• Integrated with Rockwell Collins Pro Line 4/Pro Line 21 Systems
• Scratchpad data entry structure reduces pilot workload by allowing for rapid data entry or retrieval for system use
• Situational awareness is enhanced by providing FMS map information and text data eyes forward
• Automatically executes non-precision GPS approaches, GPS overlay approaches, and multisensor RNAV and VOR approaches as well as providing missed approach guidance
• Provides automatic FMS-to-ILS transfers, reducing overall pilot workload in the terminal area
• Provides automatic Vspeed calculation and transfer function
• Full-profile, multiple waypoint vertical navigation that capitalizes on commonly used flight control principles and modes
• Time and fuel planning and predictions based on prestored data from the airplane's flight manual
• Introducing 3-D flight plan map capability for enhanced situational awareness in en route, terminal and approach phases
• What-if performance computations to determine the effect contingencies have on the outcome of a flight
• Databased DP and STAR procedures, including all ARINC 424-specified leg types which are flown automatically when entered in the flight plan
• Flight plan definition by jet or victor airway entry with entry and exit waypoint specification on the selected airway
• Provides integrated navigation solution based on a multitude of sensor inputs, including GPS, VOR, DME and IRS combinations
• Allows storage for up to 100 pilot-defined waypoints and 100 pilot-defined routes, each with 100 waypoints
• Provides offsets, intercepts, holding patterns, and holding pattern entries to accommodate real-time air traffic instructions
• Integration with AFIS^TM and Satcom through the CDU, thereby capitalizing on a common pilot interface and reducing the number of LRUs in the flight deck to support these functions

The Rockwell Collins FMS-6000 Flight Management System provides advanced flight planning and navigation capability designed specifically for long-range business aircraft. The system, comprised of the FMS-6000 and the advanced GPS-4000S WAAS-enabled Global Positioning System sensor, offers ease of operation in today's complex and demanding operating environment. The functionality provided by the FMS-6000 extends operational flexibility and enhances situational awareness by offering such capabilities as full-flight phase, multiple waypoint vertical navigation; time/fuel planning and predictions based on the airplane's flight manual data; and databased Departure Procedures (DPs), Standard Terminal Arrival Routes (STARs) and approaches. The GPS-4000S provides the required level of integrity and monitoring to operate in today's airspace and supports growth to precision approach certification.

The FMS-6000 provides integrated multisensor navigation, flight maintenance and execution, sensor control, Multifunction Display (MFD) map support, and steering/pitch commands to the flight control system. The FMS is capable of using available combinations of GPS, Distance Measuring Equipment (DME), VHF Omnidirectional Radio Range (VOR)/DME, Inertial Reference System (IRS) and dead reckoning data to provide en route, terminal and non-precision approach navigation guidance.

The system is composed of three Line Replaceable Units (LRUs) - the FMC-6000 Flight Management Computer, CDU-6000 Control Display Unit and DBU-5000 Data Base Unit - allowing for high maintainability and dispatchability. The FMC is packaged in the Pro Line Integrated Avionics Processing System (IAPS), reducing avionics weight and size and simplifying the avionics interconnect. This integration allows the FMS-6000 to perform self-diagnostic functions and inform the system of internal faults for efficient line replaceable module fault identification and reduced cost of ownership.

The FMS-6000 can be defined for single, dual or triple operation-depending on the space available in the flight deck-simply by configuring the IAPS with the desired number of FMC modules and installing the same number of CDUs. Dual installation offers fully synchronized operation of the lateral and vertical flight plans. When a triple configuration is installed, the third FMS functions in a standalone manner as a hot spare. Each of the three systems compute position solutions; the two active FMS units monitor each other's position solution and issue a warning when a conflict exists. Flight crews are provided the reassurance of triple-redundant systems for position and navigation.

The human factors of the CDU operation are optimized for pilot interface. The CDU-6000 or CDU-6100 uses a scratchpad entry structure that has proven superior to prompting schemes and is widely accepted in both business and airline operating environments. Reduced workload is achieved through rapid entry and retrieval of data for system/operator use.

The FMS-6000 provides navigation situation information and steering guidance, which relates navigation positioning to the flight plan intent. The system makes optimal use of the available sensor input, weighting GPS to the highest possible degree, to continuously determine accurate airplane position and velocity. Sensor usage is automatically managed by the FMS and requires no pilot interaction, including automatic position initialization; however, it is always possible for the crew to deselect a sensor or reconfigure sensor usage if necessary.

The system enables the pilot to enter waypoints into the flight plan and create additional flight plan legs (100 maximum). Two types of waypoints may be entered into the flight plan: waypoints stored in the navigation database and pilot-defined waypoints (e.g. identifier, bearing and distance). Up to 100 pilot-defined waypoints may be created. As waypoints are entered into the flight plan, the FMS automatically computes and displays the intervening great circle paths and distances. For routes that are frequently traveled, the pilot has the flexibility to store/recall flight plans in a pilot-defined route database (100 maximum).

The FMS is designed to automatically execute non-precision GPS approaches, GPS overlay approaches and multisensor Area Navigation (RNAV) and VOR approaches, as well as to provide missed-approach guidance. Additional GPS-based approach types that may be selected by the system include Instrument Landing System (ILS), localizer, localizer back course, Localizer Directional Aid (LDA), Simplified Directional Facility (SDF), Tactical Air Navigation System (TACAN), Non-Directional Radio Beacon (NDB) and Long-Range Navigation (LORAN) approaches. The FMS database contains the approach definition and corresponding procedures, including the missed-approach procedures. For added flexibility in the heavy workload environment of the terminal area, the system accommodates the use of ATC radar vectors, which may be issued prior to or during an approach.

During the various phases of flight, the VNAV follows the script of the flight plan. It levels the aircraft once the preselected altitude is captured and begins descent at a planned location. Step climbs may be initiated by the preselect altitude and selecting the desired climb mode. VNAV cruise mode commands the autopilot to capture and maintain a desired cruise altitude. During the descent mode, the VNAV computes a geographical path to each waypoint and provides guidance relative to that path, ensuring that the descent altitude constraints are honored. As the approach segment and corresponding procedures are entered, vertical navigation is fully integrated, providing smooth transitions and easing pilot workload.

Airplane performance predictions are based on prestored data from the airplane's flight manual. Performance data is stored for all flight phases, and a fuel flow correction factor may be applied to customize the performance predictions for each airplane. Performance predictions account for predicted winds and temperatures, and may be entered for climb, cruise and descent-including individual cruise legs-by pilot entry or by AFIS^® flight plan transfer.