Uns-1f Fms Manual

FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT
For Raytheon Aircraft Co. Model BAe. 125 Series 800A

With UNS-IF FLIGHT MANAGEMENT SYSTEM
This supplement must be attached to the FAA-approved Airplane

Flight Manual dated January 1, 1980, only as shown in the type
certificate data sheet, when the UNS-1F Flight Management System
is installed in accordance with STC No. ST09085AC-D. The
information contained herein supplements or supersedes the basic
airplane flight manual only in those areas listed herein. For
limitations, procedures, and performance information not
contained in this supplement, consult the basic airplane flight
manual.
FAA Approved &&J%&5/m

Brent Rogers
DAS Engineering Coordinator
Aviation System Standards Program
P.O. Box 25082
Oklahoma City, OK 73125
Date /~//+h/
Revised NR Page 1 of 16
Log of Revisions
No. Date Pages Description Approved by ~

-
10/22/01 All Original release Brent Rogers
FAA Approved
Date /#//f/w
AVIATIONSYSTEM STANDARDS
PROGRAM
OKLAHOMA CITY, OKLAHOMA SUPPLEMENT
NO. So9085
For ~ a ~ t h e oAircraft
n Co. Model BAe. 125 Series 800A
I. GENERAL
A. Equipment Description
The Universal UNS-IF Flight Management System (FMS) is a

fully integrated, long range, multi-sensor navigation
and frequency management system designed to provide the
pilot with centralized control for the aircraft
navigation sensors, computer-based flight planning and
fuel management. The FMS is comprised of dual, cockpit-
mounted four-inch, Flat Panel Super Control Display
Units (FPCDU), two Navigational Computer Units (NCU),
two GPS/GLONASS Antennas, one Radio Tuning Unit (RTU),
one Data Transfer unit (DTU), and a worldwide data base.
The FMS has the capacity to utilize up to five long

range, navigation sensors plus a scanning DME, VOR, and
TACAN to determine the aircraft's position. The data
from these sensors is utilized to determine the "best
computed" position. The FMS1s database provides current
navaid and airport information. VHF NAV/DME and VHF
Communication Tuning and diagnostic maintenance
functions are provided by each FMS.
The FMS position will always follow the GPS position

unless RAIM is not available or the GPS is indicating
degraded accuracy. If the GPS is degraded, the other
sensors will be blended with the GPS for FMS position.
The dual FMS CDU1s, which have a specially-designed,
four-inch diagonal screen, are mounted in the instrument
panel. Two air data computers provide TAS and pressure
altitude information to the dual UNS-IF FMS. ADC No. 1
provides navigational data to the UNS-1F FMS No. 1 while
ADC No. 2 provides navigational data to the UNS-1F FMS
No. 2.
FAA Approved ek)

Date /D//q/&/
B. General
The Universal UNS-1F FMS, as installed by the current

STC, is approved for IFR/VFR en route domestic, en route
oceanic, terminal, and instrument non-precision approach
operations within the U.S. National Airspace System and
operations in the NAT-MNPS using the WGS-84 (or NAD 83)
coordinate reference datum in accordance with the
criteria of FAA AC 20-130A and AC 120-33. Satellite
navigation data is based upon the use of only the Global
Positioning System (GPS) operated by the United States.
Provided the UNS-IF FMS is receiving adequate sensor
inputs, the system has been demonstrated capable of and
has been shown to meet the accuracy requirements of:
(1) VFR/IFR en route, terminal, and non-precision

approach operation in accordance with the criteria
of FAA AC 20-130A.
(2) Flight in the NAT-MNPS airspace in accordance with

FAA AC 120-33.
11. LIMITATIONS
A. The Universal UNS-1F Flight Management System Operator's

Manual (P/N 2423sv801/901), dated August 22, 2001, or
later approved revisions, must always be available to
the flight crew.
B. The approved FMS software version SCN 901.2, or later

FAA approved revisions, must be installed in each FMS.
The software version can be checked at the initial
turn-on of each FMS CDU, after the self-test is
completed and when the initialization page is displayed.
The unit part number and software modification status is
displayed at the bottom of the initialization page.
C. The Universal UNS-IF FMS is approved for IFR/VFR en

route, IFR/VFR terminal, and IFR/VFR non-precision
approach operation between latitudes 85 degrees North
FAA Approved
Date /D//~/BI
With UNS-1F FLIGHT MANAGEMENT SYSTEM
and 60 degrees South in accordance with AC 20-130A.

When RAIM is available, the GPS Sensor is designed to
drive the UNS-1F FMS position solution. When RAIM is
not available, the VPU (VORTAC Position Unit) may
provide RAIM equivalency and contribute (along with
other available sensors) to the composite position. In
this circumstance, the UNS-1F FMS is approved for en
route and terminal operation only. The UNS-1F FMS with
only the GPS sensor operable is approved for IFR/VFR en
route, IFR/VFR terminal, and IFR/VFR non-precision
approach operations, provided that RAIM is available.
D. IFR en route and terminal navigation is prohibited

unless the pilot verifies the currency of the database
or verifies each selected waypoint for accuracy by
reference to current approved data.
E. Instrument approaches in IMC must be accomplished in

accordance with approved instrument approach procedures
that are retrieved from the FMS database. The FMS
database must incorporate the current update cycle.
(1) GPS instrument approaches, retrieved from the UNS-

1F FMS database, must be conducted in the FMS
approach mode when utilizing the UNS-1F FMS and,
the Receiver Autonomous Integrity Monitoring (RAIM)
must be available at the Final Approach Fix (FAF).
F. When an alternate airport is required by the applicable

operating rules, it must be served by an approach based
on other than GPS and, the aircraft must have
operational equipment capable of using that particular
navigational aid and the required navigation aid must be
operational.
G. The aircraft must have other approved navigation

equipment installed and operating appropriate to the
route of flight.
FRA Approved
Date /u//v/@
AVIATIONSYSTEMSTANDARDS
PROGRAM
OKLAHOMA CITY,OKLAHOMA NO. SO9085
SUPPLEMENT
H. GPS can only be used for approach guidance if the

reference coordinate datum system for the approach is
WGS-84 or NAD-83.
I. When using the UNS-1F FMS, additional navigation

equipment required for the specific type of IFR/VFR
operation must be installed and operable.
J. During periods of dead reckoning, navigation shall not

be predicated on the UNS-1F FMS as a means of navigation
in the National Airspace System.
K. Following a period of dead reckoning, or when other on-

board approved navigation equipment reveals an error
greater than 3.0 nautical miles, the aircraft position
should be checked by visually sighting ground reference
points and/or using other navigational equipment such as
VOR, DME, IRS, NDB or radar fix.
L. When operating outside the magnetic variation model area

(north of 70 degrees North and south of 60 degrees
South), the pilot must select the True Heading Mode.
M. The UNS-1F FMS position information must be checked for

accuracy (reasonableness) prior to being used as a means
of navigation and under the following conditions:
(1) Prior to each compulsory reporting position during

IFR RNAV operation when not under radar
surveillance or control.
(2) At or prior to the arrival at each en route

waypoint and at hourly intervals thereafter during
RNAV operation along approved RNAV routes.
(3) Prior to requesting off-airway routing and at

hourly intervals thereafter during RNAV operation
along approved RNAV routes.
FAA Approved flf

Date /o//Y~/
(4) The UNS-IF FMS position should be updated when a

cross-check with other approved navigation
equipment reveals an error greater than 3.0
nautical miles long-track or cross-track during
RNAV operation.
N. The UNS-IF FMS is approved for published Non-Precision

Approach operations (using GPS), provided RAIM is
available.
0. IFR non-precision approach approval is limited to

published approaches within the U.S. National Airspace
System. Approaches to airports in other airspace are
not approved unless authorized by that appropriate
sovereign authority.
P. When a Missed Approach occurs, the pilot must select the

MSSD APPR line select key or press the GO Around button
on the throttles to cancel the current approach and
activate the Missed Approach Procedure.
Q. Fuel display parameters are advisory only and do not

replace primary fuel quantity or flow gauges for load
and range planning.
R. The IRS alignment limits are North or South 78.25

degrees latitude.
S. The MFD map displays must not be used for pictorial

situational awareness when a DME-arc procedure is the
active TO leg. The PFD/MFD cannot depict a DME arc.
T. When using VNAV, the altimeter must be used as the

primary altitude reference. Observe all published
altitude restrictions including MDA when using the
altimeter.
FAA Approved
Date
AVIATIONSYSTEMSTANDARDS
PROGRAM
OKLAHOMA CITY,OKLAHOMA SUPPLEMENT
NO. SO9085
111. NORMAL OPERATING PROCEDURES
A. Operation
(1) Normal operating procedures are outlined in the

Universal UNS-1F Flight Management System
Operator's Manual (P/N 2423sv801/901), dated August
22, 2001, or later approved revisions. Refer to
this manual for instructions on operation of the
UNS-IF FMS.
(2) The Air Data Computers supply True Airspeed and

Altitude data to the dual UNS-1F FMSfs. True
Airspeed is displayed on the ADC Status Page 1/1;
this page is accessed by pressing the DATA key,
hitting the NEXT key to the Sensor Select Page,
DATA 2/4, and selecting ADC.
(3) If the airplane is in a turn at the time WHEN the

DIRECT TO function is initiated, the airplane may
roll wings level momentarily then continue the turn
to the TO waypoint.
(4) If an Approach Procedure is programmed on the

Active FPL and a new Approach is desired, the
original Approach procedure should be erased before
selecting a new Approach procedure to ensure the
proper waypoint sequencing on the Active w light
Plan.
(5) When the system sequences from En route to

Terminal, the CDI sensitivity change may cause the
airplane to bank slightly if the cross-track error
is greater than 0.05 nautical miles because of the
increased sensitivity of the CDI needle.
(6) When the aircraft is within 50.0 nautical miles

(direct distance) of the runway, the ARM APPR line
select key will become available, and the approach
can be armed. When pressed, the key name will
FAA Approved rf
Date
change to ACT APPR; the VHF receiver will then be

tuned to the VOR or ILS frequency defined in the
approach. If the ARM APPR key has not been pressed
by the time the aircraft reaches 30.0 nautical
miles from the destination, the UNS-IF FMS will
automatically ARM the approach. The XTC will
display a (T) to indicate that the HSI sensitivity
is 1.0 mile full scale deflection and ARM APPR will
change to ACT APPR. When remote tune is available,
the ARM APPR prompt changes to TUNE APPR if the
appropriate VOR or ILS frequency is -
not tuned;
pressing this prompt tunes the VHF Receiver.
B. System Switches and Annunciators
The Dead Reckoning (DR) annunciator of the old GNS-XLS

FMS has been changed to GPS Integrity (GPS INT), which
illuminates when the dual FMS are tracking a course
offset and parallel to the flight plan, for the UNS-1F
FMS. The location of this annunciator has not been
changed.
(1) APPR/MSG. The Approach (APPR) Annunciator, when

illuminated, indicates that the system is in the
approach mqde of operation. The Message (MSG)
Annunciator, when flashing, indicates that
information exists on the FMS System Message page,
which requires the pilot's attention. Pressing the
MSG key on the FMS CDU will display the message
page.
(2) HDGIWP. The Heading (HDG) Annunciator, when
illuminated, indicates that the system is utilizing
FMS heading data to control the steering input into
the autopilot. This heading data may be either
true or magnetic heading.
(3) SXTK/GPS INTEG. The Selected Crosstrack (SXTK)

Annunciator, when illuminated, indicates that the
FAA Approved 8
3
'
Date /@//fb/
FMS is tracking a course offset and parallel to the

flight plan. The GPS Integrity (GPS INT)
Annunciator, when illuminated, indicates that the
integrity of the GPS position cannot be assured to
meet minimum requirements for the current
particular phase of flight (oceanic, en route,
terminal or approach).
NO.TE: Whenever the GPS Integrity (GPS INT)

annunciator is illuminated, the pilot should
monitor his GPS position by a cross
reference to other approved navigation
sources. GPS-based approaches should never
be flown whenever the GPS Integrity
annunciator is illuminated.
(4) PRESS-TO-TEST BUTTON. The Press-To-Test push

buttons for the pilot and the copilot, which are
located at the top center of the center instrument
panel, have been activated in order to test the six
FMS annunciators as well as all of the additional
annunciators in the cockpit. The UNS-IF FMS also
performs a self-test which illuminates all six of
the pilot's and copilot's FMS annunciators every
time that FMS #1 and #2 are powered on.
(5) GO AROUND BUTTON. The Go Around push buttons for

the pilot and the copilot, which are located on the
bottom of each yoke, have been activated in order
to utilize these two buttons for the Missed
Approach Procedure illustrated on the FMS #1 and #2
CDU's. Pressing each Go Around button cancels the
current approach and initiates the Missed Approach
Procedure, which is listed on page 5-109 of the
UNS-IF FMS Operator's Manual (P/N 2412sv801/901),
dated August 22, 2001, or later approved revisions.
FAA Approved
Date @//f/@/
tI
C. EFIS/Autopilot Operation
NO CHANGE.
D. Power
The circuit breaker locations for the FMS #1 (pilot) and

FMS #2 (copilot) remain unchanged on rows three (C9) and
four (D9), respectively, on the Distribution Panel A.
Two new circuit breakers have been added for the Data
Transfer Unit (DTU) and Radio Tuning Unit (RTU); both of
these circuit breakers are located on row eight of Sub
Panel D, at locations R2 and R3, respectively.
IV. EMERGENCY OPERATING PROCEDURES
A. Emergency Procedures
NO CHANGE.
B. Abnormal Procedures
When GPS Integrity or ~eceiverAutonomous Integrity

Monitoring (RAIM) is not available for 27.0 seconds
in en route and for 7.0 seconds in terminal and
approach, a message (MSG) will appear on the far
side of the top line on each FMS CDU display.
Pressing the MSG key will cause the MESSAGE page to
be displayed showing the active messages. The
message will indicate NO GPS INTEG. During this
period of RAIM NOT AVAILABLE, continue to navigate
using the UNS-IF FMS or revert to an alternate
means of navigation appropriate to the route and
phase of flight. When continuing to use GPS
navigation, the aircraft's position must be
verified every 15.0 minutes using another IFR-
approved navigation system.
FAA Approved 88
Date /$/@/dl
(2) If the FMS navigation information is flagged,

utilize the remaining operational navigation
equipment, as required.
(3) For Dead Reckoning (DR) operational procedures,

refer to the UNS-1F FMS System Operator's Manual
(P/N 2423sv801/901), dated August 22, 2001, or
later approved revisions.
POWER FAIL
D U R h T l O N 0 M I N 07 S E C
* * P R E S S A N Y M O D E K E Y + *
T O C O N T I N U E t *
~1
Figure 1. POWER FAIL Page
(a) FMS Power Failure (Inflight Initialization)

from 0.0 to 7.0 Seconds. If the aircraft power
is restored during this timeframe, the UNS-1F
FMS will automatically power back on and return
to the same page displayed prior to the power
failure. No pilot action is required.
(b) FMS Power Failure (Inflight Initialization)

from 7.0 Seconds to 7.0 Minutes. Pressing the
ON/OFF Key will result in the display of the
POWER FAIL Page; refer to Figure 1.
NOTE: The latitude/longitude displayed on the

POWER FAIL page represents the "best
computed position" coordinates at the time
FAA Approved ,&f

Date
of the power failure. The UTC shown is the

time of that failure, and the duration of
the interruption is displayed in minutes
and seconds.
(1) Press the DATA key [lL] to access the FMS

POSITION Page (DATA 3/4 Page).
(2) Use the line select keys to individually

select the best, long range sensor that has
a position available (GPS preferred). .
NOTE: (i) If the sensor latitude/longitude

coordinates are displayed, the
power interruption lasted less
than 7.0 seconds. The sensor is
continuing to supply the
computer with position
information, although it will be
in error by the distance
traveled during those few
seconds. If t h i s i s t h e case,
proceed t o s t e p 3 .
(ii) If dashes appear on all sensors,

the power interruption lasted
longer than 7.0 seconds. The
latitude/longitude coordinates
displayed after POS represent
the FMS dead reckoning (DR)
position estimate calculated
using the last known groundspeed
and track angle for the duration
of the power loss.
(3) Press the DATA key to access the Sensor

Summary Page (DATA 2/4 page). Verify that
the sensors go back to NAV and reselect, if
necessary. After a short delay, the
FAA Approved Ff
Date M//V
AVIATION SYSTEMSTANDARDS
PROGRAM
OKLAHOMA CIV, OKLAHOMA NO. SO9085
SUPPLEMENT
quality factor ( Q ) should decrease to a

normal value.
(4) Press the MSG key and check the FMS CDU
screen for messages. The POS UNCERTAIN
message should disappear.
(c) FMS Power Failure (Inflight Initialization)

Greater Than 7.0 Minutes. These procedures
must be followed when electrical power is
restored after more than seven minutes have
elapsed since the power failure or, when the
system is turned on, in flight for the first
time.
(1) Press the ON/OFF key. The system will run

through the self-test and then display the
FMS Initialization Page. The latitude and
longitude displayed will be the coordinates
displayed at the time of the power loss.
(2) Press the ACCEPT line select key to accept

the initialization data.
NOTE: The system must be initialized before any

updated coordinates may be entered onto one
of the NAV pages.
(3) Refer to the BEST COMPUTED POSITION UPDATE

procedure (Section V, Operations (Page 5 -
115), of the Universal UNS-1F Flight
Management System Operators Manual)(P/N
2423sv801/901), dated August 22, 2001, or
later approved revisions, to update the
sensor and the FMS best computed position
before selecting a flight plan.
(d) FMS BATTERY LOW Warning. The FMS Battery Low

Warning, which is displayed on the Message
Page, provides an important alert that the
FAA Approved
L
Date /D//T~
internal FMS NCUfs battery needs to be replaced

as soon as feasibly possible. However,
sufficient time should be available to load
immediately a 3.5" floppy disk into the Data
Transfer Unit (DTU) in order to accomplish a
PILOT DATA SAVE procedure, pages 4-85 to 4-86,
of the UNS-IF FMS Operator's Manual (P/N
2423sv801/901), dated August 22, 2001, and
complete the flight mission. In case the
aircraft is powered down during the mission, a
current database and the Pilot Data Save Disk,
which was made from the Pilot Save Data
procedure, can be loaded into the FMS NCU with
the bad battery via the DTU to complete the
mission. Upon completion of the mission, the
FMS NCU containing the bad battery shall be
removed from the aircraft and returned to
Universal Tucson for a battery replacement.
(e) ENGINE FAILURE/SHUTDOWN. If an engine fails or

is shutdown in flight, a FUEL FLOW FAIL message
will be displayed on the FMS Message Page. In
addition, the digital fuel flow readout on the
Fuel Flow page (Fuel Page 5/5) will display
FAIL for that engine. The FUEL FLOW FAIL
message and FAIL display will also occur if the
fuel flow sensor fails.
If the engine is still operating properly and a

false message is suspected, or if the engine
was temporarily shutdown and restarted, a reset
should be attempted. With the Fuel Page 5/5 is
displayed, a reset is accomplished as follows:
(1) Use the line select keys to position the

cursor over the word FAIL.
(2) Press the BACK and then the ENTER keys to

reset the readout. If the sensor or
FAA Approved BT
Date
interface has failed, the FAIL indication

will reoccur after a 4.0 minute delay. If
this occurs, manually input a fuel flow
value over the word FAIL and press the
ENTER key.
If the engine has been shutdown or has failed,

the pilot should manually enter a zero value
for the fuel flow of the failed engine (in
place of the word FAIL). This action will
reinstate the fuel related estimates such as
fuel over destination, specific range, etc.,
for the remainder of the flight.
(f) NAV SENSOR ACCURACY MESSAGES. Refer to pages

5-133 to 5-135 of the Universal UNS-1F Flight
Management System Operator's Manual (P/N
2423sv801/901), dated August 22, 2001, or later
approved revisions.
PERFORMANCE
NO CHANGE.
FAA Approved flf

Date /i//q-/b'/

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FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT

For Raytheon Aircraft Co. Model BAe. 125 Series 800A

This supplement must be attached to the FAA-approved Airplane

FAA Approved &&J%&5/m

No. Date Pages Description Approved by ~

The Universal UNS-IF Flight Management System (FMS) is a

The FMS has the capacity to utilize up to five long

The FMS position will always follow the GPS position

FAA Approved ek)

The Universal UNS-1F FMS, as installed by the current

(1) VFR/IFR en route, terminal, and non-precision

(2) Flight in the NAT-MNPS airspace in accordance with

A. The Universal UNS-1F Flight Management System Operator's

B. The approved FMS software version SCN 901.2, or later

C. The Universal UNS-IF FMS is approved for IFR/VFR en

and 60 degrees South in accordance with AC 20-130A.

D. IFR en route and terminal navigation is prohibited

E. Instrument approaches in IMC must be accomplished in

(1) GPS instrument approaches, retrieved from the UNS-

F. When an alternate airport is required by the applicable

G. The aircraft must have other approved navigation

H. GPS can only be used for approach guidance if the

I. When using the UNS-1F FMS, additional navigation

J. During periods of dead reckoning, navigation shall not

K. Following a period of dead reckoning, or when other on-

L. When operating outside the magnetic variation model area

M. The UNS-1F FMS position information must be checked for

(1) Prior to each compulsory reporting position during

(2) At or prior to the arrival at each en route

(3) Prior to requesting off-airway routing and at

FAA Approved flf

(4) The UNS-IF FMS position should be updated when a

N. The UNS-IF FMS is approved for published Non-Precision

0. IFR non-precision approach approval is limited to

P. When a Missed Approach occurs, the pilot must select the

Q. Fuel display parameters are advisory only and do not

R. The IRS alignment limits are North or South 78.25

S. The MFD map displays must not be used for pictorial

T. When using VNAV, the altimeter must be used as the

111. NORMAL OPERATING PROCEDURES

(1) Normal operating procedures are outlined in the

(2) The Air Data Computers supply True Airspeed and

(3) If the airplane is in a turn at the time WHEN the

(4) If an Approach Procedure is programmed on the

(5) When the system sequences from En route to

(6) When the aircraft is within 50.0 nautical miles

change to ACT APPR; the VHF receiver will then be

B. System Switches and Annunciators

The Dead Reckoning (DR) annunciator of the old GNS-XLS

(1) APPR/MSG. The Approach (APPR) Annunciator, when

(3) SXTK/GPS INTEG. The Selected Crosstrack (SXTK)

FMS is tracking a course offset and parallel to the

NO.TE: Whenever the GPS Integrity (GPS INT)

(4) PRESS-TO-TEST BUTTON. The Press-To-Test push

(5) GO AROUND BUTTON. The Go Around push buttons for

The circuit breaker locations for the FMS #1 (pilot) and

IV. EMERGENCY OPERATING PROCEDURES

When GPS Integrity or ~eceiverAutonomous Integrity

(2) If the FMS navigation information is flagged,

(3) For Dead Reckoning (DR) operational procedures,

Figure 1. POWER FAIL Page

(a) FMS Power Failure (Inflight Initialization)

(b) FMS Power Failure (Inflight Initialization)

NOTE: The latitude/longitude displayed on the