Notes
Sup 91 is 803 enhanced details the enhanced package
Sup 97 is snc 1000
Sup 99 proposed is scn 1000 enhanced
SCN 803/903
• Added a new route clearance page, accessed from the Pilot Route menu page, which displays pilot-defined routes in clearance language format.
• Added configuration setting to display and specify the time of day the navigation database expires.
• Modified selected crosstrack mode to maintain the parallel offset for certain leg types through leg sequencing in order to comply with PRNAV and RNP RNAV.
• Modified selected crosstrack entry field on the NAV page to correctly interpret the entered selected crosstrack value when the commanded heading mode is active.
• Added a synchronized dual FMS feature. Pilot actions that affect LNAV, VNAV and FUEL are automatically and bidirectionally crossfilled.
• Added the use of runways for tactical operations such as DTO, PVOR, and HOLD.
• Added emergency divert feature to the DTO function. An emergency divert to a nearby airport was previously available through the use of the LIST function to access a list of nearby airports. This new feature will allow direct access to nearby airports from the DTO page and provide additional information such as range, bearing and maximum runway lengths.
• Added a Hold at Present Position (HOLD PPOS) option that enables pilot to enter a holding pattern at the current present position.
• Modified software to allow missed approach selection for advisory approaches.
• Modified software to restore the capability to do manual predicted RAIM for BC, LOC and ILS approach types.
• Modified software to display approach magnetic variance accurately in the unique case when a flight plan is entered where there is no origin and an extra waypoint after the destination.
• Removed the Quality (Q) factor as a display option for Estimated Position Uncertainty (EPU).
• Removed logic that allows display of EPU in Kalman Variances on the GWS Status page. EPU is now derived solely from and displayed as the GWS sensor horizontal figure of merit (HFOM).
SCN 100X/110X
SCN 100X and the MMM version 110X, require a new FMS. The new FMS are the 1Ew, 1Fw, and 1Lw. This software is adapted to integrate the Space Base Augmentation System (SBAS) into the navigation sensor suite. Under SBAS is WAAS for North America, EGNOS for Europe, MSAS for Japan, and GAGAN for India.
The following are operational changes from the preceding software, SCN 803/903.
SCN 1000/1100
Added a "+" sign to indicate a positive value in the VDEV field on the VNAV Path Page.
Improved position accuracy calculations by refining inputs to the multi-sensor Kalman filter used to determine actual navigation performance (ANP).
Removed waypoint overfly as the default to the precision arc (RF) procedural leg type and added an overfly (OVFLY) option to the SID, STAR and Approach RF Leg Definition Pages.
Improved software to ensure temperature compensation is not applied to manually entered altitudes at final approach course fixes (FACF).
Improved synchronization functionality to ensure SYNC mode is retained when two independent FMS with Selected Crosstrack (SXTK) active are synchronized.
Incorporated routine update to the magnetic variation model.
Modified software to prevent erroneous NO INTERCEPT message during large course changes.
Now shows multiple approaches of the same type to a same runway by adding an identifier suffix to uniquely identify each approach.
Added the capability for deviation steered autopilots to fly advanced approaches. An Advanced Approach Deviation Steering configuration option was implemented to enable this functionality.
Updated the missed approach functionality to maintain approach scaling and alerting until the missed approach waypoint is sequenced.
Modified software to maintain approach scaling on the first missed approach leg when that leg is a TF leg type.
IAW DO 229, will maintain the terminal phase of flight throughout the entire SID, STAR, and approach transition not being limited to the 30nm distance from the departure or arrival airport.
Added to the crossfill functionality GPS required and approved information to ensure GPS required and GPS allowed approaches are crossfilled, and to prevent the deselection of the offside FMS GPS when the approach is armed.
Improved flightplan auto-link functionality to select the first instance of a waypoint when multiple waypoints exist in a terminal procedure, i.e. when a course reversal (HF leg) exists in the flightplan.
Modified approach logic to allow approach arm/activation when the flight plan is unlinked.
Modified software to use published required navigation performance (RNP) values from the navigation database (when an RNP value exists) for full scale lateral deviation output.
Removed automatic approach Predictive RAIM feature as it is no longer required per TSO-146C.
Added Space Based Augmentation System (SBAS); charted as RNAV (GPS or GNSS) approaches, to the navigation database.
Added GPS/WAAS sensor configuration options (antenna offsets, approved SBAS providers, analog deviation hi/lo level voltages) to configuration pages.
Added GPS/WAAS provisions to power-up, self test, configuration and initialization functions, including test and status of the WAAS/ARINC board.
Added select and deselect logic for the GPS/WAAS sensor. New WAAS sensor pages provide sensor status, integrity status, sensor and satellite selection/ deselection. Data Pages 2 and 4 have been updated to reflect GPS/WAAS sensor status.
Added SBAS approach provisions to the flight plan function. This includes the ability to select a SBAS approach by entering its Channel ID and displaying SBAS approaches with a "W" prefix on approach lists to indicate LPV Level of Service (LOS) availability.
Added an RNAV Approach LOS page from which the SBAS approach LOS may be viewed or selected. The Navigation and Navigation Approach pages have been modified to provide access to this page. Level of service includes LNAV, LNAV/VNAV and LPV.
Improved the approach interface to support the selection of SBAS (RNAV (GPS)) approaches and approach guidance function.
Revised FMS default RNP values for oceanic, enroute and approach flight phases to reflect greater accuracy requirements. Oceanic operations have been revised from 6.0 nm to 4.0 nm; enroute from 2.8 nm to 2.0 nm; and approach from 0.5 to 0.3 nm.
Added a SBAS Approach LOS annunciation to the Navigation Approach Page.
Adjusted inputs to the multi-sensor position filter to incorporate the GPS/WAAS sensor. Modified Navigation Approach pages to display the SBAS approach Horizontal and Vertical Protection Levels (HPL/VPL) and corresponding Horizontal and Vertical Alert Level (HAL/VAL) as a measure of position accuracy.
Modified ANP calculation to comply with FAA guidance AC 90-101, Approval Guidance for RNP Procedures with Special Aircraft and Aircrew Authorization Required (SAAAR), Design Assurance Level C.
Modified estimate of position accuracy logic for LNAV approaches to employ the most precise RNP value for HAL calculation, regardless if it is manually entered or derived from the navigation database.
Modified the navigation function to disable the position correcting function when a high integrity GPS / WAAS position is available.
Updated synchronization function to accommodate SBAS approach capabilities.
Improved crossfill functionality in dual FMS installations to ensure all applicable vertical waypoints are consistently crossfilled to the VNAV flight plan.
Improved VNAV data output to ensure seamless coupling to autopilot and flight director systems interfaced with the FMS.
Improved software to display vertical target speed (VTGT) on the Landing Performance Page.
Improved the suggested COM frequencies list by providing arrival COM frequencies such as ATIS, Tower, and Ground Control, when approaching the destination airport.
Added functionality to download FMS configuration settings onto a disk via the Data Transfer Unit (DTU).
Refer to the applicable UASC service bulletin for a complete list of SCN 1000/1100 changes.
UNS-1Ew DESCRIPTION
incorporates a navigation computer, a SBAS GNSS receiver,
With the internal Space Based Augmentation System (SBAS) receiver, navigation can be done with SBAS accuracy throughout all phases of flight. RNAV, GPS, GPS-overlay and LPV approaches are contained in the database along with their transitions and missed approach procedures.
DATA TRANSFER UNIT
DTU-100 & SOLID STATE
and flash memory drive or SD card for the Solid State DTU
Down loading and up loading FMS configuration
Page 12 view of solid state memory stick DTU
page 17/18 technical standard orders,advisory circulars and other references
page 20 position uncertain minor rewrite to deal with increased accurcy.
29=33
p 35
added
HORIZONTAL PROTECTION LEVEL SBAS (HPLSBAS)
The Horizontal Protection LevelSBAS is calculated when the FMS is within the SBAS coverage area. It is the radius of a circle in the horizontal plane with its center being at the true position that describes the region assured to contain the indicated horizontal position. It is the region where the missed alert requirement can be met and is based on error estimates provided by SBAS.
p 36 added
SBAS AS STAND-ALONE AIRBORNE NAVIGATION SYSTEM
The Universal Avionics UNS-1 FMS with SCN 1000/1100 is TSO C-146C GAMA 3 certified. TSO-C146C certified equipment meets the criteria to operate as stand-alone navigation system.
page 37 –41 provide info on space based satelite systems
page 42-43 details enhanced loran and inertial systems
35=45
41=50
initialization
The “INITIAL POS” displays the Latitude and Longitude and the source. If “<WAAS>” is present next to “ID”, the source for the FMS position is the SBAS/WAAS.
all else is same except “GNSS or GPS” is replaced by “WAAS”
46=55
55= 64
65=74
75=84
85=94
page 90 =page 99 and deals with
SYNCHRONOUS DUAL FMS OPERATIONS a 803 feature check it out
note
“An FMS in SYNC mode will remain in SYNC mode at approach activation ???”
92=101 mfd visuals are somehat changed
95=104
page 100=109
In accordance with TSO 129 the following apply to CDI display sensitivity.
Full scale deflection (2 dots)
Enroute display sensitivity + 5.0nm
Terminal display sensitivity + 1.0nm
Approach display sensitivity + 0.3nm
becomes
In accordance with TSO 146C the following apply to CDI display sensitivity.
Full scale deflection (2 dots)
Enroute display sensitivity + 2.0nm
Terminal display sensitivity + 1.0nm
Approach display sensitivity + 2° to 0.3nm
page 110 becomes Phase of flight
Enroute, Terminal, and Approach are the three phases or modes of flight programmed into the FMS. Although the Terminal phase of flight will be defined as 30nm from the departure or arrival airport, beginning with SCN 1000/1100, to comply with DO 229, the FMS will stay in the Terminal phase of flight for the complete SID, STAR, or Approach Transition. When not on a departure or arrival procedure, the terminal phase of flight will be defined as 30nm from the departure or arrival airport.
The liner transitioning between phases of flight together with a visual description is diagramed above.
The terminal phase of flight will automatically be set upon completing initialization and is the airspace within 30nm of the departure airport. The 30nm is the radius of a circle measured from the departure airport’s ARP. Upon crossing this circle the FMS will automatically change to the enroute phase of flight.
102 in the old-112 in the new
p 109 old
SELECTED CROSSTRACK OPERATION
Use the selected cross-track feature to parallel either the current NAV LEG through SCN 802, or the entire flightplan in SCN 803 and subsequent.
p 120 new
The selective crosstrack will continue paralleling the current flightplan until reaching the FMS approach which will result in automatic cancellation or use the above procedure to cancel SXTK early.
112=121
126 = 135
135=144
old 141 EMERGENCY DIVERT intro with SCN 803 see on 150
Available in SCN 803 is the emergency divert option. From the DTO page, line select key 5R offers DIVERT.
144= 151
155=162
165= 172
175= 182
185=192
p 190=197
except now see config save option
Remember With a Solid State Data Transfer Unit (SSDTU), a flash memory drive or SD memory card is used in lieu of the ZIP disk
195 becomes 202
becomes
and
the WAAS is in SBAS mode, The number of GPS satellites being used is 12, the integrity is SBAS, the HPL or horizontal protection limit is 27.8m and the HAL or horizontal alert limit is 1852m, the VPL or vertical protection limit is 41.0m and the VAL or vertical alert limit is presented just prior to crossing the final approach fix, HFOM or horizontal figure of merit is 27m, VFOM or vertical figure of merit is 40m, the status line or code 252 is 000000, the error code line or 354 is 000000, and the software version is 0010.0.
Page 196 becomes p 203 and is a rewrite
197=204
p203 =210 except
With SCN 803, synchronous dual FMS operations are available. If this feature is
configured, crossfill will be automatic and manual crossfill will not be available.
is now removed
NOTE: With synchronous mode configured in dual FMS operations, crossfill will be automatic and manual crossfill will not be available for many functions.
is added
209—228 becomes 216—232 FMS displayed messages - - -there are some changes due to config and these messagesshould all be available in the onboard Operations manual in section 7
230=234 same with addition of
FMS APPR – Will be illuminated during the time the FMS is approach active.
FMS LOS – On an RNAV SBAS approach, illuminates when an SBAS LOS is available. May be displayed as FMS1, FMS2, or FMS and may be Green, White, or Blue.
LNAV – LNAV level of service for SBAS approach is retained
LNAV/VNAV - LNAV/VNAV level of Service for SBAS is retained
LPV – LPV level of Service for SBAS is retained
just what our LOS cockpit light shows I am not clear at this time - - get photo
LPV
LNAV VNAV
in white and is dimable
235=240
264=268
275=279
303=307
306=310 except advanced approaches are now called Advanced avionics approaches
page 311 is new and not worth reading
307=312 and deals with NAV to NAV transfer which is a function of 803 software and configuration so read this page
NAV-TO-NAV ILS approaches can be flown with the use of the FMS and a NAV to NAV compatible EFIS, flight guidance system, and autopilot. With the approach active and upon localizer intercept, the FMS will transfer aircraft navigation to the EFIS for navigation during the approach segment. During the approach transition or ATC vectoring, the FMS is the source for aircraft navigation. If the pilot goes missed approach, the FMS will reassume aircraft navigation.