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    00:00:01
    Hello. Hello. So, today we're going to
    00:00:03
    be taking a look at the FMS or flight
    00:00:06
    management system in an aircraft and
    00:00:08
    find out why it's such an important
    00:00:09
    piece of equipment in modern
    00:00:12
    airliners. So, you'll most likely hear
    00:00:14
    the flight management system be referred
    00:00:16
    to as the FMS or FMC. And as the name
    00:00:20
    implies, it's a computer system which
    00:00:22
    helps pilots manage a flight from start
    00:00:24
    to finish. The main benefit of this is
    00:00:27
    that it reduces the workload for pilots,
    00:00:29
    allowing them to concentrate on
    00:00:31
    controlling the
    00:00:32
    plane. Now, in the past, large
    00:00:35
    commercial aircraft would often have
    00:00:36
    additional crew members. They would
    00:00:38
    normally have a flight engineer whose
    00:00:41
    responsibility was to manage the engine
    00:00:43
    performance and fuel systems. If you
    00:00:46
    have a look at pictures of old aircraft,
    00:00:48
    you'll often see a third seat in the
    00:00:49
    cockpit and a set of panels called the
    00:00:52
    engineers station.
    00:00:54
    Early planes also had a dedicated
    00:00:56
    navigator whose responsibility was to
    00:00:59
    plan the route, constantly check the
    00:01:01
    aircraft's current position, and ensure
    00:01:03
    that pilots were flying the route
    00:01:05
    correctly. As technology progressed
    00:01:07
    through the years, computer systems were
    00:01:09
    developed to automate the role of an
    00:01:12
    engineer and a navigator to reduce their
    00:01:14
    workload. Nowadays, the systems are so
    00:01:17
    advanced that they can perform these job
    00:01:19
    roles without the need for the extra
    00:01:21
    dedicated crew members.
    00:01:24
    The FMS in modern aircraft is a critical
    00:01:27
    component because it connects to so many
    00:01:29
    other important systems. Its main
    00:01:32
    function is to guide the plane along its
    00:01:34
    intended flight path or its route
    00:01:35
    through the sky. To do this, the FMS
    00:01:38
    must be kept up to date with something
    00:01:40
    called ARACK data.
    00:01:43
    Air data ensures that any person or any
    00:01:46
    system used to navigate planes, they
    00:01:49
    work by using the exact same version of
    00:01:52
    aviation data. So that would includes
    00:01:55
    people in systems such as aircraft and
    00:01:57
    pilots, air traffic control, air traffic
    00:02:00
    flow managers, flight planners and
    00:02:03
    dispatchers, and even aeronautical
    00:02:05
    charts which describe things like runway
    00:02:07
    information.
    00:02:10
    Airact data includes information on all
    00:02:12
    sorts of navigation items such as
    00:02:14
    airport data, runway data, ILS
    00:02:17
    procedures, departure and arrival
    00:02:18
    procedures, airways, wayoints, VR
    00:02:21
    stations, all sorts of information. And
    00:02:23
    this needs to be updated every 28 days.
    00:02:26
    So, you can see why it's important that
    00:02:28
    a flight management system is kept up to
    00:02:30
    date.
    00:02:32
    Another key part of the FMS is that it
    00:02:34
    constantly checks the aircraft's current
    00:02:36
    position, which allows it to guide the
    00:02:38
    plane accurately along the planned
    00:02:39
    flight path. It does this by checking
    00:02:42
    the aircraft's position from three
    00:02:44
    possible sources. It can determine the
    00:02:47
    current position using a GPS receiver if
    00:02:49
    one is
    00:02:50
    available. It can cross-check multiple
    00:02:53
    VR or NDB stations to find the current
    00:02:56
    position. or it can use an onboard
    00:02:59
    inertial reference system, which is
    00:03:01
    usually a gyroscope or an accelerometer
    00:03:04
    system. Now, if all three of these are
    00:03:06
    built into the plane, then the FMS will
    00:03:09
    use all three systems together to
    00:03:10
    determine the aircraft's position.
    00:03:14
    More advanced flight management systems
    00:03:16
    can also interface with an engine
    00:03:17
    management system which allows the FMS
    00:03:20
    to determine the most efficient engine
    00:03:22
    performance and fuel usage based on the
    00:03:24
    route, weather conditions, weight of the
    00:03:27
    plane, amongst other things. The FMS can
    00:03:30
    determine such things as the optimal
    00:03:32
    rate of climb after takeoff and the best
    00:03:34
    economical cruise speed. The benefit of
    00:03:37
    this is that airlines can save money by
    00:03:39
    using less fuel and by spending less
    00:03:42
    money on maintenance costs because the
    00:03:43
    engines are being used more efficiently,
    00:03:45
    so there's less wear and tear on
    00:03:49
    them. So, let's take a look now at how
    00:03:52
    an FMS is used. So, what you can see on
    00:03:55
    screen just now are two different CDUs,
    00:03:57
    which stand for control display unit.
    00:04:01
    This is the device which allows a pilot
    00:04:03
    to interact with the
    00:04:04
    FMS. On the left you have a CDU from an
    00:04:07
    Airbus A320 and on the right is one from
    00:04:10
    a boring 737 next generation. You'll
    00:04:14
    notice that they look fairly similar. So
    00:04:16
    let's take a look at some of the common
    00:04:17
    elements of a CDU. For this I'm going to
    00:04:20
    be using the Airbus version because I'm
    00:04:22
    much more familiar with that
    00:04:24
    one. So we'll start at the bottom and
    00:04:27
    work our way up. Now, normally the lower
    00:04:30
    half of a CDU is dominated by a keypad
    00:04:33
    and a number pad. This allows pilots to
    00:04:36
    enter data into the CDU, which I'll
    00:04:38
    demonstrate shortly. You also have
    00:04:41
    another set of buttons which take you to
    00:04:43
    different pages or screens within the
    00:04:46
    FMS. And then above that, you have the
    00:04:49
    display, which surprise surprise
    00:04:50
    displays information to pilots. Now, the
    00:04:53
    display has a couple of features to be
    00:04:55
    aware of. First, at the very bottom, you
    00:04:58
    have a blank section called the scratch
    00:05:00
    pad. When the pilot types in
    00:05:02
    information, it is shown in the scratch
    00:05:04
    pad so that the pilot can make sure that
    00:05:07
    they're typing in data correctly. The
    00:05:09
    CDU may also display messages here if
    00:05:12
    something requires the pilot's
    00:05:14
    attention. Again, that's something I'll
    00:05:15
    show in a
    00:05:17
    moment. Now, the rest of the display is
    00:05:19
    actually broken into sort of different
    00:05:21
    lines, each one having a left and right
    00:05:24
    side. Each line has a button on the side
    00:05:27
    of the display and these buttons are
    00:05:29
    called soft
    00:05:31
    keys. Sometimes there will be an option
    00:05:33
    on the display that a pilot can select.
    00:05:36
    So they would tap the soft key next to
    00:05:38
    that option to select it. A pilot can
    00:05:41
    also use a soft key to copy data from
    00:05:44
    some lines in certain circumstances or
    00:05:46
    paste data into a line. Let me show you.
    00:05:50
    On the screen just now you can see an
    00:05:52
    initial setup page for an Airbus
    00:05:55
    CDU. On this page, a pilot would be
    00:05:58
    expected to enter in some information
    00:06:00
    about their flight. Now, if we have a
    00:06:02
    look on the left hand side, you can see
    00:06:04
    here that we have a line which says
    00:06:05
    flight number, but then it's blank
    00:06:08
    underneath. So, what a pilot needs to do
    00:06:11
    is type in the flight number using the
    00:06:13
    keypad. So, as I type in flight 123, you
    00:06:17
    can see that the flight number goes into
    00:06:18
    the scratch pad. So the pilot can double
    00:06:21
    check and make sure that they've got the
    00:06:22
    data correct. And then you can click on
    00:06:25
    the soft key for that line. And voila,
    00:06:27
    the data gets entered into that line and
    00:06:30
    the scratch pad is now clear. Now CDUs
    00:06:33
    are clever little devices. So if a pilot
    00:06:35
    makes a mistake, the CDU will usually
    00:06:38
    highlight it. For example, another piece
    00:06:41
    of information we can enter on this page
    00:06:43
    is our starting airports and our
    00:06:45
    destination airports up here in the top
    00:06:47
    right corner. Now the CDU is looking for
    00:06:50
    the fourlet code for our current airport
    00:06:53
    and our destination. However, if I type
    00:06:55
    in something silly like here to there
    00:06:58
    and then try to enter that, you can see
    00:07:00
    that I get a message in the scratch pad
    00:07:02
    telling me that I've made a mistake. So
    00:07:04
    if I now type in something properly, for
    00:07:07
    example, inveness to London Luton. So
    00:07:11
    egpe slash e ggw. Then you can see that
    00:07:15
    that goes in fine.
    00:07:18
    The CDU also starts entering in some
    00:07:20
    information automatically, such as the
    00:07:22
    latitude and longitude of the plane's
    00:07:25
    current position, which it obtained from
    00:07:27
    our current airport. And there you have
    00:07:30
    an example of that air rack data coming
    00:07:32
    in handy and reducing the pilot's
    00:07:35
    workload. And that about covers the
    00:07:37
    basics of flight management systems.
    00:07:39
    Now, I will be doing detailed tutorials
    00:07:41
    about these in future videos when I
    00:07:43
    start doing some aircraft specific
    00:07:45
    videos, but for this one, I just wanted
    00:07:47
    to cover the absolute fundamentals so
    00:07:49
    that people have a solid understanding
    00:07:51
    of what this device is and what it does.
    00:07:54
    So, looking ahead, I'm afraid there's
    00:07:56
    not going to be any more videos for the
    00:07:58
    rest of this year. However, I am going
    00:07:59
    to spend some time over Christmas just
    00:08:01
    refreshing the channel a little bit and
    00:08:03
    getting things ready for 2017. So, I'm
    00:08:06
    going to take the opportunity now to say
    00:08:08
    thank you to all of you for your support
    00:08:11
    this year. And of course, welcome to
    00:08:13
    everyone who joined the channel this
    00:08:15
    year. Um, it's been a great year for me.
    00:08:17
    Uh, the channel's grown a lot, a lot
    00:08:19
    more than I expected. So, um, I can only
    00:08:21
    thank everyone for everyone watching for
    00:08:24
    that. So, thank you all sincerely. Uh,
    00:08:26
    but for now, I'm going to say merry
    00:08:28
    Christmas and happy holidays. Thank you
    00:08:30
    all very much for watching. Take care
    00:08:32
    out there and I will be back on Saturday
    00:08:34
    the 7th of January 2017. Bye-bye.

    Description:

    Today we learn about the Flight Management System, often called a FMS or FMC, and look at why it's such an important feature in modern aircraft. The system is often controlled using a Control Display Unit or CDU in the cockpit and it reduces a pilot's workload. I have a Patreon page so if this video was valuable and you would like to support me to give me the opportunity to continue making videos like this, you can check out my Patreon at this link... https://www.patreon.com/profile/creators?u=4430325 Copyright © 2016 - Doofer911 - All Rights Reserved. DISCLAIMER: While this video is intended for educational purposes, I must stress that I am not a professional pilot or instructor and I am not certified in any way with regards to aviation or education. Every subject I talk about is based on my personal study and understanding. Therefore the information I give may be incorrect or inaccurate and should NOT be used as a reference for real world flying.

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