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    C90GTi Collins FMS-3000 LPV Upgrade 338-00-0014

    Uploaded by

    Raoul Penent d'Izarn

    Copyright:

    © All Rights Reserved
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    of 24
    Hawker Beechcraft Corporation King Aire (Models C90GTi) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Supplement for COLLINS FMS-3000 LPV UPGRADE This Supplement is Applicable to the Following Manuals): 90.690024.163 ‘Altplane Serial Number: Altplane Registration Number FAA Approved by: istration FtWorth TX. 76137-4208, Approval Date: Copyright © 2010 Hawker Beechoraft Corporation. All ights reserved, Hawker and Beechcraft are trademarks of Hawker Beechcraft Corporation. feect APR 22 20t0 in 30-00-0074 1124 Hawker Beechcraft Corporation LOG OF REVISIONS King Air® (Models C90GT!) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Supplement for COLLINS FMS-3000 LPV UPGRADE PAGE No(s). DESCRIPTION DATE OF REV ALL intial Release Feb 08, 2070 7 ° 0 6 6 6 cy Raves CONTENTS en ed NOTE: Apt cold eri (race Vice uence or VNAY peraters speed secon US RNAVISIDSISTARS, rind ‘erent oes ed NOTE Aoplet xls ah “recor tered gua br VAY opentens sete conc sblet secton US RNAVSIDSISTARS once GPS Coverage Pret Pregram para Changes pare 18 tho lets ur ed prsrgh 2.8 FUSLintaions Debt page 3 ede ater p24, ed NOTE, ed NOTE ator 8421, Replaced proaoh 2 wit pot coup adr Fgh Oreo ony VB ducer fr VOP end VPah pens Prone. Corea 3 4 ed serene be FMS staf. Removed tlt fam OR ngs 7. eg NOTE ster pas 2¢ ted NOTE oer ae 3. JPR 2 2 2010 PIN 38-00-0014 CONTENTS SECTION 1 ~ GENERAL Pages SECTION 2~ LIMITATIONS Page 11 SECTION 3 EMERGENCY PROCEDURES Page 14 SECTION 3A ~ ABNORMAL PROCEDURES Page 16 SECTION 4~ NORMAL PROCEOURES Page 17 SECTION 5 PERFORMANCE Page 23 SECTION 6~WEIGHT AND BALANCE/EQUIPMENT LIST Page 23. SECTION 7~ SYSTEMS DESCRIPTION Page 23 SECTION 8 HANDLING, SERVICING & MAINTENANCE Page 23 SECTION 9- SUPPLEMENTS Page 23 ‘SECTION 10 - SAFETY INFORMATION Page 24 SECTION 1 - GENERAL The information in this supplement is FAM-approved material and must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Fight Manual when the Airplane FMS-3000 is used for LPV Approaches, “The information in this supplement supersedes or adds tc the basic Plots Operating Handbook and FAA Approved Alplane Flight manual only as set forth within this document This supplement is part of, and must be placed in, the basic FAA Approved Airplane Flight Manual for airplanes equipped with the Colins Pro Line 21 Avionics. System installed in accordance with STC. No, SA10969SC. The information contained herein supplements the information of the basic FAA Approved Airplane Flight Manual (AFM) and the approved Pro Line 21 Airplane Flight Manual Supplement (AFMS), For limitations, procedures and performance information not contained in ‘his supplement, consult the basic FAA Approved Airplane Fight Manual ‘This airplane is certified in accordance with FAR 23 Normal Category. ‘Symbols, Abbreviations and Terminology act. Active ACT FPLN, ‘Active Fight Plan APD. ss ‘Adaptive Fight Display Apr, Altport oc Bottom of Climb crs Course pep Display Control Panel DEL, 7 sn Delete best Destination FaaAnproved APR 2 2 2010 Revis PIN 338-00-0014 3 of 24 Aof24 Dev Deviation oir son DieCe-TO bist Distance Fs. Flight Management System FACE on Final Approach Course Fox Far Final Approach Fix FPLN Flight Plan FPTA os soon Flight Plan Target Altude oss Global Navigation Satelite System GP Bn svenmsnnee Global Positioning System cs i ideslope HAL Horizontal Alert Limit HPL. Horizontal Precision Lateral ae Initial Approach Fix INBO CRS -lnbound Course INTC CRS Intercept Course LOR eters sven 0CailzeF Directional Ald LPs 9 von Lateral Precision Lev Lateral Precision with Vertical Guidance USK sososmsminnninninnnninninnnnnnnnnnnntne Select Keys MFO Maltfunction Display NAV son snnaedNavigation NPA, Non Precision Approach ost Offset RIG Origin PA Precision Approach PERF INIT Performance Initialization PFD Primary Flight Display Pos INT Postion Intialzation Ppos Present Postion ‘SAS Satelite Based Augmentation System SEC FPLN woos ss nnsnnen’SoondatY Flight Plan SEL APT Select Airport e APR 2 2 20{(fAA Approved PIN 38-00-0014 Revise: si SLOP SP RNG SP RNG GS ‘SP RNG TAS. ‘SPDIALT Lint STAR TAE Too TRANS vat, vect Nav vea. WAAS .. wer xTD ‘Standard Instrument Departure Strategic Lateral Offset Procedures ‘Specine Range Specific Range Groundspeed ‘Speciic Range True Airspeed ‘SpeediAltitude Lint Standard Terminal Arival Route “Track Angle Error Top of Descent Transition Vertical Altitude Limit Vectored Vertical Navigation Vertical Path Angle Wide Area Augmentation System ‘Waypoint (Cross Track Distance Cross Track Flight Management System Navigational Operational Capabilities ‘The Collins FMS-3000 provides centralized control fr navigation, fight planning, radio tuning, and fuel management functions. ‘+ For additional information, refer to The Operators Guide, FMS- 3000 v4.0 Flight Management System for King Ai ‘Series ‘Areraft_ Publication Number 523-0816977-002!17, 2™ Edition, dated 06 February 2009 otter. NOTE Use of jeystick on Cursor Control Panel (CCP-3000) to enter ‘waypoint should only be done in the PLAN MAP mode. Do not use the joystick waypoint function on the Present Position (PPOS) map. FAA Approves APR 2 2 2010 Revised: PIN 38-00-0014 5 of 24 When FMS isthe selected NAV source, Course Deviation Indicator (CD!) scaling is 2s follows: scaz| joceanc | emoure | “vremy | MPPO8EH | APPROACH pre aandneireo, |. aore | icesaren month) | aSRGReR toy eo] prose beaten vet trode Den ‘Although most scale changes occur in a seamless manner, the pilot should expect to occasionally observe “jumps” in the lateral and vertical scale presentations as the aircraft transtions through various phases of the approach, Lateraly- Oceanic to En Route En Route to Terminal ‘Terminel to GPS or GPS SBAS Approach Verically- En Route VNAV 10 GPS, GPS SBAS or VOROME RNAV Approach Navigation Capabilities ‘The single or dual Colins FMS (Flight Management System) is approved under Technical Standard Orders (TSO) TSO-C115b and TSO-C12ea Class BIC, When the FMS is receiving appropriate navigation signals, it meets the ‘accuracy specifications forthe following operations: ‘Oceanic and Remote In accordance with AC 20-1304 and AC 20-138A, two FMS systems must bbe operating and receiving usable signals from two operating Colins GPS. ‘sensors and used in conjunction with @ Pre-Departure GPS Coverage Predictor Program such as the Rockwell Colins, CPN. §23-0778332- (008117, Rev ~, or later revision. For routes approved for single GPS. navigation. a single FMS must be operating and receiving usable signals {fom the single GPS sensor and used in conjunction with the Colins GPS Coverage Prediction Program listed above, Gof 24 FAA Approved Revised: APR 2 PIN 338-00-0014 NOTE This does not constitute an operational approval. North Atlantic (NAT) Minimum Navigational Performance ‘Specifications (MNPS) Airspace In accordance with the cfteria of AC 91-48 and AC 20-138A, two FMS systems must be operating and receiving usable signals from two ‘operating Colins GPS sensors and used in conjunction with @ Pre- Departure GPS Coverage Predictor Program such as the Rockwell Coline, CPN 523-0778332-006117, Rev - 0 later revision. NOTE This does not constitute an operational approval RNP-10 Airspace ~ in accordance with the criteria of FAA Order 8400.12A without time limitations, the FMS meets the minimum requirements for Required Navigation Performance-10 (RNP-10). Two FMS systems must be operating and receiving usable signals from two ‘operating Colins GPS sensors and used in conjunction with a Pre- Departure GPS Coverage Predictor Program such as the Rockwell Colins, CPN 523.0778332-006117, Rev -, or later version NOTE This does not constitute an operational approval P-RNAV ~ In accordance with the criteria of JAA TGL10 and AC 90- 196A, the FMS is capable of P-RNAV operations provided the FMS is nat In Dead Reckoning (FMS DR’ displayed on the PFD, MFD, or CDU) and 's receiving usable signals from one of more ofthe folowing! + One GPS + Multiple OMEs + Asingle DME with auto-tune selected Determine the requirements ofthe national, area, 0° local ai traffic control ‘agency for determining the avalabilly of GPS RAIM for the intended route Of fight prior to departure, Some terminal areas may require dual, ‘operating FMS and GPS equipment. The operatorpiot must confirm that 2 Type 2 Letter of Authorization is valid for the navigation database. This is avaiable from Rockwell Colins, Inc, by accessing the following website: wiv. rockwellcolins convims. NOTE ‘This does not constitute an operational approval FAA Approved APR 2 2 2010 Reviser PIN 38-00-0074 Tof 24 NOTE PRNAV and BRNAV operations utiizing GPS as the only NAV ‘sensor requir the following pre-fight planning: During the pre-fight planning phase, the crew must confirm, for the intended fight (route and time), the availabilty of receiver utonomous integrity monitoring | RAIN) with the latest information from the U.S. Coast Guard giving details of satelite non-avalabilly (see htips/imw.navcenusog.gov). The US Notices to Airmen (NOTAM) Office also provides satelite non- availabilty det, ‘The confirmation of the availabilty of RAIM should be obtained from a Pre-Departure GPS Coverage Predictor Program such as the Rockwell Colins, CPN 623-0778332-008117, Rev -, or later Version. Dispatch shouls not be made in the event of predicted Continuous loss of RAIM of more than 8 minutes for any part of the intended fight, The use of the EURO CONTROL AUGUR, tool may be used to satisfy this requirement See hilfaugue ecacnay com Enroute and Terminal, including B-RNAV - In accordance with AC 90.458, ‘AC 90.964, AMC 20-4, and AMC 20-6, the FMS is capable of ‘enroute and terminal operations, including 8-RNAV, provided the FMS is receiving usable signals from one or more ofthe following: Bof 24 \VORIDME with auto-tune selected or mutiole OMEs, (One GPS. A single DME with auto-tune selected NOTE ‘The FMS must not be in Dead Reckoning (FMS DR displayed (on the PFD, MFD or CDU) NOTE This does not constitute an operational approval APR 2 2 2010FAA Approved revised: PIN 38-00-0014 Non-Precision Approach RNAV (GPS) or GPS Overlay Non-Precision Approsch - In accordance with AC 20-130, AC 20-138A, and AC 90-94, the FMS must be receiving usable signals from at least one GPS sensor, and the PV APPR, LIV APPR, of GPS APPR annunciation must be displayed at the ‘nal approach fx VORIOME Approach (non-GPS overlay) - In accordance with TSO C1168, and AC 20-1308, the FMS must be receiving the approach foference VOR/DME station, GNSS sensors disabled and the APPR ‘annunciation must be displayed atthe final approach fx VOR, TCN, NDB (non-GPS overlay) - The FMS is not authorized to provide guidance for an approach that does not have @ GPS overtay. In ‘the terminal area, NO APPR will be annuncited in white on the PFD and ‘APPR FOR REF ONLY in white on the CDU. Depending on database coding, the FMS may provide approach guidance (APPR) for some VOR approaches based on a VOR/DME or VORTAC, NOTE ‘Some appreaches are not included inthe database. NOTE ‘Autopilot coupled or fight director V-bar coupled guidance for NAV operations is prohibited US RNAVISIDS/STARS ‘The FMS is capable of operations on U.S. Area Navigaticn routes, RNAV 4 and RNAV 2, SIDS and STARS in accordance with the citeia of FAA AC 80-1008, provided that: +The FMS is receiving usable signals from the DME and IRS, or Ps. ‘+The following messages are NOT DISPLAYED o1 any PFD or cou: FMS DR IRS ONLY \VORIOME ONLY or VID ONLY VOR/DME DIST > 40 NM Fas Approved APR 2 2 2010 PIN 338-00-0074 9 of 24 + For procedures. requiing GPS or GPS Is the only sensor avaiable, the folowing messages are NOT DISPLAYED on any PFD er COU: NO GNSS RAIM (GNSS NOT AVAILABLE GNSS-FMS DISAGREE LOSS OF INTEGRITY ‘+The crew has entered NOTAM navaids on the CDU VORIDME CONTROL page. ‘+ Tho operatoriplot has confirmed that a Type 2 Letter of ‘Authorization Is valid for the navigation database. This is ‘availatle from Rockwell Colin, inc. by accessing the following website: ww rockwellcoins comms, NOTE ‘The following condition only applies when WAAS is NOTAMd a not available or the aircraft outside the WAAS coverage ‘area and the procedure requires GPS or GPS is the only available sensor ‘+ The confirmation ofthe availablity of RAIM should be obtained from the Colins Pre-Departure GPS Coverage Predictor Program, CPN 832-3443-008, Rev -, or later version. ‘The FAA, ‘website wwe. raimprediction net may also be used. RNAV Approach with Barometric VNAV ‘The FMS VNAV system is capable of BARO-VNAV operations down to LNAVIVNAV DA minima in accordance with FAA AC 60-105. The FMS ‘must be receiving usable signals from at least one GPS sensor, and the GPS APPR annunciation must be displayed at the final approach fix. A Current altimeter seting fr the landing airport is required. Where remote altimeter minima are shown, the VNAV function may be used only fo the published MDA. In accordance with FAA AC 20-128, the VNAV system is approved for en route, terminal, and approach operations. RNP — The FMS is not capable of RNP operations except as noted inthe Navigation Capabiltes section. NOTE ‘Autopllt coupled or fight dlrector V-bar coupled guidance for \VNAV operations is prohibited to of 24 APR 2 2 20{0FAA Approved Revised: PIN 336-00-0014 SECTION 2- LIMITATIONS AVIONICS, ‘The following documents must be caried onboard the aipiane at all times: Operator's Guide, FMS-3000 v4.0 Flight Management System for King Air Series Aiccraf, Publication Number 523-0816977- (002117, 2" edition, dated 08 February 2008 or ater. Flight Management System (FMS) General ‘8. IFR on route and terminal navigation i prohibited unless the pit verfes ether the curenoy of the database or the accuracy of each selected waypoint and NAVAID by feference to current approved data b. ifthe Satelite Based Augmentation System is nt avaiable or disabled, the arerat must have addtional navigation {equipment appropriate tothe intended route, and it must be operatoral. ©. The WGS.84 or NAD-83 coordinate reference datum in accordance with the crieria of AC 20-150A, AC 91-49 Change i, and AC 20-138A must be used. Satelite avigalion ‘ata is based upon use of cny the Global Positoning System (PS) operated by the Unite States d. The FMS is authodzed for SBAS operations with WAAS only. The FMS positon must be checked fr accu'acy prior to use ‘as a means of navigation f. The FMS must not be used for navigation uniess it is receiving suitable navigation information fem one oF more ofthe folowing + One VORVOME with aut tune selected or mule DMEs + oneGPs Q. The system program displayed on the STAUS page of the FMS must be © SCID 832-4120-084 with Search and Rescue oR ‘+ SCID 832-4120-083 without Search anc Rescue FAA Approved APR 2 2 2010 Revise PIN 338-00-0014 of 24 h. During oceanic, en route and terminal area operation with the FMS DR annunciator iluminated, the fight crew must very the FMS position using VORIDME raw data or other sppropriate means i. _AILEMS navigation operations are approved within the U.S. National Airspace System and lattudes bounded by 60° North latitude ane 60° South latitude at any longitude, with ‘AWC attude and neacing reference system. ‘+ Operation to 70" North Iattude is acceptable East of 75" Wiest longitude and West of 120" West longitude. ‘Operation to 80° North tattude is acceptable East of 50" West longitude and West of 70° East ongiude + Operation o 70" Sout attude is acceptable except for the 45° between 120" East and 165° Eas! longitude |. Fuel management parameters are advisory only and do not replace the primary fuel quantty indeatons. RNP operations are not authorized, except as noted in Navigation Operational Cepebltes, |. The FMS isnot approved for primary means of navigation in the OR mode 1. The display of Geometic Alitude, GNSS HT or GNSS ALT. shall not be referenced for compliance with published or controller ssued alitudes. 1. Autopilot coupled or fight dtecior V-ber coupled guidance {oc VNAV operaone ie profited 2. Vertical Navigation ‘2. When using FMS VNAV, the barometic altimeters must be used as the primary altitude reference forall operations, 1. Use of VNAV guidance for a V-MDA approach that includes, fa step-down fix between the final approach fix and missed approach point is prohibited. CC. VNAV altitudes must be displayed on the MFO map page or (COU legs page when utiizing VNAV for fight guidance. d. Use of VNAV while conducting @ missed approach procedure is prohibited. NOTE ‘Autopilot coupled o fight crector V-bar coupled guidance for \VNAV operations is prohibited. 120824 API JAA Approved Revised: Ree 2016 PIN 38-00-0074 ©. Provided the FMS is receiving adequate usable sensor inputs, it has been demonstrated capable of and has been shown fo meet the accuracy specifiaions of VNAV ‘operation in accordance with AC 20-128, f. RNAV (GPS) Approaches - The Colins FMS-3000 meets the requirements of AC. 20-130 for GP3 based RNAV ‘approaches. This includes RNAV approaches labeled as RNAV (GPS), provided GPS sensor datais valid NOTE Autopilot coupled or fight director V-bar coupled guidance for \VNAV operations is prohibited. 9. BARO-VNAV approach guidance to 8 DA isnot authorized it the reported surface temperature exceeds the Baro-VNAV temperature limitations specified on the appicable approach procedure char. LPV and LIV approaches are not subject fo temperature restrictions. NOTE Barometric VNAV guidance during approach including the approach transition, fnal approach segment and the missed approach procedure Is not temperature _ compensated Operating at uncompensated minimum IFR alftudes will not provide expected terrain and obstacle clearance for temperature below ISA. 3, Approach @. FMS instrument approaches must be sccomplished in ‘accordance with approved instrument appreach procedures that are retrieved from the FMS navigation database. The FMS database must incorporate the current update cycle. 'b. The FMS with inputs ftom the GPS may only be used for ‘approach guidence ifthe reference coordinate data system {forthe instrument approach is WGS-84 or NAD-83, G. Use of barometric VNAV Decision Alttude (DA) is not authorized with a remote altimeter setting. A current altimeter setting forthe landing airport is required. Where remote altimeter minima are shown, the VNAV function may bbe used only to the published MDA d. ILS, LOC, LOC-BC, LDA and SOF approaches using the EMS for approach guidance are prohibited. If an ILS, LOC- BC, LDA or SDF approach is loaded fiom the database, the pilot must ensure that the active NAV source transitions fiom FMS to short range NAV prior tothe FAF. Fan Approved APR 22 2019 Revised PIN 838-00-007% t30f24 ©. When the approach at the destination is based on GPS guidance and the Satelite Based Augmentation System (SBAS) is not available or disabled, an aliernate airport required by operating rules must be served by an approach based on other than GNSS navigation. The aiterah must have operational equipment capable of using that navigation aid, and the required navigation aid must be operational. {IR non-precision approach approval is limited to publshed approaches within the U.S, National Airspace System, Aoproaches to airporis in other airspace are not approved Lniess authorized by the appropriate governing authority. g. Inserting waypoints on a published approach is prohibited Fh. Approaches copied from the SEC FLPN must be re-entered it previously flown, i. An FMS APPR (green), GPS APPR (green), LEV APPR. (green) or LV APPR (green) annunciator in the PFO must be illuminated at the FAF in order to conduct the instrument ‘approach procedure. Use of FMS guidance for conducting Instrument approach procedures is prohibited with the FMS annunciation NO APPR illuminated. |. The use of manually inserted runway coordinates of FMS ‘Visual Approaches is limited to VER operations only. Kk. Use of FMS to capture and track 8 DME are outside the published end points fs prohibited. |. Autopilot coupled or fight director V-bar coupled guidance for VNAV operations is prohibited. NOTE [Not all published approaches ore in the FMS databese. The flight crew must ensure that the planned approach isin the database, SECTION 3- EMERGENCY PROCEDURES No change 14 of 24 APR 2 2 2010kAA Approved Revised: PIN 338-00-0014 SECTION 3A - ABNORMAL PROCEDURES AVIONICS 1 FMS Caution Messages ‘The yellow MSG displayed on each PFD indicetes presence of fan FMS message on the CDU that requires plol awareness and may require plct action. Refer to the Colins FMS-3000 Flight Management System Pils Operating Manual, under Messages land Annunciations, Section 15. APPR NOT AVAILABLE (CDU MFD) This message is dleplayed in the terminal area (31 nm from the origin or destination) when the FMS determines the system does. not meet the navigational requirements for approach operations ‘+ Select an approach not based on GNSS o* proceed to the altemate airport if an approach cannot te completed in Visual conditions, CHK SBAS SVC PRVDR (CDU) ‘This message is displayed when Satelite Based Augmentation ‘System is not availabe or isnot enabled. Verily the SBAS providers enabled, RS TO FAF > 45 DEG (CDU) ‘This message is displayed after executing a drectto the FAF with an INTC CRS greater than 45 dogress from tho final approach course. The FMS will not transition to the approach ‘mode and SEQ INHB will be displayed on the PFD in yellow. If the approach is flown with this message cisplayed, the FMS vil, ‘nol provide guidance beyond the FAF to track tre final approach course. © Perform a directo the FAF with an INTC CRS within 45 ‘degrees ofthe final approach course, HALF BANK SELECTED (CDU) This message is displayed when the autopilotfight director 1/2, BANK and NAV modes are active, an approach is in the fight plan and the aircrafts within 31 nm of the approach airport. The message is also displayed within 1 minute of entering a holding pattern + Deselect 1/2 BANK mode prior to commencng the approach, fr entering @ holding pattern FAA Approved — APR 2 2 2019 Revis PIN 338-00-0014 18 of 24 6. GNSS NOT AVAILABLE (CDU) ‘This message is displayed when the FMS cannot use any of the enabled GNSS sensors or the crew has disabled all GNSS ‘Sensors via the GNSS CTL page. + Contnue FMS navigation with remsining valié sensors appropriate for the route of fight 7. LOI (PFD) and LOSS OF INTEGRITY (COU MFD) ‘This message is displayed when the FMS detecs that the GNSS postion does not meet the requirements for navigational use in the curent phase of fight ‘+ Select a navigation source other than FMS. oR + Deselect the GNSS receivers and continue FMS navigation with remaining valid sensors in accordance with airspace requirements, NO APPR (PFD) This message is displayed when the FMS is in approach mode and the FMS determines the system does not meet the ravigational requirements for approach operations, + Execute a go-around ifthe approach cannot be completed in visual condtions. 9. USE LNAV MINIMUM (CDU MFD) This message is displayed when the GNSS vertical signal is inadequate for operating to the LPV or SBAS LV minimums. This message wil be accompanied with the “LPV NOT AVAILABLE” or"LV NOT AVAILABLE” message. Select BARO via the ARR DATA page and fly the approach Uilizing BAROVNAV to LNAVIVNAV minimums or LNAV minimums. The selection of BARO must be executed prior tothe FAF 16 of 24 APR 2 2 2010FAA Approved Revised: PIN 338-00-0014 SECTION 4— NORMAL PROCEDURES AVIONICS 1 FMS MESSAGE “The white M'SG displayed on each PFD indicates presence of an FMS white message that requires pilot awareness and may requice plot action. Refer to the Collins FMS-3000 Flight Management System Pils Operating Manual, under Messages ‘and Annunciations section 15, MFO FMS map source data is controled by the menu button on the CCP, when 2 map is displayed on the MD. ‘The EFIS transition altitude FL alert caution seting is controlled from the FMS VNAV setup page. FMS APPROACH PROCEDURE WITH BARO-VNAV CAUTION Use of the autopiloight director 1/2 BANK mode may result in excessive deviation from the course during an approach or holding pattem due to the limits these moses place on autopilot command authority ‘@. On the CDU, press the DEP ARR function key to show the, ARRIVAL page. NOTE Either an origin (ORIG) or a destination (DEST) sitport must be ‘specified in the fight plan for aporosch selecions to be available on the ARRIVAL page. When the DEP ARR key is ‘pressed, one of three pages is shown: DEPART, ARRIVAL, or DEP/ARR INDEX. Ifthe aircraft ison the ground, or airbome less than 50 nm from the origin airport. or less tran halfway to the destination airport, the DEPART page for the ORIGIN airport shows. Ifthe aircraft is airborne and more then halfway {o the destination airport, the ARRIVAL page forthe destination airport is shown, 1. Press the line select bution adjacent to the desired approach. & Press the line select key bution adjacent to the desired transition, NOTE If the desired approach or transition is not visible under the APPROACHES or TRANS list, press the NEXT or PREV function keys to scroll trough additonal selections. FAA Approved APR 2 2 2010 PIN338-.000014. 17 of 24 4d. Via the ARR DATA page, select BARO ifthe approach is a LPV or LV 2s set by the database. ‘@ Once the approach, approach transition and BARO (f required) have been selected, press the EXEC function key to-add the approach to the fight plan. NOTE |When an approach is added toa fight pian from the ARRIVAL age, a discontinuty may be added immediately before the ‘approach procedure in the fight plan, Tointercept the fnal approach course via vectors, select the fight director NAV or APPR mode. When’ fying an approach via@ transition other than vectors and APPR is the esired vertical mode to complete the approach, verify ‘APPR mode is selected prior to 2 nm from the final approach fx 1g. IF VNAV path guidance is desired for a non-precision approach, select VNAV mode prior to the final approach fix. The FMS will provide a vertical path for those approaches with a vertical angle displayed on the CDU LEGS page to the altitude at the runway or missed approach point NOTE ‘Autopilot coupled or fight director V-bar coupled guidance for \VNAV operations is prohibited, ‘Approaches without @ vertical angle will display V-MDA above the missed approach point aude on the CDU LEGS page. If ‘APPR mode is selected on the FCP, a white GP annunciation willbe displayed no later than 2 nm from the final approach fx. ‘This indicates the system is armed to capture and track a VNAV death past the final approach fx. After gldepath capture, the ‘nnurciation will change to VGP in green. In VGP mode, the NAV system wil not level at the preseiected altitude. The preselector can be sel to the missed approach altitude (Operation in VGP mode is similar to GS mode for an ILS. ‘approach and is appropriate when operating to a DA. If NAV ‘mode is selected on the FCP, a white PATH annunciaton will be displayed no {ater than 2 nm from the fal approach fx. This, Indicates the system is armed to capture and track a VNAV path past the final approach fix. After path capture, the annunciation, Will change to VPATH in green. In VPATH mode, the VNAV. system wil level at the preselected altitude or VNAV reference aliude whichever is higher. There may be subsequent step- down fixes after the FAF that requites plot action to continue the descent to the MDA. 180f 24 revises: APR 2 2 2OITAA Approved FIN 36-00-0074 NAV path guidance after the FAF is not aveilable for those approaches with V-MDA displayed above the missed approach point altitude on the COU. If fying level to the FAF. the aircraft will remain in an altitude hold mode past the FAF uniess another fight director vertical mode is selected for descent to the desired MOA. if descending to the FAF via a VNAV cefined path the fight director will revert to PTCH mode at the FAF and the aircraft will continue the descent at the alrcaft pitch value resent at the transition to PTCH mode. There may be Subsequent step-down fixes after the FAF that requires plot ‘action to continue the descent to the MDA. 3. FMS LPV or LIV APPROACH PROCEDURE CAUTION Use of the autopilotfight director 1/2 BANK mede may result in excessive deviation from the course during an approach or holding pattern due to the limits these modes place on ‘autopilot command authority ‘2, On the CDU, press the DEP ARR function key to show the ARRIVAL page. NOTE [Autopilot coupled or fight director V-bar coupled guidance for ‘VNAV operations is prohibited. NOTE Either an origin (ORIG) or a destination (DEST) airport must be specified in the fight plan for approach selections to be available on the ARRIVAL page. When the DEP ARR key is pressed, one of three pages is shown: DEPART, ARRIVAL, or DEP/ARR INDEX. Ifthe aicraftis on the ground, or airborne less than 50 nm ffom the origin airport, or less tran halfway to the destination airpon, the DEPART page for the ORIGIN airport shows. Ifthe aircraft is airbome and more than halfway tothe destination airpor, the ARRIVAL page for he destination alrpotis shown. b, Select an RNAV (GNSS) approach that is authorized for SBAS-VNAV. & Press the line select button adjacent to the desired transition NOTE If the desired approach or transition is not visble under the APPROACHES or TRANS list press the NEXT or PREV function keys to scroll through adklttonal selections. Revised: PIN 38-00-01: FAA Approved APR 2 2 2010 19 of 24 1d. Once the approach and transton have been selected. press the EXEC function key to add the approach to the fight plan ‘The FMS annunciates "LPV TERM" or “LV TERM" on the PED when the aircraft is within the terminal area (31 am) of the selected facity, NOTE |When an approach ie added to fight plan fom the ARRIVAL page, a discontinuity may be added immediately before the _approach procedure inthe fight plan. ©. Tointercept the final approach course via vectors, select the fight director APPR mode. When fying an approach via a transition other than vectors, verity APPR mode is selectes pir to 2 nm from the final approach fix. NOTE ‘Approaches conducted utlizing SBAS-VNAV are not subject to temperature imitations, £. Select VNAV made prior to the final approach for (FAF) RWY is annundiated on the PFD when within 500 ft {epproximately 2 dots) of the LPV vertical path. if APPR. ‘mode is selected on the FGP, a white GP annunciation wil bbe displayed no later than 2 1m from the final approach fx. ‘Tris indicates the system is armed to capture and track a ‘lidepath past the final approach fix After glidepath ‘capture, the annunciation will change to VGP in green. In GP mode, the VNAV system will not level at. the preselected altitude. The preselector can be set to the missed approach aude. Operation in VGP mode is similar to GS mode for an ILS approach and is appropriate for ‘operations to a DA, ‘9. When the fight plan leg after the FACF becomes active and the aircrat’ meets the lateral capture citeria, the PFD ‘annunciates LPV APPR or LIV APPR and displays angular lateral and vertical deviation for the SBAS-VNAV approach WY will be annunciated on the PFD in the VNAV target alitude field ater LPV or LAV APPR is anrunciated and the aircraft is within 500 8 of the SBAS vertical path NOTE ‘The TOD displayed past the FACF is based on a baromettic NAV path to the final approach fix altitude until the FMS transitions to LPV APPR or LV APPR mode. After transition to either FMS approach mode, the TOD represents the Intercept point of the SBAS vertical path 20 of 24 APR 2 2 2010FAA Approved Revised: IN 38-00-0014 ‘The FMS transitions fo LPV APPR or LIV APPR mode under any ofthe following conditions: + The FACF is sequenced and flying on the published procedure. Interoepting inside the FACF via HOG mode and within 0.2 fi of the lateral path, ‘+ Ifa directto the FAF was selected with a INTC course within, 45 degrees of the final approach course, LPV APPR or LIV [APPR will be annunciated 2 nm prior to the FAF. + a vertical directo to FAF was selected, LPV APPR or LIV ‘APPR willbe annunciated 2:nm prior to FAF. + Ifthe FACE is deleted, LPV APPR or LIV APPR will be annunciated after sequencing the next step down fix or in absence of any step down fies 21m prior othe FAF. Ifthe last step down alltude is less than 2 nm from the PAF, either FMS approach mode activates 2 nm prior tothe FF. +f step down altitudes between the FACF and FAF have ‘been modified with an AT constraint alitude, LV APPR of UV APPR will activate after the last modified step down altitude. Ifthe last step down altitude is les than 2:nm from the FAF, either FMS approach mode actvales 2 nm prior to the FAF = When fing parallel to the final approach course in heading mode, LPV APPR or LIV APPR wil actvate crossing the 2 rim radius circle around the FAF. 4, MISSED APPROACH PROCEDURE Missed approach procedures are automatically added to the flight plan with the selection of an approach. The missed ‘approach procedure begins on the LEGS aye with the leg immediately following the MISSED APPR label. It will also

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