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information from an air data computer and analog or digital fuel flow
data from the aircraft's fuel flow sensors and heading from the
aircraft compass system or INS. The FMS may be interfaced with a
Doppler system to provide sea surface current calculations for
drifting targets.
Section I
System Description
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Best Computed Position
The primary position data received from the sensors is combined in
a Kalman Filter within the FMS to derive a "Best Computed Position"
(BCP). Utilizing this BCP, the FMS navigates the aircraft along the
pilot-programmed flight path, which can include departure
procedures (SIDs), airways, inflight maneuvers, holding patterns,
arrival procedures (STARs), approaches and runways.
The FMS best computed position is determined by using position
inputs from all available navigation sensors and DME distance
information from the scanning DME (if installed). If an RRS is
installed TACAN information is also used. The system searches the
NAV Data Base to determine which DME or TACAN stations are
within range and then sequentially tune each station. By
interrogating multiple DME or TACAN stations, knowing the
geographic coordinates of each station, and correcting the distance
computation for slant range using station elevation and aircraft
altitude, the FMS is able to compute the position of the aircraft. This
DME derived position is then integrated with position information
from the Omega/VLF, GPS, Loran C, and inertial sensors, radial
from the VOR and TACAN, TAS from the air data computer, and
heading information to derive the best computed position as a
weighted average of the various sensor inputs. If the aircraft is out
of DME range, the FMS will rely upon the long range sensors for
position information. After the best computed position is obtained,
secondary navigational functions such as course to waypoint, ETA,
distance to waypoint, wind, and groundspeed are computed for
display. Estimated winds may be defined at various waypoints in the
flight plan to give more accurate ETA’s.
Flight Planning
Flight planning is accomplished by accessing the internal navigation
data base that includes navigation data, and pilot-defined data and
company defined routes created on Universal’s Offline Flight
Planning Program. The pilot selects from waypoints, routes,
airways, arrivals and departures, approaches and runways to create
the desired flight plan. Accurate and quick flight planning is
facilitated by features such as SIDs, STARs, and Approaches for
use in terminal areas, and High and Low Altitude airways
Section I
System Description
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for the enroute portion. The pilot with only a few key strokes can
generate the most complicated flight plan. These operations are
accomplished by selecting the appropriate data from computertailored
lists, thus eliminating the need to type in actual or other time
consuming data from the keyboard and reducing entry errors.
Maneuvers
Inflight maneuver capabilities include FMS controlled departures,
procedural turns, turn anticipation, Direct-To functions, VNAV,
Heading Mode, holding patterns, selected crosstrack, Pseudo-VOR,
arrivals and approaches.
Waypoint Sequencing
The FMS utilizes automatic turn anticipation for leg changes along
the flight plan. Turns are commenced at a distance based upon
groundspeed, leg change magnitude, and roll steering bank limits for
the present altitude. If a leg change incorporates a "fly-over"
waypoint, the turn will commence over the waypoint.
Direct-To
The FMS provides maximum flexibility when defining direct-to leg
changes. Direct-to maneuvers can be to waypoints or airports on or
off the flight plan. If a TO waypoint that is off the flight plan is
chosen, the system will prompt the pilot to redefine the NX waypoint
in order to link the newly defined leg into the flight plan. The pilot
may specify the turn direction when performing a DTO.
Heading Mode
The HDG function of the NAV mode allows the pilot to select and fly
a desired heading using keyboard entries from the FMS. When
installed with advanced Collins EFIS, the heading bug knob may
also be used to control FMS heading.
The Heading Mode may be armed to automatically intercept the
current Nav leg as well.
Section I
System Description
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Selected Crosstrack
A parallel course may be established to provide guidance with
respect to an offset course, parallel to the leg defined by the FR/TO
waypoints. When SXTK (Selected Crosstrack) is entered, the SXTK
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