AVAILABLE, continue to navigate using the UNS-IF FMS or revert to an alternate means of navigation appropriate to the route and phase of flight. When continuing to use GPS navigation, the aircraft's position must be verified every 15.0 minutes using another IFR- approved navigation system.

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(2) If the FMS navigation information is flagged, utilize the remaining operational navigation equipment, as required.

(3) For Dead Reckoning (DR) operational procedures, refer to the UNS-1F FMS System Operator's Manual (P/N 2423sv801/901), dated August 22, 2001, or later approved revisions.

P O W E R F A I L

D U R h T l O N 0 M I N 0 7 S E C

* * P R E S S A N Y M O D E K E Y + *

T O C O N T I N U E t * ~1

Figure 1. POWER FAIL Page

(a) FMS Power Failure (Inflight Initialization) from 0.0 to 7.0 Seconds. If the aircraft power is restored during this timeframe, the UNS-1F FMS will automatically power back on and return to the same page displayed prior to the power failure. No pilot action is required.

(b) FMS Power Failure (Inflight Initialization) from 7.0 Seconds to 7.0 Minutes. Pressing the ON/OFF Key will result in the display of the POWER FAIL Page; refer to Figure 1.

NOTE: The latitude/longitude displayed on the POWER FAIL page represents the "best computed position" coordinates at the time

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of the power failure. The UTC shown is the time of that failure, and the duration of the interruption is displayed in minutes and seconds.

(1) Press the DATA key [lL] to access the FMS POSITION Page (DATA 3/4 Page).

(2) Use the line select keys to individually select the best, long range sensor that has a position available (GPS preferred). .

NOTE: (i) If the sensor latitude/longitude coordinates are displayed, the power interruption lasted less than 7.0 seconds. The sensor is continuing to supply the computer with position information, although it will be in error by the distance traveled during those few seconds. If t h i s is the case, proceed t o s tep 3 .

(ii) If dashes appear on all sensors, the power interruption lasted longer than 7.0 seconds. The latitude/longitude coordinates displayed after POS represent the FMS dead reckoning (DR) position estimate calculated using the last known groundspeed and track angle for the duration of the power loss.

(3) Press the DATA key to access the Sensor Summary Page (DATA 2/4 page). Verify that the sensors go back to NAV and reselect, if necessary. After a short delay, the

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AVIATION SYSTEM STANDARDS PROGRAM OKLAHOMA CIV, OKLAHOMA SUPPLEMENT NO. SO9085




quality factor ( Q ) should decrease to a normal value.

(4) Press the MSG key and check the FMS CDU screen for messages. The POS UNCERTAIN message should disappear.

(c) FMS Power Failure (Inflight Initialization) Greater Than 7.0 Minutes. These procedures must be followed when electrical power is restored after more than seven minutes have elapsed since the power failure or, when the system is turned on, in flight for the first time.

(1) Press the ON/OFF key. The system will run through the self-test and then display the FMS Initialization Page. The latitude and longitude displayed will be the coordinates displayed at the time of the power loss.

(2) Press the ACCEPT line select key to accept the initialization data.

NOTE: The system must be initialized before any updated coordinates may be entered onto one of the NAV pages.

(3) Refer to the BEST COMPUTED POSITION UPDATE procedure (Section V, Operations (Page 5- 115), of the Universal UNS-1F Flight Management System Operators Manual)(P/N 2423sv801/901), dated August 22, 2001, or later approved revisions, to update the sensor and the FMS best computed position before selecting a flight plan.

(d) FMS BATTERY LOW Warning. The FMS Battery Low Warning, which is displayed on the Message Page, provides an important alert that the

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internal FMS NCUfs battery needs to be replaced as soon as feasibly possible. However, sufficient time should be available to load immediately a 3.5" floppy disk into the Data Transfer Unit (DTU) in order to accomplish a PILOT DATA SAVE procedure, pages 4-85 to 4-86, of the UNS-IF FMS Operator's Manual (P/N 2423sv801/901), dated August 22, 2001, and complete the flight mission. In case the aircraft is powered down during the mission, a current database and the Pilot Data Save Disk, which was made from the Pilot Save Data procedure, can be loaded into the FMS NCU with the bad battery via the DTU to complete the mission. Upon completion of the mission, the FMS NCU containing the bad battery shall be removed from the aircraft and returned to Universal Tucson for a battery replacement.

(e) ENGINE FAILURE/SHUTDOWN. If an engine fails or is shutdown in flight, a FUEL FLOW FAIL message will be displayed on the FMS Message Page. In addition, the digital fuel flow readout on the Fuel Flow page (Fuel Page 5/5) will display FAIL for that engine. The FUEL FLOW FAIL message and FAIL display will also occur if the fuel flow sensor fails.

If the engine is still operating properly and a false message is suspected, or if the engine was temporarily shutdown and restarted, a reset should be attempted. With the Fuel Page 5/5 is displayed, a reset is accomplished as follows:

(1) Use the line select keys to position the cursor over the word FAIL.

(2) Press the BACK and then the ENTER keys to reset the readout. If the sensor or

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interface has failed, the FAIL indication will reoccur after a 4.0 minute delay. If this occurs, manually input a fuel flow value over the word FAIL and press the ENTER key.

If the engine has been shutdown or has failed, the pilot should manually enter a zero value for the fuel flow of the failed engine (in place of the word FAIL). This action will reinstate the fuel related estimates such as fuel over destination, specific range, etc., for the remainder of the flight.

(f) NAV SENSOR ACCURACY MESSAGES. Refer to pages 5-133 to 5-135 of the Universal UNS-1F Flight Management System Operator's Manual (P/N 2423sv801/901), dated August 22, 2001, or later approved revisions.

PERFORMANCE

NO CHANGE.

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uns-1f fms manual

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