OPERATOR’S MANUAL
CMA-9000 FLIGHT MANAGEMENT SYSTEM
• Descent: The descent phase begins with the deceleration to descent speed, or at the p
aircraft starts to capture the descent path and extends to the transition to approach pha
Descent (E/D). Both early and late descents are supported. An early descent is flown at t
and at fixed rate of descent. A late descent is flown at an increased speed to ensure airpl
to the descent path. The descent profile takes into account the crew-selected speed sche
altitude and speed constraints, blended winds, forecast local baro-setting, temperature
airport, the airport speed restriction. A performance path is created between the final cruis
highest descent waypoint altitude constraint that restricts the path. From that waypoint
line (geometric) vertical paths link waypoint altitudes that constrain
oint at which the
se at the End-of-
he descent speed
ane convergence
dule, all waypoint
at the destination
e altitude and the
onwards, straight-
the path until the E/D. A deceleration
l altimeter setting
th deviation when
s at the E/D point
nt of reduced descent
es the aircraft
PPR REF page,
estination airport
int altitudes.
initiated, the vertical profile is deleted. The FMS lateral and
mmands the go-around
target speed for the current conditions. The requirement for a new vertical profile after go-around initiation
typically either a
computed based
on cu ht, fuel, etc).
ing a Go-
segment to the E/D speed is automatically inserted if required. Entry of a forecast loca
(QNH or QFE) prior to the start of descent minimizes the sudden change of the vertical pa
the actual altimeter setting is entered on descending through the transition level.
• Approach: The approach phase is a seamless extension of the descent profile that begin
and ends at 50ft above the runway threshold. The approach profile includes a segme
rate prior to the FAF to allow for aircraft reconfiguration and deceleration. The profile assum
will fly the FMS-predicted flaps, slats and final approach speeds displayed on the A
including any manually-entered approach speed wind correction. Entry of a forecast d
temperature below 0°C causes adjustment of the approach and approach transition waypo
• Missed Approach: When a go-around is
vertical navigation of the missed approach procedure is interrupted and the FMS co
is entry of a new cruise altitude and the activation of a new lateral flight plan, comprising
second approach procedure or a route to an alternate airport. The new vertical profile is
rrent aircraft conditions (gross weig
NOTE: The current approach is automatically re-loaded into the active flight plan follow
Around.
• Done Phase:
This phase is initiated on ground, two minutes after landing, and when s
engines is detected. The vertical profile, as well as all performance initia
associated predictions are deleted.
Performance predictions: Predictions provided for each lateral waypoint depend on the
hut down of both
lization data and
vertical flight phase
n), flight path angle and
ht. ETA and fuel
all waypoints, as well as predicted crossing altitudes for waypoints with no associated altitude
constraint are displayed on the LEGS pages. Specific climb and descent profile predictions are displayed on the
PROFILE page. The vertical profile and all predictions are recomputed when any source data element is
modified. In practice, this means when any lateral or vertical flight plan event occurs that causes the EXEC
annunciator to illuminate or a change of the FGCP pre-selected altitude that updates the FMS cruise altitude.
In descent, a change in local barometric setting may also trigger the re-computation of the vertical profile.
Performance predictions for the Active route are also updated periodically during flight to take into account
current conditions.
and include: ETE or ETA, crossing altitude, speed target (or FGCP speed interventio
vertical speed target, fuel remaining, and estimates of takeoff, current and landing gross weig
predictions for
Page F-4
August 17, 2010
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