357:
follow the path. The aircraft varies the pitch in order to maintain the path. Since the throttles are at idle this will modulate the speed. Normally the FMS allows the speed to vary within a small band. After this, either the throttles advance (if the aircraft is below path) or the FMS requests speed brakes with a message, often "DRAG REQUIRED" (if the aircraft is above path). On Airbus aircraft, this message also appears on the PFD and, if the aircraft is extremely high on path, "MORE DRAG" will be displayed. On Boeing aircraft, if the aircraft gets too far off the prescribed path, it will switch from VNAV PTH (which follows the calculated path) to VNAV SPD (which descends as fast as possible while maintaining a selected speed, similar to OP DES (open descent) on
Airbuses.
397:
20:
345:. The cost index is calculated by dividing the per-hour cost of operating the plane by the cost of fuel. Generally a cost index of 999 gives ECON speeds as fast as possible without consideration of fuel and a cost index of zero gives maximum fuel economy while disregarding other hourly costs such as maintenance and crew expenses. ECON mode is the VNAV speed used by most airliners in cruise.
353:“flying” the descent backwards from touchdown through the approach and up to cruise. It does this using the flight plan, the aircraft flight model and descent winds. For airline FMS, this is a very sophisticated and accurate prediction, for simple FMS (on smaller aircraft) it can be determined by a “rule of thumb” such as a 3 degree descent path.
360:
An ideal idle descent, also known as a “green descent” uses the minimum fuel, minimizes pollution (both at high altitude and local to the airport) and minimizes local noise. While most modern FMS of large airliners are capable of idle descents, most air traffic control systems cannot handle multiple
318:
The FMS needs to have a comprehensive flight and engine model in order to have the data required to do this. The function can create a forecast vertical path along the lateral flight plan using this information. The aircraft manufacturer is usually the only source of this comprehensive flight model.
352:
The first thing the VNAV calculates for the descent is the top of descent point (TOD). This is the point where an efficient and comfortable descent begins. Normally this will involve an idle descent, but for some aircraft an idle descent is too steep and uncomfortable. The FMS calculates the TOD by
322:
The vertical profile is constructed by the FMS during pre-flight. Together with the lateral flight plan, it makes use of the aircraft's starting empty weight, fuel weight, center of gravity, and cruising altitude. The first step on a vertical course is to rise to cruise height. Vertical limitations
207:
The pilot uses the FMS to modify the flight plan in flight for a variety of reasons. Significant engineering design minimizes the keystrokes in order to minimize pilot workload in flight and eliminate any confusing information (Hazardously
Misleading Information). The FMS also sends the flight plan
356:
From the TOD, the VNAV determines a four-dimensional predicted path. As the VNAV commands the throttles to idle, the aircraft begins its descent along the VNAV path. If either the predicted path is incorrect or the downpath winds different from the predictions, then the aircraft will not perfectly
274:
The FMS constantly crosschecks the various sensors and determines a single aircraft position and accuracy. The accuracy is described as the Actual
Navigation Performance (ANP) a circle that the aircraft can be anywhere within measured as the diameter in nautical miles. Modern airspace has a set
199:
During preflight, other information relevant to managing the flight plan is entered. This can include performance information such as gross weight, fuel weight and center of gravity. It will include altitudes including the initial cruise altitude. For aircraft that do not have a
348:
RTA or required time of arrival allows the VNAV system to target arrival at a particular waypoint at a defined time. This is often useful for airport arrival slot scheduling. In this case, VNAV regulates the cruise speed or cost index to ensure the RTA is met.
294:
The FMS mode is normally called LNAV or
Lateral Navigation for the lateral flight plan and VNAV or vertical navigation for the vertical flight plan. VNAV provides speed and pitch or altitude targets and LNAV provides roll steering command to the autopilot.
323:
such as "At or ABOVE 8,000" are present in some SID waypoints. Reducing thrust, or "FLEX" climbing, may be used throughout the ascent to spare the engines. Each needs to be taken into account when making vertical profile projections.
215:
Some FMSs can calculate special flight plans, often for tactical requirements, such as search patterns, rendezvous, in-flight refueling tanker orbits, and calculated air release points (CARP) for accurate parachute jumps.
269:
and accelerometers in order to calculate the aircraft position. They are highly accurate and independent of outside sources. Airliners use the weighted average of three independent IRS to determine the “triple mixed IRS”
326:
Implementation of an accurate VNAV is difficult and expensive, but it pays off in fuel savings primarily in cruise and descent. In cruise, where most of the fuel is burned, there are multiple methods for fuel savings.
175:
Waypoints can also be defined by the pilot(s) along the route or by reference to other waypoints with entry of a place in the form of a waypoint (e.g. a VOR, NDB, ILS, airport or waypoint/intersection).
47:. An FMS is a specialized computer system that automates a wide variety of in-flight tasks, reducing the workload on the flight crew to the point that modern civilian aircraft no longer carry
287:
Given the flight plan and the aircraft's position, the FMS calculates the course to follow. The pilot can follow this course manually (much like following a VOR radial), or the
334:
or cruise climbs facilitate this. VNAV can determine where the step or cruise climbs (in which the aircraft climbs continuously) should occur to minimize fuel consumption.
102:
standard. The navigation database (NDB) is normally updated every 28 days, in order to ensure that its contents are current. Each FMS contains only a subset of the ARINC /
232:
in order to determine position. But modern FMS use as many sensors as they can, such as VORs, in order to determine and validate their exact position. Some FMS use a
98:
All FMSs contain a navigation database. The navigation database contains the elements from which the flight plan is constructed. These are defined via the
67:) to determine the aircraft's position, the FMS can guide the aircraft along the flight plan. From the cockpit, the FMS is normally controlled through a
361:
aircraft each using its own optimum descent path to the airport, at this time. Thus the use of idle descents is minimized by Air
Traffic Control.
192:
for airliners. It is entered into the FMS either by typing it in, selecting it from a saved library of common routes (Company Routes) or via an
315:). The purpose of VNAV is to predict and optimize the vertical path. Guidance includes control of the pitch axis and control of the throttle.
628:
90:. In its evolution an FMS has had many different sizes, capabilities and controls. However certain characteristics are common to all FMSs.
337:
Performance optimization allows the FMS to determine the best or most economical speed to fly in level flight. This is often called the
1205:
851:
75:(EFIS), Navigation Display (ND), or Multifunction Display (MFD). The FMS can be summarised as being a dual system consisting of the
1594:
375:
250:) that check the distances from five different DME stations simultaneously in order to determine one position every 10 seconds.
497:
1245:
208:
information for display on the
Navigation Display (ND) of the flight deck instruments Electronic Flight Instrument System (
228:, i.e., to determine the aircraft's position and the accuracy of that position. Simple FMS use a single sensor, generally
1200:
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1010:
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72:
1265:
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71:(CDU) which incorporates a small screen and keyboard or touchscreen. The FMS sends the flight plan for display to the
621:
599:
Chappell, A.R. et al. "The VNAV Tutor: Addressing a Mode
Awareness Difficulty for Pilots of Glass Cockpit Aircraft."
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257:) that supply a bearing. With two VOR stations the aircraft position can be determined, but the accuracy is limited.
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212:). The flight plan generally appears as a magenta line, with other airports, radio aids and waypoints displayed.
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86:, though earlier navigation computers did exist. Now, systems similar to FMS exist on aircraft as small as the
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150:
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279:(RNP). The aircraft must have its ANP less than its RNP in order to operate in certain high-level airspace.
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Airline-quality GPS receivers act as the primary sensor as they have the highest accuracy and integrity.
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60:
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Radio aids designed for aircraft navigation act as the second highest quality sensors. These include;
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is generally determined on the ground, before departure either by the pilot for smaller aircraft or a
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to integrate the positions from the various sensors into a single position. Common sensors include:
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55:. A primary function is in-flight management of the flight plan. Using various sensors (such as
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The NDB contains all of the information required for building a flight plan, consisting of:
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68:
341:. This is based on the cost index, which is entered to give a weighting between speed and
330:
As an aircraft burns fuel it gets lighter and can cruise higher where there is less drag.
8:
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165:(only as part of IAPs-although can be entered by command of ATC or at pilot's discretion)
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and other turbofan powered aircraft, have full performance
Vertical Navigation (
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189:
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IEEE Transactions on
Systems, Man, and Cybernetics Part A, Systems and Humans
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Avionics, Element, Software and
Functions Ch 20, Cary R. Spitzer,
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FMC User's Guide B737, Ch 1, Bill Bulfer, Leading Edge Libraries
463:"Contribution of Flight Systems to Performance-Based Navigation"
19:
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145:
1319:
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514:"AERO – Fuel Conservation Strategies: Cost Index Explained"
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Once in flight, a principal task of the FMS is obtaining a
209:
229:
201:
56:
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Sophisticated aircraft, generally airliners such as the
588:. Newcastle WA, Aviation Supplies and Academics, 2007.
568:
ARINC 702A, Advanced Flight Management Computer System
636:
536:
460:
1571:
586:The Pilot's Guide to the Modern Airline Cockpit
106:data, relevant to the capabilities of the FMS.
622:
603:, vol. 27, no.3, May 1997, pp. 372–385.
492:. Boca Raton, FL: CRC Press. pp. 20–6.
196:datalink with the airline dispatch center.
629:
615:
490:Avionics, Element, Software and Functions
441:Learn how and when to remove this message
219:
204:, the initial position is also required.
39:) is a fundamental component of a modern
404:This article includes a list of general
18:
487:
1572:
539:"Getting to Grips with the Cost Index"
376:Acronyms and abbreviations in avionics
93:
610:
82:The modern FMS was introduced on the
390:
73:Electronic Flight Instrument System
13:
562:
410:it lacks sufficient corresponding
381:Strategic Lateral Offset Procedure
14:
1606:
291:can be set to follow the course.
537:Airbus Industrie SE (May 1998).
488:Spitzer, Carl (2007). "20.2.1".
395:
121:Radio navigation aids including
77:Flight Management Computer (FMC)
1595:Navigational flight instruments
277:required navigation performance
255:VHF omnidirectional radio range
23:FMS (Flight Management System)
1539:In-flight entertainment system
1236:Horizontal situation indicator
530:
506:
481:
454:
179:
16:Component of aircraft avionics
1:
386:
169:Instrument approach procedure
151:Standard instrument departure
1519:Environmental control system
248:distance measuring equipment
123:distance measuring equipment
79:, CDU and a cross talk bus.
7:
461:Sam Miller, et als (2009).
364:
282:
10:
1611:
1196:Course deviation indicator
887:Electro-hydraulic actuator
371:Index of aviation articles
263:Inertial reference systems
135:instrument landing systems
1486:
1465:
1427:Conventional landing gear
1398:
1294:
1129:
995:
832:
648:
157:Standard terminal arrival
127:VHF omnidirectional range
1211:Flight management system
33:flight management system
1514:Emergency oxygen system
1276:Turn and slip indicator
1071:Leading-edge droop flap
1041:Drag-reducing aerospike
1016:Adaptive compliant wing
1011:Active Aeroelastic Wing
425:more precise citations.
298:
190:professional dispatcher
131:non-directional beacons
1554:Passenger service unit
1355:Self-sealing fuel tank
1251:Multi-function display
220:Position determination
113:Waypoints/Intersection
28:
1534:Ice protection system
1452:Tricycle landing gear
1442:Landing gear extender
659:Aft pressure bulkhead
22:
1499:Auxiliary power unit
907:Flight control modes
69:Control Display Unit
1478:Escape crew capsule
1385:War emergency power
1256:Pitot–static system
1101:Variable-sweep wing
809:Vertical stabilizer
94:Navigation database
63:often backed up by
1186:Attitude indicator
1166:Airspeed indicator
1161:Aircraft periscope
29:
1567:
1566:
1494:Aircraft lavatory
1231:Heading indicator
1176:Annunciator panel
1156:Air data computer
1066:Leading-edge cuff
546:Cockpitseeker.com
499:978-0-8493-8438-7
451:
450:
443:
27:on Boeing 767–300
1602:
1585:Aircraft systems
1549:Navigation light
1529:Hydraulic system
1504:Bleed air system
1432:Drogue parachute
1106:Vortex generator
724:Interplane strut
631:
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439:
435:
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426:
421:this article by
412:inline citations
399:
398:
391:
267:ring laser gyros
163:Holding patterns
65:radio navigation
49:flight engineers
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1609:
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1604:
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1590:Flight planning
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1568:
1563:
1559:Ram air turbine
1524:Flight recorder
1482:
1461:
1394:
1375:Thrust reversal
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1290:
1261:Radar altimeter
1226:Head-up display
1136:
1125:
1021:Anti-shock body
1003:
991:
852:Artificial feel
834:Flight controls
828:
694:Fabric covering
644:
640:components and
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565:
563:Further reading
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417:Please help to
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343:fuel efficiency
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1544:Landing lights
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1466:Escape systems
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1404:arresting gear
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679:Cruciform tail
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674:Crack arrestor
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518:www.boeing.com
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246:Scanning DME (
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789:Trailing edge
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769:Stressed skin
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737:
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594:1-56027-683-5
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584:Casner, S.M.
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577:0-8493-8438-9
574:
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467:AERO Magazine
464:
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234:Kalman filter
231:
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62:
58:
54:
50:
46:
42:
38:
34:
26:
21:
1509:Deicing boot
1437:Landing gear
1380:Townend ring
1370:Thrust lever
1345:NACA cowling
1310:Autothrottle
1302:fuel systems
1300:devices and
1210:
1091:Stall strips
1061:Krueger flap
1031:Channel wing
977:Wing warping
967:Stick shaker
962:Stick pusher
882:Dual control
867:Centre stick
734:Leading edge
704:Flying wires
664:Cabane strut
600:
585:
549:. Retrieved
545:
532:
521:. Retrieved
517:
508:
489:
483:
471:. Retrieved
469:(34, Qtr. 2)
466:
456:
437:
428:
409:
359:
355:
351:
347:
336:
329:
325:
321:
317:
302:
293:
286:
273:
226:position fix
223:
214:
206:
198:
183:
174:
108:
97:
81:
76:
36:
32:
30:
1457:Tundra tire
1340:Intake ramp
1271:Transponder
1056:Gurney flap
997:Aerodynamic
912:Fly-by-wire
794:Triple tail
551:8 September
473:31 December
423:introducing
332:Step climbs
305:Airbus A320
186:flight plan
180:Flight plan
133:(NDBs) and
1574:Categories
1447:Oleo strut
1335:Inlet cone
1330:Gascolator
1296:Propulsion
1286:Yaw string
1281:Variometer
1137:instrument
1116:Wing fence
1051:Gouge flap
1026:Blown flap
982:Yaw damper
957:Stabilator
942:Side-stick
877:Dive brake
764:Stabilizer
739:Lift strut
729:Jury strut
523:2018-12-08
406:references
387:References
339:ECON speed
309:Boeing 737
265:(IRS) use
88:Cessna 182
84:Boeing 767
53:navigators
1422:Autobrake
1350:NACA duct
1325:Fuel tank
1315:Drop tank
1298:controls,
1181:Astrodome
1171:Altimeter
1036:Dog-tooth
1001:high-lift
952:Spoileron
937:Servo tab
917:Gust lock
872:Deceleron
857:Autopilot
814:Wing root
799:Twin tail
784:Tailplane
719:Hardpoint
689:Empennage
652:structure
431:June 2009
289:autopilot
270:position.
100:ARINC 424
25:Honeywell
1580:Avionics
1390:Wet wing
1365:Throttle
1111:Vortilon
972:Trim tab
902:Flaperon
892:Elevator
847:Airbrake
819:Wing tip
744:Longeron
714:Fuselage
650:Airframe
638:Aircraft
365:See also
283:Guidance
141:Airports
45:avionics
41:airliner
1400:Landing
1191:Compass
1139:systems
1131:Avionic
1121:Winglet
1004:devices
947:Spoiler
842:Aileron
824:Wingbox
749:Nacelle
699:Fairing
642:systems
419:improve
146:Runways
137:(ILSs).
129:(VOR),
125:(DME),
117:Airways
1135:flight
1096:Strake
927:Rudder
897:Elevon
862:Canard
804:V-tail
779:T-tail
709:Former
669:Canopy
592:
575:
496:
408:, but
253:VORs (
159:(STAR)
1320:FADEC
1206:EICAS
1081:Slats
922:HOTAS
774:Strut
542:(PDF)
194:ACARS
171:(IAP)
153:(SID)
104:AIRAC
1402:and
1266:TCAS
1246:ISIS
1201:EFIS
1146:ACAS
1133:and
1086:Slot
1046:Flap
999:and
987:Yoke
759:Spar
684:Dope
590:ISBN
573:ISBN
553:2018
494:ISBN
475:2012
313:VNAV
299:VNAV
210:EFIS
184:The
59:and
1241:INS
1221:GPS
1076:LEX
754:Rib
307:or
230:GPS
202:GPS
61:INS
57:GPS
51:or
43:'s
37:FMS
1576::
544:.
516:.
465:.
31:A
630:e
623:t
616:v
596:.
555:.
526:.
502:.
477:.
444:)
438:(
433:)
429:(
415:.
35:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
