FMS CMA-900 924-990436-000 PTT Manual

PART TASK TRAINER MANUAL
OPERATOR TRAINING
FLIGHT MANAGEMENT UNIT

CMA-900
S/W 169-614128-602
-603
CANADIAN MARCONI COMPANY

CUSTOMER SUPPORT
600 DR. FREDERIK PHILIPS BOULEVARD
VILLE ST. LAURENT, QUEBEC, CANADA H4M 2S9
TEL: (514) 748-3148, TELEX: 05-827822, FAX: (514) 748-3100
BAE SYSTEMS CANADA INC. (formerly Canadian Marconi Company)
now operates under the name:
CMC Electronics Inc.

all references to BAE SYSTEMS CANADA INC. or
Canadian Marconi Company should read:
CMC Electronics Inc.

PART TASK TRAINER MANUAL
OPERATOR TRAINING
FLIGHT MANAGEMENT UNIT

CMA-900
S/W 169-614128-602
-603

CUSTOMER SUPPORT
VILLE ST. LAURENT, QUEBEC, CANADA H4M 2S9
TEL: (514) 748-3148, TELEX: 05-827822, FAX: (514) 748-3100
Publication No. 900-TG600-0115 October 30, 1998

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CUSTOMER SUPPORT
VILLE ST. LAURENT, QUEBEC,
CANADA H4M 2S9
CMA-900 FLIGHT MANAGEMENT SYSTEM
PART TASK TRAINER MANUAL/OPERATOR TRAINING
LIST OF EFFECTIVE PAGES
NOTE
The portion of the text affected by the latest change is indicated by a vertical line in the margin
of the page. Changes to illustrations are indicated by miniature pointing hands or black vertical
lines.
Original ...................0 ....................October 30, 1998
THE TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 84
SUBJECT PAGE DATE SUBJECT PAGE DATE
Title T-1 Oct 30/98 Operating the Part Task 3-1 Oct 30/98
Training 3-2 Oct 30/98
List of Effective Pages LEP-1 Oct 30/98 3-3 Oct 30/98
LEP-2 Oct 30/98 3-4 Oct 30/98
3-5 Oct 30/98
Record of Revisions RR-1 Oct 30/98 3-6 Oct 30/98
RR-2 Blank 3-7 Oct 30/98
3-8 Oct 30/98
Service Bulletin List SB-1 Oct 30/98
SB-2 Blank Part Task Trainer 4-1 Oct 30/98
Configuration 4-2 Oct 30/98
List of Abbreviations LOA-1 Oct 30/98 4-3 Oct 30/98
LOA-2 Oct 30/98 4-4 Oct 30/98
LOA-3 Oct 30/98 4-5 Oct 30/98
LOA-4 Oct 30/98 4-6 Blank
Table of Contents TC-1 Oct 30/98 CMA-900 Pilot’s Operating 5-1 Oct 30/98
TC-2 Oct 30/98 Procedures 5-2 Oct 30/98
5-3 Oct 30/98
Description and Operation 1-1 Oct 30/98 5-4 Oct 30/98
1-2 Oct 30/98 5-5 Oct 30/98
1-3 Oct 30/98 5-6 Oct 30/98
1-4 Oct 30/98 5-7 Oct 30/98
5-8 Blank
Part Task Training 2-1 Oct 30/98
Program Installation 2-2 Oct 30/98
2-3 Oct 30/98
2-4 Oct 30/98
M97354.VE2
Page LEP-1
October 30, 1998
LIST OF EFFECTIVE PAGES (continued)
Preflight Procedures 6-1 Oct 30/98 Arrival and Approach 8-1 Oct 30/98
6-2 Oct 30/98 Procedures 8-2 Oct 30/98
6-3 Oct 30/98 8-3 Oct 30/98
6-4 Oct 30/98 8-4 Oct 30/98
6-5 Oct 30/98 8-5 Oct 30/98
6-6 Oct 30/98 8-6 Oct 30/98
6-7 Oct 30/98 8-7 Oct 30/98
6-8 Oct 30/98 8-8 Oct 30/98
8-9 Oct 30/98
8-10 Oct 30/98
In-Flight Procedures 7-1 Oct 30/98 8-11 Oct 30/98
7-2 Oct 30/98 8-12 Oct 30/98
7-2 Oct 30/98 8-13 Oct 30/98
7-3 Oct 30/98 8-14 Oct 30/98
7-4 Oct 30/98
7-5 Oct 30/98 System Messages and 9-1 Oct 30/98
7-6 Oct 30/98 Remote Annunciators 9-2 Oct 30/98
7-7 Oct 30/98 9-3 Oct 30/98
7-8 Oct 30/98 9-4 Oct 30/98
7-9 Oct 30/98 9-5 Oct 30/98
7-10 Oct 30/98 9-6 Oct 30/98
7-11 Oct 30/98 9-7 Oct 30/98
7-12 Oct 30/98 9-8 Oct 30/98
7-13 Oct 30/98 9-9 Oct 30/98
7-14 Oct 30/98 9-10 Blank
Page LEP-2
October 30, 1998
RECORD OF REVISIONS On receipt of revisions, insert pages and

record date inserted and initial.
ASSIGNED TO (JOB TITLE) LOCATION
REV. REVISION INSERTION REV. REVISION INSERTION

NO. DATE DATE BY NO. DATE DATE BY
Page RR-1/RR-2
October 30, 1998
SERVICE BULLETIN LIST
SERVICE MANUAL MANUAL

BULLETIN SUBJECT REVISION REVISION
NO. NUMBER DATE
Page SB-1/SB-2
October 30, 1998
LIST OF ABBREVIATIONS
A - Above (altitude)
ACT - Active
ACARS - Aircraft Communications Addressing and Reporting System
ACQ - Acquisition mode
AFCS - Airborne Flight Control System
AFMS - Airplane Flight Manual Supplement
AF/RF - Arc to Fix/Radius to Fix
ADC - Air Data Computer
ADF - Automatic Direction Finder
AGL - Above Ground Level
ALT - Altitude
ANP - Actual Navigation Performance
AP/FD - Autopilot/Flight Director System
APPR - Approach
ARC - Arc to Fix/Radius to Fix
ARINC - Aeronautical Radio Incorporated
ARR - Arrival
ATA - Actual Time of Arrival
ATC - Air Traffic Controller
B - Below (altitude)
BRT - Brightness
CDU1 - Pilot side MCDU

CDU2 - Co-pilot side MCDU
CFG - Configuration
CLR - Clear
CMA - Canadian Marconi (Avionics)
CTL - Radio Controller
CRS - Course (desired track) of route leg or to waypoint
CRT - Cathode Ray Tube
CRZ - Cruise
DA - Drift Angle
DEL - Delete
DEP - Departure
DESEL - Deselected
DEST - Destination
DIFF - Differential
DISCO - Route Discontinuity
DIS - Distance
DLU - Data Loader Unit
DME - Distance Measurement Equipment
DOP - Dilution of Precision
DR - Dead Reckoning
DTG - Distance To Go
E - East
E/W - East/West
EFIS - Electronic Flight Instrumentation System
ENRT - En-Route
ETA - Estimated Time of Arrival
Page LOA-1
October 30, 1998
EXEC - Execute
FAF - Final Approach Fix

FC - Fuel Computer
FDE - Failure Detection and Exclusion
FGCS - Flight Guidance Control System
FL - Flight Level
FMS - Flight Management System
FMS-FMS - FMS1 relative to FMS2 in dual installation
FMU - Flight Management Unit
FMU1 - Pilot side FMU
FMU2 - Co-pilot side FMU
FOM - Figure of Merit
FR - From
FREQ - Frequency
F.S. - Full Scale
FT - Feet
GUI - Graphical User's Interface

GMT - Greenwich Mean Time
GNSSU - Global Navigation System Sensor Unit
GPS - Global Positioning System
GS - Ground Speed
GSM - Global Navigation System Sensor Module
/H - Holding Pattern
HDG - Heading
HDOP - Horizontal Dilution of Precision
HFOM - Horizontal Figure of Merit
HIL - Horizontal Integrity Limit
HSI - Horizontal Situation Indicator
IAF - Initial Approach Fix

IAS - Indicated Airspeed
IDENT - Identifier
IFR - Instrument Flight Rules
in Hg - Inches of Mercury
INBD - Inbound
INIT - Initialize
INTC - Intercept Course
KT - Knot(s)
L - Left
LAT - Latitude or Lateral
LDR - Light Detector
LNAV - Lateral Navigation mode of the autopilot/flight director system
LONG - Longitude
LSK - Line Select Key
M - Meter
MAINT - Maintenance
MAP - Missed Approach Point
MCP - Mode Control Panel
Page LOA-2
October 30, 1998
mb - Millibars (hectopascal)
MHz - Mega Hertz
MIN - Minute
MNPS - Minimum Navigation Performance Standard
MOD - Modified
MSG - Message
N - North
NAV - Navigation or Navaid
NISF - Non-Isolated Satellite Failure
NDB - Non-directional Beacon
NM - Nautical Mile
NOTAMS - Notices To Airmen
/O - Overfly waypoint
OFST - Offset
OP - Operations (independent/synchronized)
ORIG - Origin
PBD - Place/Bearing/Distance
PBPB - Place/Bearing-Place/Bearing
PDL - Portable Data Loader
PERF - Performance
POS - Position
PPOS - Present Aircraft Position
PREV - Previous
PROG - Progress
P-T - Procedure Turn
PTT - Part Task Trainer
QTY - Quantity
R - Right
RAD - Radial
RAIM - Receiver Autonomous Integrity Monitor
REC - Flight Recorder
REF - Reference
REM - Remaining
RFMS - Rotorcraft Flight Manual Supplement
RNG - Range
RNP - Required Navigation Performance
RTA - Required Time of Arrival
RTE - Route
/S - Search Pattern
S - South
SEL - Selected
S/W - Software
SMC - System Maintenance Computer
STAT - Status
STC - Supplemental Type Certificate
SYNC - Relative to Synchronization between two FMS
T - Angle referenced to True North

TAS - True Air Speed
Page LOA-3
October 30, 1998
TERM - Terminal
TK - Track (Actual)
TKE - Track Angle Error
TRANS - Transition
TTFF - Time To First Fix
UTC - Universal Coordinated Time
VDOP - Vertical Dilution of Precision

VECT - Vector
VHF - Very High (30-300 MHz) Frequency
VIS - Visible
VLF - Very Low (3-30 kHz) Frequency
VOR - VHF Omni-directional Radio Range
W - West
WD - Wind Direction
WPT - Waypoint
WS - Windspeed
X-TALK - FMS-FMS Cross-Talk (Synchronization)

X-FMS - Off-Side FMS
XTK - Cross Track
VFR - Visual Flight Rules
Z - Zulu (UTC) time
Page LOA-4
October 30, 1998
TABLE OF CONTENTS
SECTION PAGE
I DESCRIPTION AND OPERATION.........................................................................................................1-1
II PART TASK TRAINER PROGRAM INSTALLATION.............................................................................2-1
III OPERATING THE PART TASK TRAINER.............................................................................................3-1
IV PART TASK TRAINER CONFIGURATION............................................................................................4-1
V CMA-900 PILOT'S OPERATING PROCEDURES..................................................................................5-1
VI PREFLIGHT PROCEDURES .................................................................................................................6-1
VII IN-FLIGHT PROCEDURES ....................................................................................................................7-1
VIII ARRIVAL AND APPROACH PROCEDURES ........................................................................................8-1
IX SYSTEM MESSAGES AND REMOTE ANNUNCIATORS .....................................................................9-1
Page TC-1
October 30, 1998
LIST OF ILLUSTRATIONS
FIGURE PAGE
Figure 1.1 List of Related Publications........................................................................................................1-1

Figure 1.2 PTT Identification .......................................................................................................................1-2
Figure 1.3 PTT Program Window Display...................................................................................................1-4
Page TC-2
October 30, 1998
INSERT
SECTION I
DESCRIPTION AND OPERATION
TAB HERE
SECTION I
DESCRIPTION AND OPERATION
1.1 PURPOSE OF MANUAL
This manual provides the installation and operation instructions for the CMA-900 Flight Management
System (FMS) Part Task Trainer (PTT) program. This manual also includes structured exercises,
performed using the PTT simulation software, which enable the pilot or user to learn how to operate the
CMA-900 FMS equipment in typical flight applications.
NOTE
This manual is intended to be a generic document for all FMS applications and describes procedures
which make use of all available displays and controls. The PTT software, when configured to reflect the
actual aircraft installation, may disable certain FMS operational features described herein.
1.2 PURPOSE OF PTT PROGRAM
The PTT program is loaded and run on a PC-compatible computer. It allows the user to practice Operator
and/or Flight Line Maintenance Level tasks which are normally performed using the CMA-900 FMS
Multipurpose Control and Display Unit (MCDU). The PTT program interacts with the user, simulates the
operation of the CMA-900 FMS equipment and provides aircraft responses to FMS actions.
The PTT program is designed to be a training aid. It may be used in a classroom environment with an
instructor providing coaching. The PTT program, in conjunction with this manual, the CMA-900/CMA-
2014 FMS Operator's Manual and/or the CMA-900 Installation/Flight Line Maintenance Manual, may also
be used for individual self-directed study.
APPROVAL
Approval of the PTT as a training aid, if required, must be obtained from the Civil Aviation Authority of the
country of registration of the aircraft.
1.3 RELATED PUBLICATIONS
Figure 1.1 lists the publications related to the PTT.
NOMENCLATURE PUBLICATION NO.
Operators Manual, Flight Management System 900-GEN-0117

CMA-900/CMA-2014 (with appropriate operational software program)
Installation/Flight Line Maintenance Manual, Flight 900-GEN-0812

Management System, CMA-900
List of Related Publications

Figure 1.1
Page 1-1
October 30, 1998
1.4 PTT IDENTIFICATION
The PTT package comprises the PTT software, Jeppesen Databases, Company Routes Database and
the PTT Operator's Training Manual as listed in Figure 1.2 below.
NOMENCLATURE COMMON CMC PART NUMBER COMMENT

NAME
CMA-900 FMS Part Task PTT 169-614128-602, -603 PTT software diskettes
Trainer Program
Used for Pilot/Operator
Part Task Trainer Manual/ 900-TG600-0115 924-990436-000 training
Operator Training
Jeppesen Databases/ NA NA Sample databases are

Company Routes Database initially supplied with
the PTT. The
customer is
responsible for
obtaining and updating
the databases
appropriate for the
aircraft.
PTT Identification
Figure 1.2
NOTE
Prior to using this manual or the PTT software, ensure that the last three digits of the software number
indicated on the cover page of this manual match the version number identified in the PTT program title
bar displayed on your PC and the last three digits of the software number indicated on the cover page of
the FMS Operator's Manual, Publication No. 900-GEN-0117.
1.5 PC SYSTEM REQUIREMENTS
The minimum PC system requirements for proper operation of the Part Task Trainer program are:
a) Windows Operating System

b) Intel 66 MHz 486DX2 CPU
c) 16 MB RAM; 10ms Hard Drive; 3.5" Diskette Drive
d) Keyboard and Mouse System installed
e) Local Bus Video Graphics with 2MB RAM
f) Monitor Software Driver with 1024 x 768 x 256 colors definition
g) 14" Color Monitor, SVGA compatible
1.6 PTT PROGRAM OVERVIEW
A. General
The PTT program utilizes an abridged and adapted version of the released CMA-900 Flight
Management Unit (FMU) software as the basis for its simulation. It reflects the actual FMS equipment
Page 1-2
October 30, 1998
and software version installed in the aircraft. The PTT can be easily updated should improvements
be made to the CMA-900 FMS operating software.
B. PTT User's Interface
The PTT software uses a standard Windows Graphical User's Interface (GUI) to interact with the
user. User inputs are made in the form of keyboard and mouse interactions. The PTT program
window displayed on the PC monitor consists of the following:
a) Program title bar showing the PTT program name and version number;
b) PTT program menu bar;
c) MCDU front panel which consists of the keyboard, annunciators and Active Matrix Liquid
Crystal Display (AMLCD) screen;
d) Aircraft annunciators and controls; and,
e) Electronic Flight Instrument Display (EFIS) which can be toggled to display either an HSI,
ADI, or Map Mode.
Refer to Figure 1.3 for an illustration of the PTT program window.
The PTT's primary display, the MCDU front panel, presents the same controls, menus and menu
options normally available and displayed on the actual equipment. The user selects MCDU menu
options, enters data and adjusts PTT controls to simulate flight conditions. The PTT software utilizes
the entered data and, along with simulated navigation sensor inputs, calculates and displays the
navigation solution on the appropriate MCDU pages. Additionally, the EFIS display and aircraft
annunciators are driven to provide realistic aircraft responses to flight progress and flight segment
transitions.
C. Mode of Operation
The PTT uses a "Free Play" mode of operation which allows the user to execute MCDU procedures
and sequences in random order. It is designed to operate in normal mode with all anomaly
annunciators extinguished and configured as per the aircraft installation options.
When the PTT operates using the GPS navigation sensor, the GPS Almanac is simulated to allow
proper operation of flight management functions in the Terminal/Approach Mode where Predictive
RAIM is required.
D. Navigation and Company Routes Databases
The PTT software accepts Jeppesen and Company Routes database updates as loaded in the
aircraft at regular intervals. The databases are stored on 3.5" floppy disks and are transferred to the
PTT program Data Loader Unit (DLU) folder using Windows File Manager or Widows Explorer.
Page 1-3
October 30, 1998
PTT Program Window Display

Figure 1.3
Page 1-4
October 30, 1998
INSERT
SECTION II
PART TASK TRAINER PROGRAM INSTALLATION
TAB HERE
SECTION II
PART TASK TRAINER PROGRAM INSTALLATION
2.1 SCOPE OF SECTION.
This section describes the installation instructions which are used to load the PTT software, the Jeppesen
Navigation Databases and Company Routes Database into the PC.
NOTE
Prior to PTT installation, ensure that all Windows applications are "closed".
2.2 GETTING STARTED.
The PTT program occupies approximately 4 MBytes of storage space and is compressed, or zipped, into
an executable file called "ZIP60X.EXE". "60X" refers to the PTT version number and corresponds to the
CMA-900 FMS application software number.
The "ZIP60X.EXE" file, when un-compressed, creates a folder which will contain:
a) PTT60X.EXE, the PTT executable or application file;

b) BITLIB.DLL, the PTT display image;
c) NVRAMX.SAV, the PTT data storage area which saves the CMA-900 FMS aircraft equipment
configuration, operational variables and the Company Routes file; and,
d) DLU (Data Loader Unit) folder.
The "DLU" folder will contain:
a) FLDBASE.CFG, the data file which stores the names of the databases used by the PTT;
b) LAT_LON.GPS, the data file which saves the aircraft present position at the time that the PTT
program is closed;
c) FK041297.LDR, a typical current cycle of Jeppesen Navigation Database file;
d) FK010198.LDR, a typical next cycle of Jeppesen Navigation Database file;
e) CONFIG.LDR, a file which allows loading of subsequent Navigation Databases and the Company
Routes file; and,
f) ALSK2.LDR, a typical Company Routes file.
Before proceeding with the actual loading of the software program, make a copy the PTT program
diskette received. Store the original diskette in a safe place. Use the copied diskette to load the software
program into the PC.
2.3 PC DISPLAY RESOLUTION AND COLOR SETTING.
The PTT program was developed to run on a PC with a display resolution of 1024x768 and color setting
of 256. To verify and/or configure the correct display setting using Windows 95, perform the following
steps:
a) At the bottom command/status bar of the Windows display, click on the "Start" button;
b) Select the following commands or options - "Settings", "Control Panel", "Display", and "Options";
c) Ensure that the "Desktop Area" resolution is 1024x768; and,
d) Ensure that the "Color Palette" is 256.
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October 30, 1998
2.4 PTT FMS SOFTWARE LOADING.
To load the CMA-900 PTT program software files, perform the following steps:
a) Insert the PTT program Diskette into drive "A";

b) At the Windows bottom command/status bar, click on the "Start" button;
c) Select "Programs", then "Windows Explorer";
d) Select drive "A" to display the contents of the Diskette;
e) Double click on the "A:\ZIP60X.EXE" file;
f) The "WINZIP SELF-EXTRACTOR" window appears;
g) In the "Unzip to Folder" data entry field, enter the name of the folder where the unzipped PTT files
will be stored, (ie. "C:\PTT603");
h) Click on the "UNZIP" command button;
i) Ensure that the "9 file(s) unzipped successfully" message is shown; and,
j) Press the "OK" button.
After the PTT files are loaded, the "PTT60X" and "PTT60X\DLU" folders are created.
To create a PTT Program Shortcut icon:
a) At "Windows Explorer", display the folder containing the "PTT6XX.EXE" file;

b) Click on and drag the "PTT60X.EXE" file onto the Desktop panel; and,
c) Verify that the MCDU PTT icon is displayed on the Desktop panel.
2.5 STARTING THE PTT PROGRAM.
To start the PTT program, double-click on the PTT60X icon displayed on the Desktop panel.
NOTE
A. Ensure that all applications are closed when running the PTT software.
B. The PTT software may contain sample Navigation and Company Routes Databases which are based
on other CMC customers.
C. For training purposes, should the Navigation Databases have expired dates, simply delete the "Data
Base Out Of Date" message from the MCDU scratchpad.
2.6 PERIODIC UPDATE OF NAVIGATION/COMPANY ROUTES DATABASES.
The PTT Navigation Database must be updated on a monthly basis to maintain the databases current.
The Company Routes Database may also require an update when changes are made to route structures.
To load the next cycle of the Navigation Database, perform the following steps:
(1) Insert the Diskette containing the Navigation Database file into drive "A" then:
a) Using Windows Explorer (refer to Section 2.4 above), ensure that "(A:\)" and "PTT60X\DLU"
folders are shown on the left-half of the screen;
b) Click on "(A:\)" to display the contents of the Diskette; and,
c) Select all files on the Diskette, then drag and drop into folder "PTT60X\DLU".
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October 30, 1998
(2) Start the PTT program:
a) At the Desktop or Windows Explorer display, double click on the PTT60X Program icon;
b) The PTT program window is displayed;
c) The Aircraft Configuration dialog box is opened, select the configuration number applicable to the
aircraft installation, then click on OK;
d) The PTT software continues with the MCDU power-on self-test routine;
e) The PTT displays the "MCDU MENU 1/2" page; and,
f) Click on the MCDU Line Select Key (LSK) adjacent to "FMS1 <REQUESTING>" to display the
"FMS1 IDENT 1/1" page.
(3) Load the current cycle of the Navigation Database:
a) At the "FMS1 IDENT 1/1" page, clear any messages in the scratchpad by clicking on the [CLR]
key;
b) Access the "DATA LOAD 1/1" page by selecting with the mouse:
- [INIT/REF] key
- [NEXT] key
- <MAINT> LSK
- [1] key, then click on the <PASSWORD> LSK
- <DATA LOAD> LSK
c) Ensure <NAVDATA> is displayed, if not, click on the <TYPE> LSK to toggle to the correct
database data type;
d) Click on the <START> LSK, the Navigation Database loads with load progress displayed as
follows:
- INSERT DISK - no disk in drive

- IN PROGRESS - data being transferred
- COMPLETED - transfer of data completed successfully
- FAILED - data transfer not completed
- NO DLU - FMS does not recognize that the DLU is installed
The transfer of data may be stopped manually by pressing <ABORT>.
e) Verify that the database has loaded into the FMS software by clicking on:
- [INIT/REF] key
- <IDENT> LSK
NOTE
Each time a database is loaded, Windows will inform you that the current "CONFIG.LDR" file will be
replaced. Click on the "Yes" button to replace the old "CONFIG.LDR" file with the new file.
Load the Company Routes Database by repeating steps (1), (2) and (3) above and using the appropriate
Diskette, with the following exceptions:
Page 2-3
October 30, 1998
a) At substep (3)-c), ensure that <COROUTES> is displayed as the data type; and,
b) Click on the [RTE] key and <CO ROUTES> LSK to verify that the Company Routes Database has
loaded.
CAUTION
After loading the PTT and initial database files, do not erase any of the files in the "PTT60X" or
"PTT60X\DLU" file folders.
2.7 PTT FILE MAINTENANCE.
Two Navigation Database files must remain in the "PTT60X\DLU" folder, even though the files are loaded
into the CMA-900 FMS simulation software using the MCDU procedures listed above.
After PTT installation, when a new next cycle Navigation Database file is loaded, the oldest of the three
Navigation Databases may be deleted. The oldest database would not be displayed as either "ACTIVE"
or "SECOND" on the MCDU FMS1 IDENT 1/1 page.
To determine which database file to delete, verify the database DOS file names. For example,
"FK170797.LDR", identifies a database created on July 17, 1997. The file would therefore represent the
Navigation Database valid for the month of August.
Page 2-4
October 30, 1998
INSERT
SECTION III
OPERATING THE PART TASK TRAINER
TAB HERE
SECTION III
OPERATING THE PART TASK TRAINER
This section describes the user interface with the PTT program. The PTT presents a graphic display of
the CMA-900 FMS MCDU and aircraft input/output controls and displays which together allow a user to
learn how the FMS operates. The simulated MCDU, aircraft controls and PTT functions are controlled
through the mouse and/or PC keyboard. The dynamic operation of the PTT is based on the
characteristics of a generic commercial aircraft.
3.2 PTT SIMULATED NAVIGATION.
The PTT program generates GPS and other navigation sensor data necessary to simulate aircraft flight.
It navigates internally in Dead Reckoning mode using inputs of Heading, TAS and Altitude, with all
annunciators extinguished. Heading, TAS and Altitude are initially entered manually by the user and are
then fed to the PTT CMA-900 FMS software. Heading, TAS and Altitude are updated in accordance with
the aircraft's horizontal and vertical movement.
3.3 MCDU CONTROL.
All keys on the MCDU keyboard and Line Select Keys (LSKs) on either side of the MCDU screen, are
activated by moving the mouse pointer over the selected key and clicking on it using the left mouse
button.
For more detail on MCDU controls and functions, refer to the CMA-900 FMS/CMA-2014 MCDU
Operator's Manual, 900-GEN-0117, with the applicable operational software. Section 2 of the Operator's
Manual describes the MCDU display format and the controls required to operate the PTT.
3.4 OPENING and CLOSING THE PTT PROGRAM.
To open or start the PTT program:
a) At the Desktop or Windows Explorer display, double click on the PTT6XX Program icon;
b) The Aircraft Configuration Dialog box is opened, select the configuration number applicable to the
aircraft installation, then click on OK;
c) The PTT software continues with the MCDU power-on self-test routine; and,
d) Click on the MCDU Line Select Key (LSK) adjacent to "FMS1 <REQUESTING>" to display the
"FMS1 IDENT 1/1" page.
To close the PTT program, use the File/Exit menu command.
3.5 COMMAND MENU BAR.
The PTT program Command Menu Bar has five command choices: File, Flight Seg, VORDME Freq, Nav
Mode and Annunciators.
When a command is selected, a drop-down command option list or dialog box will be displayed.
Page 3-1
October 30, 1998
3.6 FILE COMMAND.
The File command has three options: Open, Save and Exit.
a) Open: opens an already saved file, allowing the PTT to restart at the point where the work was
previously saved.
b) Save: saves the work in progress. As per standard Window's interface, a file name entry is
required if the work was not previously saved.
c) Exit: exits the PTT program without saving the work in progress.
3.7 FLIGHT SEG(MENT) COMMAND.
The Flight Seg(ment) command has three options: Modify, 2xTAS and Pause.
A. Modify Command.
Selecting Modify opens the Sensor Settings dialog box. The dialog box allows the user to initialize the
aircraft's heading and position, or place the aircraft at a waypoint location.
(1) Initializing the CMA-900 FMS.
Move the cursor to the appropriate Sensor Settings box data entry field and use the PC keyboard
to enter:
a) Heading: a three digit value in degrees representing the initial heading. The heading
value is fed to the CMA-900 FMS navigator software. The heading can be
changed in flight using the HDG SEL control knob when the HDG SEL
annunciator is on.
b) Altitude: the airport elevation in feet. The Altitude entry is also used in flight to place
the aircraft at the desired altitude above ground. The selected altitude is
shown in the EFIS display.
c) Latitude: the aircraft position in latitude, starting with N or S followed by the required
digits, without any spacing (leading zero(s) are required).
d) Longitude: the aircraft position in longitude, starting with E or W followed by the required
digits, without any spacing (leading zero(s) are required).
Click on the "OK" prompt or press the Enter key to initialize the CMA-900 FMS. The dialog box is
closed, the HSI indicates the new heading and the aircraft is repositioned.
(2) Advancing the aircraft position to a waypoint.
Move the cursor to the Waypoint data entry field and use the PC keyboard to enter the waypoint
name (ie. ICAO identifier). The waypoint must be a part of the active route and must be entered
in capital letters.
Click on the "OK" prompt or press the Enter key to complete the entry.
This function advances the aircraft position to the waypoint latitude and longitude coordinates.
Page 3-2
October 30, 1998
The flight leg is set to the "TO" waypoint following the entered waypoint. This function is normally
accessed during in-flight to re-position the aircraft at a waypoint where specific procedures are
available and can be performed.
The Sensor Settings dialog box cannot be used to go to a waypoint which has been over-flown
and is no longer a part of the active route.
B. 2xTAS Command.
Clicking on the 2xTAS option doubles the TAS value selected at the TAS SEL throttle control. The
new TAS is shown at the EFIS display. To return to normal TAS, re-select the 2xTAS command.
The 2xTAS command is used to accelerate the aircraft along a flight leg and reduce the Estimated
Time En-Route to the "TO waypoint by one half. After arrival at the "TO" waypoint, the TAS is
automatically reset to its normal value.
C. Pause Command.
Selecting Pause freezes the PTT action. To return to normal program operation, re-select the Pause
command.
Pause provides the user with time to assess the current flight situation and to review procedures
which will be performed after the Pause is removed.
3.8 VORDME FREQ(UENCY) COMMAND.
The VORDME Freq command is available only when VOR equipment is specified in the FMS
configuration pages. When the VORDME Freq command is selected, the Station Frequency dialog box is
opened.
Place the cursor in the Freq 1 or 2 data entry field and enter the VOR station frequency in MHz with a
resolution of up to 2 decimal places (ie. 108.15). The FMS software will tune to the desired VOR/DME
stations if GPS or VOR/DME is selected as the prime navigation mode for the PTT.
When the PTT is set to DME/DME navigation, the VORDME Freq command does not affect system
operation. In DME/DME navigation, the FMS software automatically tunes up to six DME stations based
on aircraft position and DME station geometry.
3.9 NAV(IGATION) MODE COMMAND.
The Nav(igation) Mode command has four options: GPS, DME-DME, VOR-DME and DR.
A. GPS Option.
Selecting GPS allows the simulator to use GPS as the primary navigation sensor. This mode is the
default navigation mode when the PTT is first started.
B. DME-DME Option.
This option is available only when the DME is enabled in the MCDU configuration pages. Selecting
DME-DME allows the PTT simulator to use the DME as the primary navigation sensor and to operate
in the rho-rho navigation mode.
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October 30, 1998
Clicking on the DME-DME option deselects the previously selected navigation mode and will cause
the following:
a) The GPS INT (GPS Integrity) aircraft annunciator is illuminated;

b) The POS (Position) MCDU annunciator is illuminated;
c) The MSG (Message) annunciators on the aircraft and MCDU is flashed on and off; and,
d) The GPS NAV LOST message is displayed in the MCDU scratchpad.
C. VOR-DME Option.
This option is available only when the VOR is enabled in the MCDU configuration pages. Selecting
VOR-DME allows the PTT simulator to use the VOR and DME as the primary navigation sensors and
to operate in the theta-rho navigation mode.
Clicking on the VOR-DME option deselects the previously selected navigation mode and will cause
annunciators to turn on and messages to be displayed as in paragraph 3.9 B. above.
D. DR Option.
Selecting DR deselects all other navigation modes and will cause the PTT to operate in Dead
Reckoning mode.
Clicking on DR will cause annunciators to turn on as in paragraph 3.9 B. and the FMS NAV IN DR
message to be displayed in the MCDU scratchpad.
In DR navigation, in addition to TAS and Heading changes via PTT controls, the user can also enter a
Groundspeed and Track or Wind and Wind Direction.
3.10 ANNUNCIATORS COMMAND.
The Annunciators Command has two options: FAIL and CALL.
A. FAIL Option.
For test purposes, clicking on the FAIL option will toggle the MCDU FAIL annunciator on. Clicking on
FAIL a second time will toggle the MCDU FAIL annunciator off.
This function does not operate when the MCDU MENU page is displayed.
B. CALL Option.
For test purposes, clicking on the CALL option will toggle the MCDU CALL annunciator, next to the
MENU key, on. Clicking on CALL a second time will toggle the MCDU CALL annunciator off.
This function does not operate when the MCDU MENU page is displayed.
3.11 AIRCRAFT DISPLAY.
An aircraft is displayed below the menu bar on the left-hand side of the PTT program window. The
aircraft is displayed only when FMS1 <ACTIVE> is selected on the MCDU MENU 1/2 page.
The aircraft is shown with gear down when on the ground, pointing upwards with gear up during take-off
and climb, horizontally with gear up during cruise and pointing downwards with gear up during descent.
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October 30, 1998
Aircraft orientation is dependant on aircraft TAS selected by the TAS SEL control and cruise altitude
selected by either the ALT SEL control knob or the PTT Flight Seg/Modify/Altitude menu command as
follows:
a) When the TAS is less than 160 kts, the aircraft is shown on the ground;
b) When the TAS is greater than or equal to 160 kts and the selected altitude is less than present
aircraft altitude, the aircraft is shown in take-off/climb mode,
c) When the TAS is greater than or equal to 160 kts and the altitude selected is reached, the aircraft
is in cruise; and,
d) When the TAS is greater than or equal to 160 kts and the altitude selected is less than the
present aircraft altitude, the aircraft is shown in descent.
NOTE
If the CMA-900 is configured for manual TAS entry, the PTT user must also enter the TAS value manually
on MCDU page PROGRESS 4/4. Failure to do so will result in the aircraft remaining on the ground and
the NAV flag being displayed on the HSI.
3.12 COCKPIT ANNUNCIATORS.
There are five cockpit annunciators above the EFIS display: ALRT (Alert), MSG (Message), GPS INT
(GPS Integrity), OFST (Offset) and GPS APPR CAP (GPS Approach Capture).
A. Alert Annunciator (Amber).
The ALRT annunciator, or lateral WPT (Waypoint) alert annunciator, illuminates within 10 seconds of
the turn anticipation, or the fly-over waypoint, when aircraft speed is below 250 knots. It will illuminate
within 60 seconds of the point at speeds greater than 250 knots.
B. Message Annunciator (Amber).
The MSG annunciator flashes when a new alert message is displayed in the MCDU scratchpad.
C. GPS Integrity Annunciator (Amber).
The GPS Integrity annunciator illuminates when:
a) The GPS HIL exceeds the position integrity performance requirements for the phase of flight. The
GPS POS UNCERTAIN message is displayed in the MCDU scratchpad.
b) The GPS sensor is deselected or not useable for navigation. The GPS1 or GPS2 NAV LOST
message is displayed in the MCDU scratchpad.
In FMS-FMS cross-coupled synchronized mode, the GPS Integrity annunciator illuminates only when
GPS integrity is lost in both FMS systems.
D. Offset Annunciator (White).
The OFST annunciator illuminates when the FMS is in parallel offset navigation.
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October 30, 1998
E. GPS Approach Capture Annunciator (Green).
The GPS Approach Capture annunciator illuminates at 2 nm inbound to FAF (Final Approach Fix)
when all conditions for a GPS instrument approach procedure have been met.
3.13 EFIS DISPLAY.
The PTT program features an EFIS display which can be toggled between an HSI (Horizontal Situation
Indicator), ADI (Attitude Director Indicator) or Map Mode. To toggle between displays, place the mouse
pointer on the EFIS display and press the left mouse button.
A. Horizontal Situation Indicator Display.
The HSI consists of a compass rose, aircraft heading marker, course pointer, cross-track distance or
deviation bar, NAV bug, ALT and TAS digital displays, and RANGE SELECT control.
The NAV bug is displayed when the aircraft is on the ground. It is removed when in flight. The NAV
bug will be displayed in flight when an FMS system failure occurs or the FMS steering output is no
longer valid.
The ALT (Altitude) and TAS (True Air Speed) indicate the current aircraft altitude and true air speed.
The RANGE SELECT control is not used for HSI operation or display. Refer to the Map Mode
display.
B. Attitude Director Indicator Display.
The ADI display presents a typical ADI with blue background for the sky, brown for the earth, attitude
or pitch markings above and below the horizon and a wedge-shaped aircraft symbol. Pointers and
scales for glideslope and other ADI features are not implemented.
The ADI also shows the ALT and TAS displays and RANGE SELECT control. Refer to 3.13 A. above.
C. Map Mode Display.
The Map Mode is available only when the EFIS is enabled in the MCDU configuration pages. The
information displayed on the EFIS is dependant on the configuration options selected. It can display
the waypoints and flight plan path and a combination of airport, NDB and VHF symbols.
The Map Mode is presented in segmented-arc configuration with the aircraft shown as a triangle at
the bottom center of the display. It displays the compass rose with aircraft heading, either True or
Magnetic, at the top center of the display. The heading is also presented in digital format.
The top left of the display shows the distance to go to the "TO" waypoint. The top right of the display
shows the desired track or course in degrees.
The RANGE SELECT control is activated by clicking on it with the mouse. The range is toggled from
a minimum range of 10 nm, to 20, 40, 80, 160, 320 and 640 nm maximum. Note that the middle
semi-circle indicates one-half of full scale.
The current aircraft ALT and TAS are also shown at the bottom of the display.
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October 30, 1998
3.14 TAS, ALT and HDG SEL CONTROLS.
The TAS, ALT and HDG SEL controls are displayed at the bottom left hand side of the PTT program
window.
A. TAS Select Control.
The TAS SEL control is shaped like a throttle stick and is used to bring the aircraft airborne. Increase
the speed by clicking the mouse pointer on the upper portion of the control. A red bar is displayed
and is indicative of engine power and aircraft speed desired. Decrease the speed by clicking below
the red bar.
The digital display next to the throttle control is indicates the speed demand. Note that the TAS
shown in the EFIS display is the delayed, actual aircraft TAS. The TAS SEL control allows a
maximum TAS of 430 kts, which can be doubled using the 2xTAS option under the PTT Flight Seg
command.
B. Altitude Select Control.
The ALT SEL control allows the user to select and display the desired aircraft cruise altitude. To
increase or decrease the desired altitude, click to the left or right of the control knob.
C. Heading Select Control.
The HDG SEL control allows the user to select and display the desired aircraft heading when the
aircraft is airborne and the FMS is not coupled to the auto-pilot (LNAV is not engaged). To increase
or decrease to the desired heading, click to the left or right of the control knob.
Selecting a different heading while airborne causes the aircraft to turn either left or right. The new
aircraft heading is reflected in the HSI and Map Mode displays. The aircraft turn is also shown on the
ADI.
Note that if the aircraft heading is changed by the PTT Flight Seg/Modify/Heading menu command,
the aircraft will momentarily change to the entered heading, then immediately turn to return to the
heading selected by the HDG SEL control knob.
3.15 TO/GA, LNAV/HDG SEL and APR ARM SWITCHES.
The TO/GA, LNAV/HDG SEL and APR ARM Switches are displayed at the bottom left hand side of the
PTT program window.
A. Take Off/Go Around Switch.
The TO/GA switch and annunciator is active when the aircraft is airborne and LNAV is engaged in
approach mode.
When TO/GA is pressed, the FMS disengages LNAV and goes into heading hold. The user must re-
select HDG SEL or re-engage LNAV to navigate from the Missed Approach Point (MAP) to the
holding fix described in the missed approach procedure.
B. Long Range Navigation/Heading Select Switch.
The LNAV/HDG SEL switch and annunciator is used to toggle between auto-pilot coupling of the FMS
to the AFCS and manual heading select as follows:
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October 30, 1998
a) When LNAV is selected, the PTT navigates in a closed loop using the steering output of the
FMS to control the heading input. This function is enabled only if the HSI NAV flag shows
valid and LNAV is engaged.
b) When HDG SEL is selected, the PTT navigates using the manually entered heading. To
manually turn the aircraft left or right, use the HDG SEL control knob, or the Flight Seg/Modify
menu command to input a new heading. The rate of turn is approximately a rate one turn
(180Ε/minute).
C. Approach Arm Switch.
The APR ARM switch and annunciator is active only if manual approach arm is enabled in the FMS
configuration pages.
The user clicks on the APR ARM switch when the FMS displays the ARM APPROACH message in
the MCDU scratchpad. This message is displayed at 30 nm from the destination airport and repeated
at 3 nm from the FAF if the approach is not armed.
Page 3-8
October 30, 1998
INSERT
SECTION IV
PART TASK TRAINER CONFIGURATION
TAB HERE
SECTION IV
PART TASK TRAINER CONFIGURATION
This section describes the PTT/FMS simulation software configuration procedures. When the PTT is
delivered, it contains a generic configuration which represents the interfaces and equipments used by
most CMA-900 FMS customers.
The default PTT configuration can be easily modified to reflect the actual aircraft configuration. Contact
your installer or maintenance department to obtain a copy of the CMA-900 FMS configuration chart for the
aircraft. Compare the configuration chart with the configuration list below.
Refer to Section 4.3 for procedures on how to modify the PTT configuration. Just as in the CMA-900
FMS, once the configuration is modified and saved, it will remain configured. This aspect of PTT initial
preparation is important and ensures that proper training occurs. This requirement may also be made by
the regulatory agency of the country that the aircraft is certified.
4.2 PTT DEFAULT CONFIGURATION.
A. AIRCRAFT CONFIG 1/2
- TYPE < FIX - SPEED < FAST

o
- RATE 1 < YES - ROLL LIMIT < 22
o
- BUF PROTECT < YES - BUF LIMIT < 15
- DR DEGR < 9.0 kt - DBASE ID < 0
- ERR LIMITS < POF - POF LIMIT < ENRT
B. AIRCRAFT CONFIG 2/2
- APPROACH < AUTO - TAS SOURCE < SENSOR

- GPS POS < STANDALONE - GPS ANP < HIL
- ANP/HFOM < 2.0 - ANP/HIL < 0.560
- INTC < TRK
C. DISPLAY CONFIG 1/1
- DATE < MMMDDYY - DISPLAY REF < MAG

- ACT WPT < BLK_MGT - WIND REF < TRUE
- SEARCH < YES
D. ANALOG CONFIG 1/1
- HDG IN < MAG

- TAS TYPE < STAND - TAS SCAL < 0
- SYN OP1 < SPARE - SYN OP2 < SPARE
- SYN DA TYPE < NORMAL
- XTK SCALE < NORMAL
Page 4-1
October 30, 1998
E. A429 EQP LIST 1/5
- INSTALL ADC < SINGLE - FORMAT < A429

- INSTALL AFCS < NO
- INSTALL AHRS < SINGLE
- INSTALL CDU < SINGLE
- INSTALL CTL < NO
F. A429 EQP LIST 2/5
- INSTALL DLU < SINGLE

- INSTALL DME < SINGLE - CHANNEL < 2ND
- SDI < OFF
- INSTALL EFIS < SPERRY - STEP < ON
- UPDATE < FIX - BG TYPE < ALL
G. A429 EQP LIST 3/5
- INSTALL FC < NO - UNIT < LB

- FUEL QTY - FUEL FLOW
< 000 - - 1ST LABEL - - < 000
< 000 - - 2ND LABEL - - < 000
< 000 - - MSB - - < 000
< OFF - - SDI - - < OFF
H. A429 EQP LIST 4/5
- INSTALL GPS < SINGLE

- INSTALL MCP < NO
- INSTALL REC < NO
- INSTALL SMC < NO
I. A429 EQP LIST 5/5
- INSTALL VOR < SINGLE - FORMAT < A429

- IN REF < OMNI
- INSTALL xFMU < NO - x-SYNC < NO
J. A429 I/P LIST 1/3
- SPEED 1 < LOW - EQP < pADC

- USE 1/2 < MUX_1_2
- SPEED 2 < LOW - EQP < pAHR
- SPEED 3 < LOW - EQP < pCDU
- SPEED 4 < HIGH - EQP < pDLU
K. A429 I/P LIST 2/3
- SPEED 5 < LOW - EQP < pDME

- SPEED 6 < HIGH - EQP < pVOR
- SPEED 7 < LOW - EQP < - - - -
- SPEED 8 < HIGH - EQP < pGPS
Page 4-2
October 30, 1998
- SPEED 9 < LOW - EQP < - - - -

L. A429 I/P LIST 3/3
- SPEED 10 < HIGH - EQP < - - - -

- SPEED 11 < LOW - EQP < - - - -
M. A429 O/P LIST 1/3
- SPEED 1-2 < HIGH - EQP 1 < pGPS

- EQP 2 < - - - -
- EQP 3 < - - - -
- EQP 4 < - - - -
- EQP 5 < - - - -
N. A429 O/P LIST 2/3
- SPEED 3-4 < HIGH - EQP 1 < pCDU

- EQP 2 < pDLU
- EQP 3 < - - - -
- EQP 4 < - - - -
- EQP 5 < - - - -
O. A429 O/P LIST 3/3
- SPEED 5-6 < LOW - EQP 1 < EFIS

- EQP 2 < pDME
- EQP 3 < - - - -
- EQP 4 < - - - -
- EQP 5 < - - - -
P. RS422 EQP LIST 1/1
- INSTALL DME < NO

- INSTALL IND < NO
Q. RS422 I/P LIST 1/2
- SPEED 1 < LOW - EQP < - - - -

- USE 1/2 < IP_1
- SPEED 2 < LOW - EQP < - - - -
- SPEED 3 < LOW - EQP < - - - -
- USE 3/4 < IP_3
R. RS422 I/P LIST 2/2
- SPEED 4 < LOW - EQP < - - - -

- SPEED 5 < LOW - EQP < - - - -
- USE 5/6 < IP_5
- SPEED 6 < LOW - EQP < - - - -
S. RS422 O/P LIST 1/2
- SPEED 1 < LOW - EQP 1 < - - - -

- EQP 2 < - - - -
Page 4-3
October 30, 1998
- SPEED 2 < LOW - EQP 1 < - - - -

- EQP 2 < - - - -
T. RS422 O/P LIST 2/2
- SPEED 3 < LOW - EQP 1 < - - - -

- EQP 2 < - - - -
U. OMEGA CONFIG 1/1
- INSTALL < NO - MODE < ABSOLUTE
V. DISCRETE CONFIG 1/1
- LNAV IP < YES - MP_14D < OFFSET

- LNAV LOGIC < NORMAL - MP_15C < APPR_ARM
- TOGA IP < YES
- TOGA LOGIC < NORMAL
- OLEO LOGIC < NORMAL
4.3 PTT CONFIGURATION MODIFICATION PROCEDURES.
To modify the PTT FMS configuration, open the PTT program using the procedures found in Section III,
Operating the Part Task Trainer.
NOTE
Changing the configuration requires access to the FMS maintenance pages. These are available only
when the aircraft is on the ground.
At the MCDU MENU 1/2 page, click on the FMS1 <REQUESTING> LSK to obtain the FMS1 IDENT 1/1
page. Next, perform the following procedures to access the maintenance menu:
a) Using the mouse, click on [INIT REF], then [NEXT] keys;

b) At the FMS1 INIT/REF INDEX 2/2 page, click on the <MAINT> LSK;
c) Enter the Password by clicking on the number [1] key (default password);
d) "1" is shown in the scratchpad;
e) Click on the <PASSWORD> LSK to enter the password; and,
f) The MCDU displays MAINTENANCE 1/2 page.
Select the <CONFIG> LSK to display the CONFIG INDEX 1/1 page. Select each configuration menu item
and verify that each parameter is set according to the Configuration Chart. Change the configuration data
as necessary to make the PTT reflect the aircraft installation.
To change an option for a displayed parameter, press the LSK located adjacent to it. For example, on the
AIRCRAFT CONFIG 1/1 page, pressing the LSK next to <TYPE> will toggle through all possible options
for the TYPE parameter. In this case, only two are available, either FIX or ROTOR.
Some parameters have more than 2 choices, each option is displayed by repeatedly pressing the LSK.
When the configuration for all the displayed parameters have been selected, press the <INDEX> LSK to
return to the CONFIG INDEX 1/1 page.
Page 4-4
October 30, 1998
To exit and save the configuration, click on <MAINT> LSK at the CONFIG INDEX 1/1 page. The SAVE
CONFIG? page is displayed, with options <YES> and <NO> as choices.
Press the <YES> LSK to save the new configuration.
When the configuration process is completed, the screen reverts to the FMS IDENT 1/1 page. Record the
number appearing under CFG NO. This number must be displayed each time the FMS IDENT 1/1 page
is displayed during PTT start-up. A change in this number indicates that a change in the configuration
selection has been made.
Note that the configuration number begins with a number from 1 to 8. This digit is set in accordance with
the selection first made at the Aircraft Configuration dialog box when the PTT is opened. In the actual
system, this number identifies the binary on/off state of the auto-configuration programming pins.
Page 4-5
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Intentionally left blank.
Page 4-6
October 30, 1998
INSERT
SECTION V
CMA-900 PILOT'S OPERATING PROCEDURES
TAB HERE
SECTION V
CMA-900 PILOT'S OPERATING PROCEDURES
5.1 INTRODUCTION.
To maximize learning using the Part Task Trainer and obtain a better understanding of actual CMA-900
FMS operation, take note of the following information.
A. Aircraft Present Position.
In order to present a realistic training session, present position, date and time must be initialized in the
PTT. When a company route is selected, the PTT software will automatically initialize the aircraft
position to the coordinates of the departure airport.
In normal operation, when electrical power is applied to the aircraft, the CMA-900 FMS will be in GPS
NAV mode by the time the pilot reaches the cockpit. In GPS NAV mode, the correct position, time
and date will be displayed on the MCDU and cannot be manually altered by the user.
B. Flight Plan.
The flight plan used by the student during a training session should consist of a known route. The
student should choose a route that he has previously flown and is familiar with all the details. This will
enhance the transfer of knowledge.
C. Flight Data.
The student should have on hand copies of SID, STAR, Airport elevation, Holding pattern, Approach
plate and Missed Approach for the selected route and be knowledgeable of Direct-To/Intercept on a
manually entered inbound course. This scenario will occur at take-off.
5.2 THE MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU).
The Multipurpose Control Display Unit features a 3 inch x 4 inch color Active Matrix Liquid Crystal Display
(AMLCD) screen which provides fourteen lines of twenty-four characters. The MCDU has a full
alphanumeric keyboard, with special function keys. There are six Line Select Keys (LSK) on each side of
the display area. The functions of the LSKs are specific to each screen page.
The front panel arrangement of the MCDU is illustrated in Section 5.3. The display format is partitioned
into specifically defined areas.
5.3 MCDU CHARACTERISTICS.
Refer to the MCDU illustration reference number to identify each of the following characteristics.
(1) Display Screen - provides 14 lines of 24 characters. The color conventions used in the display
are:
AMBER: Alert messages, reverse video for navigation and guidance actions (missed
approach initiation, manual waypoint sequence, hold exit initiation). FMS-FMS
synchronization confirmation prompt.
Page 5-1
October 30, 1998
MCDU Front Panel
Page 5-2
October 30, 1998
The color conventions used in the display are :
CYAN: Page titles and prompts, reverse video for ACTive/MODified route, HOLD exit
armed.
GREEN: Fixed data fields, field titles and waypoint names, reverse video for TO waypoint
on MOD LEGS 1 page.
MAGENTA: Normal video, or reverse video, identifies the TO waypoint on ACT LEGS 1 and
PROGRESS 1 pages.
RED: Major change (confirmation of system re-configuration).
WHITE: Computed (dynamic) data, data units, scratch pad data, data entry error and
advisory messages.
The MCDU uses three different font sizes:
LARGE: Manual entries and waypoint information from navigation database.
MEDIUM: Computed or system generated data.
SMALL: Data field units.
(2) FAIL: Illuminates at maximum brightness with the display blank upon detection of major
MCDU failure.
(3) MSG: Flashes when a new caution or warning alert message appears in scratchpad.
The annunciator flashes as long as the condition remains, or until message is
acknowledged. Also causes flashing of the remote MSG annunciator. Messages
are available on the MESSAGE RECALL page.
(4) POS: Illuminates when in dead reckoning.
(5) OFST: Illuminates during offset navigation.
(6) LDR: Detects ambient light conditions to control auto-brightness of screen.
(7) LSK: Twelve Line Select Keys, six on either side of the display. Entry of data from
scratchpad into selected field is accomplished by pressing adjacent LSK.
Outward pointing arrows indicate that a page can be accessed or that an action
can be initiated by pressing the LSK.
(8) EXEC: Illuminates when a modification to the active route is in process.
(9) MENU: Illuminates for a subsystem request or a malfunction. Access MENU 1/2 page
and acknowledge condition by selecting appropriate LSK.
(10)MENU: Accesses MENU page to access to other subsystems.
(11)PREV: In multiple-pages display, PREV key backs up the display to the previous page.
(12)NEXT: In multiple-page displays, NEXT key advances the display to the next page.
Page 5-3
October 30, 1998
(13)INIT REF: Accesses initialization page and various categories of reference data.
(14)RTE: Accesses ROUTE page.
(15)DEP/ARR: Accesses DEP/ARR page.

(16)LEGS: Accesses LEGS pages.
(17)HOLD: Accesses HOLD page.
(18)PROG: Accesses PROGRESS pages.
(19)CLR: Clears one character to the left or when held clears the entire scratchpad. Also
clears alert and advisory messages.
(20)FIX: Accesses FIX page.
(21)BRT: Controls screen brightness.
(22)EXEC: Accepts modifications performed on LEGS, RTE or HOLD pages. When

pressing EXEC key, MOD status reverts back to ACT (active). The ERASE LSK
is active during MOD status.
(23)Alpha-Numeric Keyboard: Allows entry of alpha-numeric data.
(24)Decimal [ . ]: Provides decimal point for numeric data entries.
(25)Slash [ / ]: Separates data fields in scratchpad data entry.
(26) Plus-Minus [+/-]: Pressing [+/-] first displays the "-" (minus) symbol. Pressing it a second time, it
displays the "+" (plus) symbol.
(27)SP: Provides a "space" character for separation of words.
5.4 GENERAL RULES OF MCDU OPERATION
A typical screen page is illustrated below as an aid in describing the various page layouts, page prompts
and data entry rules.
Page 5-4
October 30, 1998
A. Page Title: Shown on the top line.
B. Page Number: Indicated in the upper right of the page, press NEXT/PREV keys to display the
additional pages.
C. Page Prompt: Press Line Select Key (LSK) adjacent to page prompt to display associated page.
D. Scratch Pad: Located on bottom line. Keyboard entries in scratchpad are moved to the data
field by pressing the appropriate LSK. Press appropriate LSK to duplicate data
from data field into scratchpad. Data in scratch pad can be carried over for entry
into other pages.
E. Messages: Displayed in scratchpad - two types Alert and Advisory. Alert messages are
displayed in plain language, in amber. Also displayed on the MESSAGE page.
Advisory messages are displayed in white and appear on MESSAGE page. Two
types of Advisory messages: entry error messages are identified by a leading "!",
and system status messages, identified by a leading blank space.
Alert messages take priority over scratchpad entries and must be acknowledged
by pressing the CLR key. Data in scratchpad takes priority over advisory
messages.
When more than one new alert message occurs, MSG annunciator flashes until
all messages have been viewed by pressing the CLR key which deletes the
current message and displays the next one. Alert messages are prioritized with
the highest displayed first.
Messages are also cleared from scratchpad by viewing them on MESSAGE

page. Some messages are cleared automatically when condition causing the
message has been corrected or is no longer appropriate.
F. ERASE: Appears when a modification is in progress. Press ERASE LSK to erase all
modifications and return to ACTive flight plan.
G. Dash Data Fields: Dash data field (-----) implies an optional data entry.
H. Box Data Fields: Box data field (ΓΓΓΓΓ ) implies a mandatory data entry.
I. ACT, MOD: Leg modifications to active flight plan displays MOD ahead of page title. Upon
execution of modifications, MOD is replaced by ACT.
J. Slash Rule [/]: The slash key " / " separates two items of data in the same data field (such as
wind direction and speed). Single entry made without being preceded or followed
by a slash, are entered into the data area closest to the LSK. Otherwise, to enter
a single data item into the correct area of the field, it must be preceded or
followed by a slash.
K. Blank Fields: A blank field " ", implies that the data has not yet been computed.
L. Asterisk Fields: An asterisk field " **** " implies that the data exceeds the maximum value for that
field.
Page 5-5
October 30, 1998
M. Leading Zeros: Are required when entering:
a) Angular data (bearing, course, wind direction, etc.);

b) Latitude/longitude coordinates; and,
c) Runway identifiers.
N. Cancellation of /H, /O, /S:
Press "/" to cancel a holding pattern (/H), a fly-over (/O) and a search pattern (/S).
The holding pattern and search pattern must be cancelled prior to the waypoint
becoming active. Cancellation of the procedure does not delete the waypoint.
5.5 WAYPOINT NAMES AND OTHER CONVENTIONS.
A. Terminal Area Waypoints.
Two character prefix codes are added to runway identifiers where no specific identifiers are assigned
as follows:
AF - Initial Approach Fix

CF - Final Approach Course Fix
FF - Final Approach Fix
IF - Intermediate Fix
MA - Missed Approach Point when RW
SD - Step-down Fix
RW - Runway Threshold
OM - Outer Marker
MM - Middle Marker
IM - Inner Marker
BM - Back Course Marker
TD - Touchdown Fix when not RW
B. Unnamed Turnpoints and Intersections.
Where no name is assigned, a name is created by adding the distance of the point from the nearest
identifier, e.g. SEA77.
C. Temporary Waypoints.
Place/bearing/distance (PBD), place/bearing-place/bearing (PBPB) and along track waypoints are

named by adding a number after the identifier, e.g. ANC01. Latitude/longitude waypoints are created
by adding a sequence number to the prefix WPT, eg: WPT03.
D. DME ARC Waypoints.
Waypoint is created by adding the radial and the radius of the arc in nautical miles (represented by a
letter: A=1 nm, B=2 nm, ....J=10 nm etc) to the prefix "D". (e.g. D173J)
Page 5-6
October 30, 1998
E. Conditional Waypoints.
Used when a leg does not terminate at a defined latitude and longitude, such as radar vectors,
intercepts, and course or heading legs, or an altitude termination. Conditional waypoint names are
displayed in parentheses. Conditional waypoints cannot be used for direct-to navigation, references
for temporary waypoint creation, and cannot be copied into the scratchpad.
a) (INTC): Leg terminates at the interception of the next leg.
b) (3000): Leg terminates at the displayed altitude.
c) (VECT): Leg is a radar vector.
F. Course Legends.
Course Legends are displayed depending on the leg type:
a) CRS: Course leg inbound to the next waypoint.
b) FR FIX: Course outbound from the FIX.
c) HDG: Heading leg.
d) HOLD AT: Replaces TO WPT on LEGS and PROGRESS pages when in holding pattern.
e) P-T: Outbound legs of a procedure turn.
f) Search: Replaces TO WPT on LEG and PROGRESS pages when in search pattern.
g) Course Prefixes:
Required turn direction (L or R) added as a prefix to the displayed course, and is

used at the inbound turn of a procedure turn and in missed approaches.
5.6 DUAL MCDU OPERATION
Some installation configurations allow a single CMA-900 FMU to control simultaneously two MCDUs (dual
operation). The rules for single MCDU still apply, except for ENTRY mode protection against conflicting
entry. When one MCDU is in entry mode, the second MCDU cannot be used for data entry. The MCDU
page is updated only after completion of the entry on the first MCDU.
Page 5-7
October 30, 1998
Page 5-8
October 30, 1998
INSERT
SECTION VI
PREFLIGHT PROCEDURES
TAB HERE
SECTION VI
PREFLIGHT PROCEDURES
On power-up, the MCDU shows a white screen while testing the following lamps/annunciators in sequence:
CALL lamp, FAIL, MSG, OFST, IND annunciators and EXEC lamp.
NOTE
The number in parenthesis, next to the heading name in the following procedure steps, refers to a section in the
CMA-900 FMS Operator's Manual. Locate the appropriate sections in the Operator's Manual for more details.
6.1 START-UP AND INITIALIZATION (3-3)
A. Press FMS1, (LSK 2L) to display IDENT 1/1 page.
B. Verify OP PROGRAM (software version) and CFG NO. (system configuration).
C. Verify date of active data base.
6.2 ACTIVE DATA BASE SELECTION (3-5
A. Press LSK 3R to copy SECOND DATA BASE into scratch pad.
B. Press LSK 2R to copy second data base into ACTIVE DATA BASE.
6.3 SYSTEM POSITION, DATE AND TIME UPDATE (3-6
A. Press POS INIT, (LSK 6R) to display POS INIT 1/1 page.
When GPS is in NAV mode, as indicated by GPS Position, position/time/date cannot be updated.
When the FMS is not in GPS NAV mode, data can be entered as follows:
B. Enter new position into scratch pad e.g. N472628W1221867.
C. Press LSK 1R to move new position to POSITION.
and/or
D. Enter UTC into scratch pad, e.g. 1757.
E. Press LSK 5L to move new time to UTC.
and/or
F. Enter date into scratch pad, e.g. OCT20/97.
G. Press LSK 5R to move new date to DATE.
Page 6-1
October 30, 1998
6.4 ANGULAR REFERENCES FOR NAVIGATION AND DISPLAY (3-7)
A. Press INIT/REF key and SETUP, (LSK 3L) to display SET UP 1/1 page.
B. Press LSK 1L to change navigation display reference to TRUE or MAGNETIC.
C. Press LSK 5L to change FMS <> FMS synchronization to INDEPENDENT or SYNCHRONIZED.
FMS1-FMS2 prompt is not displayed, when "not synchronized" is selected as part of the aircraft
configuration.
FMS INDEPENDENT OP is displayed on both FMSs, after confirmation of change to independent

mode.
Selection from independent to synchronize mode is prevented when:

- communication between FMSs is lost.
- on-side FMS is in holding or search pattern.
- on-side FMS is in GPS approach.
- either FMS is in missed approach.
- either FMS has a heading or TAS failure.
UNABLE FMS-FMS SYNC is displayed on both FMSs, upon selecting synchronized mode, when the
navigation database or the operational program is not the same.
(1) Press LSK 6R to CONFIRM or CANCEL selection.
6.5 ROUTE SELECTION (3-9) (3-14, cancelling any procedure or route modification)
There are two methods of selecting a route:
- by keying-in the departure/arrival airports identifiers into the scratchpad and moving it to the Company
Route.
- by keying-in the departure airport identifier into the scratchpad and selecting the route in the company
route pages. (Reduces the route list to only routes which start at the departure airport.)
When a route is being selected,
- "MOD" is displayed in title line and EXEC annunciator is illuminated.
- INTC CRS prompt is displayed on LEGS page.
- the ERASE prompt erases all modifications performed up to that point, on the MODified route, prior to
the EXEC key being pressed.
Page 6-2
October 30, 1998
6.6 ACTIVE ROUTE SELECTION (3-9)
A. Press RTE key.
B. Key in route identifier into scratch pad, e.g.: KSEAPANC.
C. Press LSK 2L to move route to CO ROUTE.
"!Wait" appears in scratch pad while route is extracted from data base.
D. Verify ORIGIN and DEST identifiers.
E. Press EXEC key to accept route.
"MOD" changes to "ACT".
6.7 ROUTE SELECTION FROM THE COMPANY ROUTE LIST (3-10)
A. Press RTE key.
B. Enter ORIGIN identifier and press LSK 1L to move to ORIGIN field.
This reduces the routes list to specified ORIGIN/DEST fields.
C. Press CO ROUTES, (LSK 6R)
D. Press NEXT/PREV key to display desired route.
E. Press the appropriate LSK to select route identifier. ROUTE page is re-displayed.
F. Verify ORIGIN and DEST identifiers.
6.8 BUILDING A ROUTE (3-11)
This procedure will not be performed at this time, but it should be read.
When no company route is available, a route can be created by first defining the origin and destination
airports on the ROUTE page, followed by entry of the individual waypoints on the LEGS page(s).
When creating your route, different procedures are available to define waypoints including:
- Latitude/Longitude Waypoints,
- Navigation Data Base Waypoints
These procedures are detailed below.
A. Press RTE key.
B. Key-in departure airport identifier into scratch pad and press LSK 1L to move it to ORIGIN field.
C. Key-in destination airport identifier into scratch pad and press LSK 1R to move it to DEST field.
D. Press LEGS key.
Page 6-3
October 30, 1998
TO WPT identifier field contains boxes.
E. Key-in identifier of first waypoint into scratch pad and press LSK 1L to move it to TO WPT.
Course and distance from present position to TO WPT is computed and displayed.
The minimum route comprises origin/destination airports and a single waypoint.
F. Key-in all subsequent waypoint identifiers and press appropriate LSK to insert them into the route.
6.9 LATITUDE/LONGITUDE WAYPOINTS (3-20)
A. Key-in Latitude/Longitude coordinates into scratch pad e.g. N60W146.
Coordinates can be entered with a resolution of 0.01 minutes.
B. Press LEGS, and NEXT/PREV keys, to display desired insert location.
New waypoint will be inserted ahead of selected waypoint and a route discontinuity may be created.
C. Press apprpriate LSK to move waypoint to desired place.
Waypoint is named "WPT" followed by a sequence number (e.g. WPT01).
If Route Discontinuity has been created; press LSK of waypoint following the discontinuity then press
the LSK to move waypoint identifier into discontinuity
D. Verify courses/distances.
E. Press EXEC key.
6.10 NAVIGATION DATA BASE WAYPOINTS (3-20)
A. Key-in waypoint identifier into scratch pad.
B. Press LEGS, and NEXT/PREV keys, to display desired insert location.
C. Press appropriate LSK to move waypoint to desired place.
"!NOT IN DATA BASE" is displayed, when identifier is not found in data base.
D. Verify courses/distances.
E. Press EXEC key.
6.11 BUILDING A DEPARTURE PROCEDURE (3-12)
This is where normal training operation resumes.
A. In LEGS page manually key-in Standard Instrument Departures (SID) waypoint identifiers and press
appropriate LSK to insert ahead of first en-route waypoint.
6.12 DIRECT-TO/INTERCEPT (4-1)
Page 6-4
October 30, 1998
The flight plan may be modified at any time to intercept a course inbound to a waypoint. When the
Intercept Course function is EXECuted, navigation and guidance are relative to the specified intercept
course. The FMS initially enters a Track Hold mode prior to capturing the intercept leg, when the
following conditions are satisfied:
- direct-to/intercept has been EXECuted

- aircraft is airborne and on a valid intercept track
- LNAV is engaged
When conditions are satisfied, the aircraft track is maintained until the intercept leg is captured, or LNAV
is disengaged. When LNAV is disengaged and a new track is established, re-engaging LNAV causes the
FMS to maintain the new track. When in Track Hold mode, the FMS continuously performs checks to
determine if the intercept is achievable.
Track Hold is cancelled:
A. and DIRECT TO FIX is displayed, when predicted intercept point is very close to the TO waypoint,
and the path is calculated direct to the waypoint.
B. If the track does not cross the intercept leg or track angle error is larger than 135Ε, then:
(1) NOT ON INTERCEPT CRS is displayed when cross-track distance is greater than the 45-degree
leg capture distance, LNAV will not engage.
(2) If cross-track distance is less than the 45-degree capture distance, path capture is passed over to
FMS steering function.
C. and NOT ON INTERCEPT CRS is displayed, when TKE relative to intercept course is greater than
90Ε and present position is past the abeam point to the intercept fix, LNAV will not engage.
When NOT ON INTERCEPT CRS is displayed, FMS is not in Track Hold. To return the FMS to Track
Hold, establish a new intercept track and re-engage LNAV.
Page 6-5
October 30, 1998
Figure 6.1 Direct-To/intercept Phases
Page 6-6
October 30, 1998
6.13 DIRECT-TO A WAYPOINT WITH AN INTERCEPT (4-6)
Set up an intercept such that immediately after take-off, the aircraft will be flown to intercept the track to
the first waypoint.
A. On the default inbound course (leg intercept)
With identifier of desired direct-to waypoint in scratch pad:
(1) Press LEGS to display ACT LEGS page
(2) Press LSK 1L to move waypoint identifier to TO WPT.
"INTC CRS" is displayed, with default inbound course shown.
(3) Press INTC CRS LSK to select direct-to intercept mode with default inbound course.
(4) Verify course/distance.
Use "Heading Turn selector knob" to turn aircraft to correct track prior to pressing EXEC key.
(5) Press EXEC key.
6.14 VERIFYING ACTIVE ROUTE LEGS BY COURSE AND DISTANCE (3-13)(3-17)
A. Press LEGS key.
The leg to the TO waypoint and the next four legs are displayed. Distance to the TO waypoint is
distance-to-go from present position; for subsequent legs it is the leg length.
TO waypoint identifier is always displayed in reverse video.
B. Verify course/distance of first five route legs.
C. Press NEXT to display all route legs.
6.15 INITIAL LEG (3-13)
The initial leg is from present position direct to the first waypoint.
6.16 CRUISE PERFORMANCE PARAMETERS INITIALIZATION (3-37)
A. Press INIT REF key to display INIT/REF INDEX 1/2 page.
B. Press PERF INIT, (LSK 4L) to display PERF INIT 1/1 page.
C. Key-in transition altitude and press LSK 1L to move it into TRANS ALT.
D. Key-in cruise wind and press LSK 1R to move it into CRZ WIND.
E. Key-in planned cruise TAS and press LSK 2R to move it into CRZ TAS.
6.17 ETA AND CRUISE WIND DISPLAY (3-26)
Page 6-7
October 30, 1998
Read projected ETA at Top of Descent, (TOD) waypoint.
A. Press LEGS and PREV/NEXT keys, to display desired waypoint.
B. Press LEGS ETA, (LSK 6R)
C. Read ETA.
6.18 FUEL PERFORMANCE PARAMETERS INITIALIZATION (3-38)
A. Press INIT REF, PREV/NEXT keys to display INIT/REF INDEX 2/2 page.
B. Press FUEL, (LSK 5L) to display FUEL page.
C. Key-in current fuel quantity and press LSK 1L to move it into FUEL QTY.
D. Key-in fuel flow and press LSK 1R to move it into FUEL FLOW.
Maximum range and endurance are based on entered fuel quantity and fuel flow rate.
6.19 FUEL REMAINING AT ANY WAYPOINT (3-39)
Verify that destination waypoint identifier is displayed at AT FIX.
A. Otherwise key-in desired identifier and press LSK to move identifier into AT FIX.
Verify fuel remaining is appropriate for intended flight.
Fuel remaining at selected waypoint is based on displayed fuel quantity, fuel flow rate and flight
parameters.
Page 6-8
October 30, 1998
INSERT
SECTION VII
IN-FLIGHT PROCEDURES
TAB HERE
SECTION VII
IN-FLIGHT PROCEDURES
In this segment, procedures utilizing the LEGS and the PROGRESS pages are explained. This will provide an
overview of the en-route process, from takeoff to just prior to the arrival segment.
On the PTT, increase the TAS to above 160 kts to simulate take-off and climb to cruise altitude selected by the
ALT SEL control knob. Use the HDG SEL control knob to turn the aircraft right and left. Fly the aircraft as per
your flight plan while monitoring the LEGS and PROGRESS pages. Once the aircraft has passed beyond the
last SID waypoint, continue to fly the aircraft.
7.1 ACT LEGS PAGE
The LEGS page displays the active flight plan. Waypoints can be created, inserted and deleted. Holding
patterns can be defined at any waypoints. Waypoints can be converted from fly-by (with turn anticipation)
to fly-over (no turn anticipation). The TO waypoint is located on the first page.
LEG COURSE : Present course/heading to be flown to TO waypoint. Down-track waypoints: 1) Initial

course for that leg. 2) Stored procedural course. 3) Stored procedural heading (suffix HDG). Magnetic (
°) or true (T) courses and headings. Field is blank when the leg direction is undefined (i.e. route
discontinuity).
LEG DISTANCE : Distance to Go from present position to TO waypoint; all other legs, flight plan leg
distance; Blank for vectors and altitude legs.
WAYPOINT IDENTIFIER [1L, 2L, 3L, 4L, 5L] : for display/entry of any waypoint identifier. Entries are:
Identifier, Latitude Longitude, Place/Bearing/Distance, Place/Bearing-Place/Bearing and Along Track
Distance. TO waypoint cannot be deleted but may be overwritten. Conditional waypoints cannot be
manually entered. They appear as a result of an ARRIVALS selection.
WAYPOINT PROCEDURE [1L, 2L, 3L, 4L, 5L] : Slash symbol indicates a special procedure at a
waypoint: "/H", holding pattern, /O, overfly waypoint. Cancelled by entering / into the scratch pad and
pressing appropriate LSK.
SPEED RESTRICTIONS : Display of mandatory speed (coming from STAR/approach) at waypoint.
ALTITUDE RESTRICTIONS : Display mandatory altitude/crossing restrictions (coming from STAR): "A"
identifies a crossing restriction at or above displayed altitude. "B" identifies a crossing restriction at or
below displayed altitude. Two flight level values separated by "-" identify altitude window crossing
restriction.
NOTE: The altitude restriction of the RUNWAY waypoint (50 feet above runway threshold) could be used
to plan descent path during final approach or should be ignored if missed approach is initiated.
ROUTE TERMINATION : Dash prompts follow last waypoint.
ROUTE DISCONTINUITY : A discontinuity is inserted into the flight plan when the end of a leg is
indeterminate. Route discontinuity can be removed by close up.
ERASE : Displayed when a route modification is in progress. Erases all modifications.
LEGS ETA : Access LEGS ETA page.
Page 7-1
October 30, 1998
INTC CRS XXXΕ Ε : appears on a Direct-To leg entry. A desired inbound course to the Direct-To Waypoint
may be entered by keying the course into scratch pad and pressing LSK 6R.
HOLD PPOS : appears on definition of an in-flight Holding Pattern. Defines a Holding Pattern at present
position. Access HOLD page.
HOLD : appears when Holding pattern is being flown and no route modification are in progress. Access
HOLD page.
MISSED APPR : appears during final GPS instrument approach when no route modification are in
progress. Sequences Missed Approach Point (MAP) to missed approach procedure.
NEXT WPT : appears when active leg is a Vector or an altitude-terminated leg without a baro-altitude
input and no route modification are in progress. Sequences to next waypoint.
MAP CTR STEP : appears after pressing CTR LEGS on INIT REF INDEX 1/2 page. Moves center of
EFIS MAP display to next waypoint in flight plan.
7.2 LEGS ETA PAGE
Provides ETA and wind for each waypoint on corresponding LEGS page.
WAYPOINT IDENTIFIER : displays same identifiers as on corresponding LEGS page.
ETA: displays ETA based on TAS/WIND in flight or predicted cruise TAS/WIND entered when on the
ground. When a ROUTE DISCONTINUITY exists, subsequent ETAs are based on the assumed great
circle course across the discontinuity.
ERASE : erases all route modifications.
WIND (WINDxx) : predicted CRZ wind (True) when on the ground and actual wind in flight.
LAT-LONG : accesses LEGS LAT-LONG page.
LEGS : Returns to LEGS page.
7.3 LEGS LAT-LONG PAGE
Provides latitude and longitude, using WGS 84 earth model, of each waypoint on corresponding LEGS
page.
WAYPOINT IDENTIFIER : displays same identifiers as on corresponding LEGS page.
LEGS ETA : Returns to LEGS ETA page.
ERASE : erases all route modifications.
LAT-LONG : displays waypoint latitude and longitude.
LEGS : accesses LEGS page.
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October 30, 1998
7.4 PROGRESS 1/4 PAGE
PROGRESS 1/4 page displays current dynamic data concerning the active route.
ACTIVE WAYPOINT : TO waypoint identifier in reverse video.
ACTIVE WAYPOINT PROCEDURE : procedure associated with TO waypoint, e.g. /H: Holding pattern,
/O: Overfly.
DESIRED TRACK : True (T)/Magnetic ( °) Desired track to TO waypoint. HOLD AT displayed during
holding pattern. Headings identified by HDG suffix; courses by CRS suffix.
DTG : Distance to go from present position to TO waypoint. Blank for vector and altitude-terminated legs.
ETA : Estimated time of arrival at TO waypoint. Blank for vector and altitude-terminated legs.
NEXT WAYPOINT : Identifier of waypoint following TO waypoint.
PROCEDURE AT NEXT WPT : /H: Holding pattern defined at waypoint. /O: indicates overfly waypoint.
NEXT COURSE : NEXT flight plan course/heading. Displayed in degrees True (T) or Magnetic ( °) .
DTG TO NEXT WPT : Cumulative distance-to-go from present position to next waypoint along flight plan
route.
ETA TO NEXT WPT : ETA at next waypoint.
TRUE/MAG WIND : displays wind direction and speed. When scratch pad is empty, pressing LSK 3L
toggles display between True and Magnetic. When scratch pad contains a wind entry, pressing LSK 3L
overwrites the displayed wind.
TK/GS : aircraft track and ground speed. TK/GS can only be entered to aid DME and VOR mode.
TKE/XTK : track angle error Left or Right of desired course and cross-track error, in nautical miles, Left or
Right of desired course.
HSI SCALE : displays HSI full scale deviation. Values permitted are 0.3, 1.0 and 5.0 NM.
RNP/ANP : for display/entry of Required Navigation Performance (RNP). RNP is defined as navigation
performance necessary for operation within a defined airspace (ICAO definitions). RNP includes
requirements for accuracy, integrity, continuity and availability of navigation signals and equipment.
Displays Actual Navigation Performance (ANP). ANP displays one of the following (depending on
navigation mode): GPS ANP, DME/DME or VOR/DME and DR quality factor.
NAV MODE : displays current navigation sensor. Pressing LSK 6L accesses sensor status page.
MISSED APPR : appears during final GPS instrument approach. Initiate missed approach.
NEXT WPT : appears when active leg is a vector or an altitude-terminated leg without baro-altitude input.
Sequences to next leg.
Page 7-3
October 30, 1998
FROM : displays identifier of FROM waypoint. Displays "GROUND" after takeoff until reaching TO
waypoint.
ALT : displays crossing altitude over FROM waypoint.

ATA : displays actual time of arrival at FROM waypoint.
TO : displays TO waypoint. identifier.
DTG : displays cumulative distance-to-go from present position to waypoint along flight plan.
ETA : displays estimated time of arrival at waypoint.
DEST : displays destination airport/waypoint identifier.
NEXT : displays NEXT waypoint identifier.
NOTE: DTG and ETA are not affected by any route modification procedure which has not yet been
EXECuted.
Used to evaluate required TAS to reach a waypoint at required time of arrival (RTA), or evaluate
estimated time of arrival at RTA waypoint under different TAS and wind conditions.
RTA WPT : RTA identifier, must be a route waypoint. Deleting RTA waypoint has no effect on route
waypoint. Automatically blanked after sequencing RTA waypoint out of flight plan.
RTA TAS : Displayed after entry of RTA waypoint. TAS used for RTA computation or recommended TAS
to reach the waypoint at the required time. Manually entered and computed RTA TAS are displayed in
large font. Deletion will display system TAS (in flight) or cruise TAS from the PERF INIT 1/2 page (on
ground) in normal font.
RTA WIND [3L] : Displayed only after RTA waypoint entry. WIND used for RTA or recommended RTA
TAS computation. Defaults to actual wind in flight and predicted cruise wind on ground. Manual entry
displayed in large font, and does not change the actual or predicted cruise wind.
RTA [1R] : Estimated time of arrival at the RTA waypoint is displayed in small characters. Required time
of arrival manually entered is displayed in large font.
DIS : Along track distance from present position to RTA waypoint.
HEADWIND/TAILWIND : displays HEADWIND or TAILWIND component.
HDG/DA : displays Heading and Drift angle.
MAGVAR : displays Magnetic variation.
CROSSWIND : displays CROSSWIND component (left or right, direction from which wind is blowing).
TAS : displays True Air Speed.
Page 7-4
October 30, 1998
MANUAL TAS : displays manually entered TAS (in large font).
MANUAL ALT : displays manually entered altitude (in large font), when altitude inputs are unavailable.
PRESS ALT : displays Pressure Altitude, when baro-corrected altitude input is not available and no
altimeter setting entered.
BARO ALT : displays Baro-corrected Altitude from ADC, or with pressure altitude input, corrected by
manually-entered altimeter setting.
QNH ALTIMETER SETTING : Displayed when only pressure altitude input available. Allows entry of a
barometric correction in inches of mercury (from 27.0 to 32.0 in Hg) or in millibars (from 915 to 1083 mb).
When an ALTIMETER SETTING is entered, pressure altitude is corrected and the display reverts to
BARO ALT.
NOTE: Altimeter setting is deleted and field displays dashes ("--.--") on leaving terminal area (distance
from departure airport is greater than 33 nm, or altitude is greater than 16,000 feet above airport
elevation).
7.8 LEAVING TERMINAL AREA (3-74)
When distance from airport exceeds 33 nm or aircraft reaches 16,000 feet above airport, the FMS
changes from terminal to en-route;
1. HSI lateral deviation sensitivity changes from 1 nm to 5 nm full scale.
2. On PROGRESS 1/4 page, RNP changes from 1 nm to 4 nm.
7.9 INSERTING TEMPORARY WAYPOINTS (3-17)
7.10 ALONG-TRACK WAYPOINTS (3-19)
Insert a temporary waypoint half way between the TO waypoint and the next waypoint.
With either the TO waypoint or the waypoint after the TO waypoint in scratch pad:
1. Key-in "/", and distance, to create a waypoint AFTER the TO waypoint, e.g. KILLA/20. or:
2. Key-in /, [+/-], distance, to create a waypoint BEFORE the waypoint after the TO waypoint, e.g.
KILLA/-20.
3. Press LEGS, and NEXT/PREV keys, to display desired insert location.
4. Press LSK to move waypoint to desired place.
5. Verify courses/distances.
Page 7-5
October 30, 1998
6. Press EXEC key.
"!OUT OF RANGE" is displayed when the new leg overlaps the next waypoint, creating a course
reversal causing the waypoint to be rejected.
7.11 PLACE/BEARING/DISTANCE WAYPOINTS (3-17)
In a scenario where you are requested to divert the aircraft to a waypoint that is 30 degrees left of the
present track at a distance of 50 nautical miles, perform the following procedures.
With desired reference waypoint identifier in scratch pad:
1. Key-in bearing/distance separated by a slash (/), into scratch pad. e.g.: YZP320/45
New waypoint is inserted ahead of existing waypoint. New waypoint identifier is created using first three
characters of reference waypoint identifier followed by a sequence number, e.g.: YZP01
4 Verify courses/distances.
To minimize keystrokes, perform close-up of route discontinuity before EXECuting route modification
which causes it.
5 Press EXEC key.
7.12 ROUTE DISCONTINUITIES (3-21)
A ROUTE DISCONTINUITY is inserted if the end of a leg is indeterminate, or entered waypoint is not part
of flight plan. THEN, a boxed data field and ROUTE DISCONTINUITY lines are inserted after new
waypoint.
7.13 ROUTE DISCONTINUITY CLOSE-UP (3-21)
Close-up occurs when moving a waypoint to an earlier location. Moving a waypoint downwards causes
the waypoint to be DUPLICATED into new location.
With LEGS page displayed showing "ROUTE DISCONTINUITY" :
1. Press NEXT/PREV keys, to display next waypoint.
2 Press LSK to copy waypoint identifier into scratch pad
3. Press NEXT/PREV keys, to display THEN box data field.
4. Press LSK to move waypoint to the THEN box data field.
6. Press EXEC key.
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October 30, 1998
7.14 PLACE/BEARING-PLACE/BEARING WAYPOINTS (3-18)
Once the aircraft has reached the Place/Bearing/Distance waypoint, the aircraft will be flown on a parallel
track for a distance of at least 75 nm and will then be cleared to intersect the next en-route waypoint at a
45Ε intersect angle.
With first reference waypoint identifier in scratch pad:
1. Key-in bearing from first reference waypoint followed by a slash (/), second reference waypoint and
bearing e.g. CAFTA268/YZP148.
New waypoint is inserted ahead of existing waypoint. Identifier is created based on identifier of first
reference waypoint, e.g. CAF 01.
5. Close ROUTE DISCONTINUITY as per previous procedure.
6. Press EXEC key.
Place/bearing-place/bearing are displayed as place/bearing/distance waypoints, based on first reference

waypoint, in REF NAV DATA pages.
7.15 ETA AND CRUISE WIND DISPLAY (3-26)
Read ETA at Top of Descent, (TOD) waypoint.
1. Press LEGS and PREV/NEXT keys, to display desired waypoint.
2. Press LEGS ETA LSK
3. Read ETA.
7.16 FLY-OVER AND FLY-BY WAYPOINTS (3-24)
All waypoints are defined as fly-by unless coded as fly-over. Any waypoint can be converted from one
type to the other, except missed approach waypoint.
Convert the Top of Descent waypoint into a fly over waypoint.
7.17 TO CONVERT TO FLY-OVER (3-24)
1. Key-in "/o" in scratch pad, press LEGS and PREV/NEXT keys, to display desired waypoint.
or:
Page 7-7
October 30, 1998
Press INIT REF and NEXT keys and /o=OVER LSK to select "FLY-OVER"
LEGS page is displayed with "/o" in scratchpad.
2. Press left LSK to move "/o" to waypoint location.
"/o" is displayed right of waypoint identifier.
3. Press EXEC key.
Turn anticipation is inhibited at the TOD waypoint.
7.18 WAYPOINT DELETION (3-22)
The aircraft is cleared direct from present position to waypoint before Top of Descent waypoint. Before
executing procedure, verify bearing and distance from present position to new TO waypoint.
7.19 POSITION FIX INFO DISPLAY (3-34)
With desired waypoint identifier in scratch pad:
1. Press FIX key.
2. Press LSK to move identifier into FIX.
3. Press REF LSK to display course/distance to TO waypoint, verify validity of displayed data.
7.20 BY CLOSE-UP METHOD (3-22)
1. Press LEGS and NEXT/PREV keys, to display selected waypoint.
2. Press LSK to copy waypoint identifier into scratch pad.
3. Press LSK to move waypoint identifier to TO waypoint.
"ROUTE DISCONTINUITY" is inserted in place of deleted waypoint(s). Any holding patterns

associated with deleted waypoint(s) are also deleted.
4. Close ROUTE DISCONTINUITY.
5. Press EXEC key.
7.21 REQUIRED TIME OF ARRIVAL COMPUTATION (3-30)
ATC requires that the aircraft arrive at the TOD 15 minutes later than predicted.
With TOD waypoint identifier in scratch pad:
1. Press PROG, PREV/NEXT keys to display RTA PROGRESS 3/4 page
2. Press LSK to move identifier into RTA WAYPOINT.
3. Key-in required time of arrival (e.g.: predicted +15 min.) and press RTA LSK to move entry into RTA.
Page 7-8
October 30, 1998
RTA TAS is computed to reach RTA waypoint at the RTA time. RTA WIND is current wind.
7.22 HOLDING PATTERN, GENERAL (5-1)
The FMS navigates a race-track pattern at a holding fix. Holding pattern can be defined at any time. The
FMS provides guidance to enter and fly the holding pattern until the pattern is exited. Holding pattern
entry procedures may be flown manually or autopilot coupled. The course pointer on the HSI always
shows the inbound course.
7.23 ENTRY PROCEDURES (5-2)
Holding pattern entry is according to the track angle in relationship to the three entry sectors shown
below.
A. SECTOR 1 - PARALLEL ENTRY
Aircraft flies parallel to holding course, turns left to intercept the inbound track; and then over holding
fix, turn right and flies the holding pattern.
B. SECTOR 2 - OFFSET ENTRY
Aircraft flies a 40Ε track to the outbound track, turns right to intercept the inbound track and flies the
holding pattern.
C. SECTOR 3 - DIRECT ENTRY
Aircraft turns right and flies the holding pattern.
7.24 HOLDING PATTERN GEOMETRY (5-3)
Holding pattern initial geometry is computed on the first passage over the holding fix, based on TAS, wind,
and bank angle not exceeding 25 degrees. The holding pattern is compared to the dimensions of the
protected airspace, less a small buffer, defined by ICAO for maximum holding speed (see Table 5-1) and
wind for that altitude. On each subsequent passage, the holding pattern geometry is recomputed using
TAS and wind.
HIGH HOLDING SPEED is generated one (1) minute prior to reaching the holding fix on entry, and on
each subsequent crossing when holding speed and wind causes the ICAO holding pattern protected
Page 7-9
October 30, 1998
airspace to be exceeded.
Aircraft Type Altitude (feet) Maximum IAS (knots)
Fixed wing, slow 0-14,000 170

Fixed wing, fast 0-14,000 230
14,000-20,000 240
20,000 and above 265
Helicopter 0-6,000 100
6,000-14,000 170
Table 5-1
ICAO Maximum Holding Speeds
Holding pattern geometry provides parallel inbound/outbound legs, except when the aircraft is flown at
maximum ICAO holding speed with a tailwind on the inbound leg, or a 90Ε crosswind from the holding
side, equal to the maximum ICAO wind. Under these conditions, the diameter of the turn on the
outbound leg may be increased to minimize any overshoot of the inbound leg.
ICAO wind is computed from: Wind Speed = 2h + 47 knots, where "h" is altitude above MSL (in
thousands of feet).
ATC wants the aircraft to hold at the Top of Descent, (TOD) waypoint. The holding pattern is to be aligned
with the track.
7.25 HOLDING PATTERN AT A ROUTE WAYPOINT (5-5)
With any ACT LEGS page displayed:
1. Press HOLD.
or:
1. Press LEGS and key in /H.
then:
2. Press PREV/NEXT to display HOLD FIX waypoint.
3. Press LSK to move /H to holding waypoint.
Default values of hold parameters are displayed (right turn, inbound course equal course of leg to holding
waypoint, and leg length of 1 or 1.5 minutes depending on altitude at time the hold entry is initiated).
When coded in data base, speed and altitude restrictions are displayed.
4. Press LSK to change turn direction.
and/or:
5. Key-in new inbound course and press LSK to move it to INBD CRS.
Page 7-10
October 30, 1998
and/or:
6. Key-in new leg time and press LSK to move it to TIME.
and/or:
7. Key-in leg distance and press LSK to move it to LEG DIS.
LEG TIME is replaced by dashes.
then:
8. Verify holding pattern parameters.
9. Press EXEC to arm the hold.
10. Press LEGS to return to LEGS page .
Waypoint identifier is displayed with "/H" beside it. At holding waypoint, course to TO WPT is replaced
by "HOLD AT", and HOLD prompt is displayed.
7.26 CURRENT NAVIGATION MODE STATUS (3-41) /RNP MODIFICATION (3-71)
1. Press PROG key. Verify NAV MODE, (GPS).
The Required Navigation Performance (RNP) for the phase of flight and the current estimated navigation
performance (ANP) are displayed in nautical miles. An RNP of up to 20 may be manually entered.
"VERIFY RNP VALUE" appears, when the entered RNP exceeds the RNP for the phase of flight. The
RNP selected at the phase of flight transition will be the smaller of the entered RNP or the automatically
selected RNP for that phase of flight or will be reset to the default value if the entered RNP exceeds the
default RNP of the new phase of flight.
2. Key-in the scratch pad the desired RNP and press LSK to move it to the RNP field.
The entered RNP value is displayed in LARGE font.
3. Press CLR, then LSK to revert to the default RNP for phase of flight.
"UNABLE REQD NAV PERF" is displayed when the ANP (actual navigation performance) exceeds
the displayed RNP.
As shown in the table below, the RNP value is linked to the GPS integrity alert limit and the HSI scale.
In addition, in multi-sensor installations, the position check limit is also controlled by the RNP value.
Page 7-11
October 30, 1998
TSO-C129/RNP Implementation (Note 1)
Phase of Manual RNP entry Position Check GPS Integrity Alert HSI Scale
Flight (nm) Limit (Note 2) Limit (Full Scale)
En-route None (2.0 nm default) 2.8 nm 2.0 nm 5.0 nm
1.01 to 20.0 2.8 nm 2.0 nm 5.0 nm
0.31 to 1.00 1.7 nm 1.0 nm 1.0 nm
0.10 to 0.30 0.3 nm 0.3 nm 0.3 nm
Terminal None (1.0 nm default) 1.7 nm 1.0 nm 1.0 nm
0.31 to 20.0 1.7 nm 1.0 nm 1.0 nm
0.10 to 0.3 0.3 nm 0.3 nm 0.3 nm
Approach None (0.3 nm default)
0.10 to 20.0 0.3 nm (Note 3)
Notes:
1) TSO-C129/RNP refers to installations in which GPS integrity limit, position check limit and
HSI scale are set in accordance with TSO-C129 requirements, with added RNP capabilities.
2) For position comparison in non-RNP airspace and in multi-sensor navigation.
3) On TSO-C129/RNP installations, when on approach, a manual RNP entry has no effect on
GPS integrity limit, position check limit and HSI scale. The only way to change their values is
to initiate a missed approach.
4. Press NAV MODE LSK to access navigation mode status of GPS, (or current) sensor.
5. Press NEXT/PREV keys to access the two GPS status pages.
7.27 GPS SENSOR AND SATELLITE STATUS (3-42)
1. Press INIT REF key and NAV STATUS LSK to display NAV STATUS INDEX page.
DME and VOR/DME prompts are displayed only when equipments are installed.
2. Press GPS LSK to display GPS STATUS 1/2 page.
3. Press NEXT/PREV keys to access the two GPS status pages as previously.
ATC requests an extension of leg time an additional minute.
Page 7-12
October 30, 1998
7.28 MODIFYING AN EXISTING HOLD (5-10)
After hold entry is initiated:
1. Press HOLD to display HOLD 1/X page.
2. Modify holding parameters, (leg time).
3. Press EXEC.
New parameters become effective on next passage over holding fix.
7.29 PREDICTIVE RAIM REQUESTS (3-43)
1. Press INIT REF key, NAV STAT and PREDICT RAIM LSK to display GPS PREDICT RAIM page.
GPS PREDICT RAIM for destination airport is displayed, with ETA, and at intervals of 5 minutes
before and after the ETA, up to 15 minutes. Possible outcomes are:
DISPLAYED PREDICTED Horizontal Integrity Limit, (HIL)
APPR Less than or equal to 0.3 nm.
TERM Greater than 0.3 nm but less than or equal to 1.0 nm.
ENRT Greater than 1.0 nm but less than or equal to 4.0 nm.
NONE Greater than 4.0 nm.
" **** " No computed HIL data due to lack of current almanac information, or GPS
failure.
2. To determine predicted HIL for a waypoint, key-in waypoint identifier into scratch pad and press LSK
to move it to IDENT.
3. Key-in ETA and press LSK to move it to ETA.
Arrival times appears on right side and predicted HIL for each arrival time is displayed.
HIL prediction can be initiated at any time and for any waypoint. When identifier is an airport, and an
approach has been selected, the computation is based on the missed approach waypoint, otherwise
airport reference location is used.
Fly holding pattern while setting-up hold exit procedure.
7.30 EXITING A HOLDING PATTERN (5-11)
A. Exit over FIX (hold at) waypoint:
1. Press HOLD to display ACT HOLD 1/X page.
Page 7-13
October 30, 1998
2. Press EXIT HOLD LSK to arm exit hold.
Hold exit can be cancelled at this point by pressing EXIT ARM LSK.
3. Press EXEC.
Aircraft turns to exit over holding fix. If this procedure is performed during entry into the holding
pattern, the entry procedure is completed prior to exiting the hold.
Proceed on course.
Page 7-14
October 30, 1998
INSERT
SECTION VIII
ARRIVAL AND APPROACH PROCEDURES
TAB HERE
SECTION VIII
ARRIVAL AND APPROACH PROCEDURES
Select an Arrival and an Approach procedure for the appropriate runway as per ATC instruction. At this point only
the STAR and the STAR transition will be loaded in. The missed approach procedure must contain a holding pattern.
8.1 INTRODUCTION
Arrivals, including Standard Arrival Route (STAR), STAR transition, and/or GPS overlay approach and
transition, can be loaded at the same time or in segments, depending on ATC clearances.
The data base contains only GPS and GPS overlay approaches. Approaches are identified by their prefix
followed by runway number:
NDB - GPS overlay of NDB approach

GPS - GPS approach
VOR - GPS overlay of VOR approach
When an arrival segment is selected, the waypoints are inserted into the route.
The STAR transition is linked to the appropriate en-route waypoint and subsequent waypoints are deleted. A
route discontinuity is created when there is no STAR transition.
A route discontinuity is created when the last STAR waypoint and the first approach transition waypoint are
different. Approach transitions may include procedure turns. Missed approaches are loaded as part of the
approach. Arrival waypoints may include speed/altitude constraint advisories.
When a runway is selected rather than an approach, only the runway threshold waypoint is loaded.
When the approach transition includes a procedure turn, two outbound legs are created based on the
procedure turn reference fix, followed by a turn in the correct direction to intercept the inbound course to the
final approach fix.
The still-air lengths of the procedure turn outbound legs are computed based on a time of 1 minute and 45
seconds and 180 knots. The two outbound waypoints are named using the first three characters of the
procedure turn reference fix, with the suffix PT added. The last character (L or R) indicates the direction of
the turn at that waypoint. In addition, the courses of the two outbound legs have the legend P-T.
Deletion of the turn reference fix or the first outbound waypoint results in the deletion of the entire procedure
turn. The two outbound waypoints cannot be copied to the scratchpad, and used as reference waypoints.
New ATC clearances can be incorporated at any time by selecting the new procedure, and deleting the
cancelled procedure.
Page 8-1
October 30, 1998
FROM
LAST STAR
WAYPOINT
IAF RW06R
ANC
053°
053°
ANCPTL DG
° H
0
20
73
188°
R-1
ANCPTR
NAPTO
FLITPATH
Page 8-2
October 30, 1998
8.2 STANDARD TERMINAL ARRIVAL ROUTE (STAR) SELECTION (3-51)
1. Press DEP/ARR key to display DEP/ARR INDEX page
2. Press ARR LSK to display ARRIVALS page for destination airport.
ARRIVALS lists STARs, approaches and runways for destination airport.
3. Press PREV/NEXT keys to display desired STAR and press left hand LSK to select STAR.
If an approach is selected first, then only applicable STARs are displayed.
4. Press PREV/NEXT keys to display desired STAR transition and press LSK to select transition.
Transition, with "<SEL>" is displayed.
5. Press LEGS and PREV/NEXT keys to display STAR waypoints.
6. Close-up route discontinuities, if required.
Pressing ERASE at any time causes all selections to be deleted.
7. Verify courses/distances, altitude/speed advisory, and procedural leg.
8. Press EXEC key.
On the PTT, simulate terminal area procedures by turning the aircraft and fly the aircraft as per your flight
plan while monitoring the LEGS and PROGRESS pages.
ATC request an immediate hold due to conflicting traffic.
8.3 HOLDING PATTERN AT PRESENT POSITION (5-8)
1. Press HOLD to display ACT LEGS page with /H prompt in scratch pad.
NOTE: If a HOLD already exists, press NEW HOLD
2. Press HOLD PPOS LSK to select present position hold mode
3. Verify/modify pattern parameters.
4. Press EXEC to initiate/hold at present position.
Present position is at moment the EXEC key is pressed.
ATC has resolved the conflict and clear the aircraft on course.
Page 8-3
October 30, 1998
8.4 HOLDING PATTERN DELETION (5-12)
A. After hold entry initiated:
(1) Perform any exit hold procedure Direct-to next waypoint.

When direct-to is EXEcuted, aircraft turns in the shortest direction to the direct-to course.
Select approach and approach transition as per latest ATC request.
8.5 ENTERING TERMINAL AREA (3-75)
When entering the terminal area, GPS instrument approach is armed automatically, or manually.
When the aircraft is less than 30 nm and below 15,000 feet above airport elevation, the following occur:
- "SET FMS ALTIMETER" is displayed, when altimeter setting has not been entered.
"SET FMS ALTIMETER" is re-displayed every two (2) minutes until altimeter is set.
- On PROGRESS 1/4 page RNP changes from 4 nm to 1 nm.
- "ARM APPROACH" is displayed when manual arming is required.
When GPS instrument approach is armed.
- HSI lateral deviation sensitivity changes from 5 nm to 1 nm full scale and "HSI SCALE CHANGING" is
displayed.
8.6 PROCEDURE TURN (3-78)
The FMS provides navigation and guidance for the two outbound legs of the procedure turn, followed by a turn
to intercept the final approach course inbound to the final approach fix. When the maximum allowable
procedure turn distance is less than 10 nm, the length of the first outbound leg may be reduced. As a result,
navigation and guidance may sequence to the second outbound leg almost immediately after crossing the
procedure turn reference fix.
Distance-to-go, on PROGRESS 1/4, can be used to ensure that the maximum distance from the procedure
turn reference fix is not exceeded and the aircraft remains within protected airspace, only when the TO
waypoint is the FAF. In other case use the FIX page procedure to monitor the distance from the procedure
turn reference fix.
8.7 GPS INSTRUMENT APPROACH (3-79)
The approach phase of flight is activated automatically 2 nm prior to the FAF.
At 3 nm inbound to FAF: HSI SCALE TO CHANGE is displayed. ARM APPROACH is repeated, if approach
mode has not yet been armed.
At 2 nm inbound to FAF: With GPS integrity predicted to exist at both FAF and MAP and the aircraft within
the approach zone, the FMS transitions automatically to approach mode.
Page 8-4
October 30, 1998
GPS
APPROACH
ZONE
ALERT BOUNDARY
CDU MESSAGE:
"FLY TO GPS
APPR ZONE"
60°
INBOUND
COURSE
FAF
MAP
60°
2NM RADIUS
2.5NM RADIUS CROSS THIS BOUNDARY
AT A TRACK ANGLE
ERROR OF LESS THAN 90°
APPZONE
Approach Zone
- GPS APPR CAP annunciator illuminates

- HSI lateral deviation changes from 1 nm to 0.3 nm full scale.
- MISSED APPR prompt is displayed on LEGS 1/X and PROGRESS 1/4.
- On the PROGRESS 1/4, RNP value changes from 1 nm to 0.3 nm.
At the MAP: If the missed approach has not been initiated;
- TO/FROM flag displays FROM indicating that the MAP has been overflown.
- Distance-to-go to the MAP on LEGS 1/X and PROGRESS 1/4 starts to increase.
- Navigation and guidance continue along the extension of the final approach course.
FLY TO GPS APPR ZONE alert: occurs when no procedure turn exists and direct-to the FAF without an
intercept is being performed. When the aircraft flies within a 2 nm of the FAF and is not in the approach zone,
GPS integrity predictions at the FAF and MAP are not computed due to lack of accurate ETA at the FAF.
Without the predicted integrity, the FMS will not transition to the approach. The following indications occur at
2 nm inbound to the FAF, when not in GPS approach zone:
- FLY TO GPS APPR ZONE is displayed

- GPS APPR CAP annunciator remains extinguished
Page 8-5
October 30, 1998
- HSI lateral deviation sensitivity and RNP remains at 1 nm.
The alert message disappears when the aircraft is in the approach zone and more than 2.5 nm from the FAF.
Enter the approach zone at least 4 nm from the FAF and cross the 2 nm point at a track angle error of less
than 90Ε.
When direct-to the FAF without an intercept is performed, the TO waypoint sequences to the MAP when the
FAF is passed during the re-orientation manoeuvre. Use direct-to/intercept to the FAF or follow one of the
procedures below.
Insert a temporary waypoint on the final approach as an IAF and initiate a direct-to to it.
or,
If radar vectored, request additional vectors.
Predictive RAIM computation is be initiated when the aircraft enters the approach zone and the track is within
90 degrees of the final approach course.
NO APPR INTEGRITY alert: When predictive RAIM indicates GPS approach integrity not available at the FAF
and/or the MAP, the following indications will occur at 2 nm to the FAF, in approach zone:
- HSI NAV flag appears

- GPS APPR CAP annunciator does NOT illuminate
- LNAV dis-engages and autopilot reverts to heading select or heading hold mode
- NO APPR INTEGRITY is displayed
- MISSED APPR is displayed on LEGS 1/X and PROGRESS 1/4
- HSI lateral deviation sensitivity and RNP remains at 1 nm.
After transitioning to the approach, and GPS integrity is lost after passing the FAF, the NAV flag and other
indications are delayed until 5 minutes after the loss is detected.
8.8 GPS INSTRUMENT APPROACH SELECTION (3-56)
1. Press DEP/ARR key to display DEP/ARR INDEX page.
Page displays airport name in title line. Only approaches applicable to selected STAR are displayed.
2. Press PREV/NEXT keys to display desired approach and press LSK to select approach.
Do not select a runway before the approach unless a VFR approach is planned, otherwise only the runway
threshold waypoint will be loaded into the route.
3. Press PREV/NEXT keys to display desired approach transition and press LSK to select transition.
4. Press LEGS and PREV/NEXT keys to display first approach leg.
5. Close-up route discontinuities.
6. Verify courses/distances, speed/altitude advisory, and procedural legs.
7. Press EXEC key.
Page 8-6
October 30, 1998
On re-display of ARRIVALS page, the active approach and approach transition are shown with "<ACT>"
legend beside name.
When the aircraft is cleared direct to the same waypoint as the missed approach holding fix, all intervening
arrival waypoints will be deleted when the direct-to navigation is EXECuted. To avoid this, perform a direct-to
a temporary place/bearing/distance waypoint at zero distance from the missed approach holding fix.
8.9 MISSED APPROACH INITIATION (3-66),MISSED APPROACH (3-83)
With ACT LEGS 1/x displayed:
1. Press MISSED APPR LSK to initiate missed approach. LNAV steering output remains valid, and the
autopilot/flight director remains in LNAV-engaged mode (if active). If MISSED APPR LSK is pressed
before reaching the MAP, navigation and guidance is provided along the final approach course until
reaching the MAP, followed by sequencing to the missed approach procedure waypoints.
or
2. Press the Take-Off/Go-Around (TOGA) switch, LNAV autopilot/flight director mode automatically
disengages. CMA-900 reverts to the terminal phase of flight.
or
3. Initiate direct-to navigation to any waypoint. If the autopilot/flight director mode is changed from LNAV-
engaged to any other mode, the CMA-900 steering signal output will no longer be used, however the
CMA-900 remains in the approach phase of flight.
When a missed approach is initiated:
- GPS APPR CAP annunciator extinguishes.

- HSI NAV flag disappears from view (if it had been displayed as a result of lack of approach integrity).
- MISSED APPR prompt disappears from the LEGS 1/X and PROGRESS 1/4 pages.
- NO APPR INTEGRITY alert message disappears (if displayed).
- On the NAV STATUS page, RNP value changes from 0.3 nm to 1.0 nm.
- LNAV steering validity is reset to VALID (if it had been set to INVALID), enabling LNAV steering to be re-
engaged.
- On overflying the MAP, navigation and guidance sequences to the first waypoint of the missed approach
procedure.
Navigation and guidance for the missed approach procedure is provided, including holding pattern at the
missed approach holding fix, except that manual leg sequencing may be required for legs with altitude
terminations.
When a holding pattern is defined at the FAF, the CMA-900 stays in terminal phase of flight on entering the
hold and engage approach on exiting the hold.
Page 8-7
October 30, 1998
8.10 HOLDING PATTERN DISPLAY
1. Press HOLD key
Verify missed approach holding pattern parameters, (turn direction, inbound course, leg time or leg
distance, speed/altitude restriction and fix ETA).
When passed the Missed Approach Point and flying to the missed approach holding point, set-up the new
approach. Wait till the MAP holding pattern waypoint is the TO waypoint and proceed with the selection
of the new approach.
8.11 NEW APPROACH AFTER A MISSED APPROACH (3-67)
With ARRIVALS 1/1 page displayed:

1. With scratch pad empty, press LSK to delete "<ACT>" approach.
All GPS and GPS overlay approaches and runways are displayed.
2. Press right hand LSK(s) to select desired approach and transition.
If the same approach is to be flown a second time, delete and reselect the existing approach, or approach
transition.
3. Press LEGS key to display MOD LEGS 1/X page.
Approach procedure waypoints are separated from the TO WPT by a route discontinuity.
4. Press PREV/NEXT keys to verify courses/distances.
5. Press EXEC key.
EXECution of the new approach procedure causes all remaining waypoints of the current missed approach
procedure to be deleted, except the TO waypoint. If automatic leg sequencing from the TO waypoint to the
first waypoint of the new approach procedure is desired, simply close up the route discontinuity.
1. Close-up route discontinuity.
Fly holding pattern while setting-up hold exit procedure.
8.12 EXITING A HOLDING PATTERN (5-12)
EXIT BY DIRECT-TO NAVIGATION TO ANY WAYPOINT:
1. Perform direct-to procedure to any waypoint.
When direct-to is EXECuted, the aircraft turns in the shortest direction to the direct-to course.
Fly the aircraft to the first waypoint of the new approach.
Page 8-8
October 30, 1998
8.13 STRAIGHT-IN INSTRUMENT APPROACHES (3-60)
An approach transition including a procedure turn can be converted to a straight-in approach, by direct-to
navigation to intercept the inbound course to the final approach fix (FAF) and deletion of the procedure turn.
Before reaching the procedure turn.
With LEGS 1/X page displayed:
1. Key-in, or copy procedure turn fix identifier, and press LSK to move it to TO WPT.
2. Key-in, or copy FAF identifier, and press LSK to move it to first procedure turn outbound waypoint.
The reference fix and the two outbound waypoints are deleted and the FAF waypoint becomes the TO
WPT, with the inbound course to the FAF displayed as the default intercept course in "INTC" field.
3. Press INTC CRS LSK to select direct-to intercept navigation.

Aircraft must be on the correct intercept heading prior to pressing EXEC (or engaging LNAV).
EXEC key must be press prior to reaching the point 4 nm inbound to the FAF to ensure correct transition.
4. Verify course/distance and press EXEC key.
Some other situations and recommended procedures are:
(1) When the procedure turn approach transition includes an intermediate waypoint inbound to the FAF
after turn completion, only direct-to navigation with or without an intercept of the default inbound
course to this waypoint need be executed. The procedure turn is automatically deleted.
(2) A straight-in approach can be created in advance by inserting a temporary place/bearing/distance

waypoint into the route as initial approach fix (IAF), at least 4 nm from the FAF, followed by deletion
of the procedure turn. On clearance receipt, direct-to navigation to the IAF, or to intercept the new leg
inbound to the FAF, can be performed.
(3) Procedure turn can be deleted by deleting the reference fix using the CLR key, or by close-up of the
FAF waypoint to the first outbound waypoint. Depending on the method used, and the order of
deletion and direct-to navigation actions, the intercept inbound course may have to be entered
manually since the default value is that of the original leg inbound to the reference fix.
While flying the aircraft, you can read about other types of approaches.
8.14 CIRCLING APPROACHES (3-63)
In a circling approach, navigation and guidance to the runway is obtained, while retaining the missed approach
waypoints, by using direct-to intercept to runway threshold waypoint.
Page 8-9
October 30, 1998
With approach procedure loaded:
1. At a convenient time, enter runway number into scratch pad.
Prefix "RW" is not required, but leading zero must be used (e.g. 14 or RW14, 06L or RW06L).
2. Press LEGS key to display ACT LEGS page and press LSK to move runway number identifier to TO WPT.
"INTC CRS" prompt displays dashes ("---") as default inbound course, route discontinuity is inserted after
runway threshold waypoint.
3. Key-in runway heading as intercept course, and press INTC CRS LSK to select direct-to intercept mode.
The inbound course is moved to the INTC CRS prompt field and to the TO WPT course.
4. Verify course/distance.
Navigation and guidance displays continues to be referenced to current leg of the original instrument
approach until EXEC is pressed.
5. Press EXEC key.
8.15 MODIFICATION TO AN APPROACH WITHOUT LOOSING INTERMEDIATE WAYPOINTS (NOTE, 3-60)
NOTE: If as part of the arrival procedure, the aircraft is cleared direct to the missed approach holding fix, all
intervining arrival waypoints will be deleted when the direct-to navigation to the missed approach holding
fix is executed. To avoid this , perform a direct-to to a temporary place/bearing/distance waypoint at zero
distance from the missed approach holdig fix.
1. Press DEP/ARR key to display ARRIVALS 1/X page and press ARR LSK.
2. With scratch pad empty, press LSK to delete "<ACT>" approach.
All GPS and GPS overlay approaches and runways are displayed.
3. Press right hand LSK(s) to select desired approach and transition.
If the same approach is to be flown a second time, delete and reselect the existing approach, or approach
transition.
4. Press LEGS key to display MOD LEGS 1/X page.
Approach procedure waypoints are separated from the TO WPT by a route discontinuity.
5. Press PREV/NEXT keys to display missed approach holding fix waypoint.
6. Press LSK to copy missed approach holding fix waypoint to scratch-pad.
Page 8-10
October 30, 1998
7. Define missed approach holding fix waypoint as a temporary place/bearing/distance waypoint at zero
distance from missed approach holding fix, eg; ASPEN000/0.
8. Press PREV/NEXT keys to display TO waypoint.
9. Press LSK to move temporary place/bearing/distance waypoint to TO waypoint field.
10. Close-up route discontinuity.
11. Press PREV/NEXT keys to verify courses/distances.
12. Press EXEC key.
EXECution of the new approach procedure causes the aircraft to fly directly to the Missed Approach
waypoint without deleting the intervening arrival waypoints.
8.16 VFR APPROACHES (3-65)
1. Press DEP/ARR key to display ARRIVALS 1/X page and press ARR LSK.
2. If an approach is already selected, press DEL LSK to delete it.
3. Press PREV/NEXT keys to display desired runway and press LSK to select it.
4. Press LEGS key to display MOD LEGS 1/X page
Runway threshold waypoint is inserted preceded by a route discontinuity.
5. Create approach fix on backwards extension of runway heading using place/bearing/distance waypoint.
Direct-to navigation to runway threshold intercepting the inbound course will accomplish the same.
6. Press EXEC key.
At the gate.
8.17 POSITION ACCURACY CHECK - FLIGHT TERMINATION (3-88)
1. Press INIT REF key and POS INIT LSK
2. Verify present position displayed against gate coordinates. Report any innacuracies.
In-flight position check can be performed by copying present position coordinates into the scatch pad
when over a known reference point. This frozen present position can be stored as a temporary waypoint
at the end of the route, for later analysis.
Page 8-11
October 30, 1998
8.18 TAKE-OFF AND LANDING TIMES (3-89)
1. Press INIT REF, NEXT and FLIGHT LOG to display FLIGHT LOG page
2. Register your Take-off/Landing and In-Flight time
8.19 ABNORMAL PROCEDURES
8.20 POWER INTERRUPTIONS (7-1)
Short power interruptions, lasting less than 3 seconds, have no impact on the FMS flight plan. The FMS
recovers and redisplays the active CDU page.
Momentary power interruption (less than 200 milliseconds) do not cause GPS sensor to transition to
acquisition mode.
Power interruptions greater than 3 seconds, but less than 8 seconds, cause MCDU MENU 1/2 page to be
displayed, and requires pressing an LSK to re-select the FMS. Update position (if necessary). Navigation and
guidance continues to operate normally. Re-select desired flight instrument display and AP/FD modes.
Airborne power interruptions longer than 8 seconds require that the FMS be re-selected as described above,
and:
1- Enter TO waypoint on LEGS page.

2- Update position (if necessary).
3- Re-select flight instrument display and AP/FD modes.
On the ground power interruptions longer than 8 seconds result in loss of flight plan.
8.21 GPS INPUT DESELECTION (7-2)
1. Press INIT REF key, NAV STATUS and DESELECT LSK's to display DESELECT page.
VOR, DME and X-FMS prompts are displayed only when equipments are interfaced with the FMS.
2. Press LSK until DESEL appears under GPS.
To reselect the GPS input, repeat step 2 until VALID or ACQ appears in GPS field.
8.22 TAS INPUT DESELECTION (7-3)
When TAS input is intermittent or unreliable.
2. Press LSK until DESEL appears under TAS.
To reselect TAS input, repeat step 2 until VALID appears in TAS field.
Page 8-12
October 30, 1998
8.23 OPERATION WITH FAILED TAS INPUT (7-4)
When operating in GPS, DME/DME or DME/VOR modes, long term navigational accuracy is not degraded.
Short term accuracy may be degraded during periods of rapidly changing ground speed and computation and
display of wind is not available.
8.24 OPERATION WITH FAILED ALTITUDE INPUT (7-4)
The CMA-900 is approved, for en-route and terminal operations without altitude aiding, and for GPS
instrument approaches with only pressure altitude input.
In flight, the satellite constellation determines whether altitude aiding is required to achieve the level of integrity
to conduct a GPS instrument approach. With a good satellite constellation, no altitude aiding may, in fact, be
necessary. Loss of altitude may require manual waypoint sequencing for altitude-terminated legs.
8.25 HEADING INPUT DESELECTION (7-4)
When heading input is intermittent or unreliable.
2. Press LSK until DESEL appears under HEADING.
To reselect heading input, repeat step 2 until VALID appears in heading field.
8.26 OPERATION WITH FAILED HEADING INPUT (7-5)
When heading is unavailable it results in: no wind computation and temporary FMS accuracy degradation
during turns exceeding 20 degrees except in GPS mode. To prevent loss of accuracy, manually enter a new
track angle each 10 to 20 seconds during and on completion of the turn.
8.27 NAVIGATION IN DEAD RECKONING (DR) MODE (7-5)
In DR mode, the FMS relies on heading, TAS and last computed wind, resulting in position accuracy which
degradation. The rate of accuracy degradation depends on heading and speed inputs.
Navigation accuracy during prolonged DR operation is improved by manual updating of present position and/or
track and ground speed. In NO TAS mode, the FMS assumes constant ground speed.
To manually update track and ground speed:
1. Press PROG key to display PROGRESS 1/4 page.
2. Key-in track angle in degrees and ground speed in knots, e.g. 090/350.
3. Press LSK to move track angle and ground speed in TK/GS field
Track angle and ground speed are automatically updated as soon as FMS resumes normal operation.
Page 8-13
October 30, 1998
8.28 PRESENT POSITION UPDATES (7-7)
A. UPDATE OVER TO WAYPOINT:
1. Prior to reaching TO waypoint, press LEGS key, LEGS ETA and LAT-LONG LSK's to display LEGS
LAT-LONG page.
2. Press LSK to copy coordinates of TO waypoint into scratch pad.
3. Press INIT REF key and POS INIT LSK to display POS INIT page.
4. When directly over the TO waypoint, press LSK to move scratch pad coordinates to POSITION field,
FMS position is updated to new coordinates.
B. MANUAL POSITION ENTRY:
1. Display the POS INIT 1/1 page
2. When directly overhead a known reference position, copy the present position coordinate into the
scratch pad by pressing LSK 1R.
3. Check the frozen present position coordinates in the scratch pad against any available reference and
manually update the present position.
4. Key the present position update into the scratch pad.
5. Move the update to the POSITION field by pressing POSITION (LSK 1R).
Page 8-14
October 30, 1998
INSERT
SECTION IX
SYSTEM MESSAGES AND REMOTE ANNUNCIATORS
TAB HERE
SECTION IX
SYSTEM MESSAGES AND REMOTE ANNUNCIATORS
9.1 ALERT MESSAGES
Alert messages are displayed in amber colour in scratch pad and on MESSAGE RECALL page.
Messages are removed automatically when condition which caused them is corrected.
Alert messages have highest priority and identify system condition which must be corrected.
Maintenance failure messages are displayed on MAINT MESSAGE page and result from hardware
failure.
Alert messages cause CDU MSG annunciator and remote MSG annunciator to flash until all messages
have been cleared/acknowledged. Press CLR key to clear Alert messages from scratch pad and turn off
remote and CDU MSG annunciators.
Messages which have not been acknowledged in scratch pad by pressing CLR, are displayed with an
asterisk (*) in MESSAGE RECALL page.
9.2 SYSTEM ALERT MESSAGES
ADC1 BUS FAILED, ADC2 BUS FAILED - Loss of communication with ADC detected. ACTION: Verify
ADC power.
ADC1 FAILED, ADC2 FAILED - ADC detected failure of its equipment. ACTION: Verify ADC.
AHRS1 BUS FAILED, AHRS2 BUS FAILED - Loss of communication with AHRS detected. ACTION:
Verify AHRS power.
AHRS1 FAILED, AHRS2 FAILED - AHRS detected failure of its equipment. ACTION: Verify AHRS.
ALTITUDE FAILED - Altitude input lost, DME/DME and VOR/DME navigation degraded. ACTION:
Monitor position in DME mode. Require manual update of altitude. Altitude-terminated legs have to be
manually sequenced.
CDU1 BUS FAILED - FMU1 detected loss of communication with CDU1. ACTION: dual CDU
installations, access FMU1 via CDU2.
CDU1 FAILED - CDU1 detected failure of its equipment. ACTION: dual CDU installations, access FMU1
via CDU2.
CDU2 BUS FAILED - FMU2 detected loss of communication with CDU2. ACTION: dual CDU
installations, access FMU2 via CDU1.
CDU2 FAILED - CDU2 detected failure of its equipment. ACTION: dual CDU installations, access FMU2
via CDU1.
CONFIG INVALID - Configuration failure. ACTION: Do not use FMS.
DATA BASE OUT OF DATE - Navigation Data Base selected is not current cycle. ACTION: Select
correct data base.
Page 9-1
October 30, 1998
DISCONTINUITY - Overflown last waypoint prior to route discontinuity. LNAV will disengage. ACTION:
Close up route discontinuity or enter next waypoint.
DLU BUS FAILED - FMS detected a loss of communication with DLU. ACTION: Insert disk in Data
Loader or check DLU connections.
DLU FAILED - DLU detected failure of its equipment. ACTION: Check DLU.
DME1 BUS FAILED, DME2 BUS FAILED - FMS detected loss of communication with DME. DME-DME
and VOR-DME navigation no longer available. ACTION: Deselect DME or revert to alternate mode of
navigation.
MANUAL DME1 FAILED, MANUAL DME2 FAILED - FMS detected loss of distance information.
VOR/DME navigation no longer available. ACTION: Deselect VOR or revert to alternate mode of
navigation.
SCANNING DME1 FAILED, SCANNING DME2 FAILED - DME equipment failure. DME-DME navigation
no longer available. ACTION: Deselect DME or revert to alternate mode of navigation.
END OF ROUTE - Overflying last waypoint. LNAV will disengage. ACTION: enter additional waypoints.
ENTER POS/DATE/TIME - FMS memory corruption. ACTION: Enter position, time and date.
FLY TO GPS APPR ZONE - Message triggered at 2 nm to the FAF when aircraft outside GPS approach
zone GPS approach zone is defined as within +/- 60 degrees either side of inbound course to the FAF.
ACTION: Fly into GPS approach zone with TKE less than 90 degrees from a distance of 3 nm. If radar
vectored, request additional vectors. Message disappears when aircraft is in approach zone and more
than 2.5 nm from FAF.
FMS CLOCK FAILED - FMS Real Time Clock failure. ACTION: Verify Time, Date, and Flight plan data.
FMS-FMS POS DISAGREE - Position difference between FMS's exceeds position check limit, (RNP).
ACTION: Monitor/update FMS position.
FMS FAILED - FMS hardware failure. ACTION: FMS unusable.
FMS INDEPENDENT OP - Dual FMS installation, on-side FMS is independent of off-side FMS (cannot
operate in synchronized mode) because:
- Independent mode requested manually or
- inter-FMS communication failure or
- different software programs in FMS's or
- different active navigation databases in FMS's or
- Heading or TAS failure in on-side and/or off-side FMS or
- On-side and off-side FMS in different phases of flight for more than five seconds or
- On-side and off-side FMS using different sensors for navigation for more than ten seconds.
FMS NAV IN DR - FMS receiving insufficient navigation information. System navigating in dead reckoning
mode using heading/TAS inputs and last computed wind. MCDU POS annunciator illuminates. ACTION:
Revert to alternate navigation mode.
FUEL1 BUS FAILED, FUEL2 BUS FAILED - FMS loss of communication with Fuel Computer detected.
ACTION: Manually enter fuel quantity/flow.
Page 9-2
October 30, 1998
FUEL1 FAILED, FUEL2 FAILED - Fuel Computer equipment failure. ACTION: Manually enter fuel
quantity/flow.
GPS1 BUS FAILED, GPS2 BUS FAILED - FMS detected loss of communication with GPS sensor. GPS
mode unavailable. ACTION: Revert to alternate navigation mode.
GPS1 FAILED, GPS2 FAILED - GPS sensor failure. ACTION: Deselect GPS, revert to alternate
navigation mode.
GPS1 NAV LOST, GPS2 NAV LOST - GPS sensor unusable. ACTION: Revert to alternate navigation
mode.
GPS POS UNCERTAIN - GPS position and integrity does not meet requirements for phase of flight and
no means to cross check position. Message does not imply GPS position error, only reduced confidence
in position accuracy. ACTION: Verify GPS position and monitor Horizontal Integrity Limit (HIL).
HEADING FAILED - Heading input lost. When not in GPS mode, FMS builds up errors during turns. Wind
computation not available. ACTION: Operate with failed heading input.
HIGH ARC EXIT SPEED - TAS and wind may cause aircraft to overshoot next flight leg. ACTION:
Reduce speed.
HIGH HOLDING SPEED - TAS and wind may cause holding pattern protected airspace to be exceeded.
Message displayed one (1) minute prior to reaching holding fix and on passage over fix. ACTION:
Reduce speed.
HSI COURSE INVALID - HSI course pointer invalid. ACTION: Manually set HSI course pointer.
HSI SCALE CHANGING - HSI lateral scale deviation sensitivity in process of changing from 5 nm to 1 nm
or from 1 nm to 5 nm full scale. Message displayed when entering terminal area. ACTION: None,
message disappears within 10 seconds of completion of change
LOW BATTERY POWER - ACTION: Advise maintenance.
MANUAL WPT SEQUENCE - manually initiate sequence to next waypoint. Message is displayed in
conjunction with NEXT WPT prompt for legs requiring manual termination. ACTION: Press NEXT WPT
prompt when required.
MCP1 BUS FAILED, MCP2 BUS FAIL - FMS detected loss of communication with AP/FD Mode Control
Panel. LNAV engagement not possible. ACTION: Establish desired heading before EXECuting intercept
course.
MCP1 FAILED, MCP2 FAILED - AP/FD Mode Control Panel detected an equipment failure. LNAV
engagement not possible. ACTION: Establish desired heading before EXECuting intercept course.
NO APPR INTEGRITY - Predicted GPS integrity does not meet approach requirements. ACTION:
Activate missed approach or use alternate mode of navigation to perform approach.
NO CO RTE DATA BASE - Company route not loaded or is corrupted. ACTION: Manually create flight
plan or reload company route.
NO NAV DATA BASE - No navigation data base loaded. ACTION: Manually enter flight plan using
waypoint coordinates or reload navigation data base.
Page 9-3
October 30, 1998
NOT ON INTERCEPT CRS - Aircraft course does not intercept desired course to fix. ACTION: Fly aircraft
to intercept course. Re-engage LNAV .
NOT ON INTERCEPT HDG - Aircraft heading does not intercept desired course to fix. ACTION: Fly
aircraft to intercept heading. Re-engage LNAV.
ROUTE CORRUPTION - Route is corrupted. ACTION: Reload Company Route Data Base.
SET FMS ALTIMETER - Entering airport terminal area without baro-corrected altitude. ACTION: Enter
ALTIMETER SETTING.
TAS FAILED - Loss of TAS. When not in GPS mode, FMS builds up errors during changes in speeds.
Wind computation not available. ACTION: operate with failed TAS.
UNABLE FMS-FMS SYNC - In dual FMS, an attempt to synchronize on-side/off-side FMS failed because:
- inter-FMS communication failure or
- FMS software programs are different or
- active navigation databases are different.
ACTION: Select same active database on both FMS and select synchronized mode.
UNABLE REQD NAV PERF - ANP (Actual Navigation Performance) exceeds displayed RNP (Required
Navigation Performance) value. ACTION: Monitor/update FMS position.
VERIFY POSITION - GPS position differs with position of other navigation sensor by an amount
exceeding the position check limit.
VERIFY RNP VALUE - Entered Required Navigation Performance (RNP) value exceeds RNP value for
phase of flight.
VOR1 FAILED, VOR2 FAILED - VOR equipment failure detected, VOR-DME navigation no longer
available. ACTION: Deselect VOR or revert to alternate mode of navigation.
VOR1 BUS FAILED, VOR2 BUS FAILED - FMS detected loss of communication with VOR sensor. VOR-
DME navigation mode is lost. ACTION: Deselect VOR or revert to alternate mode of navigation.
X-TALK BUS FAILED, X-TALK FAILED - Detected inter-FMS communication failure. Synchronized
mode of operation and manual flight plan synchronization not possible.
9.3 MAINTENANCE ALERT MESSAGES
H/W PIT FAILED - Programmable Interval Timer failure. ACTION: Do not use the FMS.
H/W RAM FAILED - FMS random access memory (RAM) failure. ACTION: Do not use the FMS.
H/W 287 FAILED - Math processor failure. ACTION: Do not use the FMS.
H/W A429 IP# FAILED - Arinc 429 receiver failure. ACTION: Do not use FMS.
H/W A429 TX# FAILED - Arinc 429 transmitter failure. ACTION: Do not use FMS.
H/W RS422 IP# FAILED - RS-422 input port failure.
H/W RS422 TX# FAILED - RS-422 transmitter failure.
Page 9-4
October 30, 1998
SYNCHRO OVERLOAD - Synchro output overload. ACTION: Check HSI interface loading.
9.4 ADVISORY MESSAGES
Advisory messages are lower priority messages which do not turn on the CDU MSG or remote MSG
annunciator. They are data entry or status messages according to the type of information provided.
Data entry messages are identified by a leading ! . They do not appear on the MESSAGE RECALL page,
but have priority over status messages.
Status messages are classified as permanent or temporary. Both types may appear in the scratch pad (in
white), but only permanent status messages are displayed on the MESSAGE RECALL page. They remain
on that page until the condition that caused them is cleared. Status messages are not displayed until
scratch pad is cleared.
9.5 SYSTEM ADVISORY MESSAGES
(*): These messages are displayed until the condition which caused them no longer exists.
ARM APPROACH - Message triggered at 30 nm to destination airport and repeated at 3 nm to FAF when
approach is not armed. ACTION: Manually arm approach.
DIRECT HOLD ENTRY - Holding pattern entry procedure used on crossing holding fix (displayed 10
seconds to holding fix). ACTION: None. Message disappears on completion of entry procedure.
*DIRECT TO FIX - During intercept course capture, and predicted intercept point is so close to waypoint
that an intercept cannot be calculated, instead the intercept is calculated direct to the waypoint. ACTION:
None. Message disappears on arrival at the direct-to waypoint.
DME NAV DESELECTED - DME Sensor manually de-selected. ACTION: Monitor DME navigation
performance, reselect when available.
END OF OFFSET - End of offset navigation. ACTION: None. Message disappears on capture of original
track.
GPS NAV DESELECTED - GPS sensor manually de-selected. ACTION: Monitor GPS performance,
reselect when available.
HSI SCALE TO CHANGE - HSI lateral deviation sensitivity starts changing from 1 nm to 0.3 nm full scale
at 2 nm to the FAF waypoint. Message is displayed at 3 nm inbound to FAF when GPS approach has
been armed. ACTION: None. Message disappears 2 nm prior to FAF.
PARALLEL HOLD ENTRY - Holding pattern entry procedure used on crossing holding fix (displayed 10
Page 9-5
October 30, 1998
TEARDROP HOLD ENTRY - Holding pattern entry procedure used on crossing holding fix (displayed 10
VOR NAV DESELECTED - VOR Sensor manually deselected. ACTION: Monitor VOR navigation
performance. Reselect when available.
X-FMS NAV DESELECTED - FMS-FMS synchronized navigation manually deselected .
(*): These messages are displayed until the condition which caused them no longer exists.
9.6 DATA ENTRY ADVISORY MESSAGES
!APPROACH WPT/LEG - Attempt to modify final approach or missed approach segments. ACTION:
Clear message and review route modification.
!CDU ENTRY CONFLICT - Conflict of entry in dual MCDU operations. ACTION: Wait for other CDU entry
to be completed.
!DATA LOADER IN USE - Attempt to access data base while data loader is active. ACTION: Wait till
data loader transfer is completed.
!DISPLAY REF TRUE - Attempt to move a waypoint along a DME arc while in True North reference.
ACTION: Select magnetic display.
!EMPTY - Attempt to delete an item from an emptied list. ACTION: Clear message.
!ENTER ACTIVE WPT/LEG - Occurs on in-flight power-up restart or when attempting to execute a flight
plan without a TO waypoint. ACTION: Execute a Direct-To or leg intercept to create a TO waypoint.
!ENTER DESTINATION - Attempt to execute flight plan without destination airport. ACTION: Enter
DESTINATION airport.
!ENTER ORIGIN - Attempt to execute flight plan without ORIGIN airport or entering destination airport
prior to ORIGIN airport. ACTION: Enter ORIGIN airport.
!FULL - Attempt to de-select more than 25 DME stations. ACTION: Clear message and review DME
deselection list for possible deletions.
!GPS NOT AVAILABLE - GPS almanac not available for Predictive RAIM. ACTION: Clear message,
check GPS power, wait for new almanac and re-initiate Predictive RAIM request.
!GPS DATE - Attempt to enter date when system date is from GPS. ACTION: Clear message.
!GPS UTC - Attempt to enter time when system time is from GPS. ACTION: Clear message.
!HEADING/TAS FAILED - Unable to synchronize FMS's due to Heading or TAS failure on either FMS.
!HOLDING IN PROGRESS - Attempt to delete active holding procedure or to synchronize FMS-FMS

while in holding pattern. ACTION: Exit holding pattern or execute Direct-To.
!IN FLIGHT - Attempt to enter data while airborne into data field only accessible on the ground. ACTION:
Clear message.
!IN APPROACH - Attempt to synchronize FMS's during approach.
Page 9-6
October 30, 1998
!IN MISSED APPROACH - Attempt to synchronize FMS's during missed approach. ACTION: Cancel
missed approach by executing a DIRECT-TO.
!INVALID APPROACH: Selected approach is invalid or corrupted. ACTION: Select alternate approach.
!INVALID APPR TRANS: Selected approach transition is invalid or corrupted. ACTION: Select alternate
approach/approach transition.
!INVALID DATA BASE - Attempt to activate an invalid data base. ACTION: Clear message.
!INVALID DELETE - Attempt to DELETE un-deletable field. ACTION: Clear message and select correct
field.
!INVALID ENTRY - Attempt to enter incorrect data in selected field. ACTION: Enter correct data.
!INVALID FORMAT - Attempt to enter incorrect format data. ACTION: Clear message and enter correct
data.
!INVALID INTERSECTION - Place/Bearing-Place/Bearing inputs do not intersect to form waypoint or

entered down-track intersection does not exist. ACTION: Clear message and review/modify data entry.
!INVALID STAR - Selected STAR is invalid or corrupted. ACTION: Select alternate STAR or manually
enter STAR.
!INVALID STAR TRANS - Selected STAR transition is invalid or corrupted. ACTION: Select alternate
STAR/STAR transition.
!MEMORY LOCKED - Attempt to modified protected memory. ACTION: Clear message. Unlock
maintenance.
!MOD IN PROGRESS - Cannot access CTR LEGS pages to preview flight plan on EFIS because route
modification in progress. ACTION: Execute changes then preview flight plan.
!NO CO RTE DATA BASE - Attempt to load company route from non-existent data base. ACTION: Load
company route data base.
!NO ENTRY ALLOWED - Attempt to enter data into no-entry data field. ACTION: Clear message and
select correct data field.
!NO SUCH CO ROUTE - Route not found in company route data base. ACTION: Clear message and
access SELECT CO ROUTE to determine correct company route name or manually define flight plan.
!NOT IN DATA BASE - Can not find entered identifier in navigation or company route data base.
ACTION: Clear message and reenter identifier.
!NOT IN ROUTE - Can not find entered identifier in flight plan. ACTION: Clear message and check
identifier.
!OUT OF RANGE - Attempt to enter data having incorrect range for selected field or when inserting along
track waypoint which overlaps an adjacent waypoint. ACTION: Enter correct data.
Page 9-7
October 30, 1998
!ROUTE FULL - Attempt to enter more than 99 waypoints in flight plan. ACTION: Clear message and
review flight plan.
!ROUTE TRUNCATED - Selected company route or arrival procedure has been truncated to fit flight plan
(99 waypoints). ACTION: Clear message, review flight plan and re-select arrival.
!SELECT TRANS/APPR/RWY - Selection of STAR transition or approach or runway required before

STAR waypoints can be loaded in route from navigation data base. ACTION: Select STAR transition,
approach or runway.
!TEMP DATA BASE FULL - Temporary data base is full. ACTION: Clear message, use existing
temporary waypoints or reload company route.
!UNABLE FMS-FMS SYNC - Unable to synchronize FMS's due to inter-FMS communication failure.
!WAIT - Company Route load in process. ACTION: Wait until company route is loaded.
9.7 REMOTE ANNUNCIATORS
A. ANNUNCIATORS
(1) GPS APPR CAP (Green)
GPS Approach Capture illuminates at 2 nm inbound to FAF when all conditions for GPS approach are
met. ACTION: None.
(2) GPS INT (Amber)
GPS Integrity illuminates when:

- GPS HIL exceeds position integrity performance requirements for phase of flight (alert message:
GPS POS UNCERTAIN)
- GPS sensor not usable for navigation (alert messages: GPS1 NAV LOST or GPS2 NAV LOST)
ACTION: Continue to navigate using GPS or revert to alternate mode of navigation. When continuing
to use GPS, position should be monitored and verified.
(3) MSG (Amber)
Message annunciator flashes when new alert message has been generated by FMS. ACTION:
Check alert message in scratch pad or on MESSAGE RECALL page. Take appropriate action.
(4) OFFSET (White)
Offset illuminates when in parallel offset navigation. ACTION: None
(5) WPT (Amber)
Lateral waypoint alert illuminates within 10 seconds of turn anticipation point, or fly-over waypoint,
when aircraft ground speed is below 250 knots. It illuminates within 60 seconds of point at higher
speeds. Action: None. Annunciator extinguishes at waypoint crossing.
Page 9-8
October 30, 1998
B. NAVIGATION FLAG
NAV flag on HSI/EFIS is displayed and FMS roll steering output is set to INVALID, disengaging the
autopilot/flight director LNAV mode, under operational/system hardware conditions listed below.
(1) OPERATIONAL CONDITIONS
(a) aircraft on ground or TAS below minimum take-off speed. ACTION: None. NAV flag
disappears on take-off.
(b) undefined TO waypoint (e.g. route discontinuity, end of route, or no route loaded). NAV flag
is accompanied by !SELECT ACT WPT/LEG message. ACTION: Select TO waypoint.
(c) Direct-to intercept when engaging LNAV before being on intercept heading. NAV flag is
accompanied by NOT ON INTERCEPT CRS message. ACTION: Fly to intercept heading
before engaging LNAV .
(d) At 2 nm inbound to FAF on GPS approach and all conditions necessary for approach have
not been met (e.g. no GPS integrity, loss of GPS, route discontinuity before FAF, or aircraft
not in approach zone). NAV flag is accompanied by messages, depending on cause.
ACTION: Eliminate/change operational condition, or, if GPS function, initiate missed
approach.
(e) When active leg loaded from navigation data base is a heading/course to intercept next leg
and aircraft is not on correct course/heading. NAV flag is accompanied by NOT ON
INTERCEPT HDG/CRS message. ACTION: Fly to intercept heading/course before
engaging LNAV.
(2) HARDWARE CONDITIONS
(a) FMS hardware failure (including loss of communication with MCDU). ACTION: Revert to
alternate mode of navigation.
(b) Loss of power to FMS. ACTION: Check circuit breakers.
(c) MCDU is OFF (in a dual installation, both MCDU's are off). ACTION: Turn on at least one
MCDU.
(d) Heading failure occurred in DME-DME, DME-VOR, or DR modes, or when flying a heading
leg. ACTION: Switch to alternate heading source, or revert to another navigation mode.
(e) TAS failure occurred in DR mode. ACTION: Revert to alternate mode of navigation.
Page 9-9
October 30, 1998
Page 9-10
October 30, 1998
924-990436-000

FMS CMA-900 924-990436-000 PTT Manual

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FMS CMA-900 924-990436-000 PTT Manual

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PART TASK TRAINER MANUAL

FLIGHT MANAGEMENT UNIT

CANADIAN MARCONI COMPANY

CMC Electronics Inc.

CMC Electronics Inc.

FLIGHT MANAGEMENT UNIT

CANADIAN MARCONI COMPANY

Publication No. 900-TG600-0115 October 30, 1998

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LIST OF EFFECTIVE PAGES

Original ...................0 ....................October 30, 1998

THE TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 84

SUBJECT PAGE DATE SUBJECT PAGE DATE

LIST OF EFFECTIVE PAGES (continued)

RECORD OF REVISIONS On receipt of revisions, insert pages and

ASSIGNED TO (JOB TITLE) LOCATION

REV. REVISION INSERTION REV. REVISION INSERTION

SERVICE BULLETIN LIST

SERVICE MANUAL MANUAL

CDU1 - Pilot side MCDU

FAF - Final Approach Fix

GUI - Graphical User's Interface

IAF - Initial Approach Fix

T - Angle referenced to True North

VDOP - Vertical Dilution of Precision

X-TALK - FMS-FMS Cross-Talk (Synchronization)

VFR - Visual Flight Rules

Z - Zulu (UTC) time

I DESCRIPTION AND OPERATION.........................................................................................................1-1

II PART TASK TRAINER PROGRAM INSTALLATION.............................................................................2-1

III OPERATING THE PART TASK TRAINER.............................................................................................3-1

IV PART TASK TRAINER CONFIGURATION............................................................................................4-1

V CMA-900 PILOT'S OPERATING PROCEDURES..................................................................................5-1

VI PREFLIGHT PROCEDURES .................................................................................................................6-1

VII IN-FLIGHT PROCEDURES ....................................................................................................................7-1

VIII ARRIVAL AND APPROACH PROCEDURES ........................................................................................8-1

IX SYSTEM MESSAGES AND REMOTE ANNUNCIATORS .....................................................................9-1

Figure 1.1 List of Related Publications........................................................................................................1-1

DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

1.1 PURPOSE OF MANUAL

1.2 PURPOSE OF PTT PROGRAM

1.3 RELATED PUBLICATIONS

Figure 1.1 lists the publications related to the PTT.

NOMENCLATURE PUBLICATION NO.

Operators Manual, Flight Management System 900-GEN-0117

Installation/Flight Line Maintenance Manual, Flight 900-GEN-0812

List of Related Publications

1.4 PTT IDENTIFICATION

NOMENCLATURE COMMON CMC PART NUMBER COMMENT

Jeppesen Databases/ NA NA Sample databases are

1.5 PC SYSTEM REQUIREMENTS