Flight Management System (FMS) Pilot's Guide

HighlightsPage 1 of 2

October 2009Honeywell International Inc. Do not copy without express permission of Honeywell.

Honeywell International Inc.21111 N. 19th Ave.Phoenix, Arizona 85027-2708U.S.A.CAGE: 55939Telephone: (800) 601--3099 (U.S.A./Canada)Telephone: (602) 365--3099 (International)

TO: HOLDERS OF THE FLIGHT MANAGEMENT SYSTEM(FMS) FOR THE EMBRAER 170/175/190/195 PILOT’SGUIDE, HONEYWELL PUB. NO. A28--1146--179

REVISION NO. 5 DATED OCTOBER 2009

HIGHLIGHTS

This guide has been revised to reflect changes and added information.The List of Effective Pages (LEP) identifies the current revision to eachpage in this guide.

Because of the extensive changes and additions throughout the guide,revision bars have been omitted and the entire guide has beenreprinted.

Please replace your copy of this guide with the attached completerevision. The Record of Revisions page shows Honeywell has alreadyput Revision No. 5 dated October 2009 in the guide.

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HighlightsPage 2 of 2

October 2009Honeywell International Inc. Do not copy without express permission of Honeywell.

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This document contains technical data and is subject to U.S. exportregulations. These commodities, technology, or software were exportedfrom the United States in accordance with the export administration

regulations. Diversion contrary to U.S. law is prohibited.ECCN: 7E994, NLR Eligible

Printed in U.S.A. Pub. No. A28--1146--179--005 October 2003Revised October 2009

Page T--1Honeywell International Inc. Do not copy without express permission of Honeywell.

Honeywell International Inc.21111 N. 19th Ave.Phoenix, Arizona 85027-2708U.S.A.CAGE: 55939

Telephone: (800) 601--3099 (U.S.A./Canada)Telephone: (602) 365--3099 (International)Web site: http://portal.honeywell.com/wps/portal/aero

FlightManagementSystem(FMS)

for theEmbraer 170/175/190/195

and Lineage 1000Software Versions

NZ 7.03 (Load 21) andNZ 7.1 (Load 23)

Pilot’s GuideFOR TRAIN

NING P

URPOSE ONLY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

A28--1146--179REV 5 Oct 2009Page T--2

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Record of Revisions

For each revision, put the changed pages in your guide and discard thereplaced pages. Write the revision number and date, and the date putin the guide. Put your initials in the applicable columns on the Recordof Revisions. The initial H shows that Honeywell put the changedpagesin the guide.

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Table of Contents


Table of Contents

Section Page

1. INTRODUCTION 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Honeywell Product Support 1-3. . . . . . . . . . . . . . . . . . . .FMS Product Support 1-3. . . . . . . . . . . . . . . . . . . . . . . . .Customer Support 1-4. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Global Customer Care (GCC) 1-4. . . . . . . . . . . . . . .To Register Your Publication (if Required) 1-4. . . . .Honeywell Aerospace TechnicalPublications 1-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. SYSTEM DESCRIPTION 2-1. . . . . . . . . . . . . . . . . . . . .

Introduction 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flight Planning 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Navigation (LNAV) 2-2. . . . . . . . . . . . . . . . . . . . .Vertical Navigation (VNAV) 2-2. . . . . . . . . . . . . . . . . . . .Aircraft Performance Management 2-2. . . . . . . . . . . . .Database 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Display 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . .

3. SYSTEM COMPONENTS 3-1. . . . . . . . . . . . . . . . . . . . .

Introduction 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flight Management System (FMS) 3-1. . . . . . . . . . . . .Multifunction Control Display Unit (MCDU) 3-2. . . . . . .

MCDU Display 3-3. . . . . . . . . . . . . . . . . . . . . . . . . . . .Alphanumeric Keys 3-3. . . . . . . . . . . . . . . . . . . . . . . .Scratchpad 3-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Line Select Keys (LSK) 3-5. . . . . . . . . . . . . . . . . . . . .Clear (CLR) Key 3-5. . . . . . . . . . . . . . . . . . . . . . . . . .Delete (DEL) Key 3-6. . . . . . . . . . . . . . . . . . . . . . . . . .Function Keys 3-6. . . . . . . . . . . . . . . . . . . . . . . . . . . .Accessing Any FMS Function 3-15. . . . . . . . . . . . . . .Annunciators 3-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Brightness Control 3-19. . . . . . . . . . . . . . . . . . . . . . . . .

4. OPERATIONAL EXAMPLE 4-1. . . . . . . . . . . . . . . . . . .

Introduction 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Predeparture 4-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Power--Up 4-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Position Initialization 4-9. . . . . . . . . . . . . . . . . . . . . . . . . .Route 4-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Route (cont)Waypoint Entry 4-13. . . . . . . . . . . . . . . . . . . . . . . . . . . .Airway Entry 4-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Performance Initialization 4-24. . . . . . . . . . . . . . . . . . . . . .Performance Data 4-35. . . . . . . . . . . . . . . . . . . . . . . . . . . .Departure Selection 4-38. . . . . . . . . . . . . . . . . . . . . . . . . .

Flight Plan Discontinuities 4-42. . . . . . . . . . . . . . . . . .Engine--Out Standard Instrument Departure(EOSID) 4-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine--Out Range (EO RANGE) 4-46. . . . . . . . . . . .Takeoff 4-49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Climb 4-55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .En Route 4-56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Descent 4-56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arrival 4-57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Approach 4-70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Landing 4-70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Missed Approach 4-73. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alternate Flight Plan 4-74. . . . . . . . . . . . . . . . . . . . . . . . . .Flight Complete 4-74. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. PERFORMANCE 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Index 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . .

Performance Index Organization 5-3. . . . . . . . . . . .Performance Initialization 5-4. . . . . . . . . . . . . . . . . . . . . .

Full Performance Method 5-7. . . . . . . . . . . . . . . . . . .Additional Definition of Optimum Altitude 5-22. . . . .Pilot Speed/Fuel Flow (SPD/FF) Method 5-23. . . . .Current Ground Speed/Fuel Flow (GS/FF)Method 5-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Switching Performance Methods 5-24. . . . . . . . . . . .Performance Data 5-24. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Additional Details About Cruise Altitude 5-25. . . . . .Additional Details About Ceiling Altitude 5-26. . . . . .

Performance Plan 5-30. . . . . . . . . . . . . . . . . . . . . . . . . . . .Wind and Temperature Pages 5-31. . . . . . . . . . . . . . .Wind and Temperature Model Blending 5-32. . . . . . .Wind and Temperature Model Entries 5-33. . . . . . . .Recommended Entries 5-33. . . . . . . . . . . . . . . . . . . . .

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Performance Plan (cont)Wind and Temperature PerformancePlanning 5-34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Takeoff 5-34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Climb 5-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cruise 5-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Descent 5-40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Additional Details About Default DescentAngle 5-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Landing 5-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .What--if Flight Plan 5-44. . . . . . . . . . . . . . . . . . . . . . . . . . .

What--If Performance Initialization 5-44. . . . . . . . . . .What--If Data 5-56. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Stored Fight Plan 5-60. . . . . . . . . . . . . . . . . . . . . . . . . . . .Stored Flight Plan PerformanceInitialization 5-60. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Stored Flight Plan Data 5-72. . . . . . . . . . . . . . . . . . . .Fuel Management 5-74. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Additional Explanation of Fuel Quantity andFuel Flow 5-75. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. NAVIGATION 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Identification 6-1. . . . . . . . . . . . . . . . . . . . . . .Navigation (NAV) Index 6-3. . . . . . . . . . . . . . . . . . . . . . .Flight Plan List 6-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Defining Stored Flight Plans 6-6. . . . . . . . . . . . . . . .Deleting Stored Flight Plans 6-9. . . . . . . . . . . . . . . .

Flight Plan Select 6-9. . . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot Waypoint List 6-12. . . . . . . . . . . . . . . . . . . . . . . . . . . .Database 6-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Airports 6-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Runways 6-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navaids 6-27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Instrument Landing Systems 6-29. . . . . . . . . . . . . . . .Intersections 6-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Multiple Waypoints 6-31. . . . . . . . . . . . . . . . . . . . . . . .Pilot--Defined Waypoints 6-31. . . . . . . . . . . . . . . . . . .Undefined Waypoints 6-32. . . . . . . . . . . . . . . . . . . . . .FMS Database 6-32. . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Database 6-32. . . . . . . . . . . . . . . . . . . . . . .

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Database (cont)Custom Database 6-33. . . . . . . . . . . . . . . . . . . . . . . . .Tailored Database 6-33. . . . . . . . . . . . . . . . . . . . . . . . .

Fix Information (Info) 6-34. . . . . . . . . . . . . . . . . . . . . . . . .Air Traffic Control (ATC) 6-36. . . . . . . . . . . . . . . . . . . . . . .Datalink 6-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Datalink Flight Plan 6-39. . . . . . . . . . . . . . . . . . . . . . . .Datalink Flight Plan Review 6-41. . . . . . . . . . . . . . . . .Datalink Reports 6-43. . . . . . . . . . . . . . . . . . . . . . . . . .Datalink Winds 6-44. . . . . . . . . . . . . . . . . . . . . . . . . . . .Datalink Winds Aloft 6-46. . . . . . . . . . . . . . . . . . . . . . .Datalink Address Configuration 6-47. . . . . . . . . . . . . .Flight Plan Address 6-48. . . . . . . . . . . . . . . . . . . . . . . .Winds Address 6-49. . . . . . . . . . . . . . . . . . . . . . . . . . . .Position Report Address 6-50. . . . . . . . . . . . . . . . . . . .

Departures 6-51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arrival 6-59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Approach 6-71. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Missed Approach 6-76. . . . . . . . . . . . . . . . . . . . . . . . . .

Position Sensors 6-76. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Mode 6-76. . . . . . . . . . . . . . . . . . . . . . . . . .

Position Initialization 6-79. . . . . . . . . . . . . . . . . . . . . . . . . .FMS Position Update 6-83. . . . . . . . . . . . . . . . . . . . . .Sensor Status Pages 6-93. . . . . . . . . . . . . . . . . . . . . .Required Navigation Performance 6-102. . . . . . . . . . .Predictive Receiver Autonomous IntegrityMonitor (RAIM) 6-104. . . . . . . . . . . . . . . . . . . . . . . . . .

Additional Details About Pseudo RandomNoise (PRN) 6-110. . . . . . . . . . . . . . . . . . . . . . . . . . . .

VOR/DME Page 6-111. . . . . . . . . . . . . . . . . . . . . . . . . .Notices to Airmen 6-112. . . . . . . . . . . . . . . . . . . . . . . . . . . .Sensors Being Used by the FMS 6-113. . . . . . . . . . . . . . .

Position Sensor Deselection 6-114. . . . . . . . . . . . . . . .Tuning NAV Radios 6-115. . . . . . . . . . . . . . . . . . . . . . . . . . .

Autotune 6-120. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAV Tuning 6-122. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Manual Tuning 6-123. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conversion 6-123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .High Lattitude Flying 6-132. . . . . . . . . . . . . . . . . . . . . . . . . .

Polar Region: IRS Equipped Aircraft 6-132. . . . . . . . .

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Patterns 6-133. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pattern Definition 6-133. . . . . . . . . . . . . . . . . . . . . . . . . .Pattern Review 6-134. . . . . . . . . . . . . . . . . . . . . . . . . . . .Holding Pattern 6-135. . . . . . . . . . . . . . . . . . . . . . . . . . .Procedure Turn 6-149. . . . . . . . . . . . . . . . . . . . . . . . . . .Flyover Pattern 6-152. . . . . . . . . . . . . . . . . . . . . . . . . . .Multiple Patterns 6-153. . . . . . . . . . . . . . . . . . . . . . . . . .

Maintenance 6-154. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Operating Modes 6-154. . . . . . . . . . . . . . . . . . . . . . . . . .Failed Sensors 6-157. . . . . . . . . . . . . . . . . . . . . . . . . . . .True/Magnetic Selection 6-159. . . . . . . . . . . . . . . . . . . .Return to Service 6-160. . . . . . . . . . . . . . . . . . . . . . . . . .FMS Setup Pages 6-161. . . . . . . . . . . . . . . . . . . . . . . . .

Crossing Points 6-170. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Present Position (PPOS) Direct 6-171. . . . . . . . . . . . .Point Abeam 6-172. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crossing Radial 6-173. . . . . . . . . . . . . . . . . . . . . . . . . . .Latitude/Longitude Crossing 6-174. . . . . . . . . . . . . . . .Equal Time Point 6-175. . . . . . . . . . . . . . . . . . . . . . . . . .Point of No Return 6-177. . . . . . . . . . . . . . . . . . . . . . . . .

Data Load 6-178. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crossloading Custom or Aircraft Database 6-178. . . .Data Loading 6-183. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Database Updating 6-184. . . . . . . . . . . . . .

Flight Summary 6-184. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. REQUIRED NAVIGATION PERFORMANCE(RNP) 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Preflight Considerations 7-2. . . . . . . . . . . . . . . . . . . . . . .In--Flight Considerations 7-2. . . . . . . . . . . . . . . . . . . . . .

RNP Approaches 7-5. . . . . . . . . . . . . . . . . . . . . . . . . .RNP Minimums Selection 7-8. . . . . . . . . . . . . . . . . .APPROACH MINIMA TYPE Page 7-9. . . . . . . . . . .RNP Scratchpad Messages 7-11. . . . . . . . . . . . . . . . .

FMS Sensors 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .FMS Sensor Selection 7-12. . . . . . . . . . . . . . . . . . . . .FMS Sensor Deselection 7-13. . . . . . . . . . . . . . . . . . .

8. FLIGHT PLAN 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Definition of Terms 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . .

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Creating Flight Plans 8-9. . . . . . . . . . . . . . . . . . . . . . . . .Recall a Previously Stored Flight Plan 8-10. . . . . . . .Store a Flight Plan and Activate 8-13. . . . . . . . . . . . .Build a Flight Plan by Entering Waypoints 8-14. . . . .

Creating Routes 8-22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Calling Up a Company Route 8-23. . . . . . . . . . . . . . .Loading a Route From Datalink 8-24. . . . . . . . . . . . . .Manually Building a Route 8-25. . . . . . . . . . . . . . . . . .Flight Plan Changes to Procedures orAirways 8-36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lateral Navigation (LNAV) 8-36. . . . . . . . . . . . . . . . . . . . .General LNAV Rules 8-36. . . . . . . . . . . . . . . . . . . . . . .LNAV Submodes 8-37. . . . . . . . . . . . . . . . . . . . . . . . . .

Vertical Navigation (VNAV) 8-37. . . . . . . . . . . . . . . . . . . .General VNAV Rules 8-38. . . . . . . . . . . . . . . . . . . . . .VNAV Submodes 8-40. . . . . . . . . . . . . . . . . . . . . . . . . .Early/Late Descent (DES NOW) 8-42. . . . . . . . . . . . .VNAV Operation in Flight 8-47. . . . . . . . . . . . . . . . . . .VNAV Special Operations 8-48. . . . . . . . . . . . . . . . . .VNAV Operational Scenarios 8-49. . . . . . . . . . . . . . . .

Speed Command 8-58. . . . . . . . . . . . . . . . . . . . . . . . . . . .General Speed Command Rules 8-58. . . . . . . . . . . .Automatic 8-59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Waypoint Speed Constraint 8-60. . . . . . . . . . . . . . . . .Speed Protection 8-63. . . . . . . . . . . . . . . . . . . . . . . . . .

VNAV Approach Temperature Compensation 8-65. . . .Clearing of Flight Plans 8-79. . . . . . . . . . . . . . . . . . . . . . .

9. PROGRESS 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Progress Pages 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

VNAV DATA 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Offset 9-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Air Data 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. DIRECT/INTERCEPT 10-1. . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Direct--To 10-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Vertical Direct--To 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . . .Course Intercept 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arc Intercept 10-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Direct--To Abeam Points 10-10. . . . . . . . . . . . . . . . . . . . . . .Approach Intercept (Vectors) 10-11. . . . . . . . . . . . . . . . . .

11. MULTIFUNCTION CONTROL DISPLAY UNIT(MCDU) ENTRY FORMAT 11-1. . . . . . . . . . . . . . . . . . .

Introduction 11-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .List of Entries and Definitions 11-1. . . . . . . . . . . . . . . . . .

12. MESSAGES 12-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 12-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Message List and Definitions 12-1. . . . . . . . . . . . . . . . . .

13. MAINTENANCE 13-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction 13-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Data Loader Fault Codes 13-1. . . . . . . . . . . . . . . . . . . . . .MCDU Parallax Adjustment 13-7. . . . . . . . . . . . . . . . . . . .FMS Operation Mode Problems 13-8. . . . . . . . . . . . . . . .

Acronyms and Abbreviations Abbrev--1. . . . . . . . . . . . . . . . . .

Index Index--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of FiguresFigure Page

2--1 Primus Epic MAU 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

3--1 MCDU 3-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--2 PERF INDEX 1/2 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--3 PERF INDEX 2/2 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--4 NAV INDEX 1/2 3-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--5 NAV INDEX 2/2 3-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--6 ACTIVE FLT PLAN 1/3 3-9. . . . . . . . . . . . . . . . . . . . . . . .3--7 PROGRESS 1/3 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--8 RTE 1/1 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--9 RTE 2/3 3-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--10 RTE 3/3 3-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--11 RADIO 1/2 3-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--12 MENU 3-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--13 PERF INDEX 1/2 -- Bright/Dim Level 3-19. . . . . . . . . . . .

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4--1 KPHX to KMSP Flight Route 4-2. . . . . . . . . . . . . . . . . . .4--2 Phoenix, AZ SILOW1 Departure 4-3. . . . . . . . . . . . . . .4--3 Minneapolis, MN KASPR3 Arrival 4-5. . . . . . . . . . . . . .4--4 Minneapolis, MN ILS 30L Approach 4-6. . . . . . . . . . . . .4--5 FMS Preflight Procedure Flow Chart 4-7. . . . . . . . . . . .4--6 NAV IDENT 1/1 4-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--7 POSITION INIT 1/1 4-9. . . . . . . . . . . . . . . . . . . . . . . . . . .4--8 POSITION INIT 1/1 -- Loaded 4-10. . . . . . . . . . . . . . . . . .4--9 RTE 1/1 4-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--10 RTE 1/3 4-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--11 RTE 2/3 4-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--12 RTE 2/3 -- J44.ALS 4-14. . . . . . . . . . . . . . . . . . . . . . . . . . .4--13 RTE 2/3 -- J44.ALS Loaded 4-15. . . . . . . . . . . . . . . . . . . .4--14 RTE 2/3 -- DVV Loaded 4-16. . . . . . . . . . . . . . . . . . . . . . .4--15 RTE 2/3 -- J114.ONL 4-16. . . . . . . . . . . . . . . . . . . . . . . . . .4--16 RTE 2/4 -- J114.ONL Loaded 4-17. . . . . . . . . . . . . . . . . .4--17 RTE 2/4 -- MCW 4-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--18 RTE 3/4 -- KMSP 4-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--19 RTE 3/4 -- KMSP Scratchpad 4-19. . . . . . . . . . . . . . . . . .4--20 RTE 3/4 -- KMSP Loaded 4-20. . . . . . . . . . . . . . . . . . . . . .4--21 ALTERNATE RTE 4/4 4-21. . . . . . . . . . . . . . . . . . . . . . . . .4--22 ALTERNATE RTE 4/4 -- KDLH 4-22. . . . . . . . . . . . . . . . .4--23 ALTERNATE RTE 4/4 -- GEP 4-23. . . . . . . . . . . . . . . . . .4--24 ALTERNATE RTE 4/4 -- PERF INIT 4-24. . . . . . . . . . . . .4--25 PERFORMANCE INIT 1/3 (Standard) 4-26. . . . . . . . . . .4--26 CRUISE MODES 1/1 4-27. . . . . . . . . . . . . . . . . . . . . . . . .4--27 PERFORMANCE INIT -- KG 2/3 (Standard) 4-28. . . . . .4--28 PERFORMANCE INIT -- KG 3/3 (Standard) 4-29. . . . . .4--29 PERFORMANCE INIT 1/5 (Expanded) 4-30. . . . . . . . . .4--30 PERFORMANCE INIT 2/5 (Expanded) 4-31. . . . . . . . . .4--31 PERFORMANCE INIT -- KG 3/5 (Expanded) 4-32. . . . .4--32 PERFORMANCE INIT 4/5 (Expanded) 4-33. . . . . . . . . .4--33 PERFORMANCE INIT -- KG 5/5 (Expanded) 4-34. . . . .4--34 PERF DATA 1/3 4-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--35 PERF DATA 2/3 4-36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--36 PERF DATA 3/3 4-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--37 DEPARTURE RUNWAYS 1/1 4-38. . . . . . . . . . . . . . . . . .4--38 SIDs 1/2 4-39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--39 DEPARTURE TRANS 1/1 4-40. . . . . . . . . . . . . . . . . . . . .

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4--40 PROCEDURE 1/1 4-41. . . . . . . . . . . . . . . . . . . . . . . . . . . .4--41 MOD RTE 2/4 4-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--42 DEPARTURE RUNWAYS 4-43. . . . . . . . . . . . . . . . . . . . .4--43 SIDs -- EOSID 4-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--44 EO SID 4-45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--45 EO RANGE 4-46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--46 EO MOD FLT PLAN 4-47. . . . . . . . . . . . . . . . . . . . . . . . . .4--47 ACTIVE FLT PLAN -- EO 4-48. . . . . . . . . . . . . . . . . . . . . .4--48 TAKEOFF 1/3 4-49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--49 TAKEOFF 2/3 4-50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--50 TAKEOFF 3/3 4-51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--51 ACTIVE FLT PLAN 1/6 4-52. . . . . . . . . . . . . . . . . . . . . . . .4--52 PROGRESS 1/3 4-53. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--53 PROGRESS 2/3 4-54. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--54 ACTIVE FLT PLAN 1/5 -- KPHX 4-55. . . . . . . . . . . . . . . .4--55 ACTIVE FLT PLAN 4-57. . . . . . . . . . . . . . . . . . . . . . . . . . .4--56 ACT RTE 4-58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--57 ARRIVAL 1/1 4-59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--58 KMSP STAR 1/1 4-60. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--59 KMSP STAR TRANS 1/1 4-61. . . . . . . . . . . . . . . . . . . . . .4--60 ARRIVAL 1/1 -- STAR Entered 4-62. . . . . . . . . . . . . . . . .4--61 KMSP RUNWAY 4-63. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--62 KMSP APPROACH 4-64. . . . . . . . . . . . . . . . . . . . . . . . . .4--63 KMSP APPROACH TRANS 1/1 4-65. . . . . . . . . . . . . . . .4--64 ARRIVAL -- Review 4-66. . . . . . . . . . . . . . . . . . . . . . . . . . .4--65 MOD RTE 4-67. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--66 ACT RTE 4-68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--67 ACTIVE FLT PLAN 4-69. . . . . . . . . . . . . . . . . . . . . . . . . . .4--68 LANDING 1/2 4-71. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--69 LANDING 2/2 4-72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--70 MISSED APRCH 7/8 4-73. . . . . . . . . . . . . . . . . . . . . . . . .4--71 ALTERNATE FPL 8/8 4-74. . . . . . . . . . . . . . . . . . . . . . . . .

5--1 PERF INDEX 1/2 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--2 PERF INDEX 2/2 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--3 Performance Index Organization 5-3. . . . . . . . . . . . . . .5--4 Performance Initialization Block Diagram 5-5. . . . . . . .5--5 PERFORMANCE INIT 1/3 5-7. . . . . . . . . . . . . . . . . . . . .5--6 PERF MODE 1/1 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--7 CLIMB MODES 1/1 5-11. . . . . . . . . . . . . . . . . . . . . . . . . . .5--8 CRUISE MODES 1/1 5-12. . . . . . . . . . . . . . . . . . . . . . . . .

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5--9 DESCENT MODES 1/1 5-13. . . . . . . . . . . . . . . . . . . . . . .5--10 DEPARTURE SPEED 1/3 5-14. . . . . . . . . . . . . . . . . . . . .5--11 APPROACH SPEEDS 2/3 5-15. . . . . . . . . . . . . . . . . . . . .5--12 GO--AROUND SPEEDS 3/3 5-16. . . . . . . . . . . . . . . . . . .5--13 PERFORMANCE INIT--KG 2/3 5-17. . . . . . . . . . . . . . . . .5--14 FUEL RESERVE 1/1 5-19. . . . . . . . . . . . . . . . . . . . . . . . .5--15 PERFORMANCE INIT--KG 3/3 5-20. . . . . . . . . . . . . . . . .5--16 PERF DATA 1/3 5-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--17 PERF DATA 2/3 5-27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--18 PERF DATA 3/3 5-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--19 PERF PLAN 1/X 5-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--20 WIND/TEMP 2/X 5-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--21 WIND/TEMP 2/X -- CLEAR Prompt 5-32. . . . . . . . . . . . .5--22 TAKEOFF 1/3 5-34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--23 TAKEOFF 2/3 5-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--24 TAKEOFF 3/3 5-36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--25 300/.75M CLIMB 1/1 5-37. . . . . . . . . . . . . . . . . . . . . . . . . .5--26 LONG RANGE CRUISE 1/1 5-39. . . . . . . . . . . . . . . . . . .5--27 300/.80M DESCENT 1/1 5-40. . . . . . . . . . . . . . . . . . . . . .5--28 LANDING 1/2 5-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--29 LANDING 2/2 5-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--30 WHAT--IF INIT 1/3 5-45. . . . . . . . . . . . . . . . . . . . . . . . . . .5--31 WHAT--IF CLIMB 1/1 5-47. . . . . . . . . . . . . . . . . . . . . . . . .5--32 WHAT--IF CRUISE 1/1 5-48. . . . . . . . . . . . . . . . . . . . . . . .5--33 WHAT--IF DESCENT 1/1 5-49. . . . . . . . . . . . . . . . . . . . . .5--34 WHAT--IF INIT--KG 2/3 5-50. . . . . . . . . . . . . . . . . . . . . . .5--35 WHAT--IF RESERVE 1/1 5-52. . . . . . . . . . . . . . . . . . . . . .5--36 PERFORMANCE INIT -- KG 3/3 5-53. . . . . . . . . . . . . . .5--37 RESET WHAT--IF INIT 1/1 5-56. . . . . . . . . . . . . . . . . . . .5--38 WHAT--IF DATA 1/2 5-57. . . . . . . . . . . . . . . . . . . . . . . . . .5--39 WHAT--IF DATA 2/2 5-58. . . . . . . . . . . . . . . . . . . . . . . . . .5--40 STORED FPL INIT 1/4 5-60. . . . . . . . . . . . . . . . . . . . . . . .5--41 STORED FPL INIT 2/4 5-61. . . . . . . . . . . . . . . . . . . . . . . .5--42 STORED FPL CLIMB 1/1 5-63. . . . . . . . . . . . . . . . . . . . .5--43 STORED FPL CRUISE 1/1 5-64. . . . . . . . . . . . . . . . . . . .5--44 STORED FPL DESCENT 1/1 5-65. . . . . . . . . . . . . . . . . .5--45 STORED FPL INIT--KG 3/4 5-66. . . . . . . . . . . . . . . . . . . .5--46 STORED FPL RESERVE 1/1 5-68. . . . . . . . . . . . . . . . . .5--47 STORED FPL INIT--KG 4/4 5-69. . . . . . . . . . . . . . . . . . . .5--48 RESET STORED INIT 1/1 5-72. . . . . . . . . . . . . . . . . . . . .5--49 FPLNAME FPL DATA 1/1 5-73. . . . . . . . . . . . . . . . . . . . .

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5--50 FUEL MGT--LB 1/2 5-74. . . . . . . . . . . . . . . . . . . . . . . . . . .5--51 FUEL MGT--LB 2/2 5-76. . . . . . . . . . . . . . . . . . . . . . . . . . .

6--1 NAV IDENT 1/1 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--2 NAV IDENT 1/1 -- Date/Time 6-2. . . . . . . . . . . . . . . . . . .6--3 NAV INDEX 1/2 6-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--4 NAV INDEX 2/2 6-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--5 FLIGHT PLAN LIST 1/1 6-4. . . . . . . . . . . . . . . . . . . . . . .6--6 FLIGHT PLAN LIST X/X 6-5. . . . . . . . . . . . . . . . . . . . . .6--7 FLIGHT PLAN LIST X/X -- KPHX/KMSP 6-6. . . . . . . .6--8 KPHX--KMSP 1/1 6-7. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--9 FLT PLAN SELECT 1/1 Page 6-9. . . . . . . . . . . . . . . . . .6--10 FLT PLAN SELECT 1/1 6-10. . . . . . . . . . . . . . . . . . . . . . .6--11 FLT PLAN SELECT 1/1 -- Confirm 6-11. . . . . . . . . . . . . .6--12 PILOT WPT LIST 1/1 6-12. . . . . . . . . . . . . . . . . . . . . . . . .6--13 PILOT WAYPOINT 1/1 6-13. . . . . . . . . . . . . . . . . . . . . . . .6--14 PILOT WAYPOINT 1/1 -- WPT Defined 6-15. . . . . . . . . .6--15 PILOT WAYPOINT 1/1 -- WPT Load 6-16. . . . . . . . . . . .6--16 PILOT WAYPOINT 1/1 6-17. . . . . . . . . . . . . . . . . . . . . . . .6--17 DATA BASE WPT 1/1 6-18. . . . . . . . . . . . . . . . . . . . . . . . .6--18 DATA BASE WPT 1/3 6-19. . . . . . . . . . . . . . . . . . . . . . . . .6--19 DATA BASE WPT 2/3 6-20. . . . . . . . . . . . . . . . . . . . . . . . .6--20 DATA BASE WPT 3/3 6-21. . . . . . . . . . . . . . . . . . . . . . . . .6--21 KPHX RUNWAYS 1/1 6-22. . . . . . . . . . . . . . . . . . . . . . . . .6--22 DATA BASE WPT 1/3 Page 6-23. . . . . . . . . . . . . . . . . . .6--23 DATA BASE WPT 1/3 -- Runway 6-24. . . . . . . . . . . . . . .6--24 DATA BASE WPT 2/3 -- Runway 6-25. . . . . . . . . . . . . . .6--25 DATA BASE WPT 3/3 -- Runway 6-26. . . . . . . . . . . . . . .6--26 DATA BASE WPT 1/1 -- Guyna 6-27. . . . . . . . . . . . . . . .6--27 DATA BASE WPT 1/1 -- NDB 6-28. . . . . . . . . . . . . . . . . .6--28 DATA BASE WPT 1/1 -- IPHX 6-29. . . . . . . . . . . . . . . . . .6--29 DATA BASE WPT -- Payso 6-30. . . . . . . . . . . . . . . . . . . .6--30 WAYPOINT SELECT 1/2 6-31. . . . . . . . . . . . . . . . . . . . . .6--31 FIX INFO 1/1 6-34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--32 ATC LOGON/STATUS 1/1 6-36. . . . . . . . . . . . . . . . . . . . .6--33 DATALINK INDEX 1/1 6-38. . . . . . . . . . . . . . . . . . . . . . . .6--34 DATALINK FLT PLAN 1/1 6-39. . . . . . . . . . . . . . . . . . . . .6--35 DATALINK FPL REVIEW 1/X 6-41. . . . . . . . . . . . . . . . . .6--36 DATALINK FPL REVIEW 1/1 6-42. . . . . . . . . . . . . . . . . .6--37 REPORTS 1/1 6-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--38 DATALINK WINDS 1/X 6-44. . . . . . . . . . . . . . . . . . . . . . . .

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6--39 WINDS ALOFT 1/X 6-46. . . . . . . . . . . . . . . . . . . . . . . . . . .6--40 ADDRESS CONFIG 1/1 6-47. . . . . . . . . . . . . . . . . . . . . . .6--41 FLIGHT PLAN ADDRESS 1/1 6-48. . . . . . . . . . . . . . . . .6--42 WINDS ADDRESS 1/1 6-49. . . . . . . . . . . . . . . . . . . . . . . .6--43 POS REPORT ADDRESS 1/1 6-50. . . . . . . . . . . . . . . . .6--44 Denver, CO PIKES3 Departure 6-52. . . . . . . . . . . . . . . .6--45 DEPARTURE RUNWAYS 1/1 6-53. . . . . . . . . . . . . . . . . .6--46 SIDs 1/1 6-54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--47 DEPARTURE TRANS 1/1 6-55. . . . . . . . . . . . . . . . . . . . .6--48 PROCEDURE 1/1 6-56. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--49 SID REVIEW 1/2 6-57. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--50 SID REVIEW 2/2 6-58. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--51 Minneapolis, MN KASPR3 Arrival 6-61. . . . . . . . . . . . . .6--52 ARRIVAL 1/1 6-62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--53 KMSP RUNWAY 1/1 6-63. . . . . . . . . . . . . . . . . . . . . . . . . .6--54 KMSP APPROACH 1/1 6-64. . . . . . . . . . . . . . . . . . . . . . .6--55 KMSP APPROACH TRANS 1/1 6-65. . . . . . . . . . . . . . . .6--56 KMSP STAR 1/1 6-66. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--57 KMSP STAR TRANS 1/1 6-67. . . . . . . . . . . . . . . . . . . . . .6--58 ARRIVAL 1/1 Page 6-68. . . . . . . . . . . . . . . . . . . . . . . . . . .6--59 ARRIVAL REVIEW 1/5 6-69. . . . . . . . . . . . . . . . . . . . . . . .6--60 ARRIVAL REVIEW 2/5 6-70. . . . . . . . . . . . . . . . . . . . . . . .6--61 POS SENSORS 1/1 6-78. . . . . . . . . . . . . . . . . . . . . . . . . .6--62 POSITION INIT 1/1 6-79. . . . . . . . . . . . . . . . . . . . . . . . . . .6--63 POSITION INIT 1/1 -- LOADED 6-81. . . . . . . . . . . . . . . .6--64 POSITION INIT 1/1 -- UPDATE 6-82. . . . . . . . . . . . . . . .6--65 FMS UPDATE 1/1 6-83. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--66 POS SENSORS 1/1 Page 6-84. . . . . . . . . . . . . . . . . . . . .6--67 FMS UPDATE 1/1 Page 6-85. . . . . . . . . . . . . . . . . . . . . . .6--68 FMS UPDATE 1/1 REF WPT 6-86. . . . . . . . . . . . . . . . . .6--69 FMS UPDATE 1/1 w/FREEZE POSITION 6-87. . . . . . .6--70 FMS UPDATE 1/1 FMS UPDATE 6-88. . . . . . . . . . . . . .6--71 POS SENSOR 1/1--UPDATE 6-89. . . . . . . . . . . . . . . . . .6--72 FMS UPDATE 6-90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--73 POS SENSORS 1/1--UPDATE (2R) 6-91. . . . . . . . . . . .6--74 FMS UPDATE Page 6-92. . . . . . . . . . . . . . . . . . . . . . . . . .6--75 POS SENSORS 1/1-- Sensor Status 6-93. . . . . . . . . . . .6--76 IRS 1 STATUS 1/1 6-94. . . . . . . . . . . . . . . . . . . . . . . . . . .6--77 IRS 1 STATUS 1/1 -- ALIGN 6-95. . . . . . . . . . . . . . . . . . .6--78 IRS 1 STATUS -- ALIGN IN MOTION 6-95. . . . . . . . . . .6--79 IRS 1 STATUS -- ALIGN IN MOTION ATT 6-96. . . . . . .

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6--80 IRS 1 STATUS 1/1 -- ATTITUDE 6-97. . . . . . . . . . . . . . .6--81 IRS 1 STATUS 1/1 -- FAILED 6-98. . . . . . . . . . . . . . . . . .6--82 GPS 1 STATUS 1/2 6-99. . . . . . . . . . . . . . . . . . . . . . . . . .6--83 GPS ALTITUDE 6-100. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--84 GPS 1 STATUS 2/2 6-101. . . . . . . . . . . . . . . . . . . . . . . . . .6--85 RNP 1/1 -- MANUAL 6-102. . . . . . . . . . . . . . . . . . . . . . . . . .6--86 RNP 1/1 6-103. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--87 PREDICTIVE RAIM 1/1 6-104. . . . . . . . . . . . . . . . . . . . . . .6--88 DESTINATION RAIM 1/2 6-106. . . . . . . . . . . . . . . . . . . . . .6--89 DESTINATION RAIM 2/2 6-107. . . . . . . . . . . . . . . . . . . . . .6--90 PILOT SELECT RAIM 1/2 6-108. . . . . . . . . . . . . . . . . . . . .6--91 PILOT SELECT RAIM 2/2 6-109. . . . . . . . . . . . . . . . . . . . .6--92 VOR/DME 1 -- 1/2 6-111. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--93 NOTAM NAVAIDS 1/1 6-112. . . . . . . . . . . . . . . . . . . . . . . .6--94 PROGRESS 1/3 6-116. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--95 NAV 1 -- 1/1 6-117. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--96 PROGRESS 1/3 -- TFD 6-118. . . . . . . . . . . . . . . . . . . . . . .6--97 PROGRESS 1/3 -- DELETE 6-121. . . . . . . . . . . . . . . . . . .6--98 PROGRESS 1/3 -- AUTOTUNE 6-122. . . . . . . . . . . . . . . .6--99 CONVERSION 1/4 6-123. . . . . . . . . . . . . . . . . . . . . . . . . . .6--100 CONVERSION 1/4 -- METERS 6-124. . . . . . . . . . . . . . . . .6--101 CONVERSION 2/4 6-125. . . . . . . . . . . . . . . . . . . . . . . . . . .6--102 CONVERSION 3/4 6-126. . . . . . . . . . . . . . . . . . . . . . . . . . .6--103 CONVERSION 3/4 -- 10K 6-127. . . . . . . . . . . . . . . . . . . . .6--104 Average Specific Weight Variation of Aviation

Fuels and Lubricants 6-128. . . . . . . . . . . . . . . . . . . . . . . .6--105 CONVERSION 4/4 6-129. . . . . . . . . . . . . . . . . . . . . . . . . . .6--106 CONVERSION 4/4 -- 29.92 6-130. . . . . . . . . . . . . . . . . . . .6--107 Pattern Formats 6-133. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--108 NAV INDEX 2/2 6-134. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--109 Typical Holding Pattern 6-135. . . . . . . . . . . . . . . . . . . . . . .6--110 Entry Geometry 6-135. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--111 NAV INDEX 1/2 6-136. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--112 ACTIVE FLT PLAN 6/9 6-137. . . . . . . . . . . . . . . . . . . . . . . .6--113 HOLDING PATTERN 1/1 6-138. . . . . . . . . . . . . . . . . . . . . .6--114 HOLDING PATTERN 1/1 Page 6-140. . . . . . . . . . . . . . . . .6--115 HOLDING PATTERN 1/1 -- ACTIVATE 6-141. . . . . . . . . .6--116 ACTIVE FLT PLAN 5/8 6-142. . . . . . . . . . . . . . . . . . . . . . . .6--117 HOLDING PATTERN 1/1 -- DELETE 6-144. . . . . . . . . . . .6--118 ACTIVE FLT PLAN 1/3 6-145. . . . . . . . . . . . . . . . . . . . . . . .6--119 ACTIVE FLT PLAN 1/3 -- RESUME HOLD 6-146. . . . . . .

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6--120 Typical Procedure Turn 6-147. . . . . . . . . . . . . . . . . . . . . . .6--121 Hot Springs, AR ILS Rwy 5 6-148. . . . . . . . . . . . . . . . . . . .6--122 ACTIVE FLT PLAN 3/4 6-149. . . . . . . . . . . . . . . . . . . . . . . .6--123 ACTIVE FLT PLAN 1/2 6-150. . . . . . . . . . . . . . . . . . . . . . . .6--124 PROCEDURE TURN 1/1 6-151. . . . . . . . . . . . . . . . . . . . . .6--125 FMS 1 MAINTENANCE 1/3 6-156. . . . . . . . . . . . . . . . . . . .6--126 FMS 1 MAINTENANCE 2/3 6-157. . . . . . . . . . . . . . . . . . . .6--127 SENSOR HISTORY 1/1 6-158. . . . . . . . . . . . . . . . . . . . . . .6--128 FMS 1 MAINTENANCE 3/3 6-159. . . . . . . . . . . . . . . . . . . .6--129 RETURN TO SERVICE 1/1 6-160. . . . . . . . . . . . . . . . . . . .6--130 FMS 1 MAINTENANCE 2/3 Page 6-161. . . . . . . . . . . . . .6--131 FMS SETUP 1/1 6-162. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--132 FLIGHT CONFIG 1/2 6-163. . . . . . . . . . . . . . . . . . . . . . . . .6--133 FLIGHT CONFIG 2/2 6-166. . . . . . . . . . . . . . . . . . . . . . . . .6--134 FLIGHT SUMMARY OUTPUT 1/1 6-167. . . . . . . . . . . . . .6--135 ENGINEER DATA 1/1 6-168. . . . . . . . . . . . . . . . . . . . . . . .6--136 CROSSING POINTS 1/1 6-170. . . . . . . . . . . . . . . . . . . . . .6--137 PPOS DIRECT 1/1 6-171. . . . . . . . . . . . . . . . . . . . . . . . . . .6--138 POINT ABEAM 1/1 6-172. . . . . . . . . . . . . . . . . . . . . . . . . . .6--139 CROSS RADIAL 1/1 6-173. . . . . . . . . . . . . . . . . . . . . . . . . .6--140 CROSS LAT/LON 1/1 6-174. . . . . . . . . . . . . . . . . . . . . . . . .6--141 EQUAL TIME POINT 1/1 6-175. . . . . . . . . . . . . . . . . . . . . .6--142 CRUISE ALT WIND 1/1 6-176. . . . . . . . . . . . . . . . . . . . . . .6--143 POINT OF NO RETURN 1/1 6-177. . . . . . . . . . . . . . . . . . .6--144 DATA LOAD 1/1 6-178. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--145 DATA LOAD 1/1 Page 6-179. . . . . . . . . . . . . . . . . . . . . . . .6--146 DATA LOAD 1/1 -- CUSTOM 6-180. . . . . . . . . . . . . . . . . . .6--147 DATA LOAD 1/1 -- CONFIRM 6-181. . . . . . . . . . . . . . . . . .6--148 DATA LOAD 1/1 -- TRANSFER 6-182. . . . . . . . . . . . . . . .6--149 NAV INDEX 2/2 6-183. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--150 FLIGHT SUMMARY 1/1 6-184. . . . . . . . . . . . . . . . . . . . . . .

7--1 KLGB RNAV (RNP) Y RWY 30 7-6. . . . . . . . . . . . . . . . .7--2 RNAV RNP Approach Minimums 7-6. . . . . . . . . . . . . . .7--3 Type Prompt on ARRIVAL Page 7-8. . . . . . . . . . . . . . . .7--4 APPROACH MINIMA TYPE Page 7-9. . . . . . . . . . . . . .7--5 PROGRESS Page -- EPU 7-10. . . . . . . . . . . . . . . . . . . . .7--6 Sensor Selection Display 7-12. . . . . . . . . . . . . . . . . . . . . .7--7 FLIGHT CONFIG Page 2 7-13. . . . . . . . . . . . . . . . . . . . .7--8 POS SENSORS Page 1 7-15. . . . . . . . . . . . . . . . . . . . . .7--9 Deselected Sensors 7-17. . . . . . . . . . . . . . . . . . . . . . . . . .

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7--10 GPS 1 STATUS Page 1 7-18. . . . . . . . . . . . . . . . . . . . . . .7--11 GPS 1 STATUS Page 2 7-19. . . . . . . . . . . . . . . . . . . . . . .7--12 Load 21 and 23 RNP Diagram 7-21. . . . . . . . . . . . . . . . .

8--1 RTE 1/3 Page 8-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--2 ACTIVE FLT PLAN 1/3 8-10. . . . . . . . . . . . . . . . . . . . . . . .8--3 FLIGHT PLAN LIST 1/1 8-11. . . . . . . . . . . . . . . . . . . . . . .8--4 FLIGHT PLAN LIST 1/1 -- KPHX 8-12. . . . . . . . . . . . . . .8--5 FLIGHT PLAN LIST 1/1 -- Building a Flight

Plan 8-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--6 FLT PLAN 1/2 8-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--7 FLT PLAN 1/2 -- GUP 8-15. . . . . . . . . . . . . . . . . . . . . . . . .8--8 ACTIVE FLT PLAN 1/7 8-16. . . . . . . . . . . . . . . . . . . . . . . .8--9 ACTIVE FLT PLAN 2/5 8-17. . . . . . . . . . . . . . . . . . . . . . . .8--10 ACTIVE FLT PLAN 5/7 8-18. . . . . . . . . . . . . . . . . . . . . . . .8--11 FLT PLAN 2/3 8-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--12 RTE 1/2 8-22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--13 RTE 1/3 8-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--14 RTE 2/3 8-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--15 RTE 2/2 8-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--16 RTE 2/2 -- ZUN 8-26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--17 RTE 2/2 -- ZUN ACTIVE 8-26. . . . . . . . . . . . . . . . . . . . . .8--18 RTE 2/2 -- EAGUL3 8-27. . . . . . . . . . . . . . . . . . . . . . . . . .8--19 RTE 2/2 -- DISCONTINUITY 8-28. . . . . . . . . . . . . . . . . . .8--20 RTE 2/2 -- EAGUL3.ZUN 8-29. . . . . . . . . . . . . . . . . . . . . .8--21 RTE 2/2 -- DISCONTINUITY EAGUL.3.ZUN 8-30. . . . .8--22 RTE 2/2 -- DIRECT 8-31. . . . . . . . . . . . . . . . . . . . . . . . . . .8--23 RTE 2/2 -- KLAX 8-32. . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--24 MOD RTE 2/3 8-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--25 MOD RTE 2/3 Page 8-34. . . . . . . . . . . . . . . . . . . . . . . . . .8--26 ACT RTE 2/3 8-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--27 ACT RTE 2/3 -- HOLD 8-35. . . . . . . . . . . . . . . . . . . . . . . .8--28 ACTIVE FLT PLAN -- DES NOW 8-42. . . . . . . . . . . . . . .8--29 ACT RTE -- DES NOW 8-43. . . . . . . . . . . . . . . . . . . . . . . .8--30 DESCENT -- DES NOW 8-43. . . . . . . . . . . . . . . . . . . . . . .8--31 VGP Operation 8-46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--32 VNAV Climb Profile 8-50. . . . . . . . . . . . . . . . . . . . . . . . . . .8--33 VNAV Flight Level Change Descent 8-51. . . . . . . . . . . . .8--34 VNAV Path Descent Profile 8-52. . . . . . . . . . . . . . . . . . . .8--35 VNAV Late Path Descent 8-54. . . . . . . . . . . . . . . . . . . . . .8--36 VNAV Early Descent to Capture Path 8-55. . . . . . . . . . .

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8--37 VNAV Early Path Descent Using VerticalDIRECT--TO 8-56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8--38 VNAV Late Path Descent Using VerticalDIRECT--TO 8-57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8--39 ACTIVE FLT PLAN 1/7 8-58. . . . . . . . . . . . . . . . . . . . . . . .8--40 ACTIVE FLT PLAN 5/7 8-62. . . . . . . . . . . . . . . . . . . . . . . .8--41 ACTIVE FLT PLAN 1/7 Page 8-64. . . . . . . . . . . . . . . . . .8--42 FLIGHT CONFIG 2/2 8-67. . . . . . . . . . . . . . . . . . . . . . . . .8--43 TEMP COMP CONFIG 1/1 8-68. . . . . . . . . . . . . . . . . . . .8--44 LANDING 1/2 8-69. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--45 --22_C MOD TEMP COMP 1/2 8-70. . . . . . . . . . . . . . . . .8--46 MOD FLT PLAN 6/9 8-71. . . . . . . . . . . . . . . . . . . . . . . . . .8--47 ACTIVE FLT PLAN 6/9 8-72. . . . . . . . . . . . . . . . . . . . . . . .8--48 MDA TEMP COMP Page 8-73. . . . . . . . . . . . . . . . . . . . . .8--49 --22_C TEMP COMP 2/2 8-74. . . . . . . . . . . . . . . . . . . . . .8--50 LANDING 1/2 8-75. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--51 --22_C TEMP COMP 1/2 8-76. . . . . . . . . . . . . . . . . . . . . .8--52 MOD FLT PLAN 6/9 8-77. . . . . . . . . . . . . . . . . . . . . . . . . .8--53 ACTIVE FLT PLAN 6/9 8-78. . . . . . . . . . . . . . . . . . . . . . . .

9--1 PROGRESS 1/3 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--2 PROGRESS 2/3 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--3 PROGRESS 3/3 9-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--4 VNAV DATA 1/1 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--5 PROGRESS 3/3 9-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--6 AIR DATA 1 1/1 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10--1 MOD FLT PLAN 1/4 10-1. . . . . . . . . . . . . . . . . . . . . . . . . .10--2 DIRECT TO 1/1 10-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10--3 MOD FLT PLAN 1/4 10-4. . . . . . . . . . . . . . . . . . . . . . . . . .10--4 ACTIVE FLT PLAN 6/9 10-5. . . . . . . . . . . . . . . . . . . . . . . .10--5 MOD FLT PLAN 6/9 10-6. . . . . . . . . . . . . . . . . . . . . . . . . .10--6 ACTIVE FLT PLAN 1/4 10-7. . . . . . . . . . . . . . . . . . . . . . . .10--7 MOD FLT PLAN 1/3 10-8. . . . . . . . . . . . . . . . . . . . . . . . . .10--8 ACTIVE FLT PLAN 1/3 10-9. . . . . . . . . . . . . . . . . . . . . . . .10--9 MOD FLT PLAN -- ABEAM PTS 10-10. . . . . . . . . . . . . . . .10--10 ACTIVE FLT PLAN 1/4 -- Vector Transition 10-11. . . . . .

13--1 PARALLAX ADJUST 1/1 13-7. . . . . . . . . . . . . . . . . . . . . .

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3--1 MCDU Color Coding Scheme 3-3. . . . . . . . . . . . . . . . .

4--1 Aircraft Type 4-26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6--1 Typical FMS Pattern Displays -- 1 6-74. . . . . . . . . . . . . .6--2 Typical FMS Pattern Displays -- 2 6-75. . . . . . . . . . . . . .6--3 Range and Altitude Limits for VOR/DME 6-113. . . . . . . .6--4 Multiple Patterns 6-153. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--5 Operating Mode Requirements 6-155. . . . . . . . . . . . . . . . .

7--1 RNP Message 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--2 GPS Mode Descriptions 7-20. . . . . . . . . . . . . . . . . . . . . . .

8--1 Mode Annunciators 8-38. . . . . . . . . . . . . . . . . . . . . . . . . . .

11--1 MCDU Entry Format 11-1. . . . . . . . . . . . . . . . . . . . . . . . . .

12--1 FMS Message 12-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13--1 Data Loader Fault Codes 13-1. . . . . . . . . . . . . . . . . . . . . .13--2 Operation Mode Problem Messages 13-8. . . . . . . . . . . .

List of Procedures

Procedure Page

3--1 Scratchpad Editing Mode 3-4. . . . . . . . . . . . . . . . . . . . . .3--2 Accessing Any FMS Function 3-15. . . . . . . . . . . . . . . . . .

6--1 Defining a Stored Flight Plan 6-6. . . . . . . . . . . . . . . . . . .6--2 Deleting a Stored Flight Plan 6-9. . . . . . . . . . . . . . . . . . .6--3 Select and Activate a Stored Flight Plan 6-10. . . . . . . . .6--4 Defining and Storing Waypoints 6-13. . . . . . . . . . . . . . . .6--5 Departure Selection 6-53. . . . . . . . . . . . . . . . . . . . . . . . . .6--6 Arrival Selection 6-62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--7 FMS Manual Position Update by Flyover 6-84. . . . . . . .6--8 FMS Position Update to Long--Range Sensor 6-89. . . .6--9 NOTAM Entries 6-112. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--10 Position Sensor Deselection 6-114. . . . . . . . . . . . . . . . . . .6--11 VOR/DME Deselection 6-115. . . . . . . . . . . . . . . . . . . . . . . .6--12 NAV Tuning From Ten Closest Stations 6-116. . . . . . . . .

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List of Procedures (cont)

Procedure Page

6--13 NAV Tuning by Identifier 6-119. . . . . . . . . . . . . . . . . . . . . . .6--14 NAV Tuning by Frequency 6-119. . . . . . . . . . . . . . . . . . . . .6--15 NAV Tuning by Selecting Autotune 6-120. . . . . . . . . . . . .6--16 Holding Pattern Definition and Review 6-136. . . . . . . . . .6--17 Holding at Present Position 6-143. . . . . . . . . . . . . . . . . . . .6--18 Deleting a Holding Pattern From the Active

Flight Plan Pages 6-143. . . . . . . . . . . . . . . . . . . . . . . . . . .6--19 Deleting a Holding Pattern From the Holding

Pattern Page 6-144. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--20 Flyover Pattern Definition 6-152. . . . . . . . . . . . . . . . . . . . . .6--21 FMS Setup Page Access 6-161. . . . . . . . . . . . . . . . . . . . . .6--22 Flight Configuration Setup 6-163. . . . . . . . . . . . . . . . . . . . .6--23 Database Transfer Between FMSs 6-179. . . . . . . . . . . . .6--24 Procedure to Upload Databases to the DMU 6-183. . . . .

7--1 FLIGHT CONFIG 2 Page Access 7-14. . . . . . . . . . . . . .7--2 IRS Sensor Deselection 7-15. . . . . . . . . . . . . . . . . . . . . . .7--3 GPS Sensor Deselection 7-16. . . . . . . . . . . . . . . . . . . . . .7--4 VOR/DME Deselection 7-16. . . . . . . . . . . . . . . . . . . . . . . .

8--1 VNAV Offset Definition 8-21. . . . . . . . . . . . . . . . . . . . . . . .8--2 Example Procedure to Enter Airways on RTE

Pages 8-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--3 Inserting a Waypoint Speed Constraint 8-61. . . . . . . . . .8--4 Removing a Waypoint Speed Constraint 8-62. . . . . . . . .8--5 FMS Temperature Compensation

Configuration 8-66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--6 Review and Insert Temp Comp Alt Constraints

Into FLT Plan 8-69. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--7 Remove Temperature Compensation 8-75. . . . . . . . . . .

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Introduction


1. Introduction

This guide describes the components, typical operational examples,normal, and abnormal operating procedures for the Honeywell FlightManagement System (FMS).

This guide covers all FMS operations and options. Depending onequipment installed, specific aircraft may not have all the featuresdescribed.

Multifunction control display unit (MCDU) pages within this guide aredisplayed in black and white. Text shown in reverse video is designatedby a box surrounding the affected text. In addition, the FMS isconfigured for either pounds or kilograms. Depending on configurationexample, MCDU pages within this guide display for weight andtemperature.

The information displayed on each MCDU page is for information only.The pages are not intended to reflect current navigational data, aircraftlimitations, or specific aircraft database information. Since many topicsare covered in this guide, use the index to find specific topics. Therearealso many cross references within this guide.

The revision of this pilot guide (load 21) is based on the inclusion of NZ7.1 (load 23) software which includes the following:

D Engine out standard instrument departure (EOSID)

D Performance based sensors

D Takeoff/Go--Around (TOGA) Auto LNAV arm (option)

D RequiredNavigation Performance (RNP ≤ 0.3) with RNP navigationdatabase (option) which includes:

— Multiple RNP Approach Minima Type page availability

— Single RNP approach minima (< 0.3)

D GPS with SBAS (GPS--D/SBAS) (option)

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This guide is divided into the following sections:

D Section 1 -- Introduction -- This section describes the structure ofthis guide and gives the product support and publications orderinginformation.

D Section 2 -- System Description -- This section describes thefunctions of the FMS.

D Section 3 -- System Components -- This section describes eachsystem component and functions.

D Section 4 -- Operational Example -- This section describes thenormal operational procedures of the FMS.

D Section 5 -- Performance -- This section describes theperformance functions of the FMS.

D Section 6 -- Navigation -- This section describes the navigationfunction of the FMS.

D Section 7 -- Required Navigation Performance (RNP) -- Thissection describes the concepts, functions, and operations related torequired navigation performance (RNP ≤ 0.3).

D Section 8 -- Flight Plan -- This section describes the elements andoperations pertaining to the active andmodified FMS flight plan andits respective route plan.

D Section 9 -- Progress -- This section describes the progressfunction of the FMS.

D Section 10 -- Direct/Intercept -- This section describes the directand intercept function of the FMS.

D Section 11 -- Multifunction Control Display Unit (MCDU) EntryFormat -- This section describes the correct entry format used bythe MCDU.

D Section 12 -- Messages -- This section describes the scratchpadmessages associated with the FMS.

D Section 13 -- Maintenance -- This section describes the data loaderfault codes that are displayed on the MCDU.

This guide is written for system familiarization only and does notsupersede any FAA or customer approved procedures.

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Introduction


HONEYWELL PRODUCT SUPPORT

The Honeywell SPEX program for corporate operators supplies anextensive exchange and rental service that complements a worldwidenetwork of support centers. An inventory of more than 9,000 sparecomponents assures that the Honeywell equipped aircraft will bereturned to service promptly and economically. This service is availableboth during and after warranty.

The aircraft owner/operator is required to ensure that units suppliedthrough this program have been approved in accordance with theirspecific maintenance requirements.

All articles are returned to reconditioned specifications limits when theyare processed through a Honeywell repair facility. All articles areinspected by quality control personnel to verify proper workmanshipand conformity to Type Design and to certify that the article meets allcontrolling documentation. Reconditioned Specification criteria are onfile at Honeywell facilities and are available for review. All exchangeunits are updated with the latest performance reliability MODs on anattrition basis while in the repair cycle.

For more information regarding the SPEX program, includingmaintenance, pricing, warranty, support, and access to an electroniccopy of the Exchange/Rental Program for Corporate Operators, Pub.No. A65--8200--001, you can go to the Honeywell web site at:http://www.honeywell.com/sites/aero/Avionics_Services1.htm.

FMS PRODUCT SUPPORT

Support for FMS products, including database support, is obtained bycontacting the local Honeywell Customer Support or FMS ProductSupport.

FMS Product Support LinePhoenix, Arizona

1--888--TALK FMS (1--888--825--5367)

OR

1--602--436--7700 (outside toll free coverage)

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CUSTOMER SUPPORT

Global Customer Care (GCC)

For all aerospace inquiries including:

D Technical assistance

D Aircraft on ground (AOG)

D Sales: new and exchange

D Repair and overhaul

D Supply chain optimization

D Rentals

D Return material authorization (RMA).

Use the following Global Customer Care contact numbers:

D Fax: 602--822--7272

D Phone: 800--601--3099 (U.S.A./Canada)

D Phone: 602--365--3099 (International).

To Register Your Publication (if Required)

For future revisions, please contact Honeywell Technical PublicationsOrder Management via Fax at:

D 602--822--7272

Or via e--mail at:

D [email protected]

Please provide: NameAddressPhone NumberPublication Number

In addition, if required:

D Identify a change of address, telephone number, or e--mail address.

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Introduction


Honeywell Aerospace Technical Publications

If you have access to the Internet, go to theHoneywell OnlineTechnicalPublications web site athttp://portal.honeywell.com/wps/portal/aero to:

D Download or see publications online

D Make an order for a publication

D Tell Honeywell of a possible data error (report a discrepancy) in apublication.

If you do not have access to the Honeywell Online TechnicalPublications web site and need technical publications information:

D Send an e--mail message to the Global Customer Care at:[email protected]

D Send a fax or speak to a person at the Global Customer Carecontact numbers.

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System Description


2. System Description

INTRODUCTION

The flight management system (FMS) software is resident on one ofmany processor modules in a modularized avionics unit (MAU) racksystem, shown in Figure 2--1. The FMS function controls a completerange of navigation functions. The primary purpose of the FMS functionis to manage navigation sensors to produce a composite aircraftposition. Using the composite position, along with flight planningcapabilities, the FMS controls navigation, performance, and guidancework for the flight.

PCI Backplane PCI Backplane

To Other

Aircraft Systems

Processor

Module

FMS #1

Control

I/OModule(s)

Network

Interface

Controller

Network

Interface

Controller

Control

I/OModule(s)

Processor

Module

FMS #2

MAU #2 MAU #3

ASCB--D ARINC 429 BusARINC 429 Bus

To Other

Aircraft Systems

To Other

Aircraft Systems fms00191_02s

Advanced

GraphicsModule

Advanced

GraphicsModule

Figure 2--1Primus Epic MAU

The FMS function combines the inputs of other aircraft systems toprovide navigation, lateral guidance commands, aircraft performancepredictions, and display of data through the multifunction control anddisplay unit (MCDU) and the electronic display system (EDS). Datadisplayed on the EDS includes a map presentation indicating radionavigation aids, airports and waypoints of the active flight plan. Alsopresented on the EDS are airspeed targets and annunciator of flightmanagement system modes.

NAVIGATION

D The navigation function computes the aircraft position and velocityfor all phases of flight (oceanic, en route, terminal, and approach),including polar navigation.

D The navigation function automatically blends or selects positionsensors to compute an optimum position.

D The pilot deselects individual sensors, when required.

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FLIGHT PLANNING

D The flight planning function computes the active flight plan with bothlateral and vertical definition.

D Flight plans are loaded from a flight planning service.

LATERAL NAVIGATION (LNAV)

D LNAV guides the aircraft along a predetermined flight path at apilot--selected bank factor angle for increased passenger comfort.

D LNAV maintains the aircraft within an airway or protected airspace.

D LNAV automatically flies pilot--defined or database holdingpatterns,including entry and exit procedures.

VERTICAL NAVIGATION (VNAV)

D VNAV guides the aircraft in the vertical plane at a predeterminedaltitude, vertical rate, airspeed or flight path. Maneuvers areacceleration--limited for increased passenger lateral comfort.

D VNAV maintains the pilot--defined or database altitude constraintsand speed restrictions.

D VNAV maintains the aircraft within aircraft--defined VMO/MMO andminimum defined approach speeds.

AIRCRAFT PERFORMANCE MANAGEMENT

D Performance contains fuel management and time estimates for theflight.

D Performance estimates optimum altitude, cruise modes, and stepclimbs.

DATABASE

D The database contains worldwide coverage of NAVAIDs, airways,standard instrument departure/standard terminal arrival route(SID/STAR) procedures, approach procedures, airports, andrunways.

D The database stores pilot--defined waypoints.

D An RNP navigation database is needed for the RNP ( ≤ 0.3) option.It is a database that is tailored for the individual user containingRNPapproaches that are ≤ 0.3.

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System Description


NAVIGATION DISPLAY

D Navigation displays are shown on the electronic display system(EDS).

D Electronic maps integrate route map and vertical situational displaydata with auxiliary navigation data to show the situation of theaircraft at any time.

D Electronic displays integrate map data with weather radar displays.

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System Components


3. System Components

INTRODUCTION

This section describes each system component and its function.

FLIGHT MANAGEMENT SYSTEM (FMS)

The FMS has two primary functions and multiple secondary functions.The primary functions are position computation and flight planning. Thenavigation database (NDB), contained in the FMS, is essential to thesefunctions. The database is used to store waypoints, NAVAIDs, airways,procedures, airports, and other navigation data.

The FMS connects to a variety of short--range and long--rangenavigation sensors. The primary short--range sensors are very highfrequency omni bearing range/distance measuring equipment(VOR/DME) and DME/DME. Long--range sensors include inertialreference system (IRS) andglobal positioning system (GPS). Using theavailable sensors, the FMSdevelops aposition basedon ablend ormixof sensor inputs. Based on the position and the flight plan, the FMSgenerates information for display on the control display unit (CDU) andthe electronic display system (EDS).

The lateral navigation function of the FMS calculates navigationinformation relative to selected geographical points. The pilot definesflight plan routes worldwide. The system outputs advisory informationand steering signals showing the pilot or flight guidance system (FGS)how to guide the aircraft along the desired route. Routes are definedfrom the present position of the aircraft to a destination waypoint alonga great circle route or through a series of great circle legs defined byintermediate waypoints.

The vertical navigation function of the FMS calculates navigationinformation relative to selected altitudes, airspeeds orgeographic/altitude combinations. The system outputs advisoryinformation and steering signals showing the pilot or FGS how to guidethe aircraft along the desired vertical profile.

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MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)

The MCDU, shown in Figure 3--1, is the pilot interface to the system.The function of the MCDU is described in this section. It is necessaryto know the general rules and operating characteristics of the MCDUin order to understand the specific operations of the FMS.

MCDU operation is designed to be simple and to minimize crewworkload in all phases of flight. The MCDU serves as the pilot interfacewith the navigation computer, as well as other systems that the FMSinterfaces. Pilots enter data using the alphanumeric keyboard and theline select keys.

Figure 3--1MCDU

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System Components


MCDU Display

The MCDU has a full--color display and contains 14 lines. Each linecontains 24 characters. The first line is a title line and line 14 is thescratchpad.

D ColorAssignments -- Color on theMCDUdisplay page is designedto highlight important information. Color assignments arecoordinated asmuch as possible with other displays. Table 3--1 listsdefinitions of color assignments.

Table 3--1MCDU Color Coding Scheme

ParameterAssignedColor

Atmospheric Data, Vertical, Performance Cyan (Blue)

Lateral, Modes Green

Warnings, FROM Waypoint, Flight Plan Names Yellow

TO Waypoint Magenta

Menus and Titles White

Failures Red

D Viewing Angle -- All symbols for the MCDU are visible at a viewingangle of 45_ from the sides, 15_ from the top, and 30_ from thebottom. The MCDU can be adjusted for parallax, as well as viewangle, based on its installed location in the cockpit. Refer topage 13-7 of this guide for details on parallax adjustment.

Alphanumeric Keys

The MCDU alphanumeric keyboard is used by the pilot for input to theFMS. The alphanumeric keys make entries to the scratchpad only.

Each of the following are represented with a key on the DU--1080.Letters are the alphabet, the numbers 0--9, thedecimal, the plus/minus,the space, and the slash. See Figure 3--1 for key location. The space(SP) key is used to insert a space following a character in thescratchpad. The plus/minus (+/--) key is used to enter a -- or + in thescratchpad. The initial push of the +/-- key results in a -- being entered.A subsequent push results in changing the -- to a +. Continued pushingof this key toggles the +/-- display.

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Scratchpad

The bottom line on the MCDU display is the scratchpad. Thescratchpad is a working area where the pilot enters data and/or verifiesdata before line selecting thedata into its proper position. Alphanumericentries are made to the scratchpad using the keyboard. As each key ispushed, the character is displayed in the scratchpad. Information in thescratchpad does not affect the FMS until moved to another line on thedisplay. Data is retained in the scratchpad throughout all mode andpage changes.

The scratchpad has an editing mode. While the editing mode isavailable all the time, it is most useful when entering messages forfunctions such as airborne flight information system (AFIS).Procedure 3--1 describes the procedure for using the scratchpadediting mode.

Step Procedure 3--1 Scratchpad Editing Mode

1 The editing mode is entered by ending the scratchpadentry to be edited with a dash (--) and pushing the previous(PREV) key.

2 The PREV and NEXT keys, in the editing mode, moves areverse video cursor in the scratchpad.

3 The character in the reverse video field is removed withthe clear (CLR) key or a new character is inserted beforeit.

4 Pushing the delete (DEL) key deletes the entire scratchpadentry.

5 The editing mode is exited when the scratchpad entry ismoved to a line by pushing a line select key.

The scratchpad also shows advisory and alerting messages. Thescratchpad shows a liquid crystal display (LCD) bright/dim control bar.See page 3-19 for additional details. The scratchpad has the followingdisplay priority:

D Bright/Dim control bar

D Alerting messages

D Advisory messages

D Delete function

D Entry and line selection.

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System Components


Line Select Keys (LSK)

There are six line select keys on each side of the MCDU display. Datais selected to a line from the scratchpad or vice--versa using the lineselect keys. These keys are identified from top to bottom as 1L through6L on the left side and 1R through 6R on the right side. The line selectkeys are the most often used keys on the CDU.

D Direct Access Prompts/Function Selects -- In the case of anindex display, the line select keys are used for selecting functionsfrom the index. In displays other than index, the bottom line selectkeys (6L, 6R) are primarily used for direct access to other functionsin the FMS. The functions most likely to be accessed from thepresent page and phase of flight are displayed as prompts. Anexample is the ARRIVAL prompt which is displayed on the activeflight plan pages, when within 200 NM of the destination. Thesetypes of prompts reduce the number of key strokes in order tominimize pilot workload. The pilot also accesses functions throughthe main navigation and performance indices.

D Transfer Line Data to Scratchpad -- When the scratchpad isempty, pushing a line select key transfers the respective line datato the scratchpad.

D Transfer Scratchpad Data to Line Fields -- Once data has beenentered into the scratchpad either through line selection or manualkeyboard entry, the data is transferred to any of the permitted lineselect fields on a page. To transfer the data, push the key adjacentto the line where the scratchpad data is intended.

Clear (CLR) Key

This key performs the following functions:

D When a message is displayed in the scratchpad, pushing the CLRkey deletes the message.

D When a scratchpad entry begins with an asterisk (*) or pound sign(#), pushing the CLR key removes the entire entry.

D When an alphanumeric entry is made in the scratchpad, onecharacter is cleared from the scratchpad (from right to left) each timethe CLR key is pushed. When the CLR key is held down after thefirst character is cleared, other characters are cleared, oneat a time,until the key is released. Refer to Scratchpad (page 3-4) for use ofthe CLR key editing feature.

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Delete (DEL) Key

The DEL key is used to delete items from the FMS. When the DEL keyis pushed, *DELETE* is displayed in the scratchpad. The DEL key isline selected to delete waypoints or other items displayed in the MCDUdata fields. When a message is displayed, the delete operation isinhibited. Delete is also used to return default values after entries havebeen made. Finally, as noted under Scratchpad, page 3-4, the DELkey is also used in the scratchpad edit mode.With a dash (--) at the endof the scratchpad entry, pushing the DEL key deletes the entirescratchpad entry.

Function Keys

The 13 function keys located directly below the screen, as shown inFigure 3--1, access primary functions, indices (menus), and pageselection.

NOTE: Followingpower--up, theMCDUdefaults toanon--FMSpage.Pushing any FMS related function key, in this case, causesthe MCDU to show the FMS NAV IDENT page for flight crewverification of the FMS software and database.

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System Components


D Performance (PERF) Key -- Pushing the PERF function key showspage 1 of the performance index. The pilot selects any of the indexfunctions by pushing the respective line select key. Theseareshownin Figures 3--2 and 3--3. Refer to Performance Index, page 5-1, foradditional details.

01569.01

Figure 3--2PERF INDEX 1/2


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D Navigation (NAV) Key -- Pushing the NAV function key displayspage1of thenavigation index. This is shown inFigures3--4 and3--5.The pilot selects any of the index functions by pushing therespective line select key. Refer to NAV INDEX, page 6-3, foradditional details.

Figure 3--4NAV INDEX 1/2

00607.08


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System Components


D Paging (PREV)/(NEXT) Keys -- The specific page and number ofpages in a particular function or menu are shown in the upper rightcorner of the display. The page number format is AA/BB where AAis the current page and BB is the total number of pages available.Page changes aremadeby pushing theNEXTandPREV (previous)keys. The keys are held down for repeated page changing. Refer toScratchpad (page 3-4) for use of the PREV and NEXT keys forediting.

D Flight Plan (FPL) Key -- Pushing the FPL key shows the first pageof the active flight plan. An example page is shown in Figure 3--6.When no flight plan is entered, the pilot can perform the following:— Manually create a flight plan— Select a stored flight plan— Select a flight plan from the data management unit (DMU) or

local area network (LAN)— Insert a datalink flight plan.

Refer to Flight Plan (page 8-1) for additional details.

00824.05

Figure 3--6ACTIVE FLT PLAN 1/3

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D Progress (PROG) Key -- Pushing the PROG key shows the firstprogress page. Thismode shows the current status of the flight. Thefirst progress page shows the estimated time en route (ETE),distance to, and fuel projection for the TO waypoint, the NEXTwaypoint and destination. It also shows the current NAV mode, therequired and estimated navigation performance, and the NAVAIDspresently tuned. A typical progress page is shown in Figure 3--7.Refer to Progress, page 9-1 for additional details.

Figure 3--7PROGRESS 1/3

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System Components


D Company Route (RTE) Key -- While on the ground, pushing theRTE function key shows the route page 1 with origin, destination,runway and company route identifier information. The pilot selectsany of the index functions by pushing the respective line select key.This is shown in Figure 3--8.

Figure 3--8RTE 1/1

By pushing the PREV/NEXT keys, pages 2 thru X of the remainingRTE pages are accessedwhile on--ground. TheseRTE pages showthe FMS flight plan in terms of air traffic clearance references (e.g.,procedures and airways). The final RTE Page X/X gives theoperator quick access to the ALTERNATE RTE page. The RTEpages are shown in Figures 3--9 and 3--10.

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Figure 3--9RTE 2/3

Figure 3--10RTE 3/3

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System Components


D Radio -- Pushing theRADIO function key results in thedisplay of theRADIO 1/2 page. From this location and also the RADIO 2/2 page,the pilot attempts to tune various radios including COM1, COM2,and NAV1, NAV2, as shown in Figure 3--11.

Figure 3--11RADIO 1/2

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D Menu -- Pushing the MENU function key shows the MCDU menupage, which gives access to maintenance and status information.This is shown in Figure 3--12.

Figure 3--12MENU

NOTE: BKUP RADIO at LSK 4L is only displayed on the copilot’sMCDU.

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System Components


Accessing Any FMS Function

The FMS prompts the pilot at 6L and 6R for the most likely functions tobe selected. Using these prompts, the FMS steps the pilot throughprocedures such as initialization. At any time, it is possible to operateout of sequence or to access other areas of the FMS. FollowProcedure 3--2 to access any function of the FMS.

Step Procedure 3--2 Accessing Any FMS Function

1 Determine the required function. All functions are availableat all times from the PERF, NAV, FPL, PROG or RTE keys.

2 Select the appropriate PERF, NAV, FPL, PROG or RTEkey.

3 When PERF or NAV is selected, read the menu list for therequired function or feature.

4 Select the correct function or feature.

5 The FMS displays the function or feature selected.

6 Continue working using the prompts at 6L and 6R whenpart of a sequence, such as initialization, is beingcompleted.

Annunciators

Annunciators are displayed on the electronic display system (EDS).Magenta indicates an advisory annunciator and amber indicates analerting annunciator.

D Dead Reckoning (DR) -- DR is an alerting (amber) annunciator.This annunciator is displayed or lit when operating in the DRmode.The FMS enters DR mode after loss of required navigationperformance (see DGRAD) and loss of radio updating and all otherposition sensors (IRS and GPS) for greater than 2 minutes.FOR TRAIN

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D Degraded (DGRAD) -- DGRAD is an alerting (amber) annunciator.This annunciator is displayed when the FMS loses requirednavigation performance (RNP). This is accompanied by theUNABLE RNP scratchpad message.

The DGRAD annunciator is displayed on the horizontal situationindicator (HSI) and LNAV display when FMS is the selected aircraftnavigation source on EDS and any of the following conditions exist:

— FMS estimated position uncertainty (EPU) is greater than RNP

— FMS position integrity estimate is greater than the integrity alarmlimit (this occurs when EPU is slightly less than RNP)

— GPS is not available and GPS is required for the selected flightplan procedure.

When the DR annunciator is displayed or lit when the DGRADannunciator is displayed or lit, the DGRAD annunciator is removedor turned off.

D Message (MSG) -- MSG is an alerting (amber) annunciator. Thisannunciator is displayed when a message is shown in thescratchpad. The annunciator is removed or turned off after themessage(s) has been cleared from the scratchpad.

Messages are displayed in the CDU scratchpad at various times.Messages inform or alert the pilot as to system status. Messagesare divided into the following two major groups:

— ADVISORY MESSAGES -- Advisory messages containinformation helpful to the pilot. Advisory messages are normallythe result of a pilot action on the CDU (e.g., making an entry withthe incorrect format). These messages do not turn on the MSG

annunciator.

— ALERTING MESSAGES -- Alerting messages alert the pilot tothe FMS status, assuming the pilot is not looking at the CDU

(e.g., a message annunciating a sensor failure).

Messages are stacked for display in priority order on a first in, lastout basis. In cases where there are multiple messages stacked, themessage annunciator remains displayed or lit until all messages arecleared. Only one message is cleared per CLR key push.

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D Approach (APPR) -- APPR is an advisory (magenta) annunciator.The annunciator indicates the FMS is in the approach mode ofoperation. In this mode, the EDS deviation sensitivity and FMStracking gains are increased. The approach annunciator isdisplayed when ALL of the following conditions are valid:

— The FMS is the selected aircraft navigation source on EDS.

— A nonprecision instrument approach must have been activatedfrom the navigation database. When no approach, or aninstrument landing system (ILS), localizer (LOC), localizer--backcourse (LOC--BC), landing directional aid (LDA), or simplifieddirectional facility (SDF) is selected, theAPPRannunciator doesnot light.

— The aircraft position is between 2 NM outside the final approachfix (FAF) and the missed approach point (MAP).

— The DGRAD annunciator must be removed or turned off.

— When the approach requires the use of GPS, GPS navigationmode must be valid.

NOTE: For Load 23 operations, the EDS lateral deviation sensitivityis increased at the IF (initial fix).

D Terminal (TERM) -- TERM is an advisory (magenta) annunciator.TERM indicates the FMS is in the terminal area and requirednavigation accuracy has increased. Neither DGRAD nor DR areactive for this annunciator to be displayed.

D Lateral Track Alert (WPT) -- WPT is an advisory (magenta)annunciator. The FMS gives a lateral track annunciator (WPT)30 seconds prior to sequencing a waypoint.

D Vertical Track Alert (VTA) -- VTA is an advisory (magenta)annunciator. A vertical track annunciator is given to warn ofimpending FMS vertical track command changes.

A VTA is issued for the following conditions:

— The aircraft is within 1000 ft of capturing an altitude constraintthat is not collocated with the altitude preselect

— In CRUISE, one minute prior to top--of--descent (TOD)

— One minute prior to resuming a climb or descent from aconstrained waypoint

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— Prior to resuming a vertical flight level change (VFLC) descentdue to a speed limit altitude level--off

— In CRUISE, one minute prior to executing a step climb.

The VTA is also issued as an audible annunciator.

D Lateral Offset (OFFSET) -- OFFSET is an advisory (magenta)annunciator. The FMS gives the capability to define and fly a paralleloffset of up to 30 NM on any track to a fix (TF) or course to a fix (CF)leg that is not included in a SID, STAR, Approach or Hold. A paralleloffset can also be flown to a direction finder (DF) leg following thefinal turn.

D Required Navigation Performance (RNP) -- RNP is an advisory(magenta) annunciator.

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Brightness Control

Both manual and automatic (photo sensor) brightness controls areused to increase or decrease the CDU display brightness. Whenmanually selected, a bright/dim bar is displayed in the scratchpad, asshown in Figure 3--13. The bright/dim bar level is controlled by pushingBRT or DIM.

01556.06

Figure 3--13PERF INDEX 1/2 -- Bright/Dim Level

Following manual adjustment, the photo sensors monitor the ambientlight and maintain the brightness level of the CDU display over variouslighting conditions. The brightness is adjusted during evening hours sothat during daylight hours the display is not seen.

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Operational Example


4. Operational Example

INTRODUCTION

This section describes the normal operational procedures of the flightmanagement system (FMS) for a flight from Phoenix, Arizona (KPHX)to Minneapolis/St. Paul, Minnesota (KMSP). KMSP is forecast to beinstrument meteorological conditions (IMC) at arrival time, therefore,Duluth, Minnesota (KDLH) is used as the alternate.

The flight route, shown in Figure 4--1, begins in Phoenix and proceedsfromRattlesnake (RSK)VORbyway of J44 to theAlamosa (ALS)VOR,direct to theMileHigh (DVV)VOR, J114 to theO’NEIL (ONL)VOR, thendirect to the Mason City (MCW) VOR. The flight departs Phoenix fromrunway 08 using the SILOW1 departure with the Rattlesnake (RSK)transition (KPHX RW08 SILOW1.RSK) shown in Figure 4--2. Thearrival is by way of the Mason City transition to the KASPR3 arrival,shown in Figure 4--3, followed by the HASTI transition to the ILSapproach for runway 30L at KMSP (MCW.KASPR3 HASTI.ILSRW30LKMSP). The ILS 30L approach is shown in Figure 4--4.

The standard instrument departure (SID), standard terminal arrivalroute (STAR), approach, waypoints, and airways used in this exampledonot reflect current navigation data.Whenperforming this operationalexample on the actual FMS, flight plan waypoints, distances, and timesdiffer from those shown in this guide.

This example often references Sections 5 through 10 for more detailedinformation. Section 11, Multifunction Control Display Unit EntryFormat, describes details about entry format.

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Figure 4--1KPHX to KMSP Flight Route

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Figure 4--2Phoenix, AZ SILOW1 Departure

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Figure 4--3Minneapolis, MN KASPR3 Arrival

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Figure 4--4Minneapolis, MN ILS 30L Approach

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PREDEPARTURE

TheFMSguides thepilot through theground initialization process usingthe lower right line select key (6R). After completing thepage (or pages)for each step, selecting the lower right key (6R)moves to the next step.Figure 4--5 is a flow chart showing the preflight procedure for a normalflight.

Figure 4--5FMS Preflight Procedure Flow Chart

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Power--Up

D NAV IDENT 1/1 -- After the FMS powers up and the Radios page isdisplayed on the MCDU, select any FMS function key (NAV, PERF,FPL, RTE, PROG). After pushing an FMS function button on theMCDU, the NAV IDENT page is displayed, as seen in Figure 4--6.

Figure 4--6NAV IDENT 1/1

The date and time shown on this page is synchronized with theglobal positioning system (GPS) date and time. The date and timeare able to be changed if theGPS has failed or does not have a validdate/time. Refer to Section 6, Navigation, page 6-1, for additionaldetails on changing date and time.

The software identifier is displayed at 3L for verification. Thesoftware identifier must be referenced when maintenance action isrequested.

The maintenance prompt (6L) is used to verify the FMS systemoperating configuration. Refer to page6-154 for additional details onMAINTENANCE.

Navigation database (NDB) information is displayed on the rightside of the NAV IDENT page. The active database dates are shownat 1R. The dates for the alternate period are shown at 2R. Onpower--up, the FMS automatically chooses the active NDB thatcorresponds to the current date. Refer to page 6-1 for additionaldetails on changing active NDB.

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The WORLD3--302, shown in Figure 4--6, indicates worldwidecoverage and cycle of the NDB. The next initialization step (POSINIT in reverse video) is displayed and selected at 6R.

The COMPANY DB shown at 4R indicates the company routedatabase currently installed. This database contains routes andwaypoints specific to the company.

POSITION INITIALIZATION

D POSITION INIT 1/1 -- Figure 4--7 shows the LAST POS coordinatesat 1L. At 2L, the closest RAMPX within 3 NMof the last position (1L)is displayed (refer to RAMPX, page 6-80). When no RAMPXwaypoint is available, the closest airport reference point (ARP)within 3 NM of the last position (1L) is displayed. With no ARPavailable, the pilot is prompted to enter a waypoint or coordinates.In this example, the KPHX ARP is shown. At 3L, the coordinates ofthe highest priority valid GPS is displayed.

00799.03

Figure 4--7POSITION INIT 1/1

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To initialize FMS position, select the correct LOAD prompt (1R, 2R,or 3R). The selected position becomes the FMS position and is thenautomatically updated to the cross--side FMS. This is shown inFigure 4--8. This initializes connected sensors that receive inputsfrom the FMS. Refer to page 6-79 for additional details on positioninitialization.

After initialization, the RTE prompt is displayed in the bottom rightcorner (6R) indicating the next step to be performed. Selecting thisprompt continues the preflight process.

Figure 4--8POSITION INIT 1/1 -- Loaded

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ROUTE

Route planning is a quick method of flight planning by the pilot in placeof conventional flight planning features, as shown in Figure 4--9.Conventional flight planning features use the flight plan pages on theMCDU by means of individual waypoint entries and procedureselections. Route planning is performed by selecting a company routefrom the database or by entering flight plan legs and procedures usingshorthand clearance language which is beneficial to save time.

The Route page is accessed by using the RTE button on the MCDU orthe RTE prompt at line select key (LSK) 6R on the POSITION INITpage, as shown in Figure 4--8. When the initialization coordinates arewithin 3 miles of an airport in the database, the airport (KPHX in thisexample) is already loaded in the ORIGIN line. This is shown inFigure 4--9. An entry of estimated time of departure (ETD) is entered,as an option, to provide the estimated time of arrivals (ETAs) prior totakeoff. ETD entries are made in 1L in the format /1234. This supportspredictive receiver autonomous integrity monitor (RAIM) calculations(see page 6-104).

Figure 4--9RTE 1/1

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The destination (KMSP) is entered in the scratchpad and line selectedto the destination (DEST) prompt at 1R. This is shown in Figure 4--10.

Figure 4--10RTE 1/3

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Operational Example


Waypoint Entry

Waypoints are now entered on the RTE 2/3 page, as shown inFigure 4--11. This page is accessedby pushing theNEXT button on theMCDU. Enter the en route waypoints in the line labeled VIA. Begin withthe RSK VOR. The entry is made by typing the identifier in thescratchpad and using the line select key adjacent to the VIA prompt.Refer to page 8-3 and 8-14 for waypoint entry options.

Figure 4--11RTE 2/3

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Airway Entry

The next entry in this example is a high altitude airway (e.g., J44) to theALS VOR. Enter the airway identifier followed by the last desiredwaypoint of the airway. Both are separated by a period (J44.ALS). Thisis shown in the scratchpad in Figure 4--12. Insert this entry on the lineadjacent to the VIA prompt. Refer to page 11-2, airway CDU entryformat, for additional details on entering airways.

Figure 4--12RTE 2/3 -- J44.ALS

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TheFMS inserts the J44.ALS segment into the flight plan. This is shownin Figure 4--13.

Figure 4--13RTE 2/3 -- J44.ALS Loaded

The remainder of the flight plan to Mason City (DVV, J114.ONL, MCW)is entered in the same manner as previously described. Figures 4--14through 4--18 show the remainder of the RTE pages.

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Figure 4--14RTE 2/3 -- DVV Loaded

Figure 4--15RTE 2/3 -- J114.ONL

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Figure 4--16RTE 2/4 -- J114.ONL Loaded

Figure 4--17RTE 2/4 -- MCW

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Figure 4--18RTE 3/4 -- KMSP

The upper right corner of theRTEpage indicates the route has 4pages.Pushing theNEXT key advances to the next page of the route segment.Pushing the PREV key shows the previous route page.

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Operational Example


The flight plan is closed bymoving KMSP to the VIA line by pushing theline select key (2R) adjacent to KMSP. This action moves KMSP to thescratchpad, as shown in Figure 4--19.

Figure 4--19RTE 3/4 -- KMSP Scratchpad

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Push the line select key adjacent to the VIA prompt (1L), as shown inFigure 4--20. The destination must be included as the last flight planwaypoint for ETE to the destination on the PROGRESS page. Thedestination is also required to calculate performance data.

Figure 4--20RTE 3/4 -- KMSP Loaded

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The alternate flight plan example is entered by selecting the alternatepage, shown inFigure 4--21. This is accomplishedbypushing theNEXTkey.

Figure 4--21ALTERNATE RTE 4/4

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Enter the identifier for the alternate destination (2R). Duluth (KDLH) isused for this example, shown in Figure 4--22.

Figure 4--22ALTERNATE RTE 4/4 -- KDLH

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The route to KDLH is by way of the GOPHER (GEP) VOR. Thealternate flight plan is entered the same way as for the en route flightplan. The alternate flight plan is closed by moving KDLH to the VIA lineas was done with KMSP in previous route pages. Figure 4--23 showsthe alternate flight plan.

Figure 4--23ALTERNATE RTE 4/4 -- GEP

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This completes the flight plan definition. Pushing the lower right lineselect key (6R) activates the flight plan (ACTIVATE). The PERF INITprompt is shownat 6R (shown inFigure4--24). Selecting this keymovesto the Performance Initialization page.

Figure 4--24ALTERNATE RTE 4/4 -- PERF INIT

PERFORMANCE INITIALIZATION

The PERFORMANCE INIT has three or five pages when FULL PERFis selected. The control of the PERFORMANCE INIT pages isperformed through the aircraft personality module (APM) parameter.The particular set of PERFORMANCE INIT pages is referred to aseither standard or expanded, where standard refers to the three setsof pages used for the Embraer 170/175/190 and 195 aircraft and theexpanded refers to the five sets of pages used for the Lineage 1000aircraft.

The following example illustrates the standard FULL PERFinitialization. See page 5-10 for other performance initialization options.The following values are used in the planningof this example flight plan.Actual numbers used depends on the aircraft type.

ZFW: 24,200 kg

FUEL: 7,600 kg

CRUISE ALTITUDE: 31,000 ft

WINDS ALOFT: 250_@ 125 kts @ FL 310

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Operational Example


Performance initialization consists of verifying the default values,making changes where required, and entering items such as wind andweight.

Depending on the initialization configuration of the FMS, weights aredisplayed in either pounds or kilograms.

Data verified and entered under performance initialization effectsseveral performance functions important to the completion of the flight.For example, understating wind can indicate sufficient fuel to completethe flight. In reality, more fuel can be required. A careful review ofinitialization data is required to ensure accurate predicted aircraftperformance.

Refer to pages 5-4 through5-24 for a detailed explanationof PERF INITentries. Many values on the PERF INIT and PERF DATA pages areaircraft--dependent. Actual values can vary from those shown in theseexamples.

D PERFORMANCE INIT 1/3 (Standard) -- Figure 4--25 shows thefollowing:

— Aircraft type (1L)— Tail number (1R)— Performance mode (2L)— Current speed schedules (3L -- 5L)— Access to departure and approach speed schedules (6L)— Access to aircraft database loading (6R).

For changes to any mode, the OR prompt is used for the respectivemode or directly enter the calibrated airspeed (CAS)/MACH data.Default values are restored by using the *DELETE* function on theappropriate line.

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Figure 4--25PERFORMANCE INIT 1/3 (Standard)

The following aircraft type codes shown at LSK1L are listed inTable 4--1.

Table 4--1Aircraft Type

Aircraft PERF INIT Acft Type Code

170 E170X163800

170A E170AX163801

175 E175X164300

175A E175AX164301

190 E190X164400

L1000 L1000X164401

195 E195X163900

The departure/approach speed prompt (Figure 4--25, line select 6L)is used to access departure, approach, and go--around speedschedules. Refer to page 5-14 for additional details on these pages.

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As an example, when the OR prompt for cruise is selected, theCRUISE MODES page, shown in Figure 4--26, is displayed. Thecruise mode desired is selected from the available list. This actionmakes the selected cruise mode active and returns the display toPERFORMANCE INIT 1/3. In this example, long--range cruise(LRC) is the active mode.

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Figure 4--26CRUISE MODES 1/1

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D PERFORMANCE INIT -- KG 2/3 (Standard) -- Figure 4--27 showsthe following:

— Step climb increment (1L)— Fuel reserve (2L)— Fuel allowance for takeoff and landing (3L)— Contingency fuel (4L).

01732.03

Figure 4--27PERFORMANCE INIT -- KG 2/3 (Standard)

Step climb increment is used for performance planning, fuelreserve, and fuel allowance for takeoff and landing.

The FUEL RESERVE line has an OR option. Refer to page 5-17 foradditional details on this page.

TO/LDG FUEL powers up with the default values from the aircraftdatabase file. Entering *DELETE* restores any of these lines to thedefault values.

CONTINGENCY FUEL is entered on this page and is used forperformance planning.

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Operational Example


D PERFORMANCE INIT -- KG 3/3 (Standard) -- Figure 4--28 showsthe following:

— Transition altitude (1L)— Speed/altitude limit (1R)— Initial cruise altitude (2L)— International standard atmosphere (ISA) deviation (2R)— Cruise winds (3L and 3R)— Zero fuel weight (4L)— Fuel (gauge) weight (4R)— Gross weight (5R).

01733.03

Figure 4--28PERFORMANCE INIT -- KG 3/3 (Standard)

Above the transition altitude, ACTIVE FLT PLAN and the PERFPLAN page altitudes are displayed as flight levels. Constraints fromSIDs, STARs, and approaches are displayed in feet or flight levelsas defined in the navigation database.

The SPD/ALT LIM is used to limit the speed target to the speed limitfor altitudes below the restriction altitude. When in descent and thedescent speed is higher than the speed limit, the speed target isreduced before the restriction altitude is reached. The limit is eitherchanged or eliminated by entering *DELETE*.

Initial cruise altitude is entered. When OPTIMUM is displayed, theoptimum cruise altitude is computed and is displayed in smallcharacterswhenPERFORMANCE INIT is completed. Theoptimumcruise altitude is rounded to the nearest 1000 feet.

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Average cruise wind and ISA Dev are entered on this page. Thisentry is an option. The FMS assumes zero wind and ISA Dev whenno entry is made. Wind information at each waypoint is also enteredon the PERF PLANpages. Refer toPerformancePlanon page5-30for additional details.

Gross weight is computed from the aircraft zero fuel weight and thefuel weight input from the aircraft fuel gauge.

The following expanded PERFORMANCE INIT pages are displayed.The expanded PERFORMANCE INIT pages provide most of the sameinformation as provided on the standard pages but presentation of theinformation is different and includes additional parameters.

D PERFORMANCE INIT 1/5 (Expanded)-- Figure 4--29 shows thefollowing:

— Aircraft Type (1L)— Tail Number (1R)— Performance Mode (2L)— Aircraft Database (6L).

Figure 4--29PERFORMANCE INIT 1/5 (Expanded)

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D PERFORMANCE INIT 2/5 (Expanded)-- Figure 4--30 shows thefollowing:

— Climb Performance (1L)— Cruise Performance (2L)— Descent Performance (3L)— Departure/Approach Speeds (6L).


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D PERFORMANCE INIT -- KG3/5 (Expanded) -- Figure 4--31 showsthe following:

— Step Increment (1L)— Fuel Reserve (2L)— Takeoff and Landing Fuel (3L).

Figure 4--31PERFORMANCE INIT -- KG 3/5 (Expanded)

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Operational Example


D PERFORMANCE INIT 4/5 (Expanded) -- Figure 4--32 shows thefollowing:

— Transition Altitude (1L)— Speed and Altitude Limit (1R)— Initial Cruise Altitude (2L)— ISA Deviation (2R)— Cruise Winds (3L and 3R).


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D PERFORMANCE INIT -- KG 5/5 (Expanded) -- Figure 4--33 showsthe following:

— BOW (1L)— Passenger/KG (1R)— Fuel (gauge) (2L)— Passenger Weight (2R)— Cargo (3L)— Gross Weight (3R)— Confirm Init (6R).

Figure 4--33PERFORMANCE INIT -- KG 5/5 (Expanded)

The default basic operating weight (BOW) is displayed and reflects thevalue defined in the aircraft database. A value can also be enteredmanually. Line 3L permits the total cargo weight to be entered whilelines 1R and 2R permits for the number of passengers, averagepassenger weight and total passenger weight.

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Operational Example


PERFORMANCE DATA

The PERF DATA has three pages. The data is based on thePERFORMANCE INIT pages as well as the active flight plan.Performance data is displayed for the destination and the alternatedestinationwhen one has been entered. These pages are continuouslyupdated during the flight.

D PERF DATA 1/3 -- Figure 4--34 shows the following:

— Cruise/ceiling altitude (1L)— Step increment (1R)— ETE (2L and 2R)— Fuel required (4L and 4R)— Fuel figure of merit (FOM) (4L and 4R).

Fuel required is the total fuel which includes the following:

— Takeoff allowance— En route (climb/cruise/descent)— Landing allowance— Reserves— Contingency.

Refer to Performance Data, on page 5-24, for additional details.

Pilot entries are permitted on the cruise altitude and step incrementlines only. The cruise altitude value increases automatically whenthe altitude selector is dialed above the current cruise altitude.

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Figure 4--34PERF DATA 1/3

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— Distance to go (3L and 3R)— ETA (3L and3R) (only shownwhenairborne or following anentry

of ETD on the active flight plan)— Estimated fuel remaining (5L and 5R)— Estimated gross weight (5L and 5R).


— Average cruise wind (1L)— Average cruise headwind or tailwind (1R)— Preflight plan destination fuel remaining (2R)— Updated plan destination fuel remaining (3R) (only shown when

airborne)— Difference between preflight and updated plan (3R) (only shown

when airborne).

No entries are permitted on this page. Refer to PERF DATA 2/3 onpage 5-27, for additional details.

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— Method of reserve calculation (1L)— Required reserve (2R)— Preflight plan fuel remaining (2R)— Updated plan fuel remaining (3R) (only shown when airborne)— Difference between preflight and updated plan (3R) (only shown

when airborne).

The DEPARTURE prompt is displayed on the lower right corner ofall the PERF DATA pages indicating the next step. When a runwayhas already been selected, the prompt is TAKEOFF instead ofDEPARTURE. Refer to page 5-28 for additional PERF DATA 3/3details.


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DEPARTURE SELECTION

Selecting the DEPARTURE prompt from LSK 6R or the NAV INDEXpage shows the DEPARTURE RUNWAYS page, as shown inFigure 4--37. The available runways for the origin airport are displayed.In this example, runway 08 is selected with line select key 4L.

Figure 4--37DEPARTURE RUNWAYS 1/1

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Operational Example


After the runway is selected, the SIDs page is displayed with thepossible departure procedures, as shown in Figure 4--38. Select thecorrect procedure from the list. For this example, SILOW1 at 4R isselected. When no SID is to be used, the INSERT prompt (6R) selectsthe runway andshows theRTE2page. Refer to page6-51 foradditionaldetails.

Figure 4--38SIDs 1/2

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The next page, shown in Figure 4--39, lists the en route transitions forthe selected departure. For this flight, the Rattlesnake (RSK) transition(5L) is selected.

Figure 4--39DEPARTURE TRANS 1/1

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At this point, the departure selection is complete and the flight crew caneither REVIEW or INSERT the SID, as shown in Figure 4--40. INSERT(6R) inserts the runway and procedure and displays a MOD route. TheSID contains both the lateral waypoints and any vertical constraints forthe procedure contained in the database. Refer to page 6-51 foradditional details on DEPARTURE.

Figure 4--40PROCEDURE 1/1

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Flight Plan Discontinuities

When the previously discussed procedure is inserted, a MOD RTE isdisplayed. The MOD RTE contains a discontinuity when there is nocommon point between the existing flight plan and the insertedprocedure.

In order to remove the discontinuity between the flight plan andprocedure, either:

D Push the DEL function key on the MCDU and then select thescratchpad DELETE up to the left LSK adjacent to the discontinuity,or

D Select any existing waypoint up to the left LSK adjacent to thediscontinuity.

The resulting MOD RTE is displayed, as shown in Figure 4--41.

Selecting the ACTIVATE prompt at LSK 6R makes the MOD RTE theACTIVE RTE.

Figure 4--41MOD RTE 2/4

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Engine--Out Standard Instrument Departure (EOSID)

An engine--out standard instrument departure (EOSID) is a modifieddeparture procedure that is flown when an aircraft encounters anengine failure after departure. EOSIDs are airline specific, must bedefined in the company database and enabled on the APM.

The pilot has the ability to preview the EOSID for a particular runway.The available runways for the departure airport are shown on theDEPARTURE RUNWAYS page, as shown in Figure 4--42. In thisexample, runway 08 is selected with line select key 4L.

Figure 4--42DEPARTURE RUNWAYS

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After the runway is selected, the SIDs page is displayed with thepossible departure procedures, as shown in Figure 4--43. An EOSID isavailable for runway 08, as shown on LSK 2L.

Figure 4--43SIDs -- EOSID

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Operational Example


The pilot chooses to either preview the EOSID or select anotherdeparture procedure. In the event of an actual engine failure, theEOSID is automatically inserted into the flight plan anddisplayed on theMFD whether or not previously previewed by the pilot. The EOSID isdisplayed in amodified flight plan. A flight planmust exist with a defineddeparture runway and destination in order to automatically activate.

In this example, LSK 2L is pushed to preview the EOSID, as shown inFigure 4--44. Pushing LSK 6R on the SID REVIEW page activates theEOSID.

Figure 4--44EO SID

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Engine--Out Range (EO RANGE)

For an in--flight engine failure in the climb, cruise, or descent phases,the EO RANGE page is displayed automatically or by pushing LSK 1Ron the PERF INDEX page 2. Figure 4--45 shows the EO RANGE page.

Figure 4--45EO RANGE

The parameters from LSK 1L through LSK 3R are computed every tenseconds for display. The flight crew confirms the engine--out byselecting LSK 5R on the MCDU. Initially, ALL is displayed on LSK 5Las active and EO is displayed on LSK 5R as inactive. Selecting 5Rmoves EO from LSK 5R to LSK 5L as active. The FMS then utilizes theengine--out performance data model for all subsequent missionsprediction functions related to the Active, What--If, and Stored flightplans. The flight crew then returns to the climb, cruise, or descent pagesby selecting 6L.

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Operational Example


The FMS automatically creates a modified flight plan, shown inFigure 4--46, consisting of the EOSID, the en route segment, and thearrival segment when the following conditions are true:

D An EOSID condition has been confirmed

D An EOSID exists for the departure runway

D The aircraft is within 50 nm of the origin or actively flying thedeparture.

Figure 4--46EO MOD FLT PLAN

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A discontinuity exists between the last waypoint of the EOSID and thefirst waypoint of the en route flight plan. When a modified flight planexists at the timeof detection, that modification is replacedwith thenewmodified flight plan. The modified flight plan remains displayed untilactivated or canceled by the flight crew. The flight crew selects LSK 6Rwhich activates the modified flight plan and creates an active flight planas shown in Figure 4--47.

Figure 4--47ACTIVE FLT PLAN -- EO

Since the entire EOSID is inserted into the flight plan, the responsibilityof the flight crew is to ensure that any previously sequenced flight planwaypoints existing in the EOSID are cleaned up prior to activation.When a departure procedure is not included in the flight plan, theEOSID is inserted at the front of the flight plan in accordance withnormal flight planning rules.

The EOSID output to the MAP display from the FMS continues untilboth of the following events occur:

D The entire departure procedure has been sequenced

D The aircraft is greater than 50 nm from the origin.

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Operational Example


TAKEOFF

The next step is selecting the TAKEOFF prompt at 6R (this prompt isalso available on the PERF index page). Takeoff is completed usingthree pages.

D Takeoff 1/3 -- Figure 4--48 shows the following:

— Runway heading (1L)— Takeoff weight (1R)— Surface outside air temperature (OAT) (2L)— Surface wind (2R)— Pressure alt/BARO set (3L)— Elevation (3R)— Runway slope (4L)— Wind (4R)— Runway condition (5L).

Runway information is retrieved from the database. Temperature issensed or entered. Barometric setting (BARO set) is computed bythe FMS or entered manually. Surface wind is a required entry andis normally the only entry made on this page. Refer to Takeoff, onpage 5-34, for additional details.

Figure 4--48TAKEOFF 1/3

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D Takeoff 2/3 -- Figure 4--49 shows the following:

— Flaps (1L)— Dataset mode (2L)— ATTCS (automatic takeoff thrust control system) (2R).


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Operational Example


D Takeoff 3/3 -- Takeoff speeds are entered on the page shown inFigure 4--50.

— V1 (1L)— Vr (2L)— V2 (3L)— Vfs (4L)— Takeoff pitch (5R).


The preselect altitude (PSA) is set to the clearance altitude and theFMS lateral navigation (LNAV) and vertical navigation (VNAV) modesare set to engage shortly after takeoff. Prior to the takeoff roll, bothLNAV and VNAV modes are armed. This permits the engagement ofLNAV at a minimum of 200 ft AGL and the engagement of VNAV at aminimum of 400 ft AGL, assuming both modes are within respectivecapture zones. Refer to page 8-36 for LNAV details and page 8-37 forVNAV details.

The FMS considers the aircraft airborne when it exceeds 40 kts groundspeed (GSPD) or 80 kts IAS or weight--off--wheels. When airborne, theACTIVE FLT PLAN page shows the ETA for each waypoint in place ofETE. When an ETD was entered prior to takeoff, ETAs are alreadydisplayed. Once airborne, the ETA for the FROM waypoint is replacedwith the actual crossing time. ETEs for any waypoint in the flight planare available on PERF PLAN pages (refer to page 5-30) orPROGRESS page 1 (refer to page 9-1).

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The takeoff speeds defined on the TAKEOFF page 3/3 are given to theprimary flight display (PFD) for both the Vspeed displays and speed tapetargets. The takeoff speeds are removed from the PFD display whenthe aircraft exceeds 1500 ft AGL (based on origin airport elevation) andthe highest Vspeed is exceeded by 20 kts. The takeoff speeds remaindisplayed on the TAKEOFF pageuntil completion of the flight. Once thetakeoff speeds have been dropped and the LNAV and VNAV modesengaged, theFMS guides to the lateral flight plan. All VNAV altitudeandspeed constraints, up to the altitude preselect target, are forced to leveloff.

The DEPARTURE prompt is displayed on the active flight plan androute pages until the aircraft is more than 50 NM from the origin airport.The DEPARTURE prompt is displayed only when the origin is anairport.

D Waypoint Sequencing -- On takeoff, the runway becomes theFROM waypoint and remains on the top line of the ACTIVE FLTPLAN page. The TO waypoint is shown on the second line. As theaircraft passes the TO waypoint, all waypoints scroll up one line.This is shown in Figure 4--51. This process is called waypointsequencing.


Associated with the TO waypoint or one further downpath is an altitudeand/or speed constraint. When the FMS speed mode is in AUTO, theFMS commands a speed at or below the next downpath speedconstraint.

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Operational Example


For an altitude constraint, the FMS maintains current VNAV mode aslong as the aircraft is predicted to be at or below the next downpathconstraint. When the aircraft is predicted to pass below an AT or ATORABOVE constraint, the flight crew is alerted. When the aircraft ispredicted to pass above an AT or AT OR BELOW constraint, the FMSchanges to VASEL/VALT mode and levels off at the intermediateconstraint.

After sequencing the waypoint with the associated constraint, the FMSautomatically guides to the next downpath speed constraint and nextdownpath altitude constraint, when the aircraft is below the PSA.

The FMS always observes the PSA.

D PROGRESS 1/3 -- Information available on PROGRESS page 1/3is displayed by pushing the PROG function key on the MCDU, asshown in Figure 4--52. This page includes the navigation mode(GPS) and the required and estimated position of uncertainty.


ACTIVE FLT PLANpage 1 andPROGRESS page 1 are consideredthe primary pages of the FMS during flight. Refer to page 9-1 foradditional information on the progress pages.

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D PROGRESS 2/3 -- Figure 4--53 shows the following:

— Speed and altitude command (1L)— Top--of--climb (TOC) (2L)— Distance and time to top--of--climb (TOC) (2L)— Current fuel quantity (2R)— Top--of--descent (TOD) (3L)— Current gross weight (3R).— RNP (6L)— VNAV DATA (6R).


The TOC and TOD points are not displayed as waypoints as part ofthe ACTIVE FLT PLAN. However, the points are displayed on themap and vertical profile (when available). The positions of thesewaypoints are dynamically updated. Relative position to otherwaypoints in the flight plan can be changed. Changes to the flightplan also affect the TOC and TOD positions.FOR TRAIN

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Operational Example


CLIMB

As the climb continues from holding level at a selected altitude,additional intermediate altitude clearances are entered using thealtitude selector. The FMS does not command the autopilot to climb tothe selected altitude or the next altitude constraint. From holding levelat a selected altitude, changes are made through the autopilot. Whenaltitude restrictions are associatedwith awaypoint, they are entered onthe CDU adjacent to the correct waypoint. When an intermediatealtitude constraint exists between theaircraft and the altitudepreselect,VNAV honors that constraint the same as described in TAKEOFF. The18,000 ft constraint onHAPPNwasentered in this fashionand is shownin Figure 4--54.

Figure 4--54ACTIVE FLT PLAN 1/5 -- KPHX

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EN ROUTE

As the flight progresses, clearance revisions are completed using oneof the two following methods:

1. When the revision is after theTOwaypoint, the flight plan ismodifiedby adding or deleting waypoints.

2. When the revision effects the TOwaypoint (suchas clearancedirectfrom present position to another point), this is done by entering thedirect--to waypoint in 1L.

When the direct--to waypoint is already in the flight plan, it is downselected to the scratchpad by pushing the line select key to the left ofthe waypoint. With the waypoint in the scratchpad, pushing 1L makesit the TO waypoint. This creates a DIRECT--TO page that provides aselectable prompt for each flight plan in which the waypoint exists(Active, Missed Approach, or Alternate). Once a selection is made, aMOD FLT PLAN page is created. Selecting 6R activates the MOD FLTPLAN and makes it the ACTIVE FLT PLAN.

When the direct--to waypoint is not in the flight plan, the DIRECT--TOpage is not displayed. Enter the International Civil AviationOrganization (ICAO) identifier for the direct--to waypoint in thescratchpad and up select to 1L which becomes the TO waypoint andis inserted into the primary flight plan. This creates a MOD FLT PLANpage. Selecting 6R activates the MOD FLT PLAN and makes it theACTIVE FLT PLAN.

After activating the MOD FLT PLAN, either of these actions causes theFMS to immediately alter course. For additional information onDIRECT--TO operation, refer to DIRECT--TO on page 10-2.

FMS speed commands in this phase are provided by a schedule thatis by default, predicted, or entered by the pilot. The speed targets aretied to waypoints and apply to the leg(s) following the specifiedwaypoint. Speed targets are in terms of CAS, Mach or CAS/Mach, andare limited to the aircraft defined maximum operatingvelocity/maximum operating Mach (VMO/MMO).

DESCENT

TheFMScalculates aTODpoint basedon thedestination elevationandany entered altitude constraints. When VNAV is engaged and thealtitude selector is set to a lower altitude, the aircraft descends at theTOD. When VNAV is not engaged or the altitude selector is not setlower, the aircraft remains at altitude through the TOD. In the lattercase, the descent is initiated by setting a lower altitude and selectinga correct flight director mode or manually flying the descent. Once indescent, the FMS sets the target altitude to the altitude selector or thenext constraint, whichever is higher.

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Operational Example


FMS speed commands in this phase are given by a schedule that isdefault, predicted, or entered by the pilot. The speed targets are tied towaypoints and apply to the leg(s) following the specified waypoint.Speed targets are in termsof CAS,Mach, orCAS/Mach, and are limitedto the aircraft defined VMO/MMO. Speed commands in descent alsoobserves any entered speed limit altitudes.

ARRIVAL

When within 200 flight plan miles of the destination airport, theARRIVAL prompt is displayed at LSK 6R on both the ACTIVE FLTPLAN page and the active route (ACT RTE) page, as shown inFigures 4--55 and 4--56. Pushing this key selects an arrival procedureor runway. The ARRIVAL page is always accessed from the NAVINDEX.

Figure 4--55ACTIVE FLT PLAN

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Figure 4--56ACT RTE

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Operational Example


Selecting the ARRIVAL prompt shows the ARRIVAL page, shown inFigure 4--57. The destination airport is displayed at 1R with access toselecting the runway, approach, and/or STAR. While the selections aremade in any order, this example selects 3L to chooseaSTAR.Selectingan approach automatically selects a runway.

Figure 4--57ARRIVAL 1/1

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Figure 4--58 shows the STAR page with the available arrivalprocedures. Choose the assigned or required arrival. From this list, theKASPR3 arrival (4L) is selected.

Figure 4--58KMSP STAR 1/1

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Operational Example


When a STAR has transition fixes, the STAR TRANS page isautomatically displayed, as shown in Figure 4--59. Choose the correcttransition. For this example, the MCW approach transition (2L) isselected.

Figure 4--59KMSP STAR TRANS 1/1

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After theSTARTRANS is selected, theARRIVALpage is displayedwitha summary of the selected star procedure entered on 3L. This is shownin Figure 4--60.

Figure 4--60ARRIVAL 1/1 -- STAR Entered

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Operational Example


Once the STARand transition have been selected in this example, nowis the time to choose a runway. The runway prompt at LSK 1L isselected which displays the KMSP RUNWAY page, as shown inFigure 4--61.

Figure 4--61KMSP RUNWAY

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The KMSP RUNWAY page shows available runways for that airport.For this example, runway 30L is used. The 30L prompt at LSK 1R ispushed. The KMSP APPROACH page is shown in Figure 4--62.

Figure 4--62KMSP APPROACH

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Operational Example


The KMSP APPROACH page shows the available approaches for thatrunway. Selecting an approach also includes the missed approachprocedure. The ILS approach for 30L is used. The ILS prompt at 2L ispushed, the KMSP APPROACH TRANS page is displayed, as shownin Figure 4--63.

Figure 4--63KMSP APPROACH TRANS 1/1

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The available transitions for that particular approach are displayed. Achoice of a vectored approach to NARCO intersection or direct toHASTI intersection is made. HASTI intersection is used, therefore, theHASTI prompt at LSK 2L is pushed. The ARRIVAL page is displayedwith a summary of the inserted runway, approach, andSTAR, as shownin Figure 4--64.

Figure 4--64ARRIVAL -- Review

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Operational Example


The procedure must now be inserted into the flight plan. The INSERTprompt at LSK 6R is pushed creating a MOD RTE page, as shown inFigure 4--65.

Figure 4--65MOD RTE

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The procedure is then activated by pushing on the ACTIVATE promptat LSK 6R to enter it into the flight plan. The ACT RTE page is nowdisplayed, as shown in Figure 4--66. The LANDING prompt at LSK 6Ris displayed when an arrival exists in the active flight plan and theaircraft is within 200 NM of the destination airport.

Figure 4--66ACT RTE

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Operational Example


The pilot now selects the FPL function key on the MCDU. The ACTIVEFLT PLAN page is displayed showing each individual waypointsdefining that route segment. This is shown in Figure 4--67.

Figure 4--67ACTIVE FLT PLAN

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APPROACH

Once thearrival selection is activated, theFMSguides theaircraft alongthe STAR and approach procedure. When a localizer (LOC) approachis used, the approach must be flown using the LOC as the primarynavigation source (PNS), as selected on the PFD. The FMS cannot beused for navigation of any LOC approach. When a non--LOC approachis selected, the FMS is used for both lateral guidance and verticalguidance on final approach.

The approach VNAV is executed by setting the altitude preselect downto the clearance altitude. The FMS guides to the lateral flight plan andall VNAV altitude and speed constraints down to the altitude preselecttarget and forced to level off. When the FMS speed mode is in AUTO,the FMS anticipates and commands a speed target at or less than theconstraint speed by the time the FMS sequences the correspondingwaypoint.

For an altitude constraint, the FMS maintains current VNAV mode aslong as the aircraft is predicted to be at or above the next downpathconstraint. When the aircraft is predicted to pass above anATor ATORBELOW constraint, the flight crew is alerted. When the aircraft ispredicted to pass below an AT or AT OR ABOVE constraint, the FMSchanges to VASEL/VALT mode and levels off at the intermediateconstraint.

After sequencing the waypoint with the associated constraint, the FMSautomatically guides to the next downpath speed constraint and nextdownpath altitude constraint, when the aircraft is above the PSA.

The FMS always observes the PSA. Refer to approach on page 6-71for additional details.

LANDING

Activating the arrival returns the display to the ACTIVE RTE 2 page.The LANDING prompt is displayed in the lower right corner (4R)indicating the next step. Landing is completedusing twoor threepages,depending on the configuration of the VSPEED labels page.FOR TRAIN

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Operational Example


D LANDING 1/2 -- Figure 4--68 shows the following:

— Runway OAT (1L)— Landing weight (1R)— Approach flaps (2L)— Landing flaps (3L)— Ice (4L)— Approach type (5L).

Figure 4--68LANDING 1/2

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D LANDING 2/2 -- Figure 4--69 shows the following values:

— Vrf (1L)— Vap (2L)— Vac (3L)— Vfs (4L).


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Operational Example


MISSED APPROACH

The missed approach pages contain waypoints for the missedapproach segment. These pages follow the ACTIVE FLT PLANpages,when an approach from the navigation database has been activated.This is shown in Figure 4--70. The first waypoint on the missedapproach page 1 is the missed approach point (MAP). TheMAP is alsoin the active flight plan. When activated, the missed approach isinserted into the active flight plan after the MAP.

Figure 4--70MISSED APRCH 7/8

The missed approach is activated by pushing the takeoff/go--around(TOGA) button. The missed approach is then inserted into the activeflight plan when the aircraft is within 2nm of the FAF.

NOTE: When on an approach transition and the missed approach isactivated prior to 2nm from the FAF, the missed approachprocedure is NOT automatically inserted into the flight plan.Pushing theTOGAbuttonagainwithin 2nmof theFAF insertsthe missed approach procedure into the flight plan.

The MISSED APRCH must not be activated until the decision to missthe approach has beenmade.WhenMISSEDAPRCH is activated, anyportion of the flight plan past the MAP is replaced with the missedapproach procedure. Refer to Missed Approach, on page 6-76, foradditional details.

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ALTERNATE FLIGHT PLAN

The alternate flight plan page is shown in Figure 4--71. When analternate is entered, the pages follow the active flight plan and missedapproach. When a flight plan to an alternate has been entered, theALTERNATE prompt is displayed on the ACTIVE FLT PLAN page. Theaircraft must be within 25 NM of the destination. When the flight plancontains an approach, the ALTERNATE prompt is displayed only afterthe missed approach has been activated. When an ALTERNATE isselected before the destination is reached, the FMS guides the aircraftto the original destination and then to the alternate. ALTERNATEmustnot be armed until a decision is made to divert to the alternate.Proceeding to the alternate without going to the original destination canbe accomplished by using the DIRECT--TO feature.

Figure 4--71ALTERNATE FPL 8/8

FLIGHT COMPLETE

The flight is considered complete when the aircraft is on the ground for2 minutes.

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Performance


5. Performance

INTRODUCTION

The flight management system (FMS) performance computations arebased on initialization data, flight plan, and input from aircraft systems.With this information, the FMS controls a variety of mission planningand speed control functions for the aircraft.

The multifunction control and display unit (MCDU) pages that controlperformance are similar to the navigation pages. As a general rule,when the system gives the information, items are displayed in smallcharacters. The items are displayed in large characters when the pilotmakes an entry.

Several areas of initialization are within the performance functions ofthe FMS. In order for the FMS to calculate performance data, theinitialization pages must be reviewed and the CONFIRM INIT promptat 6R on the last page of initialization must be pushed.

Performance information in the FMS is based on data entered by thepilot and calculated by the FMS. Mission planning data is not evaluatedby certification authorities for accuracy and is not approved by thecertification authorities.

FMS fuel quantities are displayed two different ways. When showingcurrent fuel on board, the quantity is in pounds or kilograms(e.g., 16250). When showing planned fuel remaining at waypoints andfuel required, the quantity is displayed in thousands of pounds orkilograms (e.g., 12.3, meaning 12,300). The FMS fuel managementdata is advisory information only. The data must not be used in lieu ofthe primary fuel flow indicator display.

PERFORMANCE INDEX

Theperformance index (PERF INDEX) pages areaccessed by pushingthe PERF function key. The PERF index pages are seen inFigures 5--1and 5--2.

When the PERF button is pushed, PERF INDEX page 1/2 is displayed,as shown in Figure 5--1. Page 2/2 is displayedby usingeither thePREVor NEXT paging keys, as shown in Figure 5--2. These pages showperformance functions selected at any time. Push the line select keyadjacent for selecting the respective function. Page numbers to theoutsideof eachbutton correspondwith pages in this guide that describethe button function. These pages are examples of the index whenFULLPERF is selected.

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Performance5-2


5-4

5-30

5-37

5-40

5-44

5-60

5-24

5-34

5-38

5-42

5-56

5-72

Page Page

01569.01


Page Page

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Performance


Performance Index Organization

Several FMS performance functions require initialization. For thesefunctions, when the related initialization selection is complete, theCONFIRM INIT prompt must be selected to compute the performancedata. The computed data is used for FMS and autothrottle controlfunctions. See Figure 5--3 for a block diagram of performance indexorganization. This block diagram assumes the active flight plan hasbeen closed and an active departure has been identified.

fms00235.04

PERFORMANCEINITIALIZATION

TAKEOFF

CLIMB

CRUISE

DESCENT

LANDING

STORED FLIGHT PLANINITIALIZATION

STORED FLIGHTPLAN DATA

SPECIALIZED FUNCTIONS

PERFORMANCEDATA

PERFORMANCEINDEX

FUELMANAGEMENT

WHAT--IF FLIGHT PLANINITIALIZATION

WHAT--IF FLIGHTPLAN DATA

PERFORMANCE PLAN(ACTIVE FLIGHT PLAN)

Figure 5--3Performance Index Organization

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Performance5-4


PERFORMANCE INITIALIZATION

The pilot selects one of the three methods in the following list tocomplete performance initialization.

1. Full Performance -- The FMS uses an uploaded and learnedaircraft database file to perform time and fuel calculations. Thetime calculations are also based on pilot--entered speedschedules andwinds. Computed cruise speed schedules such aslong--range cruise (LRC) and maximum speed are selected.

2. Pilot Speed/Fuel Flow -- The FMS uses pilot--entered speedschedules and winds to perform time calculations. The fuelcalculations are based on pilot--entered cruise fuel flow.Adjustments are made for the higher fuel flow in climb.

3. Current Ground Speed/Fuel Flow -- The fuel calculations arebased on the current fuel flow shown on the FUEL MGT page.When a fuel flow entry is made on that page, it takes the place ofthe sensed fuel flow. The time calculations are based on thecurrent ground speed when airborne. While on the ground, theFMS uses the default ground speed.

Figure 5--4 shows the sequenceof initialization and data pages for eachof the three methods of performance calculations.

NOTE: The pilotmust verify and reviewall the entered andcomputeddata.

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fms00190.05

Figure 5--4Performance Initialization Block Diagram

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Performance


Full Performance Method

Performance initialization has three pages. Many items are recalledfrom the previous flight to reduce the number of required inputs. Theseitems are changed. The only item that is a required entry for each flightis zero fuel weight (assuming fuel quantity is provided by the fuelgauge). An average cruise wind is entered, when available. The cruisealtitude is left at optimum or is entered.

D PERFORMANCE INIT 1/3 -- Figure 5--5 shows information aboutthe aircraft type and the performance mode. Speed schedules forclimb, cruise, descent, departure, and arrival are set here. Speedschedule is also used to set the default descent angle. In FULLPERF and PILOT SPD/FF, these speed schedules are used formaking ground speed predictions. In the CURRENT GS/FF mode,the ground speed predictions are unaffected by the speedschedules.

Figure 5--5PERFORMANCE INIT 1/3

— 1L -- Aircraft type (ACFTTYPE) is displayedon this line. Noentryis permitted here. The aircraft type is loaded from the aircraftdatabase. Refer to Data Load (page 6-178) for details on loadingan aircraft database.

NOTE: If no aircraft database has been loaded, this line is blank. Anaircraft database must be loaded for the FULL PERF option.

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Performance5-8


Normally, an aircraft database needs to be loaded only when theFMS is installed.

The pilot must verify that the ACFT TYPE data field has thecorrect aircraft type. The system generates incorrectperformance predictions when the FMS contains the wrongAIRCRAFT DB.

— 1R -- Aircraft tail number (TAIL #) is displayed on this line. Thetail number is configured in theaircraft personalitymodule (APM)and is not able to be changed by the crew. Once configured, itis saved. No action is required on future flights.

The tail number is used for the following two purposes:

1. Naming of the aircraft database file -- When the aircraftdatabase file is saved, the file is named using the tail number.

2. DMU -- The tail number is used by the data management unit(DMU) for loading the navigation database. DMU is alsousedfor the upload and download of the custom and aircraftdatabase files.

— 2L -- The FMS has three PERF modes or methods ofperformance calculations. Using the OR prompt at 2R changesthe modes, as shown in Figure 5--5.

— 3L -- 5L -- The climb and descent speed schedules are alwaysdisplayed as both a calibrated airspeed (CAS) and a MACH.Changes are made by entering a CAS, a MACH, or bothseparated by a slash ( / ). The leading slash ( / ) is an optionwhen entering a MACH only. Entering *DELETE* returns thedefault climb or descent speed schedule.

When both a CAS and MACH are entered, the active speedcommand is the CAS or MACH that provides the lowest trueairspeed (TAS) at the current altitude.

When the long--range cruise (LRC) or MAX SPD schedules areactive, the speed command is issued as a MACH at higheraltitudes and a CAS at lower altitudes. This is determined by theVMO/MMO crossover altitude. When the cruise speed scheduleis MAX END, the speed command is always CAS.

When only a MACH cruise speed is entered but the cruisealtitude is low, the TAScan becomeexcessive. Enter both aCASand a MACH or use LRC to avoid this situation.

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In addition to the speed entries, a default descent angle isentered in 5L. When the angle is entered independent of thespeed entries, the angle is either entered directly or with twoleading slashes ( // ). Refer to Descent (page 5-40) for additionalinformation.

— 4L --The cruise speed schedule is a CAS/MACH pair, only CAS,only MACH, or a system--generated cruise speed schedule.Entries of a CAS, a MACH, or both are accepted. Entering*DELETE* returns the default cruise speed schedule, which isLRC in FULL PERF and the value from the aircraft database inCURRENT GS/FF or PILOT SPD/FF. The othersystem--generated schedules, MAX SPD, MAX END and MXRSPD, are selected on the CRUISE MODES page only.

When both a CAS and MACH are entered, the active speedcommand is the CAS or MACH that provides the lowest TAS atthe current altitude.

When the LRC or MAX SPD schedules are active, the speedcommand is issued as a MACH at higher altitudes and a CAS atlower altitudes. This is determined by the VMO/MMO crossoveraltitude. When the cruise speed schedule is MAX END, thespeed command is always CAS.

When only a MACH cruise speed is entered but the cruisealtitude is low, the TAScan becomeexcessive. Enter both aCASand a MACH or use LRC to avoid this situation.

— 6L -- Selection of this line provides access to the DEPARTURE,APPROACH, and GO--AROUND speed pages. SeeFigures 5--10 thru 5--12.

— 3R, 4R, and 5R -- Selecting one of the OR prompts shows theCLIMB, CRUISE, or DESCENT MODES page, respectively, asshown in Figures 5--7 thru 5--9.

— 6R -- This prompt accesses the AIRCRAFT DB down/uploading.

In addition to transferring the AIRCRAFT DB to or from the dataloader, thepilot canalso cross--load the AIRCRAFTDB fromoneFMS to the other when the FMS is configured for and capable ofoperating in DUAL mode.

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D PERF MODE 1/1 -- Selecting the OR prompt at 2R, shown inFigure 5--5, shows the PERF MODE page, shown in Figure 5--6.The PERF MODE page is used for selecting the mode forperformance calculation.

00546.05

Figure 5--6PERF MODE 1/1

— 2L -- When CURRENT GS/FF is selected, performancecalculations are based on current ground speed and current fuelflow. However, while on the ground, the FMS default groundspeed is used. Once airborne, the current ground speed is used.The current fuel flow is displayed at 1R of the FUEL MGT1/2 page. However, the value is overridden by a pilot--entry. Theoverridden value is then used.

— 3L -- Selecting PILOT SPD/FF bases performance calculationson pilot--entered speed schedules and cruise fuel flow. Whenusing this option, the cruise fuel flow must be entered at 4R onthe PERFORMANCE INIT 1/2 page. Automatic adjustments aremade for the higher fuel flow in climb. Enteredwinds and sensedwinds (once airborne) are included in the ground speedpredictions used for time en route estimates.

— 4L -- Selecting FULL PERF bases performance on pilotselections and the learned aircraft performance. An aircraftdatabase must be loaded before this option is available.

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When either CURRENT GS/FF (2L) or PILOT SPD/FF (3L) areselected, the following inputs and features are not available:

D The PERF DATA pages

D The CLIMB page

D The CRUISE pages

D The DESCENT page

D Optimum and maximum altitude computations

D Cruise speed schedules:

- Long--range cruise (LRC)

- Maximum speed (MAX SPD)

- Maximum endurance (MAX END)

- Maximum reserve speed (MXR SPD)

D Point of no return (PNR) page

D Equal time point (ETP) page.

D CLIMBMODES -- ClimbModes, shown in Figure 5--7, are availableonly when using FULL PERF. The page shows both the manual anddefault speed schedule, as well as which schedule is active.

00542.05

Figure 5--7CLIMB MODES 1/1

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— 1L -- This field is used to enter CAS, MACH, or both separatedby a slash (/). After an entry is made, the display returns to thePERFORMANCE INIT 1/3 page.

— 2L -- Selecting this prompt activates the default climb scheduleand returns to the PERFORMANCE INIT 1/3 page.

— 1R -- The RETURN prompt is used to return to thePERFORMANCE INIT 1/3 page without making any selections.

D CRUISE MODES -- Cruise Modes, shown in Figure 5--8, areavailable only when using FULL PERF. The available modes forcruise are listed on this page with the active mode annotated.

00543.06

Figure 5--8CRUISE MODES 1/1

— 1L -- A MANUAL cruise speed is entered and activated at 1L.When an entry is made directly on the PERFORMANCE INIT1/3 page, it is recorded under the manual entry on this page.

— 2L, 3L, 4L, and 5L -- Pushing the line select key for a modemakes it the active cruise mode. The display returns to thePERFORMANCE INIT 1/3 page.

— 1R -- TheRETURNprompt returns to the PERFORMANCE INIT1/3 page with no action performed.

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D DESCENT MODES -- Descent Modes, shown in Figure 5--9, areavailable only when using FULL PERF. The page shows theavailable descent modes, as well as the active one.

00544.05

Figure 5--9DESCENT MODES 1/1

— 2L -- This field is used to enter CAS,MACH, or both. Thedescentangle is entered separately or following a CAS/MACH speedentry (e.g., 280/.73/3.5). After an entry is made, the displayreturns to the PERFORMANCE INIT 1/3 page.

— 3L -- Selecting this prompt activates the default descentspeed/angle schedule and returns to the PERFORMANCEINIT 1/3 page.


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D DEPARTURE SPEED -- TheDEPARTURE SPEEDpage, shown inFigure 5--10, is used to enter departure speed and restriction limits.This data is used to compute FMS speed commands duringdeparture. Theaircraft must beoperating in theupper andhorizontallimits in order for the departure speed limit to be used by the FMS.

00547.04

Figure 5--10DEPARTURE SPEED 1/3

— 1L -- This field is used to enter the departure speed limit. Thedefault value is the value from theaircraft databaseor 200 knots.

— 2L -- This field is used to enter the upper limit of the departurearea. The default value is 2500 feet.

— 2R -- This field is used to enter thehorizontal limit of thedeparturearea. The default is 4.0 NM.

— 1R -- The RETURN prompt is used to return to thePERFORMANCE INIT 1/3 page without making any selections.FOR TRAIN

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D APPROACH SPEED -- The APPROACH SPEEDS page, shown inFigure 5--11, is used to enter approach speed and restriction limitsand enter approach speed limits for different flap settings. This datais used to compute FMS speed targets during approach.

Figure 5--11APPROACH SPEEDS 2/3

— 1L -- This field is used to enter the approach speed limit. Thedefault value is the value from the aircraft database and isdisplayed in small font. Manually--entered speeds are displayedin large font.

— 2L, 2R, 3L, and 3R -- These fields are used to enter theapproachspeed limit for different flap settings. Default offsets from VREF inthe form of VREF+XX are displayed before PERF initialization iscomplete. The default offsets are obtained from the aircraftdatabase (ACDB). Calculated speeds are displayed followingPERF INIT. The calculated speeds are modified by the pilot.

NOTE: The calculated approach flap speeds shown on this pageare not determined from the basic VREF. The calculatedvalues are computedas a function of aircraft grossweight.

— 4L -- This field is used to enter the radial distance and altitudefrom thedestinationwhere theapproach speed schedulebegins.The default is 3000 feet AGL and 15.0 NM.

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— 5L and 5R -- Selecting YES for this option starts the approachspeed schedule at the first approach waypoint when thewaypoint is further out than the distance entered at 4L. Thedefault is YES. Using 5R changes the selection.


D GO--AROUND SPEEDS -- The GO--AROUND SPEEDS page,shown in Figure 5--12, is used to enter the go--around speedschedules for various configurations.

Figure 5--12GO--AROUND SPEEDS 3/3

— 1L -- This field shows the go--around speed for the cleanconfiguration. The default value is the value from the aircraftdatabase. Pilot--entry is permitted. Entering *DELETE* returnsthe default value.

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— 2L, 2R, 3L, and 3R -- These fields are used to show thego--around speed limits for the displayed flap settings. Defaultoffsets from VREF in the form of VREF+XX are displayed beforePERF initialization is complete. The default offsets are obtainedfrom the ACDB. Entries are permitted on 3L and 2R. Line selectsfor 2L and 3R are not available. Calculated speeds are displayedfollowing PERF INIT. The calculated speeds are modified by thepilot.

NOTE: The calculated approach flap speeds shown on this pageare not determined from the basic VREF. The calculatedvalues are computedas a function of aircraft grossweight.

D PERFORMANCE INIT 2/3 -- Reviewing and/or selecting a stepincrement for predicted step climbs is shown in Figure 5--13. It alsoshows the method used for fuel reserve calculations, as well astakeoff and landing fuel allowances. The page is available only in theFULL PERF mode.

01732.03

Figure 5--13PERFORMANCE INIT--KG 2/3

— 1L -- Entries for step incrementmust be in thousands of feet. Thethree trailing zeros are omitted. For example, a 4000--foot stepclimb increment is selected by entering 4 or 4000. Entering*DELETE* returns the selection to no step or 0 feet.

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Step climbs are used for long--range flights to optimize theaircraft performance. As the aircraft burns fuel, the optimumaltitude goes up. More than one step climb could be calculatedfor a flight.

When a step increment is selected, time and fuel predictionsassume that the step climbs are made. Therefore, a stepincrement must only be selected when the intent is to make thestep climbs. When clearance is not given or the step climb is notgoing to be made, step increment is set to zero in order tomaintain accurate time and fuel predictions.

— 2L -- The method of calculating fuel reserve is displayed on thisline. When one of the other two modes (kilograms remaining ortime remaining) has been selected on the FUEL RESERVEpage, an entry is made directly on this page, as shown inFigure 5--14. For example, when 450 kg is shown, an entry of900 changes the reserve quantity to 900 kg.

— 2R --This line accesses the FUEL RESERVE page, which isshown in Figure 5--14.

— 3L -- Thedefault values of Takeoff/LandingFuel (TO/LDGFUEL)are supplied from the aircraft database. Manual entries, whenmade, are saved for the next flight. Entering *DELETE* returnsthe default values.

The takeoff fuel allowance includes fuel burn for taxi and takeoff.Takeoff fuel allowance is decremented by fuel flow. However, itis not decremented past zero. Following takeoff or when thetakeoff allowance has been decremented to zero, fuel remainingvalues are adjusted to account for actual fuel burned.

The takeoff fuel allowance is added to the fuel requiredcalculation. The fuel required calculation is the predicted fuelfrom takeoff to landing plus reserves.

The landing fuel allowance is abuffer amount of fuel that theFMSincorporates into the total fuel required computation. The landingfuel is intended to cover the ground operation after landing. Thevalue is changed at any time.

— 4L -- The contingency fuel is entered here. Contingency fuel isnot computed automatically and must be supplied by the flightcrew. The FMS uses this value for determining required fuelwhile on--ground only. Following takeoff, Contingency Fuel is nolonger used in computations. Entering *DELETE* returns thedefault value of zero.

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D FUEL RESERVE 1/1 -- Figure 5--14 shows where the fuel reservemode is changed or modified. The fuel reserve page contains twomodes.

00545.04

Figure 5--14FUEL RESERVE 1/1

— 2L -- A fuel reserve in kilograms is entered. The specified fuelreserve applies at the destination, or at the alternate destinationwhen one has been entered.

— 3L -- A fuel reserve in minutes is entered. The time entered isconverted to pounds of fuel assuming flight at 5000 feet at thereserve holding speed. The fuel reserve applies to thedestination or the alternate destination when one has beenentered.

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D PERFORMANCE INIT 3/3 -- The PERFORMANCE INIT page,shown in Figure 5--15, is used to calculate the aircraft gross weight.

01733.03

Figure 5--15PERFORMANCE INIT--KG 3/3

— 1L -- The transition altitude is entered here. The FMS uses theinput to determine how to show altitudes. Altitudes above thetransition altitude are displayed as flight levels (FL) and below infeet. Entering *DELETE* returns thedefault valueof 18,000 feet.

— 2L -- INIT CRZ ALT -- The initial cruise altitude is entered at thislocation. The FMS uses the initial cruise altitude to determine thealtitude where the cruise phase of flight commences. The FMSchanges the speed command and engine pressure ratio (EPR)rating from climb to cruise when the aircraft levels at the initialcruise altitude or higher.

The default for INIT CRZ ALT is OPTIMUM when theperformance mode is FULL PERF. The FMS calculates theoptimum cruise altitude based on the performance initializationdata. After performance initialization is completed, thecalculated optimum altitude is displayed in small characters onthis page. Themethod used to compute the initial cruise altitudeis displayed following the altitude.

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D (OPTIMUM) indicates the initial cruise altitude is theoptimum altitude.

D (ALT SEL) indicates the initial cruise altitude was set byusing the altitude preselector.

D (FP LIM) indicates the initial cruise altitude was limited bythe active flight plan.

An entry of cruise altitude in FL or feet is permitted. Three--digitflight level entries are permitted. Thus, an entry of 350 isinterpreted as 35,000 feet or FL350. Entering *DELETE* at anytime returns to the default of OPTIMUM. When performance isalready initialized, the optimum altitude is recomputed.

When an entered altitude is lower than the altitude selector, theentry is rejected and the MCDU message RESET ALT SEL? isdisplayed. The cruise altitude must be equal to or greater thanthe altitude selector.

The INIT CRZ ALT does not automatically change when theaircraft climbs to an altitude above the initial cruise altitudeshown on PERFORMANCE INIT 2/3. This action changes thecruise altitude as shown on the PERF DATA pages (refer topage 5-24). Performance data is recalculated to reflect thehigher cruise altitude.

The FMS does not automatically compensate for short triplimited flight plans in which the CRZ ALT is not obtainable. Forshort flights, the flight crew must check to determine initial CRZALT can be reached. This is done after initializing PERF byverifying that the top--of--descent (TOD) is further out than thetop--of--climb (TOC).When the TOC is at or beyond the TOD thatprofile is short trip limited and a lower CRZ ALT must berequested.

NOTES: 1. Once in flight, when the actual cruise altitude islower than the entered or calculated initialcruise altitude, the initial cruise altitude entrymust beadjusted to the lower value. This placesthe FMS in the cruise mode and adjusts theperformance predictions to account for thelower cruise altitude.

2. The speed command for a level--off below theentered or calculated initial cruise altitude is theclimb speed target.

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Additional Definition of Optimum Altitude

The optimum altitude has different definitions based on the cruisespeed mode. For the LRC and manual cruise speeds, the optimumaltitude is where the specific range is optimized. This altitude is typicallyclose to the ceiling altitude. The MAX SPD optimum altitude is themaximized true airspeed. This altitude tends to be close to theVMO/MMO crossover altitude. For MAX END speed, the optimumaltitude is the minimized fuel flow. For MXR SPD, the optimum altitudeis where true airspeed is maximized while ensuring the destination isreached with the proper fuel reserves.

The OPTIMUM altitude is short--trip limited. This means the computedaltitude is adjusted downward when the flight is not long enough for aclimb to the optimum altitude. Regardless of short--trip limiting, thecruise altitude is always set at least as high as the altitude selector.

D 3L and 3R -- An average cruise wind and corresponding altitude isentered at 3L and 3R. No entry is required, but is recommended.When no entry is made, the FMS assumes zero wind. When thecruise wind is entered at 3L, prompts are displayed at 3R. Thealtitude must also be entered before the cruise wind is accepted.Entering *DELETE* returns the default value of zero.

D 4L -- Zero fuel weight (ZFW) is not retained over FLIGHTCOMPLETE. ZFW needs to be re--entered for every flight. Entering*DELETE* returns the entry prompts.

D 1R -- Speed limits associated with altitudes, not waypoints, isentered. ForU.S. operation, 250 knots below 10,000 feet is entered.The FMS speed command is limited to this speed below therestriction altitude. Entering *DELETE* removes the speed/altitudelimit and showsdashes. This is theonly field left with dashes andstillenables performance data to be computed.

D 2R -- The forecast temperature deviation at the cruise altitude isentered in this field. The deviation is relative to the InternationalStandard Atmosphere (ISA). When no entry is made, the displayeddefault of zero is used. Do not input the temperature deviation at thefield elevation. Temperature impactsmost performancepredictions,suchas the climbgradient, the ceiling altitude, the fuel consumption,the ground speed predictions, and more. For additional information,refer to the explanation of the Wind and Temperature Model onpage 5-32.

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D 4R -- The fuel weight, when sensed by the fuel quantity system, isdisplayed in small characters. The fuel and gauge valuessynchronize when one or both engines are off. The pilot manuallyenters a fuel weight used when the entry is made after both enginesare running. Otherwise, the fuel gauge quantity is used. See FUELMGT page 1/2 on page 5-74 for additional information regardingFMS fuel quantity computation and fuel leak detection.

D 5R -- The gross weight is automatically calculated based on theentries at 4L and 4R.When the gross weight exceeds themaximumgross weight from the aircraft database, the message EXCEEDSMAX GROSS WEIGHT is displayed, and the weight is shown inreverse video. This must be corrected before performance isinitialized.

D 6R -- When performance initialization is complete, the CONFIRMINIT prompt is displayed in the lower right corner of this page inreverse video. The CONFIRM INIT prompt must be selected for theperformance function to calculate performance data.

Selecting the CONFIRM INIT prompt shows the PERF DATA page.After confirming initialization, the prompt at 6R of the PERFORMANCEINIT page becomes PERF DATA on all PERF INIT pages.

Pilot Speed/Fuel Flow (SPD/FF) Method

The PILOT SPD/FF method of performance initialization has a total oftwo pages. The PERFORMANCE INIT 2/3 page for FULL PERF is notused. The performance initialization is similar to the FULL PERFinitialization with the following exceptions:

D The PERFORMANCE INIT 1/2 page (page 1/3 for FULL PERF)shows entry prompts at 4R for entry of cruise fuel flow (CRZ FF).There are no OR prompts at 3R and 5R.

NOTE: When the PILOT SPD/FF performancemode is first selectedwhile the aircraft is airborne, the current fuel flow is displayedin this field. This is done to prevent dropping performanceinitialization.

D The PERFORMANCE INIT 2/2 page (page 3/3 for FULL PERF)does not show the PERF DATA prompt. There are no PERF DATApages for this mode. Entry prompts are displayed. Entering*DELETE* returns the entry prompts and the performance functionis de--initialized.

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Current Ground Speed/Fuel Flow (GS/FF) Method

The CURRENT GS/FF method of performance initialization is similarto the PILOT SPD/FF initialization with the following exceptions:

D The climb, cruise, and descent speed schedules on thePERFORMANCE INIT 1/2 page are used to set FMS speedcommands to the flight director. They are not used for performancecalculations.

D The cruise wind and temperature entries on the PERFORMANCEINIT 2/2 page are not needed. The time and fuel calculations arebased on current conditions only. Entry prompts are displayed.Entering *DELETE* returns the entry prompts and the performancefunction is de--initialized.

Switching Performance Methods

The performance methods are switched manually. In some cases,reversion is automatic. The following applies:

D Switching between FULL PERF and PILOT SPD/FF causes thecurrent fuel flow to be used as the PILOT SPD/FF cruise fuel flowbaseline when airborne. A subsequent entry of cruise fuel flow canstill be made.

D When the FULL PERF or PILOT SPD/FF methods are being usedand become invalid, the FMS automatically reverts to theCURRENT GS/FF method.

D When the FMS reverts to the CURRENT GS/FF method, thePROGRESS page shows fuel and time at destination based oncurrent GS and FF.

PERFORMANCE DATA

The three PERF DATA pages are available when the performancemode is FULL PERF. The performance data is displayed when anactive flight plan and performance initialization has been completed.Anytime changes are made to the flight plan, performance datacomputations are updated. In flight, factors such as unexpected windsor routing changes alter the predictions.

When performance data is being recalculated, the displayed data isblanked during the few seconds of calculation. This operation is thegeneral rule for all pages showing performance data.

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D PERF DATA 1/3 -- Figure 5--16 shows the overall fuel and timecalculations along with the cruise altitude. When an alternate flightplan has been entered, data for both the destination and thealternate destination is presented.

00551.10


— 1L -- The computed cruise and ceiling altitudes are displayed.Cruise altitude is entered in FL or feet. Entering *DELETE* isinterpreted as a request to recompute the optimum altitude. Theceiling altitude is computed by the FMS and cannot be entered.

Additional Details About Cruise Altitude

When optimum altitude is selected for the initial cruise altitude onPERFORMANCE INIT 3/3 page, the computed optimum altitude isdisplayed as the cruise altitude on PERF DATA 1/3 page. When aninitial cruise altitude is entered (e.g., 40000 ft), this altitude is displayedas the cruise altitude on PERF DATA 1/3 page.FOR TRAIN

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When the altitude preselector is dialed to a higher altitude than thecruise altitude on PERF DATA 1/3 page, this field is updatedautomatically. The initial cruise altitude on PERFORMANCE INIT3/3 page remains unaffected by the automatic adjustments. When thecruise segment is actually flown at a lower altitude than the cruisealtitude onPERFDATA 1/3 page, a newcruise altitudemust beenteredin this field by the pilot. When the new cruise altitude is not entered, aclimb is predicted since the FMS is expecting a climb to the cruisealtitude shown on PERF DATA 1/3 page.

Additional Details About Ceiling Altitude

Theceiling altitude is the highest attainable altitudeof theaircraft for thegiven cruise conditions. The ceiling altitude is limited to the certifiedceiling altitude. The ceiling altitude depends on the cruise speedmode,as well as gross weight and air temperature. Prior to reaching cruise,predicted gross weight and air temperature values at TOC are used tocompute ceiling altitude. Once in cruise, the current weight and outsideair temperature are used.

For MAX SPEED, an altitude ceiling is computed, which provides themaximum TAS at the maximum cruise power setting.

For MAX END cruise mode, an altitude ceiling is computed, whichprovides the maximum time in--flight.

For LRC cruise mode, the ceiling altitude is computed, which results inthe maximum range given the LRC speed schedule.

For manual cruise mode, the ceiling altitude is computed to be thehighest altitude at which the aircraft can sustain the entered CAS orMACH.

When the aircraft is engaged in extended operations (ETOPS), theaircraft operation is limited to a specific altitude of 41,000 ft. The FMSdoes not calculate any altitude above this specific altitude or allow anypilot entry that violates this altitude.

D 1R -- The step increment is entered using the same rules as duringperformance initialization. Refer to page 5-17 for additional details.

D 2L and 2R -- This line shows estimated time en route (ETE) to thedestination and the alternate destination. No entry is permitted.

D 3L and 3R -- Once airborne, the estimated time of arrival (ETA) atthe destination and the alternate destination are displayed. Thesefields are blank while on the ground unless an estimated time ofdeparture (ETD) has been entered. Flight plan distance to go to thedestination and the alternate destination are displayed.

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D 4L and 4R -- This line shows total fuel requirement and the fuel figureof merit (FOM). The fuel required includes the fuel to fly themission,the takeoff and landing allowances, plus reserves, plus contingencyfuel. The fuel FOM is an estimate of theaccuracy of the fuel requiredcalculation expressed in thousands of pounds. In Figure 5--16, theFUEL FOM is 0.2, meaning fuel required numbers have anestimated accuracy within ± 200 pounds.

D 5L and 5R -- The predicted gross weight at the destination and thealternate destination are displayed. Also shown is the predicted fuelquantity remaining at the destination and the alternate destination.

D 6L and 6R -- The prompt at 6L on all PERF DATA pages is PERFINIT. The prompt at 6R on all PERF DATA pages is either of thefollowing:

— DEPARTURE -- when a departure runway has not been selected

— TAKEOFF -- when a departure runway has been selected andVSPEEDS are not entered

— CLIMB -- when a departure runway has been selected andVSPEEDS are entered.

D PERF DATA 2/3 -- Figure 5--17 shows wind information and tracksfuel prediction changes since takeoff. No entries are permitted.

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— 1L -- The average cruise wind for the remainder of the flight plan,as estimated by the performance mission predictions, isdisplayed. This wind is computed based on sensed wind andentered wind. Refer to page 5-31 for additional information onwind and temperature entries.

— 1R -- The same wind as in 1L, but resolved into averageheadwind or tailwind component, is displayed.

— 2L and 2R -- The preflight fuel remaining at the destination isdisplayed. At takeoff, this value is frozen for the remainder of theflight.

— 3L and 3R -- After takeoff, the latest estimate of fuel remainingat the destination, and the difference to the preflight plan, aredisplayed.On theground, thesedisplays are blank. This enablesthe pilot to compare how well the flight is tracking to the preflightplan.

D PERFDATA3/3 -- Figure 5--18 shows informationabout fuel reserverequirements. No entries are permitted.

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— 1L and 1R -- The method of fuel reserve calculation, as chosenonPERFORMANCE INIT page 2/3, is displayed here. When thefuel reservemode is kilograms orminutes, the fuel reserve at thedestination is displayed with no alternate defined. With analternate flight plan, these two fuel reserve modes show the fuelreserve at the alternate destination.

— 2L and 2R -- The required (REQ) fuel reserve and the predictedfuel remaining (PLAN) are displayed. When the required fuelreserves (REQ) are less than the predicted fuel remaining(PLAN), there is sufficient fuel reserve on board. The PLAN fuelremaining is frozen at takeoff. The REQ fuel changes when thereserve mode is changed.

— 3L and 3R -- The UPDATED PLAN is displayed only whileairborne and represents the most recent estimate of the fuelremaining. While in flight, this quantity must be compared to theREQ fuel. This comparison serves to verify sufficient fuel reserveis on board. In addition, the difference between the preflight andupdated plan is displayed.

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PERFORMANCE PLAN

ThePERF PLANpages show the estimated fuel remainingandETE foreach leg of the flight. This is shown in Figure 5--19. No flight planchanges aremade from this page. ThePREV and NEXT keys are usedto review the entire flight plan. In addition to this information, this pageshowsawind/temperature (W/T) prompt (right line select keys) for eachwaypoint.

00558.04

Figure 5--19PERF PLAN 1/X

Selecting the W/T prompt for a specific waypoint shows theWIND/TEMP page. This page is used for display and entry of wind andtemperature information.

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Wind and Temperature Pages

D WIND/TEMP 2/X -- When the WIND/TEMP page is first selected,the page shows the predicted altitude, as well as the predicted windand temperature at that altitude for the waypoint. This is shown inFigure 5--20.

01586.02

Figure 5--20WIND/TEMP 2/X

— 1L -- The waypoint is displayed. No entry is permitted. However,the PREV and NEXT keys are used to cycle through thewaypoints in the flight plan.

— 1R -- Pushing this line select key returns the display to the PERFPLAN page.

— 2L -- The predicted altitude from the performance computationsis displayed here. Altitude entries are permitted. Altitude entriesare used to assign an altitude to an entered wind and/ortemperature.

— 2R -- The wind shown is the wind being used for performancecomputation. This wind is a blend of sensed wind (whenairborne) and entered winds. Wind entries in degrees (true andmagnitude) are entered.

— 3R -- The predicted static air temperature is a blend of sensedand entered values. Temperature is entered in degrees C (_C).

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— 6L -- When no data has been entered and datalink functionalityis available, the DLK WINDS prompt is displayed, permittingdirect access to the DATALINK WINDS page. With entry of anydata on the WIND/TEMP page, the FMS displays the CLEARprompt at 6L, as shown in Figure 5--21. Selection of this promptclears all entries on the page and returns the default valuesshown when the page was first accessed.

— 6R -- With entry of a valid wind/temperature, the FMS shows theENTER prompt at 6R. This is also shown in Figure 5--21. A validwind/temperature entry requires entry of an altitude, and entry ofwind and/or temperature. When an entry is valid, the data isdisplayed in reverse video and the ENTER prompt is shown.

00564.05

Figure 5--21WIND/TEMP 2/X -- CLEAR Prompt

Wind and Temperature Model Blending

The FMS wind and temperature model blends wind and temperatureentries with the current position sensed wind and temperature. Thesensed wind and temperature are blended in proportion to the distanceaway from the aircraft. For example, at present position, sensed windand temperature are blended at 100%. At 350 NM, sensed is blended50% and entered at 50%. For other distances, wind and temperaturesare blended proportionately.

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Wind and Temperature Model Entries

When viewing the WIND/TEMP page, the blended wind andtemperature are displayed. Becauseof this blending, thepage does notnecessarily reflect the exact pilot entry. The following describes theeffect of each type of entry on wind and temperature used by the FMS.

D NoEntry -- Whenwind or temperature are not entered on any page,a wind of zero and ISA temperature is assumed for each waypointat every altitude. Performance planning is based on zero wind andISA temperature plus the blended sensedwind and temperature, aspreviously described.

D Average Entry Only -- When an average wind and/or temperature(ISA DEV) is entered on the PERF INIT 3/3 page, it applies to everywaypoint in the flight plan. The wind is ramped down from theentered altitude to produce a lower wind at lower altitudes. Ataltitudes above the tropopause, thewind is assumed to be constant.

D Entry at Waypoint -- Wind and temperature are also entered ateach waypoint on the WIND/TEMP page. When an entry is madeat an individual waypoint, any previous entry is erased. The entry isapplied to each waypoint forward in the flight plan until a waypointwith another entry is encountered. Long flight plans are permitted tobe subdivided into segments for the purpose of makingwind/temperature entries. After an entry has been made, the 6Lprompt CLEAR is displayed. This prompt serves as a reminder ofwhere entries have been made and also clears those entries.

Recommended Entries

When the wind and temperature are forecast to be fairly constant overthe route of flight, an averagewind and temperature (ISA DEV) enteredon the PERFORMANCE INIT 3/3 page is sufficient. When the flight isshort, this is typically a good approximation. The ISA DEV entry mustbe left at zero, when no forecast is available. The temperature variationat high altitudes are normally small and do not impact planning asmuchas wind variations.

For long flight plans, the best estimate of the average cruise wind isrecommended. For shorter flight plans, entered wind matters forpreflight. Once in cruise, the sensed wind takes precedence (refer toWind and Temperature Model Blending on page 5-32).

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Wind and Temperature Performance Planning

Temperature and especially wind play a significant role in performanceplanning. The wind can account for as much as one-third of the groundspeed. When flying a fixed Mach number, the true airspeed is roughly5% higher when the temperature is increased by 20_C. The increasedtemperature also affects the fuel flow, the MAX attainable altitude, etc.Therefore, the closer the entered winds and temperatures are to theactual encountered conditions, the better the FMS performancepredictions.

TAKEOFF

The FMS computes head/tail and crosswind components as well asdensity altitude for these aircraft.

D TAKEOFF 1/3 -- The MCDU page shown in Figure 5--22 displaysdatabase information about the departure runway (when one hasbeen selected).


— 1L -- The selected runway heading is displayed.Whenno runwayhas been selected on the DEPARTURE pages, the field showsdashes. Selection of this line accesses the DEPARTURE pagesfor selection of a runway. Entries are permitted and are madeusing the two--digit identification (e.g., 29meaning290_). Entriesin degrees require a three--digit input. The runway heading isused to resolve the wind into head/tail and crosswindcomponents.

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— 1R -- The take off weight of the aircraft is displayed. When norunway has been selected, entry prompts are displayed.

— 2L -- The outside air temperature is displayed in this field. Anentry is made in degrees Celsius or degrees Fahrenheit. Entriesin degrees Fahrenheit require a leading slash ( / ). Thetemperature is used to compute density altitude.

— 2R -- The surface wind is entered here. The wind entry is usedto compute the head/tail and crosswind components.

— 3L and 3R -- The pressure altitude, barometric (BARO) setting,and the BARO altitude from the air data system (ADS) aredisplayed here. Entry of BARO setting is permitted and is madein inches or millibars. Use *DELETE* to return to the previousunits. When a runway has been selected, the pressure altitudeis computedbasedon the field elevation and the ADSbarometricsetting. The pressure altitude is used for the density altitudecomputation. Entries are permitted, but only impact the densityaltitude.

— TAKEOFF 2/3 -- The MCDU page, shown in Figure 5--23,displays the flap configuration and dataset.


— 1L -- The take off flap setting is displayed.

— 1R -- This prompt permits a different flap setting to be chosen.

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— 2L -- The current take off mode is displayed.

— 2R -- Shows the status of the automatic takeoff thrust controlsystem.

D TAKEOFF 3/3 -- The MCDU page, shown in Figure 5--24, is usedto manually enter takeoff VSPEEDS. VSPEEDS are used to put speedtargets directly on the PFD speed tape. These are used to visuallyinform the pilot of important speeds including V1, V2, VR, and VFS.Takeoff VSPEEDS are entered on Takeoff 3/3 page.

Takeoff VSPEEDS are entered at any time and are clearedautomatically on completion of flight.

NOTE: When the aircraft database is corrupt or not installed, onlythe first two pages are displayed. TheTAKEOFF 3/3pageis not available for this case.


— 1L through 4L -- Enter each VSPEED on the appropriate line.Take--off VSPEEDS are output and valid until indicated airspeed(IAS) is greater than20 kts above the highest entered VSPEED andthe aircraft altitude is above 1500 ft AGL. After landing, takeoffVSPEEDS are re--displayed when valid.

— 5R -- The takeoff pitch attitude is displayed.

The FMS computes head/tail and crosswind components as well asdensity altitude for takeoff.

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CLIMB

Performance initialization must be completed before data is displayedon this page. Some items are for display only, but a climb speedschedule and TOC altitude must be entered.

D CLIMB 1/1 -- Figure 5--25 shows the following data:

00569.04

Figure 5--25300/.75M CLIMB 1/1

— 1L -- Top--of--climb altitude (TOC ALT) is displayed here and isthe same altitude as the cruise altitude on the PERF DATA1/3 page. An entry is permitted in FL or in feet. An entry changesthe cruise altitude shown on all PERF pages. Entering*DELETE* initiates a re-computation of the optimum altitude.

— 1R -- The ETE to TOC (on the ground) and the ETA at TOC(airborne or when ETD entered) are displayed. No entries arepermitted.FOR TRAIN

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— 2L -- The speed command shown in this field is the current climbspeed command in CAS/MACH. The controlling speed (CAS orMACH) is displayed in large characters and the other in smallcharacters. The speed command is less than the selected speedschedule (shown in the title). This is because of thespeed/altitude limit or climb speed constraints.

A speed schedule is entered on this page. Either CAS, MACHorboth are entered. When a speed is entered on this line, itchanges and selects the manual speed schedule on the ORpage of the PERFORMANCE INIT 1/3 page. When only CAS oronly MACH are entered, the manual speed retains the previousvalue for the unentered item. For example, when a CAS value isentered, themanual speed schedule is changed to the newCASvalue and the previous MACH value. Both CAS and thecorresponding MACH value are selected as the active climbspeed schedule. Entering *DELETE* returns to the defaultspeed schedule.

— 3L and 3R -- The distance--to--go (DTG) to TOC and the fuelremaining (FUEL REM) at TOC are displayed on this line. Noentries are permitted.

CRUISE

The CRUISE page is available only when the FULL PERF mode isused. Performance initialization must be completed before data isdisplayed. Some items are for display only, but entries of speedschedule and cruise altitude are permitted.

The CRUISE page is accessed through the PERF INDEX or fromprompts on the CLIMB or DESCENT pages.

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D CRUISE 1/1 -- Figure 5--26 shows a title that reflects the CRUISEspeedmode selected during PERF INIT. In this example, the speedmode is long--range cruise.

00570.06

Figure 5--26LONG RANGE CRUISE 1/1

— 1L -- The cruise altitude is displayedhereand is the samealtitudeas the cruise altitude on the PERF DATA 1/3 page. Entries aremade in FL or in feet. Entering *DELETE* initiates arecomputation of the optimum altitude.

— 1R -- The optimum altitude and step climb altitude are displayedhere. No entries are permitted. The optimum altitude is thecurrent optimum altitude depending on the current gross weight,temperature, and scheduled cruise speed. The current airspeeddoes not matter, because the optimum altitude definitionchanges with the speedmode. The step altitude reflects the sumof the cruise altitude and the step increment.

— 2L -- The speed shown in this field is the current cruise speedcommand, either a CAS or a MACH. Only the controlling speedis shownevenwhen the cruise speedmode is aCAS/MACHpair.CAS, MACH or both (separated by a slash ( / )) are entered.Entering *DELETE* returns to the default speed schedule LRC.Changing the speed schedule on this page also changes thePERFORMANCE INIT 1/3 page. TheMAXSPD,MAXEND, andMXR SPD cruise speed modes are selected only from thePERFORMANCE INIT 1/3 page. When the speed command isbeing limited, it is displayed in reverse video.

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— 2R -- The ETE and ETA to the bottom--of--step--climb (BOSC)point are displayed. No entries are permitted. Data is displayedonly when the performance function is planning a step climb.

— 3L and 3R -- The DTG and the FUEL REM at the BOSC pointare displayed. No entries are permitted. Data is displayed onlywhen the performance function is planning a step climb.

— 4L and 4R -- These two lines show the distance to TOD andpredicted fuel remaining at TOD. No entry is permitted.

— 5L and 5R -- This line shows the range in nautical miles wherethe fuel remaining equals the reserve fuel. The correspondingtime to reserve fuel is also given. The predictions are based onflying the active flight plan to the destination at the given cruisespeed schedule. Assuming the range to reserve goes beyondthe destination, the predictions after the destination are made atthe cruise altitude, but with zero winds. No entry is permitted.

DESCENT

Thedescent page is available onlywhen theFULLPERFmode is used.Performance initialization must be completed before data is displayed.Some items are for display only, but speed schedule and descent angleare entered.

D DESCENT 1/1 -- Figure 5--27 shows a title line that reflects theselected descent speed schedule.

00572.04

Figure 5--27300/.80M DESCENT 1/1

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— 1L -- Bottom--of--descent altitude (BOD ALT) is displayed. TheBOD altitude is the destination elevation when no altitudeconstraints are in the descent. With one ormore descent altitudeconstraints, the active BOD constraint is always displayed.

— 1R -- The ETE to BOD (on the ground) and the ETA at BOD(when airborne or when ETD is entered) are displayed. Noentries are permitted.

— 2L -- The speed command shown in this field is the currentdescent speed command in CAS/MACH. The controlling speed(CAS or MACH) is displayed in large characters and the other insmall characters. The speed command can be less than theselected speed schedule (shown in the title). This is because ofthe speed/altitude limit or descent speed constraints.

A speed schedule is entered on this page. Either CAS or MACHor both are entered. When a speed is entered on this page, itchanges and selects the manual speed schedule on the ORpage of the PERFORMANCE INIT 1/3 page. When only CAS orMACHare entered, themanual speed retains the previous valuefor the unentered item. For example, when a CAS value isentered, themanual speed schedule is changed to the newCASvalue and the previous MACH value. Both CAS and thecorresponding MACH value are selected as the active descentspeed schedule. Entering *DELETE* returns the default speedschedule.

— 2R -- The default descent angle is displayed here. An Entrychanges the PERFORMANCE INIT 1/3 page. In vertical flightlevel change (VFLCH), the TOD location is computed using thisangle. However, the angle (rate) of descent is controlled by thethrust setting. In vertical path (VPATH), this is the glidepath angleused for descent.

— 3L and 3R -- The DTG to BOD and the fuel remaining at BODare displayed on this line. No entries are permitted. When noaltitude constraint has been entered for the descent, the BODcoincides with the destination.

— 6R -- When a destination runway has not been defined, theARRIVAL prompt is displayed. Once a destination runway isselected, the LANDING prompt is displayed. When landingVSPEEDS have not been configured, the FLT PLAN prompt isdisplayed.

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Additional Details About Default Descent Angle

The default descent angle is used to place the TOD. When no altitudeconstraints are in thedescent, thedestination elevation is the referencepoint. The descent angles are also entered individually at any altitudeconstraints or are supplied as part of an arrival or an approach. In thatcase, the TOD is based on the active BOD and the entered angle. Thedescent angle shown on the DESCENT page is always the defaultdescent angle from performance initialization. It could, therefore, differfrom the angle flown on any individual path.

LANDING

D LANDING 1/2 -- The MCDU page, shown in Figure 5--28, showsdatabase information about the arrival runway when one has beenselected.


— 1L -- The runway outside air temperature is displayed.

— 2L -- The approach flap setting is displayed.

— 3L -- The landing flap setting is displayed.

— 4L -- Ice detection status is displayed.

— 5L -- The active instrument approach is displayed.

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— 1R -- The current landing weight is displayed.

— 2R -- This prompt permits a different approach flap setting to bechosen.

— 3R -- This prompt permits a different landing flap setting to bechosen.

— 4R -- This prompt permits ice detection status to be changed.

— 5R -- This prompt permits a different instrument approach to bechosen.

D LANDING 2/2 -- The MCDU page, shown in Figure 5--29, is used toenter landing speeds. VSPEEDS are used to put speed targets directlyon the PFD speed tape. These are used to visually inform the pilotof important speeds including VREF, VFS, VAPP, and Vac. LandingVSPEEDS are entered on the Landing 2/2 page.

Landing VSPEEDS entered at any time are cleared automatically oncompletion of flight.

NOTE: Landing VSPEEDS entered prior to take off are automaticallyremoved15minutes after take--off unless the landinggearis lowered or the flaps are extended.


— 1R -- The current landing weight is displayed.

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— 1L through 4L -- Enter each VSPEED on the correct line. LandingVSPEEDS are output and valid when the aircraft is within 50 NM ofthe destination, landing gear is lowered, or flaps are extended.After landing, takeoff VSPEEDS are displayed, when valid.

— 6L -- Following entry of valid VSPEEDS, this prompt changes fromPERF DATA to CLEAR. When CLEAR is displayed, 6L is usedto remove landing Vspeeds from both FMSs.

WHAT--IF FLIGHT PLAN

The primary purpose of the WHAT--IF flight plan is to give the pilot ameans of evaluating the effects on fuel and time performance withrespect to vertical and lateral flight plan changes. The WHAT--IF flightplan is run in parallel with the active flight plan and therefore permits thepilot to perform the previously discussed trades without impacting thecurrently active flight plan.

When activated, the WHAT--IF flight plan defaults to a copy of theremaining currently active flight plan and is initialized with the currentlyactive flight plan performance parameters. The working copy of theWHAT--IF flight plan is created by the modification (MOD) flight plan.The pilot subsequently makes changes to the MOD flight plan,performance parameters, or guidance modes and then reviews theresulting performance changes.

When the pilot is finished evaluating the WHAT--IF changes, theresulting flight plan is either loadedas theactive flight plan or discarded.To make the WHAT--IF flight plan active, the pilot must activate theresultant MOD flight plan.

Direct access is provided from the PERF INDEX page. Access is alsoprovided from the WHAT--IF DATA page.

What--If Performance Initialization

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D WHAT--IF INIT 1/3 -- Figure 5--30 contains information about theaircraft performancemodes and speed schedules for theWHAT--IFflight plan. WHAT--IF INIT page 1 defaults to the currently activeflight planCLIMB,CRUISE, andDESCENTmodespeedschedules.

01856.01

Figure 5--30WHAT--IF INIT 1/3

— 1L -- 3L -- These lines show the selected climb and descentmodes, and respective speed schedules for the WHAT--IF flightplan. The modes and speed schedules default to the currentlyactive flight plan entries.

The climbanddescent speed schedules are always displayedasboth aCAS and aMACH. Changes aremade by entering aCAS,aMACH, or both separated by a slash ( / ). The leading slash ( / )is an option when entering a MACH only. Entering *DELETE*returns the WHAT--IF default climb or descent speed schedule.

When both a CAS and MACH are entered, the active speedcommand is the CAS or MACH that provides the lowest TAS atthe current WHAT--IF altitude.

When the LRC or MAX SPD schedules are active, the speedcommand is issued as aMACHat higherWHAT--IF altitudes anda CAS at lower WHAT--IF altitudes. This is determined by theVMO/MMO crossover altitude. When the cruise speed schedule isMAX END, the speed command is always CAS.

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If only a MACH cruise speed is entered but the WHAT--IF cruisealtitude is low, the TAScan becomeexcessive. Enter both aCASand a MACH or use LRC to avoid this situation.

In addition to the speed entries, a default descent angle isentered in 3L. When the angle is being entered independent ofthe speed entries, the angle is either entered directly or with twoleading slashes ( // ). Refer to Descent, page 5-49 for additionalinformation.

— 2L -- These lines show the selected cruise mode and respectivespeed schedule for the WHAT--IF flight plan. The mode andspeed schedule default to the currently active flight plan entries.

The cruise speed schedule is a CAS/MACH pair, only CAS, onlyMACH, or a system--generated cruise speed schedule. Entriesof a CAS, a MACH, or both are accepted. Entering *DELETE*returns the WHAT--IF default cruise speed schedule. The othersystem--generated schedules, MAX SPD, MAX END and MXRSPD, are selectedon theWHAT--IF CRUISEMODES pageonly,as shown in Figure 5--31.

When both a CAS and MACH are entered, the active speedcommand is the CAS or MACH providing the lowest TAS at thecurrent WHAT--IF altitude.

When the LRC or MAX SPD schedules are active, the speedcommand is issued as aMACHat higherWHAT--IF altitudes anda CAS at lower WHAT--IF altitudes. This is determined by theVMO/MMO crossover altitude. When the cruise speed schedule isMAX END, the speed command is always CAS.

When only a MACH cruise speed is entered but the WHAT--IFcruise altitude is low, the TAS can become excessive. Enter botha CAS and a MACH or use LRC to avoid this situation.

— 6L -- This selection takes the pilot to theWHAT--IF RESETpage.This page provides the pilot with the option of returning allWHAT--IF entries back to default values, as shown inFigure 5--37.

— 1R, 2R, and 3R -- Selecting one of the OR prompts shows theWHAT--IF CLIMB, CRUISE, or DESCENT MODES page,respectively, as shown in Figures 5--31 thru 5--33.

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D WHAT--IF CLIMB -- Figure 5--31 shows information about theWHAT--IF CLIMB mode page. WHAT--IF CLIMB page defaults tothe currently active flight plan CLIMB mode speed and speedschedule. When changes to the speed schedule are made inWHAT--IF INIT page 1, the WHAT--IF CLIMB mode page reflectsMANUAL mode as active at the entered speed schedule.

00580.04

Figure 5--31WHAT--IF CLIMB 1/1

— 1L -- This field is used to enter CAS, MACH, or both separatedby a slash ( / ). After an entry is made, the display returns to theWHAT--IF INIT 1/3 page.

— 2L -- Selecting this prompt activates the WHAT--IF default climbschedule and returns to the WHAT--IF 1/3 page.

— 1R -- TheRETURNprompt is used to return to theWHAT--IF INIT1/3 page without making any selections.FOR TRAIN

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D WHAT--IF CRUISE -- Figure 5--32 shows information about theWHAT--IF CRUISE mode page. WHAT--IF CRUISE page defaultsto the currently active flight plan CRUISE mode and speedschedule. When changes to the speed schedule are made inWHAT--IF INIT page 1, the WHAT--IF CRUISE mode page reflectsMANUAL mode as active at the entered speed schedule.

00581.05

Figure 5--32WHAT--IF CRUISE 1/1

— 1L -- A MANUAL cruise speed is entered and activated forWHAT--IF at 1L.Whenanentry ismade directly on theWHAT--IFINIT 1/3 page, it is recordedunder themanual entry on this page.

— 2L, 3L, 4L, and 5L -- Pushing the line select key for a modemakes it the WHAT--IF cruise mode. The display returns to theWHAT--IF INIT 1/3 page.

— 1R -- The RETURN prompt returns to the WHAT--IF INIT1/3 page with no action performed.FOR TRAIN

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D WHAT--IF DESCENT -- Figure 5--33 shows information about theWHAT--IF DESCENT mode page. The WHAT--IF DESCENT pagedefaults to the currently active flight plan DESCENT mode andspeed schedule. When changes to the speed schedule are made inWHAT--IF INIT page 1, the WHAT--IF DESCENT mode pagereflects the MANUAL mode as active at the entered speedschedule.

00582.04

Figure 5--33WHAT--IF DESCENT 1/1

— 2L -- This field is used to enter CAS,MACH, or both. Thedescentangle is entered separately or following a CAS/MACH speedentry (e.g., 300/.80/3.0). After an entry is made, the displayreturns to the WHAT--IF INIT 1/3 page.

— 3L -- Selecting this prompt activates the WHAT--IF defaultdescent speed/angle schedule and returns to theWHAT--IF INIT1/3 page.

— 1R -- TheRETURNprompt is used to return to theWHAT--IF INIT1/3 page without making any selections.

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D WHAT--IF INIT 2/3 -- Reviewing and/or selecting a step incrementfor WHAT--IF predicted step climbs is shown in Figure 5--34. Alsothe method is used for WHAT--IF fuel reserve calculations, as wellas WHAT--IF takeoff and landing fuel allowances. The page isavailable only in the FULL PERF mode.

NOTE: Depending on how the aircraft APM is configured, the fuelweights are displayed as either KG or LBS. The KGdisplay is assumed for the following figures.

02083.02

Figure 5--34WHAT--IF INIT -- KG 2/3

— 1L -- Entries forWHAT--IF step incrementsmust be in thousandsof feet. The WHAT--IF default values are the step increments inthe active flight plan. The three trailing zeros are omitted. Forexample, a 4000--foot step climb increment is selected byentering 4 or 4000. Entering *DELETE* returns the selection tothe WHAT--IF default.

WHAT--IF step climbs are used for long--range flights to optimizetheaircraft performance. As theaircraft burns fuel, theWHAT--IFoptimum altitude goes up. More than one WHAT--IF step climbsare calculated for a flight.

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— 2L -- The method of calculating WHAT--IF fuel reserve isdisplayed on this line. The WHAT--IF default value is the activeflight plan calculation method.When one of the other twomodes(kilograms remaining or time remaining) has been selected onthe WHAT--IF FUEL RESERVE page, an entry is made directlyon this page, as shown in Figure 5--35. For example, when450 kg is displayed, anentry of 900 changes the reservequantityto 900 kg. Entering *DELETE* returns the selection to theWHAT--IF default.

— 2R -- This line accesses the WHAT--IF FUEL RESERVE page,which is shown in Figure 5--35.

— 3L -- The WHAT--IF default values of takeoff/landing fuel(TO/LDG FUEL) are supplied from the active flight plan.However, manual entries can be made. Entering *DELETE*returns the WHAT--IF default values.

The WHAT--IF takeoff fuel allowance includes fuel burn for taxiand takeoff. Takeoff fuel allowance is decremented by fuel flow.However, it is not decremented past zero. Following takeoff orwhen the takeoff allowance has been decremented to zero, fuelremaining values are adjusted to account for actual fuel burned.

The WHAT--IF takeoff fuel allowance is added to the WHAT--IFfuel required calculation. TheWHAT--IF fuel required calculationis the predicted fuel from WHAT--IF takeoff to landing, plusreserves.

The WHAT--IF landing fuel allowance is a buffer amount of fuelthe FMS incorporates into the total WHAT--IF fuel requiredcomputation.

— The WHAT--IF landing fuel is intended to cover the groundoperation after landing. The value is changed at any time.

— 4L -- The WHAT--IF contingency fuel defaults to the valueentered in the active flight plan. When the pilot changes thisvalue, the FMS uses that value for determining requiredWHAT--IF fuel while on--ground only. Following takeoff,WHAT--IF contingency fuel is no longer used in computations.Entering *DELETE* returns the WHAT--IF default values.

— 6L -- This selection takes the pilot to theWHAT--IF RESETpage.This page gives the pilot the option of returning all WHAT--IFentries back to default values, as shown in Figure 5--37.

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D WHAT--IF RESERVE 1/1 -- Figure 5--35 showswhere theWHAT--IFfuel reserve mode is changed or modified. The WHAT--IF fuelreserve page contains twomodes, KG remaining or time remaining.The default WHAT--IF mode and value are taken from the activeflight plan.

NOTE: Depending on how the aircraft APM is configured, the fuelweights are displayed as either KG or LBS. The KGdisplay is assumed for Figure 5--35.

00583.05

Figure 5--35WHAT--IF RESERVE 1/1

— 2L -- A WHAT--IF fuel reserve in kilograms is entered. Thespecified fuel reserve applies at the WHAT--IF destination, or attheWHAT--IF alternate destination, when onehas beenentered.

— 3L -- A WHAT--IF fuel reserve in minutes is entered. The timeentered is converted to pounds of fuel assuming flight at5000 feet at the reserve holding speed. The WHAT--IF fuelreserve applies to the WHAT--IF destination or the WHAT--IFalternate destination, when one has been entered.

— 1R -- Returns to the WHAT--IF INIT 2/3 page.

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D WHAT--IF INIT 3/3 -- This page is used for reviewing and/orselecting the WHAT--IF transition altitude, WHAT--IF speed limitaltitude, WHAT--IF cruise altitude, as well as the WHAT--IF ISAdeviation. In addition, this page also provides for review andmodification of the parameters required to compute WHAT--IFaircraft gross weight. The page is available only in the FULL PERFmode.

NOTE: Depending on how the aircraft APM is configured, theweights are displayed as either KG or LBS. The KGdisplay is assumed for Figure 5--36.

01733.03

Figure 5--36PERFORMANCE INIT -- KG 3/3

— 1L -- The WHAT--IF transition altitude is entered here. Thedefault WHAT--IF transition altitude is taken from the active flightplan. The FMS uses the input to determine how to showaltitudes. Altitudes above the transition altitude are displayed asFL and below in feet. Entering *DELETE* returns the defaultWHAT--IF value.

— 2L -- INIT CRZ ALT -- The WHAT--IF initial cruise altitude isentered at this location. The default WHAT--IF initial cruisealtitude is taken from the active flight plan. The FMS uses theWHAT--IF initial cruise altitude to determine the altitude wherethe WHAT--IF cruise phase of flight commences. The FMSchanges the WHAT--IF speed command and WHAT--IF EPRrating from climb to cruise when the aircraft levels at theWHAT--IF initial cruise altitude or higher.

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D (OPTIMUM) indicates the WHAT--IF initial cruise altitude isthe optimum altitude provided by the active flight plandefault.

D (ALT SEL) indicates the WHAT--IF initial cruise altitude wasthe default value from the altitude preselector.

D (FP LIM) indicates theWHAT--IF initial cruise altitudewas thedefault active flight plan value which has been self--limited.

An entry of WHAT--IF cruise altitude in FL or feet is permitted.Three--digit flight level entries are permitted. Thus, an entry of350 is interpreted as 35,000 feet or FL350. Entering *DELETE*at any time returns the WHAT--IF initial cruise altitude to thedefault value.

The FMS does not automatically compensate for short triplimited WHAT--IF flight plans in which the WHAT--IF CRZ ALT isnot obtainable. For short flights, the flight crew must check todetermine when the initial WHAT--IF CRZ ALT can be reached.This is done after initializingWHAT--IF by verifying theWHAT--IFTOD is further out than theWHAT--IF TOC.Should theWHAT--IFTOCbeat or beyond theWHAT--IF TOD, then that profile is shorttrip limited and a lower WHAT--IF CRZ ALT must be evaluated.

— 3L and 3R -- An average WHAT--IF cruise wind andcorresponding altitude is entered at 3L and 3R. The WHAT--IFdefault value for cruise wind and speed is taken from the activeflight plan. No entry is required. When theWHAT--IF cruise windis entered at 3L, prompts are displayed at 3R. 3R then becomesa required entry before the cruise wind is accepted. Entering*DELETE* returns the WHAT--IF default value for cruise windand speed.

— 4L -- WHAT--IF ZFW is modified by the pilot. However, note thatwhen the WHAT--IF flight plan is activated, this value does notoverwrite the current active ZFW. The WHAT--IF default ZFW istaken from the active flight plan. Entering *DELETE* returns theWHAT--IF default value for ZFW.

— 6L -- This selection takes the pilot to theWHAT--IF RESETpage.This page provides the pilot with the option of returning allWHAT--IF entries back to default values, as shown inFigure 5--37.

— 1R -- WHAT--IF speed limits associated with altitudes, notwaypoints, are modified. The default values for the WHAT--IFspeed limit altitude and speed are taken from the active flightplan. The WHAT--IF FMS speed command is limited to thisspeed below the restriction altitude. Entering *DELETE* returnsthe WHAT--IF default speed limit altitude and speed.

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— 2R -- The WHAT--IF temperature deviation at the cruise altitudeis entered in this field. The default values for the WHAT--IFtemperature deviation are taken from the active flight plan. Thedeviation is relative to the ISA. Do not input the WHAT--IFtemperature deviation at the field elevation. Temperatureimpacts most WHAT--IF performance predictions, such as theclimb gradient, the ceiling altitude, the fuel consumption, theground speed predictions, and more. For additional information,refer to the explanation of the Wind and Temperature Model onpage 5-31. Entering *DELETE* returns the WHAT--IF defaulttemperature deviation.

— 4R -- The WHAT--IF fuel on board is modified on this line. Thedefault WHAT--IF fuel on board value is taken from the activeflight plan. The pilot can make an entry on this line of fuel onboard. When the fuel gauge value is valid, the fuel gauge valueis displayed next to the WHAT--IF fuel value in parenthesis.When WHAT--IF fuel quantity is a miscompare, the gauge valueis displayed in reverse video. *DELETE* entered on this linereturns the default WHAT--IF fuel on board.

— 5R -- The WHAT--IF gross weight is automatically calculatedbased on the entries at 4L and 4R. When the WHAT--IF grossweight exceeds the maximum gross weight from the aircraftdatabase, the message EXCEEDS MAX GROSS WEIGHTdisplays, and the WHAT--IF weight is shown in reverse video.This must be corrected before WHAT--IF is initialized.

— 6R -- When WHAT--IF initialization is complete, the CONFIRMINIT prompt is displayed in the lower right corner of this page.The CONFIRM INIT prompt must be selected for theperformance function to calculate WHAT--IF performance data.Selecting theCONFIRM INIT prompt shows theWHAT--IFDATApage. After confirming WHAT--IF initialization, the prompt at 6Rof the WHAT--IF INIT page becomes WHAT--IF DATA on allWHAT--IF INIT pages.

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D RESET WHAT--IF INIT -- The RESET WHAT--IF page, shown inFigure 5--37, provides the pilot with the capability to reset allWHAT--IF initialization values back to initial default values.

00584.03

Figure 5--37RESET WHAT--IF INIT 1/1

— 6L -- Returns the display to page 1 of WHAT--IF INIT withoutresetting any of the initialization parameters.

— 6R -- This resets all theWHAT--IF initialization values back to thedefault values and returns the display to page 1 ofWHAT--IF INIT.

What--If Data

D WHAT--IF DATA 1/2 page -- Figure 5--38 shows the content ofWHAT--IF DATA page 1. This WHAT--IF DATA page is availablewhen the performance mode is FULL PERF. The WHAT--IFperformance data is displayed when there is a WHAT--IF flight planand WHAT--IF initialization has been completed. Anytime changesare made to the WHAT--IF flight plan, WHAT--IF performance datacomputations are updated.

When WHAT--IF performance data is being recalculated, thedisplayed WHAT--IF data is blanked during the few seconds ofcalculation. This operation is the general rule for all pages showingperformance data.

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Direct access is provided from the PERF INDEX page. Access isalso provided from the WHAT--IF INIT pages.

00585.07

Figure 5--38WHAT--IF DATA 1/2

— 1L -- The WHAT--IF cruise and ceiling altitudes are displayed.Cruise altitude is modified on this page. The WHAT--IF cruisealtitude default value is taken from the active flight plan. Cruisealtitude is entered in FL or feet. Entering *DELETE* returns theWHAT--IF cruise altitude on this page, as well as the WHAT--IFINIT page 1 to the WHAT--IF cruise altitude default value. Theceiling altitude cannot be modified.

— 1R -- The WHAT--IF step increment is modified and defaultedusing the same rules as during WHAT--IF initialization. Refer topage 5-44 for additional details.

— 2L and 2R -- This line shows WHAT--IF ETE to the WHAT--IFdestination and the WHAT--IF alternate destination. No entry ispermitted.

— 3Land3R -- This line shows totalWHAT--IF fuel requirement andthe WHAT--IF fuel FOM. The WHAT--IF fuel required includesthe fuel to fly the WHAT--IF mission, the WHAT--IF takeoff andlanding allowances, plus WHAT--IF reserves, plus WHAT--IFcontingency fuel. The WHAT--IF fuel FOM is an estimate of theaccuracy of the fuel required calculation expressed in thousandsof pounds. No entry is permitted.

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— 6L -- The prompt at 6L on allWHAT--IF DATA pages isWHAT--IFINIT. Selection of this prompt returns to the WHAT--IF INITpage 1.

— 6R -- Selection of the FLT PLAN prompt shows page 1 of theMOD flight plan page.

D WHAT--IF DATA 2/2 page -- Figure 5--39 shows the content ofWHAT--IF DATA page 2. This WHAT--IF DATA page is availablewhen the performance mode is FULL PERF. The WHAT--IFperformance data is displayed when there is a WHAT--IF flight planand WHAT--IF initialization has been completed. Anytime changesare made to the WHAT--IF flight plan, WHAT--IF performance datacomputations are updated.

When WHAT--IF performance data is being recalculated, thedisplayed WHAT--IF data is blanked during the few seconds ofcalculation. This operation is the general rule for all pages showingperformance data.

Direct access is provided from the PERF INDEX page. Access isalso provided from the WHAT--IF INIT pages.

02108.01

Figure 5--39WHAT--IF DATA 2/2

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— 1L -- The WHAT--IF cruise and optimum altitudes are displayed.Cruise altitude is modified on this page. The WHAT--IF cruisealtitude default value is taken from the active flight plan. Cruisealtitude is entered in FL or feet. Entering *DELETE* returns theWHAT--IF cruise altitude on this page, as well as the WHAT--IFINIT page 1 to the WHAT--IF cruise altitude default value. Theoptimum altitude is not modified.

— 1R -- The WHAT--IF step altitude is displayed on this line. TheWHAT--IF step altitude is not modified from this page.

— 2L -- The WHAT--IF cruise speed command is displayed on thisline. Modification of The WHAT--IF cruise speed is permitted.Entering *DELETE* returns the WHAT--IF cruise speedcommand on this page, as well as the WHAT--IF INIT page 1 tothe WHAT--IF cruise speed command default value. Onlymanual speed commands are selected to the scratchpad.

— 3L -- DTG to the WHAT--IF step climb point is displayed on thisline. No action is permitted.

— 4L -- DTG to theWHAT--IF TOD altitude is displayed on this line.After passing the top of descent, the DTG data field is blank. Noaction is permitted.

— 5L -- WHAT--IF range to reserve at the displayed WHAT--IFcruisemode, when greater than or equal to zero, is shown on thisline. No action is permitted.

— 6L -- The prompt at 6L on allWHAT--IF DATA pages isWHAT--IFINIT. Selection of this prompt returns to the WHAT--IF INITpage 1.

— 2R -- ETE andETA to theWHAT--IF step climb point is displayedon this line. On the ground, the ETA is only displayed when theETDhas been entered for thedisplayedWHAT--IF flight plan. Noaction is permitted.

— 3R -- Fuel remaining at the WHAT--IF step climb point isdisplayed on this line. No action is permitted.

— 4R -- TOD fuel remaining for WHAT--IF is displayed on this line.No action is permitted.

— 5R -- WHAT--IF time to reserve at the shown WHAT--IF cruisemode, when greater than or equal to zero, is displayed on thisline. No action is permitted.

— 6R -- Selection of the FLT PLAN prompt shows page 1 of theMOD flight plan page.

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STORED FLIGHT PLAN

The primary purpose of the STORED flight plan performance pages isto give the pilot a means of evaluating the performance of a selectedstored flight plan. The STORED flight plan is run in parallel with theactive flight plan and therefore permits the pilot to perform thepreviously discussed trades without impacting the currently active flightplan.

When activated, the STORED flight plan defaults to the currently activeflight plan performance parameters. The pilot subsequently changesthe performance parameters or guidance modes and then reviews theresulting performance changes.

Access is provided from the PERF INDEX and from the STORED FPLDATA pages.

Stored Flight Plan Performance Initialization

D STORED FPL INIT 1/4 -- Figure 5--40 shows information about theSTORED FPL INIT page 1, stored FPL selection options.

01446.01

Figure 5--40STORED FPL INIT 1/4

— 2L -- Prior to selection of a stored flight plan, this line indicatesthe pilot must choose a flight plan. No action permitted. The FPLSEL page is used to choose the flight plan for performancecalculations.

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— 6L -- Direct access to the FPL LIST page is available on this line(see page 6-4).

— 6R -- Direct access to the FPL SEL page is available on this line(see page 6-9).

D STORED FPL INIT 2/4 -- Figure 5--41 shows information about theaircraft performance modes and speed schedules for the STOREDflight plan. STOREDFPL INIT page 1defaults to the currently activeflight planCLIMB,CRUISE, andDESCENTmodespeedschedules.

01447.01

Figure 5--41STORED FPL INIT 2/4

— 1L -- 3L -- These lines show the selected climb, cruise anddescent modes and respective speed schedules for theSTORED flight plan. Themodes and speed schedules default tothe currently active flight plan entries.

The climbanddescent speed schedules are always displayedasboth aCAS and aMACH. Changes aremade by entering aCAS,aMACH, or both separated by a slash ( / ). The leading slash ( / )is an option when entering a MACH only. Entering *DELETE*returns the STORED FPL default climb or descent speedschedule.

When both a CAS and MACH are entered, the active speedcommand is the CAS or MACH providing the lowest TAS at thecurrent STORED FPL altitude.

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When the LRC or MAX SPD schedules are active, the speedcommand is issued as aMACHat higher STOREDFPLaltitudesand a CAS at lower STORED FPL altitudes. This is determinedby the VMO/MMO crossover altitude. When the cruise speedschedule is MAX END, the speed command is always CAS.

When only a MACH cruise speed is entered but the STOREDFPL cruise altitude is low, the TAS can become excessive. Enterboth a CAS and a MACH or use LRC to avoid this situation.

In addition to the speed entries, a default descent angle isentered in 5L. When the angle is being entered independent ofthe speed entries, the angle is either entered directly or with twoleading slashes ( // ). Refer to Descent, page 5-40 for additionalinformation.

— 2L -- These lines show the selected cruise mode and respectivespeed schedule for the STORED flight plan. The mode andspeed schedule default to the currently active flight plan entries.

The cruise speed schedule is a CAS/MACH pair, only CAS, onlyMACH, or a system--generated cruise speed schedule. Entriesof a CAS, a MACH, or both are accepted. Entering *DELETE*returns the STORED FPL default cruise speed schedule. Theother system--generated schedules, MAX SPD, MAX END, andMXR SPD, are selected on the STORED FPL CRUISE modespage only (see Figure 5--43).

When both a CAS and MACH are entered, the active speedcommand is the CAS or MACH that gives the lowest TAS at thecurrent STORED FPL altitude.

When the LRC or MAX SPD schedules are active, the speedcommand is issued as aMACHat higher STOREDFPLaltitudesand a CAS at lower STORED FPL altitudes. This is determinedby the VMO/MMO crossover altitude. When the cruise speedschedule is MAX END, the speed command is always CAS.

When only a MACH cruise speed is entered but the STOREDFPL cruise altitude is low, the TAS can become excessive. Enterboth a CAS and a MACH or use LRC to avoid this situation.

— 6L -- This selection takes the pilot to the RESET STORED INITpage. This page provides the pilot with the option of returning allSTORED FPL entries back to default values (see Figure 5--48).

— 1R, 2R, and 3R -- Selecting one of the OR prompts shows theSTORED FPL CLIMB, CRUISE, or DESCENT MODES pagerespectively, as shown in Figures 5--42 thru 5--44.

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D STORED FPL CLIMB -- Figure 5--42 shows information about theSTORED FPL CLIMBmode page. The STORED FPL CLIMB pagedefaults to the currently active flight plan CLIMB mode speed andspeed schedule. When changes to the speed schedule are made inSTORED INIT page 2, the STORED FPL CLIMB mode pagereflects MANUAL mode as active at the entered speed schedule.

00594.04

Figure 5--42STORED FPL CLIMB 1/1

— 1L -- This field is used to enter CAS, MACH, or both separatedby a slash ( / ). After an entry is made, the display returns to theSTORED FPL INIT 2/4 page.

— 2L -- Selecting this prompt activates the STORED FPL defaultclimb schedule and returns to the STORED FPL INIT 2/4 page.

— 1R -- TheRETURNprompt is used to return to the STOREDFPLINIT 2/4 page without making any selections.FOR TRAIN

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D STORED FPL CRUISE -- Figure 5--43 shows information about theSTORED FPL CRUISE mode page. The STORED FPL CRUISEpage defaults to the currently active flight plan CRUISE mode andspeed schedule. When changes to the speed schedule are made inSTORED FPL INIT page 2, the STORED FPL CRUISE mode pagereflects MANUAL mode as active at the entered speed schedule.

00595.05

Figure 5--43STORED FPL CRUISE 1/1

— 1L -- A MANUAL cruise speed is entered and activated for theSTORED FPL at 1L. When an entry is made directly on theSTORED FPL INIT 2/4 page, it is recorded under the manualentry on this page.

— 2L, 3L, 4L, and 5L -- Pushing the line select key for a modemakes it the STORED FPL cruise mode. The display returns tothe STORED FPL INIT 2/4 page.

— 1R -- The RETURN prompt returns to the STORED FPL INIT2/4 page with no action performed.

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D STORED FPL DESCENT -- Figure 5--44 shows information aboutthe STORED FPL DESCENT mode page. The STORED FPLDESCENT page defaults to the currently active flight planDESCENTmode and speed schedule. When changes to the speedschedule aremade in STOREDFPL INIT page 2, the STOREDFPLDESCENT mode page reflects MANUAL mode as active at theentered speed schedule.

00596.04

Figure 5--44STORED FPL DESCENT 1/1

— 2L -- This field is used to enter CAS,MACH, or both. Thedescentangle is also entered separately or following a CAS/MACHspeed entry (e.g., 300/.80/3.0). After an entry is made, thedisplay returns to the STORED FPL INIT 2/4 page.

— 3L -- Selecting this prompt activates the STORED FPL defaultdescent speed/angle schedule and returns to the STORED FPLINIT 2/4 page.

— 1R -- TheRETURNprompt is used to return to the STOREDFPLINIT 2/4 page without making any selections.

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D STORED FPL INIT 3/4 -- Reviewing and/or selecting a stepincrement for STORED FPL predicted step climbs is shown inFigure 5--45. It is also the method used for STORED FPL fuelreserve calculations, as well as STORED FPL takeoff and landingfuel allowances. Thepage is available only in theFULLPERFmode.

NOTE: Depending on how the aircraft APM is configured, the fuelweights are displayed as either KG or LBS. The KGdisplay is assumed for the following figures.

02085.02

Figure 5--45STORED FPL INIT--KG 3/4

— 1L -- Entries for STORED FPL step increments must be inthousands of feet. The STOREDFPL default values are the stepincrements in the active flight plan. The three trailing zeros areomitted. For example, a 4000--foot step climb increment isselected by entering 4 or 4000. Entering *DELETE* returns theselection to the STORED FPL default.

STORED FPL step climbs are used for long--range flights tooptimize the aircraft performance. As the aircraft burns fuel, theSTORED FPL optimum altitude goes up. More than oneSTORED FPL step climbs are calculated for a flight.

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— 2L -- The method of calculating STORED FPL fuel reserve isdisplayed on this line. The STORED FPL default value is theactive flight plan calculation method. When one of the other twomodes (kilograms remaining or time remaining) has beenselectedon theSTOREDFPLRESERVEpage, anentry ismadedirectly on this page, as shown in Figure 5--46. For example,when 450 kg is displayed, an entry of 900 changes the reservequantity to 900 kg. Entering *DELETE* returns the selection tothe STORED FPL default.

— 2R -- This line accesses the STORED FPL RESERVE page,which is shown in Figure 5--46.

— 3L -- The STORED FPL default values of takeoff/landing fuel(TO/LDG FUEL) are supplied from the active flight plan.However, manual entries can be made. Entering *DELETE*returns the STORED FPL default values.

The STORED FPL takeoff fuel allowance includes fuel burn fortaxi and takeoff. Takeoff fuel allowance is decremented by fuelflow. However, it is not decremented past zero. Following takeoffor when the takeoff allowance has been decremented to zero,fuel remaining values are adjusted to account for actual fuelburned.

The STORED takeoff fuel allowance is added to the STOREDFPL fuel required calculation. The STORED FPL fuel requiredcalculation is the predicted fuel from STORED FPL takeoff tolanding plus reserves.

The STORED FPL landing fuel allowance is a buffer amount offuel the FMS incorporates into the total STORED FPL fuelrequired computation.

The STORED FPL landing fuel is intended to cover the groundoperation after landing. The value is changed at any time.

— 4L -- The STORED FPL contingency fuel defaults to the valueentered in the active flight plan. When the pilot changes thisvalue, the FMS uses that value for determining requiredSTORED FPL fuel while on--ground only. Following takeoff,STORED FPL contingency fuel is no longer used incomputations. Entering *DELETE* returns the STORED FPLdefault values.

— 6L -- This selection takes the pilot to the STORED FPL RESETpage. This page provides the pilot with the option of returning allSTORED FPL entries back to default values (see Figure 5--48).

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D STORED FPL RESERVE 1/1 -- Figure 5--46 shows where theSTORED FPL fuel reserve mode is changed or modified. TheSTOREDFPL fuel reserve pagecontains twomodes, KG remainingor time remaining. The default STORED FPL mode and value istaken from the active flight plan.

NOTE: Depending on how the aircraft APM is configured, the fuelweights are displayed as either KG or LBS. The KGdisplay is assumed for the following figure.

01451.03

Figure 5--46STORED FPL RESERVE 1/1

— 2L -- A STORED FPL fuel reserve in kilograms is entered. Thespecified fuel reserve applies at the STORED FPL destination,or at the STOREDFPL alternate destination when one has beenentered.

— 3L -- ASTOREDFPL fuel reserve inminutes is entered. The timeentered is converted to pounds of fuel assuming flight at5000 feet at the reserve holding speed. The STORED FPL fuelreserve applies to the STOREDFPL destination or theSTOREDFPL alternate destination when one has been entered.

— 1R -- Returns to the STORED FPL INIT 3/4 page.

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D STORED FPL INIT 4/4 -- Reviewing and/or selecting the STOREDFPL transition altitude, STOREDFPL speed limit altitude, STOREDFPL cruise altitude, as well as the STORED FPL ISA deviation isshown in Figure 5--47. In addition, this page also generates forreview and modification of the parameters for STORED FPL cruisewinds and of the parameters required to compute STORED FPLaircraft gross weight. The page is available only in the FULL PERFmode.

NOTE: Depending on how the aircraft APM is configured, theweights are displayed as either KG or LBS. The KGdisplay is assumed for the following figure.

02110.02

Figure 5--47STORED FPL INIT--KG 4/4

— 1L -- The STORED FPL transition altitude is entered here. Thedefault STORED FPL transition altitude is taken from the activeflight plan. The FMS uses the input to determine how to showaltitudes. Altitudes above the transition altitude are displayed asFL and below in feet. Entering *DELETE* returns the defaultSTORED FPL value.

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— 2L -- INIT CRZ ALT -- The STORED FPL initial cruise altitude isentered at this location. The default STORED FPL initial cruisealtitude is OPTIMUM. The FMS uses the STORED FPL initialcruise altitude to determine the altitude where the STOREDFPLcruise phase of flight commences. The FMS changes theSTORED FPL speed command and STORED FPL EPR ratingfrom climb to cruise when the aircraft levels at the STOREDFPLinitial cruise altitude or higher.

D (OPTIMUM) indicates the STOREDFPL initial cruise altitudeis the performance predicted optimum altitude.

D (ALT SEL) indicates the STORED FPL initial cruise altitudewas the default value from the altitude preselector.

D (FP LIM) indicates the STORED FPL initial cruise altitudewas the default active flight plan value which has beenself--limited.

An entry of STORED FPL cruise altitude in FL or feet ispermitted. Three--digit flight level entries are permitted. Thus anentry of 350 is interpreted as 35,000 feet or FL350.

Entering *DELETE*, at any time, returns the STORED initialcruise altitude to the default value.

The FMS does not automatically compensate for short triplimited STORED FPL flight plans in which the STORED FPLCRZ ALT is not obtainable. For short flights, the flight crewmustcheck to determine when the initial STORED FPL CRZ ALT canbe reached. This is done after initializing STORED FPL byverifying the STOREDFPLTOD is further out than the STOREDFPL TOC. When the STORED FPL TOC is at or beyond theSTORED FPL TOD, that profile is short trip limited and a lowerSTORED FPL CRZ ALT must be evaluated.

— 3L and 3R -- An average STORED FPL cruise wind andcorresponding altitude is entered at 3L and 3R. The STOREDFPL default value for cruise wind speed and altitude is zero. Noentry is required.When the STOREDFPL cruisewind is enteredat 3L, prompts are displayed at 3R. 3R then becomes a requiredentry before the cruise wind is accepted. Entering *DELETE*returns the STORED FPL default value for cruise wind andspeed.

— 4L -- STORED FPL ZFW is modified by the pilot. However, notethat when the STORED flight plan is activated, this value doesnot overwrite the current active ZFW. The STORED FPL defaultZFW is taken from the active flight plan. Entering *DELETE*returns the STORED FPL default value for ZFW.

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— 6L -- This selection takes the pilot to the STORED FPL RESETpage. This page gives the pilot the option of returning allSTORED FPL entries back to default values, as shown inFigure 5--49.

— 1R -- STORED FPL speed limits associated with altitudes, notwaypoints, are modified. The default values for the STOREDFPL speed limit altitude and speed are taken from the activeflight plan. The STORED FPL FMS speed command is limitedto this speed below the restriction altitude. Entering *DELETE*returns the STOREDFPL default speed limit altitude and speed.

— 2R -- The STORED FPL temperature deviation at the cruisealtitude is entered in this field. The default values for theSTORED FPL temperature deviation are taken from the activeflight plan. The deviation is relative to the ISA. Do not input theSTORED FPL temperature deviation at the field elevation.Temperature impacts most STORED FPL performancepredictions, such as the climb gradient, the ceiling altitude, andthe fuel consumption, the ground speed predictions, and more.For additional information, refer to the explanation of the Windand Temperature Model on page 5-31. Entering *DELETE*returns the STORED FPL default temperature deviation.

— 4R -- TheSTOREDFPL fuel onboard ismodified on this line. Thedefault STORED FPL fuel on board is zero. *DELETE* enteredon this line returns the default STORED FPL fuel on board.

— 5R -- The STOREDFPL gross weight is automatically calculatedbased on the entries at 4L and 4R. When the STORED FPLgross weight exceeds the maximum gross weight from theaircraft database, the message EXCEEDS MAX GROSSWEIGHT shows, and the STORED FPL weight is shown inreverse video. This must be corrected before STORED FPL isinitialized.

— 6R -- When STORED FPL initialization is complete, theCONFIRM INIT prompt is displayed in the lower right corner ofthis page. The CONFIRM INIT prompt must be selected for theperformance function to calculate STORED FPL performancedata.

Selecting the CONFIRM INIT prompt shows the STORED FPLDATA page. After confirming STORED FPL initialization, theprompt at 6R of the STOREDFPL INIT page becomesSTOREDFPL DATA on all STORED FPL INIT pages.

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D RESET STORED INIT -- The page shown in Figure 5--48 providesthe pilot with the capability to reset all STORED FPL initializationvalues back to initial default values.

00598.03

Figure 5--48RESET STORED INIT 1/1

— 6L -- Returns the display to page 1 of STOREDFPL INIT withoutresetting any of the initialization parameters.

— 6R -- Resets all the WHAT--IF initialization values back to thedefault values and returns the display to page 1 of STOREDFPLINIT.

Stored Flight Plan Data

D STORED FPL DATA page -- Figure 5--49 shows the content ofSTORED FPL DATA page 1. This STORED FPL DATA page isavailable when the performance mode is FULL PERF. TheSTORED FPL performance data is displayed when there is aSTORED flight plan and STORED FPL initialization has beencompleted. Anytime changes are made to the STORED flight plan,STORED FPL performance data computations are updated.

When STORED FPL performance data is being recalculated, thedisplayed STORED FPL data is blanked during the few seconds ofcalculation. This operation is the general rule for all pages showingperformance data.

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Direct access is given from the PERF INDEX page. Access is alsogiven from the STORED FPL INIT pages.

00599.03

Figure 5--49FPLNAME FPL DATA 1/1

— 1L -- The STORED FPL cruise and ceiling altitudes aredisplayed. Cruise altitude is modified on this page. TheSTOREDFPL cruise altitude default value is taken from the active flightplan. Cruise altitude is entered in FL or feet. Entering *DELETE*returns the STORED FPL cruise altitude on this page, as well asthe STORED FPL INIT page 2, to the STORED FPL cruisealtitude default value. The ceiling altitude cannot be modified.

— 1R -- The STORED FPL step increment is modified anddefaulted using the same rules as during STORED FPLinitialization. Refer to page 5-60 for additional details.

— 2L -- This line shows STORED FPL ETE to the STORED FPLdestination. No entry is permitted.

— 3L -- This line shows total STOREDFPL fuel requirement and theSTORED FPL fuel FOM. The STORED FPL fuel requiredincludes the fuel to fly the STORED FPL mission, the STOREDFPL takeoff and landing allowances, plus STORED FPLreserves, plus STORED FPL contingency fuel. The STOREDFPL fuel FOM is an estimate of the accuracy of the fuel requiredcalculation expressed in thousands of pounds. No entry ispermitted.

— 6L -- The prompt at 6L returns to STORED FPL INIT page 1.

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FUEL MANAGEMENT

D FUEL MGT -- LB 1/2 -- Figure 5--50 shows the current fuel quantity,fuel flow, ground speed, true airspeed, ground specific range andairspecific range.

00600.04

Figure 5--50FUEL MGT--LB 1/2

— 1L -- The current fuel weight calculated by the FMS is displayedin large characters when a manual entry has been made and isthe same value as the fuel weight on the PERFORMANCE INIT3/3 (or 2/2) page. When the performance initialization has notbeen completed, gauge fuel is displayed in small font. Fuelquantity is set to gauge valueany timeeither oneor both enginesare not running and the aircraft is on the ground. An entrychanges the PERFORMANCE INIT 3/3 page. Entering*DELETE* shows the gauge fuel.

— 1R -- The sensed fuel flow is displayed in small characters whenreceived by the FMS. Pilot entries are permitted and shown inlarge characters. Entering *DELETE* returns the display to thesensed fuel flow, when one is available.

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Additional Explanation of Fuel Quantity and FuelFlow

The FMS fuel weight is equal to the gauge value when the aircraft is onthe ground and no engines or one engine is running.When engine startfor both engines is completed, the FMS fuel weight is no longersynchronized with the gauge value. This value is then decremented bythe sensed fuel flow.

This method permits fuel leak detection. The FMS computes fuelweight based on the sensed fuel flow to the engines. The gauges givethe sensed fuel weight based on engine usage and leakage (when aleak exists). The FMS shows the scratchpad message COMPAREFUEL QUANTITY when the FMS fuel weight differs from the gaugevalue by more than 2% of the basic operating weight (BOW). Thismessage is inhibited when the fuel quantity has beenmanually enteredon the PERFORMANCE INIT 3/3 page.

Entering a manual fuel flow can cause significant differences betweenthe FMS fuel quantity and the actual fuel quantity. For this reason, noentry of fuel be made is recommended unless the sensed fuel flow isnot available.

NOTE: Entry of a fuel flow here is not the same as entry on PERFINIT 1/3 for pilot--entered GS/FF mode.

D 2L and 2R -- The current ground speed and airspeed are displayedon this line. No entries are permitted.

D 3L and 3R -- The ground and air specific ranges are displayed onthis line. The specific ranges are based on the ground speed,airspeed, and fuel flow shownon thepage. Noentries are permitted.

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D FUEL MGT -- LB 2/2 -- Figure 5--51 shows the individual and totalengine fuel flow as well as fuel used.

00601.03

Figure 5--51FUEL MGT--LB 2/2

The individual engine breakdown of the total fuel flow on the FUELMGT 1/2 page is shown on this page. The fuel used display isnormally cumulative from the last power--upon theground. The totalfuel used is the same as the FLIGHT SUMMARYpage shownat 2L,which can be reset (see page 6-184). Resetting fuel used on theFLIGHT SUMMARY page also resets individual engine fuel usedonthis page.

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6. Navigation

INTRODUCTION

This section describes the navigation function of the flightmanagementsystem (FMS).

The NAV IDENT page, shown in Figure 6--1, shows informationregarding the software of the FMS and the navigation database. TheNAV IDENT page is the first FMS page shown on startup followingselection of an FMS function key (PERF) performance, (NAV)navigation, (FPL) flight plan, (PROG) progress, or (RTE) route. Thisfacilitates position initialization, seepage 6-79. Subsequently, this pageis accessed by pushing the IDENT prompt on the NAV INDEX page 1.

Figure 6--1NAV IDENT 1/1

NAVIGATION IDENTIFICATION

The NAV IDENT page shows the date, time, software version, andactive navigation database cycle. It also shows the version, size, andregion of the navigation database.

A COMPANY DB shown at 4R indicates a company route database iscurrently installed. The company route database contains routes,waypoints, and procedures specific to the company.

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The date and time shown on this page is synchronized with the globalpositioning system (GPS) date and time. The date and time is changedwhen the GPS is failed or does not have a valid date/time. The date ortime, is changed by entering the new date or time into the scratchpad.This is shown inFigure 6--2. Push the line key adjacent to the itembeingchanged.

Figure 6--2NAV IDENT 1/1 -- Date/Time

The navigation database contains two 28--day effective cycles. Theactive navigation database is changed between the two cycles bypushing the 2R line select key. This operation is only performed onground.

When the FMS date corresponds to a day during one of the navigationdatabase cycles, that cycle is displayed in green. The remaining cycleis displayed in amber. When both cycles are displayed in amber, eitherthe date is wrong or the navigation database has expired and must beupdated. The database cycle is only changed while on the ground.When an active flight plan exists, it is cleared when changing databasecycles.

The navigation database automatically sequences to the databasecycle at 0900Z. Depending on the location, the database cycle datemay not agree with the current local date.

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NAVIGATION (NAV) INDEX

The NAV INDEX pages are accessed through the NAV function key onthe multifunction control display unit (MCDU). The NAV INDEX pagesare shown in Figures 6--3 and 6--4.

When the NAV button is pushed, NAV INDEX 1/2 page, shown inFigure 6--3, is displayed. Page 2/2, shown in Figure 6--4 is displayed byusing either the PREV or NEXT paging keys. These pages shownavigation functions that are selected at any time. Push the line selectkey (LSK) adjacent to the respective function to select the function.Page numbers adjacent to each button correspond with page numbersin this guide describing the button function.

6-1

6-12

6-4

6-76

6-34

6-51

6-36

6-38

6-184

6-135

6--59

Page Page

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6-79

6-178

6-133

6-123

6-154

6-170

Page Page

00607.08


FLIGHT PLAN LIST

The FLIGHT PLAN LIST page shows a list of the pilot--defined flightplans stored in the FMS memory. From this page, the pilot defines aflight plan, deletes flight plans, or selects a flight plan to activate.

When no flight plans are stored in the FMS, the FLIGHT PLAN LISTpage is blank. This is shown in Figure 6--5.

01592.01

Figure 6--5FLIGHT PLAN LIST 1/1

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When flight plans have been defined, the page lists the flight plans byname. This is shown in Figure 6--6.

00609.07

Figure 6--6FLIGHT PLAN LIST X/X

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Defining Stored Flight Plans

Stored flight plans, like active flight plans, are defined between any twonon--temporary waypoints (NAVAIDs, intersections, airports, etc.). Aflight plan fromPhoenix toMinneapolis is used to illustrate how todefinea flight plan in Procedure 6--1.

Step Procedure 6--1 Defining a Stored Flight Plan

1 Select FPL LIST from the NAV INDEX.

2 Enter the flight plan name into the scratchpad. In thisexample, KPHX--KMSP is entered (refer to Section 11,Multifunction Control Display Unit Entry Format, for flightplan name format).

3 Select SHOW FPL (1L), as shown in Figure 6--7.

00609.08

Figure 6--7FLIGHT PLAN LIST X/X -- KPHX/KMSPFOR TRAIN

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4 The FMS places KPHX as the origin and KMSP as thedestination. This is shown in Figure 6--8.

00612.04

Figure 6--8KPHX--KMSP 1/1

DETAILS -- When the flight plan name is specified as theorigin and destination 4--letter ICAO airport identifierseparated by a dash (--), the FMS automatically fills in theorigin and destination. A single alphanumeric character isadded following the destination identifier to distinguishmultiple flight plans between the same origin anddestination. When other formats for the flight plan nameare used, the pilot fills--in the origin and destination.

5 Enter ground speed at 1R when a speed other than theone shown is required. The FMS shows the distance andestimated time en route (ETE) for a direct flight fromPhoenix to Minneapolis. ETE is calculated based on theground speed (GS) at 1R. Distance and time are updatedas waypoints are added to the flight plan.

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6 Enter the route for the flight plan at the VIA.TO prompt.The following cannot be used in stored flight plans:D Temporary waypoints

D SIDs, STARs, or approach procedures

D Alternate flight plan and destination

D Speed or angle constraints

D Another stored flight plan.

7 Stored flight plans can contain patterns.

8 Close the flight plan by entering the destination waypointas the last waypoint in the flight plan. This is done by lineselecting the destination from the right side of the pageand inserting on the left side of the page.

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Deleting Stored Flight Plans

The DEL key is used to remove stored flight plans from the FMSmemory. Procedure 6--2 describes two methods for deleting a flightplan.

Step Procedure 6--2 Deleting a Stored Flight Plan

1 Selecting FPL LIST from the NAV INDEX.

2 Push the DEL key (*DELETE* is displayed in thescratchpad). Pushing the line select key adjacent to theflight plan name erases it from the FMS memory.

OR use step 3.

3 Push the line select key adjacent to the desired flight planname. Select SHOW FPL (1L). Delete the origin on thestored flight plan display page.

FLIGHT PLAN SELECT

D FLT PLAN SELECT 1/1-- Selecting a stored flight to be the activeflight plan and also calculating performance data of the stored flightplan is shown inFigure 6--9. This page is accessed from theFLIGHTPLAN LIST page (prompt at 6R) or from the NAV INDEX page.

00615.03

Figure 6--9FLT PLAN SELECT 1/1 Page

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To select and activate a stored flight plan, follow Procedure 6--3.

Step Procedure 6--3 Select and Activate a Stored FlightPlan

1 Select FPL LIST from the NAV INDEX.

2 Select desired flight plan from the list by pushing theadjacent line select key. The name is displayed in thescratchpad.

3 Select FPL SEL at 6R.

4 Push the line select key adjacent to the FLT PLAN prompt(1L) to insert the flight plan name. As an alternative, theflight plan name is entered directly from the key padinstead of being selected from the list. When a flight planname is entered that has not been previously defined, theFMS shows pages used to enter an undefined flight plan.

5 Select ACTIVATE by pushing 1R, INVERT/ACTIVATE bypushing 2R, and STORED FPL PERF by pushing 3R. Thisis shown in Figure 6--10.

00615.04

Figure 6--10FLT PLAN SELECT 1/1

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Step Procedure 6--3 Select and Activate a Stored FlightPlan

6 When an active flight plan exists when one of the activateprompts is selected, the FMS requires a confirmation step.This is shown in Figure 6--11.

00616.04

Figure 6--11FLT PLAN SELECT 1/1 -- Confirm

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PILOT WAYPOINT LIST

D PILOT WPT LIST 1/1 -- Figure 6--12 shows a list of pilot--definedwaypoints that are stored in memory and any temporary waypoints(refer to temporary waypoints, page 8-3). Procedure 6--3 is used tostore pilot--defined waypoints. Pilot--defined waypoints are definedusing latitude/longitude (LAT/LON), place/bearing/distance(P/B/D), or place/bearing/place/bearing (P/B/P/B), as described inthe procedure.

00617.04

Figure 6--12PILOT WPT LIST 1/1

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Step Procedure 6--4 Defining and Storing Waypoints

1 Select WPT LIST from the NAV INDEX.

2 Enter an identifier of one to five characters and line selectto the SHOW WAYPOINT line (1L). DAISY is used for thisexample.

3 The display changes to the definition display, as shown inFigure 6--13. Define DAISY by one the following threeways: step 4 (LAT LON), 6 (P/B/D), or 8 (P/B/P/B).

00618.08

Figure 6--13PILOT WAYPOINT 1/1

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3(cont)

When a previously used identifier is entered, the definitionfor the waypoint is displayed. This prevents the duplicationof waypoint names.

A page similar to Figure 6--13 is displayed when anundefined waypoint is entered on any page that acceptswaypoint entries (except the POS INIT page). For thesecases, the RETURN prompt is displayed at 1R. TheRETURN prompt is used before or after a waypoint isdefined. The RETURN prompt is used to return to the pagewhere the undefined waypoint was entered. When thewaypoint is not defined, the waypoint entry remains in thescratchpad. When the waypoint is defined, the waypointentry is completed.

Selection of 5R is used to load the GPS position as theLat/Lon coordinates of the pilot--defined waypoint.

4 Enter Latitude/Longitude and select to 2L.N3320.77W11152.58 is used in this example.

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5 The defined waypoint is displayed and shown inFigure 6--14.

00620.05

Figure 6--14PILOT WAYPOINT 1/1 -- WPT Defined

6 --OR-- Enter place/bearing/distance and select to 3L. Usethe example, PXR/126/7, where PXR defines place, 126defines bearing in degrees, and 7 defines distance innautical miles. Bearing inputs are assumed to be magnetic.True bearings are designated by placing the letter T afterthe bearing.

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7 The defined waypoint is displayed and shown inFigure 6--15.

00618.08

Figure 6--15PILOT WAYPOINT 1/1 -- WPT Load

8 --OR-- Enter P/B/P/B and select to 3L. Use the example,PXR/130/TFD/358, where PXR defines a place, 130 is theradial from PXR in degrees, TFD defines a second place,and 358 defines the radial from TFD in degrees. Bearinginputs are assumed to be magnetic. True bearings aredesignated by placing the letter T after the bearing.

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9 The defined waypoint is displayed and shown inFigure 6--16. When a waypoint is defined by P/B/P/B, onlythe coordinates are stored and shown.

00620.05

Figure 6--16PILOT WAYPOINT 1/1

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DATABASE

The pilot interrogates the navigation database stored in the FMS byusing the DATA BASE function (see Figure 6--17). This page isaccessed by entering a database waypoint name on the PILOT WPTLIST, or PILOT WAYPOINT page. The notice to airmen (NOTAM)NAVAIDS page also shows a prompt for direct access to this page.

00625.03

Figure 6--17DATA BASE WPT 1/1

A waypoint identifier of the database is entered in the upper left line byentering the identifier into the scratchpad and line selecting to 1L. Thefollowing items are displayed from the navigation database:

D Airports

D Runways

D NAVAIDs

D Instrument landing systems (ILSs)

D Intersections.

The waypoint list (WPT LIST) (6L) and NOTAM (6R) pages areaccessed using the prompts at the bottom of the DATA BASE WPTpage.

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Airports

Figures 6--18 thru 6--20 show the following airport data:

D DATA BASE WPT 1/3

— Identifier (1L)— Waypoint type (1R)— Airport name (2L)— Country (3L).

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D DATA BASE WPT 2/3

— Identifier (1L)— Coordinate position (2L)— Field elevation (3L)— Magnetic variation (3R).

00622.05


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D DATA BASE WPT 3/3

— Identifier (1L)— Access to airport runways (2L).

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Selection of prompt 2L shows the airport runway page, as shown inFigure 6--21.

01091.05

Figure 6--21KPHX RUNWAYS 1/1

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Whenoneof the runways is selected, the runway data is displayed.Thisis shown in Figure 6--22. Selection of theRETURNprompt at 6R resultsin the display of the airport runway page, shown in Figure 6--21.

Figure 6--22DATA BASE WPT 1/3 Page

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Runways

Figures 6--23 thru 6--25 show the following information for runways:

D DATA BASE WPT 1/3

— Runway identifier (1L)— Waypoint type (1R)— Airport name (2L) and country (3L).

Figure 6--23DATA BASE WPT 1/3 -- Runway

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D DATA BASE WPT 2/3

— Identifier (1L)— Runway heading and front or back course when the runway has

an associated ILS (1R)— Coordinate position (2L)— Elevation (3L)— Magnetic variation (3R).


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D DATA BASE WPT 3/3

— Identifier (1L)— Stopway (1R)— Width (2L) -- This field is blankwhen runway width is not available

in the navigation database.— Length (2R)— ILS glideslope when applicable (3L)— Displaced threshold (3R).


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Navigation


NAVAIDs

D DATA BASE WPT 1/1 -- Figure 6--26 shows the followinginformation about NAVAIDs:

— Waypoint identifier (1L)— Country (1L)— Frequency (1R)— Type (2L)

D DME (distance measuring equipment)D N DME (non collocated)D TACAN (tactical air navigation)D N TACAN (non collocated)D VORTAC (combined VOR and TACAN stations)D VORDMED VORD N VOR (non collocated)

— Class (2R)D HA (high altitude)D LA (low altitude)D T (terminal)D UR (unrestricted)

— Coordinate position (2L)— Elevation (3L)— Magnetic declination/variation (3R).

00626.03

Figure 6--26DATA BASE WPT 1/1 -- Guyna

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Magnetic declination is defined as the difference between the zerodegree radial of the station and true north. For many NAVAIDs, this isnot equal to the local magnetic variation due to the constantly changingearth magnetic field. When magnetic declination is not available,magnetic variation is displayed.

Figure 6--27 shows the DATA BASE WPT page for a nondirectionalbeacon. The letters NB are included after the identifier.

01607.02

Figure 6--27DATA BASE WPT 1/1 -- NDB

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Instrument Landing Systems

D DATA BASE WPT 1/1 -- Figure 6--28 shows the following data forinstrument landing systems:

— ILS identifier (1L)— Country (1L)— Front course (1R)— Frequency (1R)— Type (2L):

ILSLOC (localizer)LOCDME (localizer with DME)ILSDME (ILS with DME)

— Category (2R)

IIIIII

— Localizer antenna coordinates (2L)— Magnetic declination/variation (3R).

00627.03

Figure 6--28DATA BASE WPT 1/1 -- IPHX

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Intersections

D DATA BASE WPT 1/1-- Figure 6--29 shows the following data forintersections.

— Intersection identifier (1L)— Country (1L)— Intersection coordinates (2L)— Magnetic variation (3R).

00628.03

Figure 6--29DATA BASE WPT -- Payso

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Navigation


Multiple Waypoints

When a waypoint identifier is entered on any page and the FMS findsmore than one definition for the identifier, the WAYPOINT SELECTpage is displayed. The pilot must choose which definition to use.Wheninserting waypoints into a stored or active flight plan, the locationclosest to the previous waypoint is shown at the top of the page. For allother cases, the location closest to the aircraft position is shown at thetop of the page.

For example, when Thermal California (TRM) is entered on the DATABASEWPT page, the FMS shows all the TRM waypoints found on theWAYPOINT SELECT page. This is shown in Figure 6--30.

00629.05

Figure 6--30WAYPOINT SELECT 1/2

To select a desired waypoint, push the line select key adjacent to thedesired waypoint. When RETURN (6R) is pushed, no waypoint isselected.

Pilot--Defined Waypoints

When a pilot--defined waypoint is entered on the DATA BASE WPTpage, the FMS switches to the PILOTWAYPOINT page and shows thewaypoint, as well as the data about the waypoint.

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Undefined Waypoints

When an identifier is entered on the DATA BASE WPT page and theFMS cannot find a waypoint in the navigation database with thatidentifier, the FMS goes to the PILOT WAYPOINT page for waypointdefinition.

FMS Database

The FMS database consists of two parts, a navigation database and acustom (or pilot--defined) database. The navigation database is loadedinto the FMS and cannot be changed by the pilot. Using the customdatabase, the pilot customizes the FMS by defining waypoints andstoring flight plans.

Navigation Database

The FMS retrieves information from the navigation database aboutwaypoints and procedures used in flight planning and to tune NAVAIDsfor position determination. The database, supplied by Honeywell, isupdated every 28 days (refer to Navigation Database Updating onpage 6-184).

One version of the FMS database is labeled on the disks asWORLD3--3xx. WORLD3 indicates worldwide coverage, 3 indicates aversion 3 database, and xx indicates the cycle. There are 13 cycles(28--day periods) during the year. Therefore, the range of xx is 01 to 13.Whenacycle has to beamodified off cycle, a letter is appendedstartingwith A. For example, WORLD3--310A indicates a modified 10th cycleof the database.

The navigation database contains the following:

D NAVAIDs

D Airports

D Runways

D Airways (high and low)

D SIDs and STARs

D Approaches

D Named intersections

D Outer markers.

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NAVAIDs include very high frequency (VHF) NAVAIDs, instrumentlanding system/microwave landing system (ILS/MLS), andnon--directional beacons (NDBs). VHFNAVAIDs stored in thedatabaseconsist of the following types:

D VORTAC

D VOR/DME

D TACAN (tactical air navigation)

D VOR

D DME

D VOR/DME (noncolocated)

D TACAN (noncolocated).

Airport waypoints are the geographic reference point for the airport.

Airways contained in the database include all waypoints (some areunnamed) and only waypoints that define the airway. Some of thesedefining waypoints are not on paper charts. Some waypoints on thecharts are shown to be on an airway, but are not defining waypoints forthe airway.

Custom Database

The custom database consists of pilot--defined waypoints and storedflight plans. Up to 1,000 pilot--defined waypoints are stored.

The pilot stores commonly flown routes using the pilot--defined flightplan procedure. The pilot activates a flight plan from the FMS customdatabase rather than repeat the flight plan entry procedure. The FMScustom database retains up to 3,000 flight plans with a total of 45,000waypoints (whichever comes first). Each flight plan contains amaximum of 100 waypoints.

Custom DBs are downloaded and uploaded to/from PersonalComputer Memory Card International Association (PCMCIA) memorycards when the DMU option is installed. This permits the pilot to saveand store frequently used flight plans and pilot--defined waypoints.

Tailored Database

The tailored database consists of company--defined flight plans androutes. This database is defined and available only through asubscription service from Honeywell.

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FIX INFORMATION (INFO)

FIX INFO functionality gives the means for the pilot to find intersectionpoints on the active flight plan with selected radials or distances fromdatabase fixes. The pilot also enters radials or distances to determinepositions of intersection with the flight plan and the ETA and distanceof those intersections. Through selection of the abeam prompt, thepoint in the flight planwhich is abeam of the reference fix is determined.Waypoints are then created from these intersections and the data isdisplayed on the multifunction display (MFD). The FIX INFO page isshown in Figure 6--31.

1568.01

Figure 6--31FIX INFO 1/1

D FIX and BRG/DIS FR (1L) -- Any waypoint contained in thenavigation database or custom database is entered here. Thebearing and distance from the fix is also displayedon this line. In thisexample, the bearing is 126_ and the great circle distance is 28 NMfrom the fix to the aircraft. A new fix is entered over the existing fixor the fix is copied to the scratchpad.

NOTE: The fix is only erased by selecting the ERASE FIX promptat 6L or using the MCDU DEL key.

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D BRG/DIS, ETA, DTG, ALT (Lines 2, 3, and 4) -- Bearing and/ordistance (BRG/DIS) references are entered into 2L through 4L. Abearing is entered in 2L, 3L, or 4L. Valid bearing (radial) entries arethree digits ranging from 000_ to 360_. The entered radial isdisplayed on the ND relative to the current map display. When theentered radial intersects the active flight plan within 999 NM of thereference fix, the intersecting distance is displayed in small fontfollowing the slash ( / ). If no intersection is found, the distanceportion of the lines 2, 3 or 4 is blank.

A distance is entered in 2L, 3L, or 4L precededby a slash ( / ).Whenthe distance circle intersects the active flight plan, the intersectingradial is displayed in small font before the slash. If no intersectionis foundwithin 999NM, the bearingportion of lines 2, 3, or 4 is blank.

When radial lines or distance circles intersect the active flight path,distancealong the flight path to the intersection, ETA, andestimatedaltitude at the intersection are displayed.

The ETA and DTG are displayed in lines 2 through 5 for bearing,distance, or abeam references for which an intersection with theactive flight plan exists.

Whenan intersectionwith theactive flight planexists for thebearing,distance, or abeam references in 2L through 5L, the predictedaltitude at that intersection is displayed in 2R through 5R. If nointersection exists, the corresponding altitude field is blank.

Selection of a bearing entry or distance entry (2L, 3L,or 4L) from theFIX INFO page automatically creates a place/bearing/distance(PBD) waypoint and inserts it into amodified flight plan. Whenmorethan one crossing point exists, the first crossing point (closest to theaircraft in distance along the flight plan) on the FIX INFO page isinserted. Thepilot reviews themodified flight plan information on theMFD prior to activation.

D ABEAM (5L) -- Initially, an ABEAM prompt is displayed in 5L.Pushing 5L shows the bearing and distance from the fixperpendicular to the nearest intersection on the flight path. Distancealong the path to the abeam point, ETA, and altitude at that point isalso displayed.

When an abeam point to the active or active offset flight path cannotbe found, INVALID ENTRY is displayed in the scratchpad.

A valid intersection is downselectedas aPBDwaypoint to insert intothe route. An abeam point is removed by deleting thedistance/bearing value.

D ERASE FIX (6L) -- Pushing 6L removed all fix data from the FIXINFO page. The ERASE prompt is not displayed when a fix is notdisplayed in 1L.

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AIR TRAFFIC CONTROL (ATC)

The ATC LOGON/STATUS page, shown in Figure 6--32, permits thecrew to view the status of and interfacewith the air traffic services (ATS)facilities notification (AFN) function, the automatic dependentsurveillance (ADS) function, and the ATC communication application.This page is accessed from theNAV INDEX page. ATC is an optionandis not installed on all aircraft.

01490.06

Figure 6--32ATC LOGON/STATUS 1/1

D (1L) -- This line shows the AFN logon center. When no AFN logoncenter exists and there is a valid position, four dashes aredisplayed.Otherwise, the data field is blank and nonoperational. Entry of acenter is permitted. A valid entry consists of four alpha characters.When a valid entry is made and the flight number and tail numberare valid, the AFN logon state is set to SEND. Entry of *DELETE*is permitted when there is no active center and results in the logoncenter being set to the default and the AFN logon state being set toidle. When an active center exists, entry of *DELETE* results inINVALID DELETE being shown in the scratchpad. When entry ordeletion is attempted while in the process of sending the contactmessage, BUSY--REENTER LAST CHG is displayed in thescratchpad.

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D (2L) -- When a valid flight number does not exist, eight large greenfont dashes are displayed in the data field left justified to column 1.When a valid flight number exists, it is displayed in large green font.Valid entries are one to eight alphanumeric characters (0--9, A--Z).Entries violating range or format requirements results in the displayof the INVALID ENTRY message. When a valid flight number hasnot been entered and the TCAS flight number parameter producedby the modular radio cabinet is valid, then the TCAS flight numberparameter value is displayed. Entry of a valid flight number into thedata field when dashes or a flight number is displayed causes theentered value to be shown in the data field for 7 seconds. After10--15 seconds has elapsed, the data field shows the MRC TCASflight number when valid. Otherwise, the data field becomesdashedand the CHECK FLIGHT ID scratchpad message is annunciated.Selection of this LSKwhen a valid flight number is displayed and thescratchpad is blank, causes the flight number to be down selectedinto the scratchpad. Otherwise, selection of the LSK isnonoperational. Selection of this LSK with *DELETE* in thescratchpad causes the INVALID DELETE message to be shownand no changes occur to the data field. When the flight number isnot enabled, this line is blank and nonoperational.

D (3L) -- This line shows the aircraft tail number. No entry is permitted.

D (4L) -- This line shows the current state of theADS connection. Validstates are ACTIVE, ARMED, and OFF. No entry is permitted.

D (5L) -- This line shows the current state of theADS connection. Validstates are ACTIVE, ARMED, and OFF. No entry is permitted.

D (1R) -- This line shows the datalink status. Valid states are READY,FAIL, NOCOMM, and VOICE. No entry is permitted.

D (2R) -- This line shows the active center. When there is no activecenter, this line is blank. No entry is permitted.

D (4R) -- This line changes the state of the ADS connection. When theconnection is active or armed, OFF is displayed. When theconnection is off, ARM is displayed.

D (5R) -- This line changes the state of the automatic direction finder(ADF) emergency mode. If the ADF connection is off, this line isblank.

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D (6R) -- This line shows the current AFN logon state. If the logoncenter, flight number, or tail number is invalid, this line is blank andinactive. When the logon center, flight number, and tail number arevalid and the contact message has not been sent, this line shows aSEND prompt. Selection of the SEND prompt results in the contactmessage being sent and the AFN logon state is set to SENDING.After the contact message has been sent, but the networkacknowledgement has not been received and the networkacknowledgement timer has not expired, this line shows SENDING.After the network acknowledgement for the contact message hasbeen received, but the AFN acknowledgement message has notbeen received, this line shows SENT. When the networkacknowledgement timer for the contact message expires or thenotification timer for the crew--initiated contact message expires,this line shows a RESEND prompt. Selection of the RESENDprompt results in the contactmessagebeing sent and theAFN logonstate set to SENDING. When a positive acknowledgementmessage is received, this line shows ACCEPTED. If a negativeacknowledgement message is received, this line showsREJECTED.

DATALINK

The DATALINK INDEX page (shown in Figure 6--33) gives access tothe datalink pages available to the pilot. This page is accessed from theNAV INDEX. AOCdatalink is anoptionand is not installed on all aircraft.

Figure 6--33DATALINK INDEX 1/1

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D FLT PLAN (1L) -- When on page one, this line gives direct accessto the DATALINK FLT PLAN. If the datalink data management unit(DMU) has failed, this line is blank and inactive. No entry ispermitted.

D REPORTS (2L) -- When on page one, this line gives direct accessto the DATALINK REPORTS page. When the datalink DMU hasfailed, this line shows ACARS DMU FAILED centered on the lineand the line select key is inactive. No entry is permitted.

D ADDRESS (3L) -- Gives direct access to the DATALINKADDRESSpage when this is the last prompt on the DATALINK INDEX pages.If the datalinkDMUhas failed, this line is blank and inactive. Noentryis permitted.

D WINDSREQ (1R) -- When on page one, this line gives direct accessto the WINDS REQ page.

D WINDSREV (2R) -- When on page one, this line gives direct accessto the WINDS REV page.

Datalink Flight Plan

TheDATALINK INDEXgives access to thedatalink flight plan for reviewby the pilot and permits sending a request for a datalink flight plan. Atypical DATALINK FLT PLAN page is shown in Figure 6--34.

01047.01

Figure 6--34DATALINK FLT PLAN 1/1

NOTE: When the datalink DMU has failed, this page transitions backto the DATALINK INDEX page.

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D FPL ID (1L) -- Any flight plan name not beginning with -- is enteredhere to identify the datalink flight plan. Entered flight plan names aredisplayed in upper case. When entered, the flight plan identifierpropagates to the REPORTS page. Entry of *DELETE* to this linecauses the default flight plan identifier to be displayed. The defaultflight plan identifier is generated by combining the origin airport withthe destination airport separated by a dash, when an active flightplanexists. Otherwise, entry prompts are displayed.Changes to thisfield are prohibitedwhena flight plandownlink request or a flight plandownlink report is in the sending state.

D FPL REVIEW (5R) -- When a datalink flight plan is ready for review,FPL REVIEW is displayed. Otherwise this line is blank and inactive.Selection of the FPL REVIEW prompt gives access to theDATALINK FPL REVIEW pages. No entry is permitted.

D SEND REQUEST (6R) -- This line requests transmission of a flightplan downlink request. When the flight plan downlink request isbeing sent, the prompt is removed and the line shows SENDINGuntil a network acknowledgment is received or a timeout occurs.The request for a flight plan is transferred to the cross--side whenthe operating mode is DUAL. When the datalink DMU is not able tocommunicate with the ground, LINK UNAVAIL is displayed with noprompt character. No entry is permitted.

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Datalink Flight Plan Review

This page, shown in Figures 6--35 and 6--36, is activated through theprompt on the DATALINK FLT PLAN page and gives the capability toreview the datalink flight plan prior to activating or rejecting the uplinkedflight plan as the active flight plan.

01048.02

Figure 6--35DATALINK FPL REVIEW 1/X

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01049.04

Figure 6--36DATALINK FPL REVIEW 1/1

D (1L, 2L, 3L, 4L) -- Each displayed item is an element of the datalinkflight plan and is classified in the following categories:

— Origin airport— Departure procedure— Waypoint— Airway— Arrival procedure— Approach procedure— Arrival runway— Missed approach procedure.

The display element order on the page reflects the order of theexpanded datalink flight plan.

D (1R, 2R, 3R, 4R, 5R) -- Shows speed/altitude constraints associatedwith the waypoint on the left. The flight plan identifier is displayed in1R on page one only when it exists in the datalink flight plan. Thearrival airport is displayed on the last page as the last waypoint witha line title of DEST.

D 6R -- Selection of this line accesses the MOD FLT PLAN page.Select INSERT at 6R to confirm the new flight plan after it has beenreviewed, when an active flight plan exists. When no active flightplan exists, selection causes the datalink flight plan to become theactive flight plan.

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Datalink Reports

The datalink REPORTS page, shown in Figure 6--37, gives thecapability to send datalink reports. This page is accessed through theDATALINK INDEX page.

01051.01

Figure 6--37REPORTS 1/1

D FPL ID (1L) -- Any flight plan name not beginning with -- is enteredhere to identify the datalink flight plan. Entered flight plan names aredisplayed in upper case. When entered, the flight plan identifierpropagates to the DATALINK FLT PLAN page. Entry of *DELETE*to this line causes the default flight plan identifier to be shown. Thedefault flight plan identifier is generated by combining the originairport with the destination airport separated by a dash when anactive flight plan exists. Otherwise, entry prompts are displayed.Changes to this field are prohibited when a flight plan downlinkrequest or a flight plan downlink report is in the sending state.

D SEND FPL REPORT (2L) -- Selection of this line requeststransmission of a flight plan report. When the flight plan report isbeing sent, the prompt is removed and the line shows SENDINGFPL REPORT until network acknowledge is received or a timeoutoccurs. When the datalink DMU is not able to communicate with theground, FPL REPORT LINK UNAVAIL is displayed with no promptcharacter. No entry is permitted.

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D SEND POS REPORT (3L) -- Selection of this line requeststransmission of a position report. When the position report is beingsent, the prompt is removed and the line shows SENDING POSREPORT until network acknowledge is received or a timeoutoccurs. When the datalink DMU is not able to communicate with theground, POS REPORT LINK UNAVAIL is displayed with no promptcharacter.

D 6L -- This line gives direct access to DATALINK INDEX page. Noentry is permitted.

Datalink Winds

The DATALINKWINDS page gives access to the datalink wind reportsavailable to the pilot and permits the request of wind reports for theactive flight plan waypoints and offpath waypoints. This also gives thecapability to enter active flight plan winds into the FMS windperformance model. A typical DATALINK WINDS page is shown inFigure 6--38. Direct access is available from theDATALINK INDEX andWIND/TEMP page.

01052.01

Figure 6--38DATALINK WINDS 1/X

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D FPL WPTS (1L) -- Without uplinked winds, this line shows thecurrent status of inclusion of active flight plan waypoints into thewind request downlink. FPLWPTS is displayedwith a select promptwhen uplinked wind data exists for at least one active flight planwaypoint. Selection of this field causes direct access of theWINDSALOFT pages for review of the active flight plan wind data. No entryis permitted.

D (2L, 3L, 4L, 5L) -- Any valid database waypoint identifier is enteredhere to define the offpath waypoint included in a wind request. Afterentry of a new offpath waypoint, the next enterable offpath waypointfield is dashed. Up to 52 offpath waypoints are entered requiring upto nineDATALINKWINDS pages. Offpath waypoints are insertedordeleted from the list. Insertion of a new offpath waypoint pushes thelist starting at the point of insertion down one. When the offpathwaypoint list is full, the LIST FULLmessage is displayed. When theoffpath waypoint IDENT already exists, the ALREADY EXISTSmessage is displayed. Deletion of an intermediate offpath waypointcauses collapse in the list of remainingoffpathwaypoints. Theselectprompt is displayed when uplinked wind data exists for the offpathwaypoint. Selection of the offpath waypoint prompt accesses theDATALINK WINDS ALOFT page showing the offpath waypoint andrelated wind information. Offpath waypoints entered after an uplinkand matching a flight plan waypoint containing uplinked wind data,defaults to uplinked flight plan waypoint wind data.

D DATALINK (6L) -- Gives direct access to the DATALINK INDEXpage, when the DATALINK prompt is displayed.

D 1R -- Without uplinked winds, this line is used to select inclusion ofactive flight plan waypoints into thewind request downlink. No entryis permitted.

D (2R, 3R, 4R, 5R) -- Same as 2L, 3L, 4L, 5L.

D ACCEPT (6R) -- Shows SEND REQST when an active flight planexists and INCLUDE FPL WPTS is selected or at least one offpathwaypoint is defined. Selection of the SEND REQST promptstimulates transmission of a wind request datalink message foroffpath waypoints and active flight plan waypoints when includingflight plan waypoints. When the wind request downlink is inprogress, the prompt is removed and the line shows SENDING.When the datalink DMU is not able to communicate with the ground,LINK UNAVAIL is displayed. The ACCEPT prompt is displayedwhen uplinked wind data is available for offpath or active flight planwaypoints. Selection of the ACCEPT prompt, results in insertion ofthe pending uplinked wind data into the FMS wind model andstimulates transmission of the accept winds datalink responsemessage. No entry is permitted.

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Datalink Winds Aloft

The DATALINK WINDS ALOFT page, shown in Figure 6--39, showswinds and outside air temperature by altitude for the selected winduplink station. Direct access is available from the DATALINK WINDSpage.

01055.02

Figure 6--39WINDS ALOFT 1/X

D STATION (1L) -- This line shows the uplinked wind station(waypoint) identifier. No entry is permitted.

D ALT, WIND, TEMP (L2, L3, L4) -- The winds aloft and temperaturefrom uplinked wind data for the station identifier is displayed, whenavailable. The winds aloft and temperature consists of the windaltitude, station wind (direction/magnitude), and OAT (outside airtemperature). Up to 4wind aloft and temperature sets are displayedin increasing order with the lowest altitude in the first line of 2L. Thedisplayed temperature at the wind altitude is extrapolated from theOAT closest to the wind altitude contained in the wind data uplink.No entry is permitted.

D 6L -- Gives direct access to the DATALINK INDEX page. No entryis permitted.

D 6R -- Gives direct access to the DATALINK WINDS page. No entryis permitted.

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Datalink Address Configuration

Figure 6--40 shows the typical datalink ADDRESSCONFIG page. Thispage gives access to the datalink routing address configuration pagesavailable to the pilot.

01056.02

Figure 6--40ADDRESS CONFIG 1/1

D FLIGHT PLAN (1L) -- Gives access to the datalink routing addressconfiguration pages available to the pilot.

D WINDS (2L) -- Gives direct access to the datalink WINDSADDRESS page.

D POS REPORT (3L) -- Gives direct access to the datalink POSREPORT ADDRESS page.

D 6L -- Gives direct access to the datalink DATALINK INDEX page.FOR TRAINNIN

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Flight Plan Address

The FLIGHT PLAN ADDRESS page, shown in Figure 6--41, gives thecapability for configuration of datalink routing addresses for flight planreport or request address.


01057.01

Figure 6--41FLIGHT PLAN ADDRESS 1/1

D COMPANY ADDRESS (1L) -- Any company identifier address withup to ten characters is entered here to define the ground serviceprovider address for routing the datalink flight plan.

D GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground addressidentifier with up to seven characters is entered here to define theground address for routing the datalink flight plan information. Afterentry of a new ground address, the next enterable ground addressfield is dashed. Up to seven ground addresses are entered. Existingground addresses are inserted or deleted from the list. Insertion ofa newgroundaddress pushes the list starting at thepoint of insertiondown one. When ground addresses are full, the LIST FULLmessage is displayed. Deletion of an intermediate ground addresscauses collapse in the list of remaining ground addresses.

D ADDRESS (6L) -- Gives direct access to the datalink ADDRESSCONFIG page. No entry is permitted.

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D (2R, 3R, 4R) -- Same as 2L, 3L, and 4L.

Winds Address

The WINDS ADDRESS page, shown in Figure 6--42, gives thecapability for configuration of datalink routing addresses for windrequest address information.


01058.01

Figure 6--42WINDS ADDRESS 1/1

D COMPANY ADDRESS (1L) -- Any company identifier address withup to ten characters is entered here to define the ground serviceprovider address for routing the datalink flight plan.

D GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground addressidentifier with up to seven characters is entered here to define theground address for routing the datalink wind request addressinformation. After entry of a new ground address, the next enterableground address field is dashed. Up to seven ground addresses areentered. Existing ground addresses are inserted or deleted from thelist. Insertion of a new ground address pushes the list starting at thepoint of insertion down one. When ground addresses are full, theLIST FULL message is displayed. Deletion of an intermediateground address causes collapse in the list of remaining groundaddresses.

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Position Report Address

The POSITION REPORT ADDRESS page, shown in Figure 6--43,gives the capability for configuration of datalink routing addresses forposition reporting address information.


01059.01

Figure 6--43POS REPORT ADDRESS 1/1

D COMPANY ADDRESS (1L) -- Any company identifier address withup to ten characters is entered here to define the ground serviceprovider address for routing the datalink position reporting address.

D GROUNDADDRESS (2L, 3L, 4L, 5L) -- Any ground address identifierwith up to seven characters is entered here to define the groundaddress for routing the datalink position reporting address information.After entry of a new ground address, the next enterable groundaddress field is dashed. Up to seven ground addresses are entered.Existing ground addresses are inserted or deleted from the list.Insertion of a new ground address pushes the list starting at the pointof insertion down one.Whenground addresses are full, the LISTFULLmessage is displayed. Deletion of an intermediate ground addresscauses collapse in the list of remaining ground addresses.

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DEPARTURES

The DEPARTURE function is used to examine and select departurerunways and standard instrument departures (SIDs) stored in thenavigation database.

NOTE: Some SIDs are not in the database. This is because of theway some procedures are defined by the controlling agencyand the limitations of the FMS.

To illustrate the steps in the DEPARTURE function, Denver, Colorado(KDEN), is used as the origin of the active flight plan. Figure 6--44shows the PIKES3 departure for KDEN. Refer to Procedure 6--5 forDEPARTURE selection. At any point in the departure selectionprocess, entering a new or the same airport at 1L returns the displayto the beginning of the selection process.

Following selection of a SID, the following methods must be used tomodify the departure procedure in the active flight plan:

D The DEPARTURE page is used to:

— Add a segment to the procedure already existing in the activeflight plan.

— Replace a procedure segment already in the active flight plan.

— Delete a procedure segment from the active flight plan.

D Delete a portion, or all, of the activated procedure by performing aDIRECT--TO a waypoint in the active flight plan or alternate flight plan.

D Delete the procedure by activating a flight plan from the customdatabase.

D Delete the FROM waypoint in the active flight plan (only when theaircraft is still on the ground).

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Figure 6--44Denver, CO PIKES3 Departure

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D DEPARTURERUNWAYS 1/X -- From the departure pages, thepilotselects a departure runway, SID, and departure transition as shownin Figure 6--45. Access to the DEPARTURE page from the ACTIVEFLT PLAN page is available only when the origin waypoint is anairport and the aircraft is within 50 NM of the origin and a DEST isentered. Access to the DEPARTURE page is always available fromthe NAV INDEX.

The default airport at 1L is the origin of the active flight plan. Whenthe origin is not defined or when it is not an airport, prompts aredisplayed for entry of an airport. When the origin waypoint is not anairport, access to SIDs is for review only. When the active flight plancontains a SID, the selected departure runway, SID, and transitionare displayed.

Step Procedure 6--5 Departure Selection

1 Select DEPARTURE from the ACTIVE FLIGHT PLAN or NAVINDEX.

2 Select the desired runway from the DEPARTURE RUNWAYpage. This is shown in Figure 6--45. Runway 25 (4R) isselected in this example.

Figure 6--45DEPARTURE RUNWAYS 1/1

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3 Select the SID from the SIDs page. This is shown inFigure 6--46. PIKES3 (3L) is selected in this example.

Figure 6--46SIDs 1/1

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4 Select thedeparture transition from theDEPARTURETRANSpage. This is shown inFigure 6--47. ALS (2L) is selected in thisexample.

Figure 6--47DEPARTURE TRANS 1/1

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5 Select REVIEW (6L) from the PROCEDURE 1/1 page. Thisis shown in Figure 6--48.

Figure 6--48PROCEDURE 1/1

DETAILS -- Select REVIEW to review the selected procedureor select INSERT to insert the selected procedure into theactive flight plan. The INSERT prompt is displayed on thesepages only when the airport is the origin airport of the flightplan. Selecting REVIEW or INSERT partway through theselection procedure ends the departure selection process.The selected portion of the procedure is reviewed and/orinserted into the flight plan.

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6 Review the selection, shown in Figure 6--49. Selecting NEXTmoves to the next review page.

Figure 6--49SID REVIEW 1/2

SID REVIEW 1/X -- Figure 6--49 shows the selected runway,SID, and transition as it would look when INSERTED into theflight plan. The runway threshold elevation of 5350 feet isdisplayed in blue on the right side of the page. The first legafter the discontinuity, which is removed by the DELETEbutton, is a climb on the heading of 194_ from the waypointDEN to the waypoint SOLAR.

7 Review the selection, shown in Figure 6--50. Selecting NEXTmoves to the next review page.

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8 Review the selection shown in Figure 6--50. This is the lastpage or review in this example. Select CLEAR (6L) orINSERT (6R).

Figure 6--50SID REVIEW 2/2

SID REVIEW 2/2 -- Figure 6--50 shows a heading of 195_ towaypoint TEHEV followed by a heading of 185_ to waypointBINKE, followed by a 185° heading to ALS.

Push the CLEAR prompt (6L) to clear the selected procedureand show the DEPARTURE RUNWAYS page.

Selecting the INSERT prompt (6R) inserts the selectedrunway, SID and transition into the the MOD flight plan. SelectACTIVATE to end the departure selection process. However,when the airport is not part of the active flight plan, the SIDcannot be inserted.FOR TRAIN

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ARRIVAL

The ARRIVAL pages are used to examine and select runways,approaches, and standard terminal arrival routes (STARs) stored in thenavigation database.

NOTE: Some approaches and STARs are not in the database. Thisis because of the way some procedures are defined by thecontrolling agency and the limitations of the FMS.

To illustrate the steps in the ARRIVAL function, Minneapolis,Minnesota(KMSP) is used as the destination of theactive flight plan. This examplestarts with the selection of a runway. However, there is no requiredselection order. Also, a selection made from each page is notnecessary. When a STAR has already been activated, selecting arunway is possible without affecting the previously selected procedure.At any point in the selection process, it is possible to return to theARRIVAL page and review and/or activate the selected items.

On the ARRIVAL page, when a new runway is selected and notsupported by a previously selected STAR (or approach), the previousprocedures are not displayed for insertion into the MOD flight plan. Infact, only approaches to the selected runway are displayed on theAPPROACH page. Changes made to the active flight plan creates aMOD flight plan. After INSERT is selected, the changed flight plan isshown as dashed lines on the MFD. Next the pilot selects ACTIVATEor CANCEL to finalize or erase the changes.

To select a new runway, return to the ARRIVAL page and select theRUNWAY prompt. Choose the desired runway, select the ARRIVALprompt, and select the ACTIVATE prompt.

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Following selection of an arrival procedure (STAR or approach), thefollowing methods must be used to modify the arrival procedure in theactive flight plan:

D The ARRIVAL page is used to:

— Add a segment to the procedure already existing in the activeflight plan.

— Replace a procedure segment already in the active flight plan.

— Delete a procedure segment from the active flight plan.

D Delete a portion, or all, of the activated procedure by performing aDIRECT--TO a waypoint in the active flight plan or alternate flightplan.

D Delete the procedure by activating a flight plan from the customdatabase.

D Delete the FROM waypoint in the active flight plan.

D Delete the procedure turn waypoint in the active flight plan.

D Delete the hold attribute from the course reversal hold waypoint.

Circle--to--land approaches are not supported in the navigationdatabase.

NOTE: When modifying the flight plan (i.e., changes in runway,approach, or STAR), the flightcrew’s responsibility is to verifythe desired waypoints are inserted into the MOD RTE and/orMOD FLT PLAN pages before activating.

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Figure 6--51 shows the STAR plate. Refer to Procedure 6--6 for arrivalselection.

Figure 6--51Minneapolis, MN KASPR3 Arrival

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Step Procedure 6--6 Arrival Selection

1 Select ARRIVAL from the active flight plan or NAV INDEX.

2 Select RUNWAY, APPROACH, or STAR from the ARRIVALpage. This is shown in Figure 6--52.

01693.01

Figure 6--52ARRIVAL 1/1

DETAILS -- Figure 6--52 is displayed when the ARRIVALfunction is selected. From this page, the pilot selects whichelement, arrival runway, approach, or STAR is to be selected.This page is also accessed from the ACTIVE FLT PLANpagewhen the aircraft is within 200 flight plan miles of thedestination.

The default airport at 1R is the destination of the active flightplan. When the destination is not defined, or when not anairport, prompts are displayed to enter the airport. Whenprevious selections have been made, they are displayed onthis page. Selections can also be deleted on this page.

The runway, approach or STAR is selected (or reselected) inany order. In each case, the ARRIVAL prompt is displayed inreverse video. It is used to return to the ARRIVAL page.

When an approach is going to be selected, a step is saved byselecting APPROACH from this page. The runway isautomatically selected when an approach is selected.

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3 Select the desired runway from the RUNWAY page. This isshown in Figure 6--53. In this example, runway 30L (1R) isselected.

Figure 6--53KMSP RUNWAY 1/1

Any previously selected runway is labeled as (ACT) or (SEL).Runways can be more than one page.

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4 Select the approach from the APPROACH page. When therunway is selected first, the FMS shows only the approachesfor the selected runway. This is shown in Figure 6--54. In thisexample, ILS 30L (2L) is selected.

Figure 6--54KMSP APPROACH 1/1

When only the straight-in portion of an approach is desired,select the approach without selecting an approach transition.

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5 Select the approach transition (includes feeder routes) fromthe APPROACH TRANS page. This is shown in Figure 6--55.In this example, HASTI (2L) is selected.

Figure 6--55KMSP APPROACH TRANS 1/1

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6 Select the STAR from the STAR page. This is shown inFigure 6--56. In this example, KASPR3 (3L) is selected.

Figure 6--56KMSP STAR 1/1

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7 Select the STAR transition from the STAR TRANS page. Thisis shown in Figure 6--57. In this example, MCW (2L) isselected.

Figure 6--57KMSP STAR TRANS 1/1

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8 Once all selections have been made, the ARRIVAL page isautomatically displayed. This is shown in Figure 6--58. Thechoices from this page are to either review or insert the arrivalprocedure. In this example, REVIEW (6L) is selected.

Figure 6--58ARRIVAL 1/1 Page

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9 Review to verify the selection prior to insertion into the activeflight plan. From page1/5, shown in Figure 6--59, select NEXT(paging keys) for display of page 2/5.

Figure 6--59ARRIVAL REVIEW 1/5

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10 At any time in the review process, the INSERT prompt (6R) isused to insert the approach into a MOD FLT PLN. This isshown in Figure 6--60. The CLEAR prompt (6L) is used toreturn to the selection process. The review process iscontinued by using the paging keys through the end of theprocedure, including the missed approach procedure.

Figure 6--60ARRIVAL REVIEW 2/5

After inserting the changes, the ACTIVATE prompt is shownat 6R on the MOD FLT PLAN. Select ACTIVATE to completethe arrival process.

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Approach

Once an approach has been selected, the pilot must check and/ormonitor many things during the approach. The following is a list of thoseitems:

D Before starting a nonprecision approach transition or approach, thecrew must review the published approach procedure and verify theFMS waypoints and altitude restrictions.

D Before starting a nonprecision approach transition flown by theFMS, it is important to verify the transition is cleared by ATC.Selecting the transition fix is normally thepath to selecting theactualtransition.

D TheAPPRannunciator must turn on 2NM before the final approachfix and remains lit for the remainder of the approach. This is apositive cue to the flight crew that the sensor configuration is correctand sensor integrity is within limits for the approach. The approachannunciator is not lit during localizer--based approaches since theFMS is not authorized to be coupled during localizer approaches.The DGRAD annunciator must be off throughout the approach.When the DGRAD annunciator turns on, the FMSmust not be usedfor the remainder of the approach. The flight crew continues theapproach using raw data or perform the missed approachprocedure.

D WhenVNAV is used for vertical guidanceon theapproach, verify theapproach plate waypoint altitudes are shown on the FMS MCDU.When VPATH is used, the altitude selector must be set to theminimum descent altitude (MDA) for continuous vertical navigation(VNAV) descent.Whenvertical glide path (VGP) isused, thealtitudepreselector is set to the missed approach procedure altitude oncethe VGP mode is engaged.

D Industry--wide standards for database information are currentlyinconsistent on many approaches. Some vertical paths are definedto 50 feet above the runway. Others do not arrive at MDA until at themissed approach point (MAP). Some approaches give verticalguidance below the published MDA and some vertical paths differfrom the visual approach slope indicator/precision approach pathindicator (VASI/PAPI) angles.

D Since charts are continually updated, theFMSwaypoint namesmaynot exactly match the chart names. Additionally, differencesbetweencourses canbeshownon the chart and those shown on theMCDU and electronic display system (EDS). These differences arethe result of changes in magnetic variation and are normally lessthan 2 degrees. Verify possible changes before starting anapproach.

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D The navigation database does not have step down waypointsbetween the final approach fix (FAF) andMAP when the VNAV pathsatisfies the step down restrictions. VNAV path guidance and across check with other navigation aids are the only assurance alldescent path restrictions are met. Using modes other than VNAVcan be desirable for some approaches.

D Refer to the global positioning system (GPS), page 6-99, forinformation on GPS receiver autonomous integrity monitor (RAIM)for GPS only approaches.

D Approaches in the navigation database consist of localizer--basedapproaches and nonprecision approaches. There are nocircle--to--land procedures in the database. The FMS is certified tofly all nonprecision approaches (GPS, NDB, VOR/DME, VOR,RNAV, NDB/DME). Approaches from the database can containDME arcs. The FMS flies the arc as specified in the approach.

D The FMS cannot be used to fly localizer approaches (ILS, LOC,BAC, SDF, LDA) . These approaches are flown by showing thelocalizer data and by using the flight director/autopilot. However,these procedures are selected and activated on the FMS toenhance situational awareness. The FMS shows the approach onthe EDS map displays. The FMS is used to fly the approachtransition and the missed approach phases of precisionapproaches.

D An approach is selected with or without an approach transition. Forexample, when receiving vectors to the final approach course, anapproach transition need not be selected with the approach. Thepilot flies the specified vectors and arms LNAV. The FMSautomatically captures the final approach course.

D The altitude selector must not be set below the published MDA untilthe runway is visible and the approach is made.

D Before flying the approach, the waypoints, as well as constraints inthe procedure, must be verified with the approach charts. When thedatabase contains more waypoints for the procedure than the chartactually shows, the flight plan must reflect the selected procedure.The database does not contain step down fixes on the finalapproach when the constraint at the step down fix is satisfied by thevertical descent path into the MAP.

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D Following selection of an approach, the following must NOT beperformed to the approach procedure:

— Adding waypoints into the middle of an approach procedure.

— Relocating procedure waypoints in the flight plan.

— Removingwaypoints from anapproach procedure (other thanbyDELETING the FROM waypoint, performing a DIRECT--TO,activating another approach, or activating another flight plan),

and then continuing to fly the procedure.

— Changing an altitude or angle constraint associated with anapproach waypoint.

— Adding holding patterns, orbits, or radial intercepts to approachwaypoints.

— Changing the destination and then continuing to fly the approachprocedure to the original destination.

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The examples, shown in Tables 6--1 and 6--2, illustrate approachtransitions and how the FMS flies the transitions.

Table 6--1Typical FMS Pattern Displays -- 1

ApproachTransition Chart Depiction FMS Groundtrack

DMEArc

ProcedureTurn

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Table 6--2Typical FMS Pattern Displays -- 2

ApproachTransition Chart Depiction FMS Groundtrack

HoldingPatternCourseReversal

Teardrop

See NOTE:

NOTE: Following sequence of WPT, the FMS turns to capture the final approachcourse. The FMS is not flying a defined ground track during this maneuver.Depending on speed and teardrop geometry, the FMS can roll wings level ona45_ intercept to the final approachcourse. Typically, the aircraft is bankeduntilthe final approach course is captured.

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Missed Approach

The missed approach is activated by pushing the TOGA button. Whenthe TOGA button is pushed within 2nm of the FAF (APPR light on), themissed approach procedure is inserted into the flight plan following theMAP. The APPR annunciator turns off and the FMS goes into terminalmode.

POSITION SENSORS

One of the primary FMS tasks is to navigate the aircraft along apredefined flight plan. Todo this, theFMS receives navigation data fromvarious sensors on board the aircraft. From the available sensors, theFMS determines the best navigational mode, and combination ofsensors, to give the most accurate aircraft position.

Navigation Mode

The priority of the navigation modes is as follows:

D GPS

D DME/DME

D VOR/DME

D IRS.

NOTE: Load 23 utilizes a performance--based system to determinethe best navigation mode.

The selection priority is based on estimated sensor accuracy withGPSbeing the most accurate sensor. When GPS is available, it is selectedas first priority. In other words, the FMS position is equal to the GPSposition. When more than one GPS position is available, the FMSposition is equal to the blendedGPS position.WhenGPS is used, othersensors are still monitored for position differences from the FMSposition. Other sensors do not contribute to the FMS position unlessGPS becomes unavailable or inaccurate.

DME/DME is the next most accurate position. The FMS automaticallytunes the scanning DMEs to give the best position from DME/DME.

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VOR/DME updating is less accurate than DME/DME because of theVOR bearing error. The bearing error increases with distance from theNAVAID thus reducing the accuracy of the VOR/DME position as theaircraft moves away from the tuned NAVAID.

IRS is the navigation mode where the FMS blends the available IRSsensors. This mode is used primarily when the aircraft is operating overwater or in a sparse NAVAID environment.

All sensor positions are continuously compared to the FMS computedposition. When any sensor differs by more than 10 NM from the FMSposition, a scratchpad message is displayed (example: CHECK IRS 1POSITION).

When the FMS is using GPS, DME/DME, or VOR/DME for updating,a position error for each IRS is continuously calculated and storedwithin the FMS. This calculated error is called an IRS bias. When theFMS starts using the IRSs for position updating, the actual positionused by the FMS is each IRS position plus the last calculated bias foreach IRS. At this point, the FMS position starts to drift with the IRSposition. Once GPS, DME/DME, or VOR/DME updating is resumed, anew bias is calculated and IRS drift error has no impact on FMSposition.

Changing from one navigation mode to another is not instantaneous.For example, each time the radios are tuned, the radio position is lostfor some time. However, the FMS annunciates the navigation mode asradio updating. Some mode changes require several minutes tocomplete.

The following is an example of a typical transoceanic flight with anaircraft equipped with VOR/DME and IRS. The flight begins with theFMS operating in DME/DME mode. As the aircraft leaves DMEcoverage, the FMS transitions to IRS navigation. As the aircraftapproaches radio coverage, the system returns to radio updating.

For GPS equipped aircraft, the GPS is used for all phases of flight(departure, en route, oceanic, terminal, and approach). While the GPSis available and valid for navigation, the radios and IRSpositions are notused in computing the FMS position. When the GPS becomesunusable for navigation, the FMS uses the next highest priorityavailable sensor for navigation.

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Because of limits on the use of NAVAIDs, it is possible for the aircraftto approach controlled airspace before returning to radio updating. Thepilot must assess the FMS position before entering controlled airspace.This assessment is done by checking the navigation mode onPROGRESS page 1 and cross--checking FMS position with rawVOR/DME information. The PPOS DIRECT crossing points pageassists in cross--checking by giving the FMS bearing and distance tothe selected station and comparing that to raw VOR/DME data.

The POSSENSORSpages, shown in Figure 6--61, is selected from theNAV INDEX page or the POSITION INIT page. Sensors are groupedby type (IRS followed by GPS) and listed in numerical order.

Figure 6--61POS SENSORS 1/1

A U adjacent to the sensor position indicates the sensor is being usedfor navigation.

Using this page, it is possible to update theFMSposition (UPDATE)andexamine sensor positions and status (STATUS). This page is also usedto determine which sensors are being used by the FMS for computingaircraft position. From this page, the pilot removes sensors from beingused for position updating (refer to Procedure 6--10, page 6-114).

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The FMS estimates the performance of the selected navigation modeand expresses this as estimated position uncertainty (EPU) on theProgress page.WhenEPUexceedsRNP, orwhen theFMSdeterminesthe integrity of the position solution exceeds the allowable limit, theUNABLE RNP message is displayed and the Degrade condition isannunciated.

POSITION INITIALIZATION

D POSITION INIT 1/1 -- Figure 6--62 is used to initialize the FMSposition. This page is accessed from the NAV IDENT page or fromthe NAV INDEX page.

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Figure 6--62POSITION INIT 1/1

— 1L and 1R -- The last FMS position is displayedwhen the aircraftis on the ground. When the line select key adjacent to the LOADprompt (1R) is pushed, the FMS is initialized to that position. Thisalso serves to automatically update the cross--side FMS to thesame position when the FMS is configured for DUAL. Afterloading a position, the prompt at 6R shows RTE for access to the

flight planning function.

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— 2L and 2R -- The reference waypoint (REF WPT) line is belowthe last FMS position. This line is filled automatically by the FMSor the pilot can make an entry at any time. In order of priority, the

FMS fills in this line as follows:

D RUNWAY THRESHOLD -- When a departure runway hasbeen selected in the active flight plan, the coordinates of therunway threshold are displayed. Using this feature, runwayposition is updated when the aircraft is at the end of therunway ready for takeoff.

D RAMPX WAYPOINT -- When a last position is available, theFMS compares the last position to the list of RAMPXwaypoints. RAMPX waypoints are pilot--defined waypointswith the name of the RAMP plus any alphanumeric(0 through 9, A through Z) character.

When one (or more) is found within 3 NM of the last position,the closest one is displayed. When more than one RAMPXwaypoint is defined for the same airport, the FMS selects theclosest one to the last position. When multiple RAMPXwaypoints are defined with the same latitude/longitude, theFMS selects the one with highest alphanumeric priority.

D AIRPORTREFERENCEPOINT (ARP) -- When there is a lastposition available and no RAMPXwaypoints are foundwithin3 NM, the FMS shows the closest ARP within 3 NM.

D PROMPTS -- When none of the previously discussedwaypoints are displayed, the FMS shows prompts. This isshown in Figure 6--62.

— 3Land3R -- Theposition of thehighest priorityGPS isdisplayed.The priority order, from highest to lowest, is GPS 1, GPS 2. Thisorder of priority applies to all FMSs. When the line select keyadjacent to the LOAD prompt (3R) is pushed, the FMS is

initialized to the GPS position.

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Once the correct coordinates are displayed, push the correct line selectkey (1R, 2R, or 3R) to load the position. This is shown in Figure 6--63.The position is loaded to the FMS and transmitted to any long--rangesensors connected to the FMS.

Figure 6--63POSITION INIT 1/1 -- LOADED

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When the aircraft is in flight and the FMS position is valid, Figure 6--64is shown. The update feature of the FMS is used only in flight. Foradditional details on updating the FMS position in flight, refer topage 6-83.

Figure 6--64POSITION INIT 1/1 -- UPDATE

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FMS Position Update

Thepilot updates theFMS toa sensor position, or knownposition, usingPOSITIONUPDATE.WhenPOSITIONUPDATE is activated, theFMSposition is corrected to the selected position.

Pushing the line select key adjacent to theUPDATE prompt (1R) on thePOS SENSORS pages, shown in Figures 6--61, shows the FMSUPDATE page, which is shown in Figure 6--65. This page shows thecurrent FMS position (1L), MANUAL prompt (2L), and a SENSORprompt (2R).

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Figure 6--65FMS UPDATE 1/1

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Procedure6--7 uses themanual positionUPDATE feature by flyingovera known position. In this example, the FMS position is checked whenthe aircraft passes over the ZUN VORTAC.

Step Procedure 6--7 FMS Manual Position Update byFlyover

1 Select POS SENSORS from the NAV INDEX.

2 Before reaching ZUN, select the UPDATE prompt (1R).This is shown in Figure 6--66.

Figure 6--66POS SENSORS 1/1 Page

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3 When the aircraft crosses over the NAVAID, select theMANUAL prompt (2L). This is shown in Figure 6--67.

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Figure 6--67FMS UPDATE 1/1 Page

DETAILS -- The FMS position is recordedwhen theMANUALprompt is pushed as the aircraft crosses over ZUN. Thisrecorded position, labeled FREEZE POSITION, is displayedon the MCDU and shown in Figure 6--68. This is NOT thecurrent FMS position. It is the FMS position when the manualprompt was pushed. The FMS continues to update currentaircraft position.

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4 Enter either an identifier or coordinates for the REF WPT.This is shown in Figure 6--68. For this example, enter ZUNas the REF WPT.

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Figure 6--68FMS UPDATE 1/1 -- REF WPT

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5 Review difference between the FREEZE POSITION and thereference position. Select either CLEAR (6L) or ENTER (6R),as shown in Figure 6--69.

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Figure 6--69FMS UPDATE 1/1 w/ FREEZE POSITION

DETAILS -- The FMS calculates the difference between ZUNand the FREEZE POSITION (FMS position when the aircraftoverflew ZUN). Figure 6--69 shows the FMS position was3.0 NM (1.3 NM South and 2.7 NMWest) from ZUNwhen theaircraft flew over the NAVAID.

At this point, one of two selections is made.When the ENTERprompt is pushed, a 3 NM correction is added to the presentFMS position (1.3 NMNorth and 2.7 NMEast). This jumps thecurrent FMS position (which is constantly changing) 1.3 NMNorth and 2.7 NMEast. When the CLEARprompt is selected,no correction is applied to the FMS position.FOR TRAIN

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6 For either selection, the FMS shows the current FMS positionon the FMS UPDATE page. This is shown in Figure 6--70.

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Figure 6--70FMS UPDATE 1/1 -- FMS UPDATE

DETAILS -- Any position sensor set to receive an update isalso updated to the new position.

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Updating the FMS position to one of the long--range sensors is alsopossible, as described in Procedure 6--8. When the FMS position isinvalid, this feature cannot be used to update the FMS position.

Step Procedure 6--8 FMS Position Update to Long--RangeSensor


2 Select the UPDATE prompt (1R). This is shown inFigure 6--71.

Figure 6--71POS SENSOR 1/1 -- UPDATE

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3 Select the SENSOR prompt. This is shown in Figure 6--72.

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Figure 6--72FMS UPDATE

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4 Select the UPDATE prompt (right line selects), shown inFigure 6--73, for the sensor to be used for updating the FMS.In this example, IRS 1 (2R) is selected.

Figure 6--73POS SENSORS 1/1 -- UPDATE (2R)

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5 Select ENTER at 6R to update the FMS position or CLEAR(6L) to reset theupdate function. This is shown inFigure 6--74.Following either selection, the FMS UPDATE page, shownearlier in Figure 6--70, is displayed with the current FMSposition.

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Figure 6--74FMS UPDATE Page

DETAILS -- Any position sensors set to receive an updateare also updated to the new position.

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Sensor Status Pages

To check the status of a sensor, push the line select key adjacent to theSTATUS prompt, shown in Figure 6--75, for that sensor on the POSSENSORS page.

Figure 6--75POS SENSORS 1/1-- Sensor Status

The paragraphs that follow describe the status pages used for eachtype of sensor (IRS, GPS). For all sensor types, selecting the POSSENSORS prompt at the bottom of any STATUS page returns thedisplay back to the POSSENSORS page from which the sensor statuswas accessed. This is shown in Figure 6--75.

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INERTIAL REFERENCE SYSTEM (IRS) STATUS

D IRS(X) STATUS 1/1 -- Figure 6--76 shows the IRS status pagewhenthe IRS is operating in the NAVmode. Values shown are as follows:

— IRS Position— Ground speed— IRS Wind— Drift Rate— Miles from FMS Position— Pitch— Roll.

Figure 6--76IRS 1 STATUS 1/1

The drift rate, calculated by the FMS, is the difference between the IRSand FMS position divided by the length of time the IRS has been in theNAV mode.

When the IRS is in the ALIGNmode, the time to NAV is displayed. Thisis shown in Figure 6--77, Figure 6--78 and Figure 6--79.

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Figure 6--77IRS 1 STATUS 1/1 -- ALIGN

Figure 6--78IRS 1 STATUS -- ALIGN IN MOTION

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Figure 6--79IRS 1 STATUS -- ALIGN IN MOTION ATT

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Figure 6--80 shows the information displayed when the IRS is in theATTITUDE mode.

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Figure 6--80IRS 1 STATUS 1/1 -- ATTITUDE

NOTE: When the IRS is switched to the attitudemode, on thegroundor in flight, the IRS magnetic heading is set to 000_. Thecorrect magnetic heading must be entered on the STATUSpage for proper navigation and autopilot/flight directoroperation. Use the magnetic heading from another, normallyoperating heading source, or the standby magnetic compassfor input.

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When the IRS is failed, the FAILED message is shown on the IRSSTATUS page, as shown in Figure 6--81.

Figure 6--81IRS 1 STATUS 1/1 -- FAILED

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GLOBAL POSITIONING SYSTEM (GPS) STATUS

D GPS(X)STATUS1/2 -- Figure 6--82 shows the following information:

— GPS Position— Ground speed— Altitude (altitude above the earth)— Miles from FMS Position.

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Figure 6--82GPS 1 STATUS 1/2

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GPS altitude shown is theWorld Geodetic System 1984 (WGS--84)height above the ellipsoid (geoid height + height above MSL). TheGPS altitude is not relative to pressure altitude, but is referenced toan earth--centered earth--fixed (ECEF) coordinate system.Pressure altitude is not relative to the same reference frame, butrelative to the standard pressure or local pressure settings.Therefore, significant differences are seen between GPS altitudeand pressure altitude. This concept is shown in Figure 6--83.

Figure 6--83GPS ALTITUDE

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D GPS(X)STATUS2/2 -- Figure 6--84 shows the following information:

— Horizontal integrity limit (HINT)— Vertical integrity limit (VINT)— Horizontal figure of merit (HFOM)— Vertical figure of merit (VFOM)— Time (UTC) and date— Operating mode— Satellites tracked.

Figure 6--84GPS 1 STATUS 2/2

The fifth line shows the operational mode of the GPS. Possibleoperational modes are displayed as follows:

— ACQUISITION— NAVIGATION— COASTING— DIFFERENTIAL.

Theacquisitionmode is used to acquire satellites after power is applied.The GPS tracks four satellites to acquire position.

NOTE: For GPS only with no SBAS capability (Load 21), RAIMreplaces HINT at LSK 1L.

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After being in the navigation mode, altitude aiding is the mode enteredwhen fewer than four satellites are being tracked. In thismode, theGPSuses altitude from the air data system (ADS) to aid in determiningposition.

NOTE: When the GPS is operated inside a hangar or other areaswhere signals cannot be received, the GPS detects this as afailure. In this case, cycling the power is necessary to restartthe GPS.

The last line of the GPS STATUS page indicates the number ofsatellites being tracked and used by the GPS.


The required navigation performance (RNP) page is shown inFigure 6--85. This page is accessed from PROGRESS page 2/3 and isused for reviewing and/or changing the RNP value used for each of thedifferent phases of flight. A manual override RNP value is entered onthis page. See Section 7, Required Navigation Performance (RNP) forgreater detail.

Figure 6--85RNP 1/1 -- MANUAL

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— 1L -- This line shows the manual override RNP value. When onedoes not exist, entry prompts are displayed. Entry of a new RNPvalue is permitted. When a manual RNP is entered, it is displayedin large font as shown in Figure 6--86. When the new RNP valueis greater than the required RNP for the current phase of flight,a separate confirmation page is given. Entry of DELETE clears

the manual override RNP value.

— 2L, 3L, 1R, 2R, and 3R -- These lines show the default RNPvalues for each of the phases of flight in small characters. Thepilot manually enters new RNP values that are displayed in large

characters. Entry of DELETE returns the default value.

— 6R -- This line provides access to PROGRESS page 2.

Figure 6--86RNP 1/1

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Predictive Receiver Autonomous Integrity Monitor(RAIM)

In addition to RAIM for current conditions, the GPS receiver predictiveRAIM calculation gives the pilot an indication as to whether the GPSsatellite geometry is satisfactory for approach at the selected orexpected arrival time. YES indicates RAIM is predicted to be withinapproach criteria. NO indicates RAIM is predicted to be unacceptableor unavailable.

The predictive RAIM page is accessed by selecting the PRED RAIMprompt from any GPS STATUS page. When selected, thePREDICTIVE RAIM page, shown in Figure 6--87, is displayed.

Figure 6--87PREDICTIVE RAIM 1/1

The PREDICTIVE RAIM page includes the following information:

D Predictive RAIM source (1L)

D Destination RAIM selection (DEST) prompt (1L)

D Destination identifier -- first line

D ETA at destination (2L)

D Destination RNP -- second line

D Predicted RAIM solution for destination (3L)

D Pilot--selection (PILOT SEL) prompt (1R)

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D Pilot--selected identifier -- first line

D Pilot--entered time (2R)

D RNP -- second line

D Predicted RAIM solution for pilot--defined place (3R)

D Access to the position sensors (POS SENSORS) prompt (6L)

D Return access to the GPS status page (RETURN) (6R).

NOTE: ThePREDICTIVERAIMpagedoes not have theRNPdisplayfor users of Load 21.

The FMS uses the high priority GPS for predictive RAIM. The priorityorder for FMS1 is GPS1, GPS2. Thepriority order for FMS2 isGPS 2,GPS 1. When only a single GPS is available, both FMSs use it forpredictive RAIM.

ETA is not enterable in this field, it is required for PREDICTIVE RAIM.In order for an ETA to be computed, the pilot must enter an ETD on theflight plan page. The ETD is appended to the origin field in LSK 1L oneither theon--groundFLTPLANpageor the initial FLTPLANpage. ETDis enteredon theFLTPLANpages as eitherORIGIN/ETDor /ETD.ETDis entered as UTC. ETA is updated on the PREDICTIVE RAIM pagewhen the ETA from the active flight plan changes by more than10 minutes.

Should the GPS fail or the interface between the FMS and GPS notwork properly, the FMS shows the message PREDICTIVE RAIMUNAVAILABLE on the PREDICTIVE RAIM page.

Predictive RAIM is calculated using GPS almanac information. Thealmanac within the GPS is automatically updated when the GPS is onand tracking satellites. The almanac within the GPS is set invalid whenolder than 3.5 days. Should this occur, the message ALMANACEXPIRED is displayed on the PREDICTIVE RAIM page. The almanactakes approximately 12--25minutes to update once theGPS is trackingsatellites. RAIM predictions are not possible with an expired almanac.

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Selecting the DEST prompt from the PREDICTIVE RAIM page showsDESTINATION RAIM 1/2 page. This is shown in Figure 6--88.

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Figure 6--88DESTINATION RAIM 1/2

DESTINATION RAIM page 1/2 includes the following information:

D Destination identifier (1L)

D Destination ETA from the active flight plan (1R)

D Destination RAIM predicted for the ETA (1R)

D Destination RAIM predicted for ETA--15 minutes (2L)



D Destination RAIM predicted for ETA+5 minutes (2R)




D Return access to the PREDICTIVERAIM (PREDRAIM) page (6R).

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DESTINATION RAIM page 2/2 supports satellite deselection, asshown in Figure 6--89. From this page, the pilot selects which GPSsatellites are to be excluded from theDESTINATIONRAIMpredictions.The pilot enters the pseudo--random noise (PRN) code for the satellitescheduled to be out of service according to published GPS NOTAMs.

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Figure 6--89DESTINATION RAIM 2/2

D 2L, 2R, 3L, and 3R -- The satellite PRN is entered on these lines.Entry of *DELETE* results in the display of dashes. All PRNnumbers are cleared after the aircraft has landed.

NOTE: Predictive RAIM at DEST is not available without a definedDEST and ETA for the DEST. An ETD is needed whenpredictive RAIM is required before takeoff.

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Selecting the PILOT SEL prompt from the PREDICTIVE RAIM pageshows PILOT SELECT RAIM 1/2 page. This is shown in Figure 6--90.

00722.04

Figure 6--90PILOT SELECT RAIM 1/2

PILOT SELECT RAIM 1/2 page includes the following information:

D Identifier (1L)

D Time (1R)

D RAIM predicted for the ETA (1R)

D RAIM predicted for ETA--15 minutes (2L)



D RAIM predicted for ETA+5 minutes (2R)




D Return access to the PREDICTIVERAIM (PREDRAIM) page (6R).

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PILOT SELECT RAIM 2/2 page supports satellite deselection, asshown in Figure 6--91. From this page, the pilot selects which GPSsatellites are to be excluded from the PILOT SELECT RAIMpredictions. The pilot enters the PRN code for the satellite scheduledto be out of service according to published GPS NOTAMs.

01466.01

Figure 6--91PILOT SELECT RAIM 2/2

D 2L, 2R, 3L, and 3R -- The satellite PRN is entered on these lines.Entry of *DELETE* results in the display of dashes. All PRNnumbers are cleared after the aircraft has landed.

While the GPS is computing, the predicted RAIM at the destination orpilot--selected waypoint, the FMS shows the message COMPUTINGRAIM on the DESTINATION RAIM and PILOT SELECT RAIM pages.

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Additional Details About Pseudo Random Noise(PRN)

GPS satellites are identified by one of two unique numbers, satellitevehicle number (SVN) or PRN code. The SVN is the permanentphysical identification number assigned to each satellite whenlaunched. The SVN increments with each launch of a satellite as newsatellites replace older ones. There are only 32 PRN codes availablefor use by the GPS satellites in the current GPS constellation.

The PRN is a complex code of 1s and 0s, transmitted by a satellite,uniquely identifiying a satellite in the GPS constellation. The code isnamed pseudo--random because it is very long and seems to be arandom sequence. The GPS system is designed for a maximum of32 unique PRN codes transmitted by satellites within the constellation.A GPS receiver takes the satellite signal code and correlates it to oneof the known stored 32 PRN codes within the receiver. By correlationwith the satellite transmitted code, the receiver is able to determinewhich satellite it is receiving. Knowing this, the GPS receiver is able tomake pseudo--range measurements in determining a given navigationsolution.

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VOR/DME Page

D VOR/DME(X) X/2 -- Figure 6--92 shows the VOR/DME prompt onthe POS SENSORS page. The VOR and DME data received fromthe radio is displayed. Each NAV radio received by the FMS has itsown page. Access to the NOTAM page is at 6R.

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Figure 6--92VOR/DME 1 -- 1/2

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NOTICES TO AIRMEN

The pilot prevents the FMS from using a particular VOR and/or DMEstation for position computations by using the NOTAM page. Stationsare entered as temporary or permanent. Entries in the temporarycolumn (up to 3) are deleted after the FMS is powered down (oncompletion of the flight). Entries in the permanent column (up to 3) arestored in FMS memory until removed by pilot--action.

Procedure 6--9 explains how to enter and delete entries from theNOTAM page.

Step Procedure 6--9 NOTAM Entries

1 Select POS SENSORS from NAV INDEX page 2. SelectVOR/DME (6L) and then NOTAM (6R).

2 Enter the NAVAID identifier into the scratchpad. Push a lineselect key under either the permanent or temporary column.This is shown in Figure 6--93.

00733.04

Figure 6--93NOTAM NAVAIDS 1/1

3 Delete an entry by pushing the delete key. *DELETE* isdisplayed in the scratchpad. Then push the line select keyadjacent to the NAVAID identifier. An entry is replaced withanother NAVAID without first being deleted.

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SENSORS BEING USED BY THE FMS

Position sensors in useare indicatedby the letterU that is shownbeforethe latitude--longitude position on the POS SENSORS page.

Each FMS tunes its on--side radios. When the FMS is using VOR andDME data for navigation, a U is displayed in front of the NAVAIDidentifier on the VOR/DME page. In Figure 6--92, for example, the FMSis using FMNand TBS.When anFMS is able to tune theVORandDMEand the letter T is displayed, the FMS is tuning the station and verifyingthe data from the NAVAID before starting to use the station to computethe aircraft position.

The class of a NAVAID and the aircraft altitude determine when theFMS tunes and uses a NAVAID for navigation. The class of a NAVAIDis determined by entering theNAVAID identification on the DATABASEWPT or PILOT WAYPOINT page. The class of the NAVAID is differentin theFMS than the published class. This is because the FMSdatabaseclass is adjusted to a lower class where stations on the same frequencyinterfere with each other at the higher class range limits. Table 6--3 liststhe range and altitude limits used in selecting NAVAIDs for use.

Table 6--3Range and Altitude Limits for VOR/DME

VOR/DMENAVAID Class Aircraft Altitude Lateral Distance

Terminal

Low

High

Unrestricted

≤ 12,000 ft MSL

≤ 18,000 ft MSL

N/A

≤ 12,000 ft MSL

> 12,000 ft MSL

≤ 40 NM

≤ 70 NM

≤ Lesser of 130 NM orLine of Sight



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Position Sensor Deselection

To prevent the FMS from using a sensor for position computations, useProcedure 6--10.

Step Procedure 6--10 Position Sensor Deselection


2 Push the delete key (DEL). *DELETE* is displayed in thescratchpad.

3 Push the left line select key on the SENSOR page next to thesensor that should no longer be used. DESEL is displayedadjacent to the sensor identifier and theU is removedadjacentto the sensor position.

4 To reselect the deleted sensor, push the delete key and*DELETE* is displayed in the scratchpad.

5 Push the left line select key next to the sensor to be used. TheDESEL adjacent to the sensor identifier is deleted and whenthe sensors are valid, a U is displayed adjacent to the sensorposition and the FMS can use the sensor.

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To prevent theFMS fromusingaVOR/DME radio, use Procedure 6--11.

Step Procedure 6--11 VOR/DME Deselection


2 Select VOR/DME (6L).

3 Select the desired VOR/DME by using the NEXT/PREV keys.

4 Push the delete key (DEL). *DELETE* is displayed in thescratchpad.

5 Push one of the left line select keys next to one of the stationidentifiers. DESEL is displayed adjacent to the selectedstation identifiers. This action is removing the selected radio(VOR and DME channels) from being used by the FMS.

6 To reselect the deleted radio, push the delete key and*DELETE* is displayed in the scratchpad.

7 Push one of the left line select keys next to a station identifier.DESEL is removed from the selected station identifiers andthe FMS can use the radio.

TUNING NAV RADIOS

The last three lines of the PROGRESS page 1, shown in Figure 6--94of Procedure 6--9, are dedicated to the VOR and DME (NAV) radios.The currently tuned frequencies and VOR identifiers for those radiosare displayed under the headings NAV 1 and NAV 2.

Tuning the NAV radios through the FMS is possible using the followingthree different methods:

1. NAV page

2. Identifier

3. Frequency.

The FMSmaintains aCandidates List of up to 30 local NAVAID stationsobtained from the NAV database. The Candidates List contains theNAVAIDs (of type VOR/DME, VORTAC, noncolocated VOR/DME,DME, or VOR) closest to the aircraft and within a maximum range of320 nautical miles of the aircraft. (The term noncolocated VOR/DMEalso includes noncolocated VORTACs. The term DME also includesTACANs.) The Candidates List is sorted such that the closest NAVAIDto the aircraft is first.

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The FMS assists tuning by showing the ten closest NAVAIDs from theCandidates List to the aircraft position.

Tuning a NAV radio to one of the listed NAVAIDs by followingProcedure 6--12.While the example is forNAV 1, the procedureappliesto both NAV 1 and NAV 2.

Step Procedure 6--12 NAV Tuning From Ten Closest Stations

1 Select PROG from the MCDU panel. When Page 1 is notdisplayed, select NEXT until it is.

2 Select the NAV 1 (6L) or NAV 2 (6R) prompt at the bottom ofthePROGRESSpage, shown inFigure 6--94. In this example,NAV 1 is selected.


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3 Select the desired station from the ten closest stations. Thisis shown in Figure 6--95. TFD is selected in this example.

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Figure 6--95NAV 1 -- 1/1

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4 The PROGRESS page, shown in Figure 6--96, is displayedwith TFD tuned.

Figure 6--96PROGRESS 1/3 -- TFD

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Tune the NAV radios using the station identifier by followingProcedure 6--13.

Step Procedure 6--13 NAV Tuning by Identifier


2 Enter the station identifier into the scratchpad.

3 Push the line select key adjacent to NAV 1 (5L) or NAV 2(5R).

4 The FMS tunes the NAV radio and shows the identifier andfrequency on the PROGRESS page.

Tune a NAV radio by frequency following Procedure 6--14.

Step Procedure 6--14 NAV Tuning by Frequency


2 Enter the frequency into the scratchpad.

3 Push the line select key adjacent to NAV 1 (5L) or NAV 2(5R).

4 The FMS tunes the radio to the entered frequency andsearches the Candidates List of local NAVAIDs. When nomatch is found, the FMS then searches the NAVAIDs listed inthe flight plan (e.g., ILS). The frequency and identifier of thefirst matching NAVAID is displayed on the PROGRESS page.When no matches are identified, the identifier field remainsdashed.

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Autotune

The tuning mode is in autotune when the FMS is tuning the VOR. Toselect autotune, follow Procedure 6--15.

In autotuning, the FMS automatically selects a NAVAID, tunes it, andchecks the data from the NAVAID. No pilot--interaction is required.

During autotuning, the FMS tunes the VOR the pilot would most likelytune when possible. When the VOR is required for navigation, the FMStunes the VOR so themost optimumVOR/DME position is established.

The FMS autotunes the localizer frequency for localizer--basedapproaches. For localizer autotuning, frequency confirmation from theNAV receiver is performed, but the data is not checked by the FMS. Thepilot must rely on the primary instrument flags to determine the validityof the signals.

Step Procedure 6--15 NAV Tuning by Selecting Autotune

1 Confirm that the VOR radio is not selected as the navigationsource on either side EDS. This includes the VOR mode, ILSmode, or preview mode.

2 Confirm that the VOR radio is in the manual tune mode.

3 Select PROG from the MCDU panel.

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4 Use the DEL key to enter *DELETE* into the scratchpad, asshown in Figure 6--97.

Figure 6--97PROGRESS 1/3 -- DELETE

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5 Line select to LSK 5L or LSK 5R on the RADIO TUNING orPROGRESSpage. TheFMSswitches to autotuningmode, asshown in Figure 6--98.

Figure 6--98PROGRESS 1/3 -- AUTOTUNE

NAV Tuning

Autotune is indicated by themagenta NAVactive frequency on thePFDand greenFMSAUTOon theadjacent field to theactive NAV frequencyon the MCDU RADIO page.

With autotuning active, whenVORor LOC is selected as thenavigationsource onEDS. Autotuning ceases andmanual tune is indicated on thePFD active NAV frequency shown in green. FMS AUTO is removedfrom the MCDU RADIO page.

With autotuning active, when Preview is selected, autotuningdiscontinues. However the PFD and MCDU RADIO pages continue toindicate autotune. When Preview is deselected, autotuning resumes.

In Preview mode, the FMS automatically tunes the ILS specified in thearrival procedure when either the aircraft sequences onto an active ILSapproach procedure leg or the aircraft is within 30NMof the destinationrunway. This is indicated by the PFD active NAV frequency shown ingreen and FMS AUTO removed from the MCDU RADIO page.

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Manual Tuning

The tuning mode is manual when the pilot has tuned the NAV radiosthrough the FMS or from another radio tuning source. The FMS doesnot make changes to the frequency the pilot has selected. Radio tunesources are the PFD, RADIO page on the MCDUand the PROGRESSpage.

When the FMS is not in DUAL mode, the FMS cannot tune the VOR orassociated DME channel. Tuning is done by the pilot through:

D The radio tune sources on the PFD, MCDU radio page

D The on--side NAV radio, FMS PROGRESS page.

Therefore, whenNOT inDUAL, the off--sideNAV radio cannot be tunedby the PROGRESS page. The FMS still tunes the blind channels of thescanning DME during this mode.

CONVERSION

The CONVERSION pages enables the pilot to convert betweencommonly used units. The first two pages generate conversionbetween English and metric units. The third page generatesweight/volume conversions. The last page supports QFE/QNHconversions.

D CONVERSION 1/4 -- Figure 6--99 shows conversion betweenEnglish and metric units for length, weight, and volume.

01634.01

Figure 6--99CONVERSION 1/4

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— 1L -- Entry of feet on this line results in a display of the equivalentmeters at 1R.

— 1R -- Entry of meters on this line results in a display of theequivalent flight level (FL) and feet at 1L, as shown inFigure 6--100. Note that in some locations of the world, themetric altitude assigned by ATC does not round to the nearestFL. The FMS has been designed to accommodate theseconditions.

NOTE: Pilot responsibilty is to verify the FL shown by the FMSagrees with the metric altitude conversions shown onen route navigation charts.

01102.01

Figure 6--100CONVERSION 1/4 -- METERS

— 2L and 2R -- Entry of pounds or kilograms results in a display ofthe equivalent weight in the opposite unit.

— 3L and 3R -- Entry of gallons or liters results in a display of theequivalent weight in the opposite unit.

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D CONVERSION 2/4 -- Figure 6--101 shows conversion betweenEnglish and metric units for temperature, velocity, and distance.

01103.01


— 1L and 1R -- Entry of temperature on this line results in a displayof the equivalent temperature in the opposite unit.

— 2L and 2R -- Entry of knots or meters per second on this lineresults in a display of the equivalent velocity in the opposite unit.

— 3L and 3R -- Entry of nautical miles or kilometers on this lineresults in a display of the equivalent distance in the opposite unit.

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D CONVERSION 3/4 -- Figure 6--102 shows conversion betweenEnglish and metric units for weights and volumes. The conversionis basedonaspecific weight shownon thepage. The specific weightis changed by the pilot.

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Entry of pounds, kilograms, gallons, or liters results in display of theremaining parameters. Figure 6--103 is an example with an entry of10,000 pounds.

01104.01

Figure 6--103CONVERSION 3/4 -- 10K

— 1L -- Entry of pounds on this line results in a display of theequivalent gallons (2L), kilograms (1R), and liters (2R). Theconversion is based on the specific weights shown at 3L and 3R.

— 1R -- Entry of kilograms on this line results in a display of theequivalent gallons (2L), pounds (1L), and liters (2R). Theconversion is based on the specific weights shown at 3L and 3R.

— 2L -- Entry of gallons on this line results in a display of theequivalent pounds (1L), kilograms (1R), and liters (2R). Theconversion is based on the specific weights shown at 3L and 3R.

— 2R -- Entry of liters on this line results in a display of theequivalent pounds (1L), kilograms (1R), and gallons (2L). Theconversion is based on the specific weights shown at 3L and 3R.

— 3L and 3R -- These lines show the specific weight (pounds pergallon and kilograms per liter) to be used for the conversion.Pilot--entry of specific weight is permitted. The value is retainedin memory and is not lost following shut down of the FMS. SeeSection 11, Multifunction Control Display Unit (MCDU) EntryFormat, for entry ranges and format.

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Figure 6--104 shows the variation of the specific weight of fuel astemperature varies.

Figure 6--104Average Specific Weight Variation of

Aviation Fuels and Lubricants

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D CONVERSION 4/4 -- Figure 6--105 shows the QFE--QNHconversion page. This page is designed to support QFE/QNHconversions and compute conversions between barometricaltimeter units.

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QNH altimeter settings result in the altimeter showing the aircraftaltitude above mean sea level based on the local station pressure.When an altimeter is set toQFE, the aircraft altitude is shown abovea station. With the altimeter set to QFE and the aircraft on theground, the altimeter shows zero ( 0 ). Inflight QFE gives heightabove ground level (without consideration for nonstandardtemperature).

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Assuming an elevation exists at 1R, entry of a QNH or QFE (in anyunit) results in the display of the remaining parameters.Figure 6--106 is an example with a QNH entry of 29.92. When anelevation does not exist, the FMS is unable to convert to theQFE/QNH altimeter setting. Under this condition, the FMScomputes and shows the equivalent unit(s) for the entered altimetersetting.

01105.01

Figure 6--106CONVERSION 4/4 -- 29.92

— 1R -- This line is used for entering the airport elevation. Thedefault elevation is the destination elevation in the active flightplan. When an approach is selected, the runway elevation isused as the default. Pilot--entry of elevation is permitted.Entering *DELETE* returns the default elevation. QFE/QNHconversions require an elevation. Elevation must be entered infeet.

— 2R -- Entry of QNH in inches of mercury on this line results in thedisplay of the equivalent QNH inmillibars/hectopascals (3R) andmillimeters (4R). When an elevation exists at 1R, the FMScomputes and shows the equivalent QFE in inches of mercury(2L), millibars/hectopascals (3L), and millimeters (4L). Entering*DELETE* returns the default of dashes.

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— 3R -- Entry of QNH in millibars/hectopascals on this line resultsin the display of the equivalent QNH in inches of mercury (2R)and millimeters (4R). When an elevation exists at 1R, the FMScomputes and shows the equivalent QFE in inches of mercury(2L), millibars/hectopascals (3L), and millimeters (4L). Entering*DELETE* returns the default of dashes.

— 4R -- Entry of QNH inmillimeters on this line results in the displayof the equivalent QNH in inches of mercury (2R) andmillibars/hectopascals (3R). When an elevation exists at 1R, theFMS computes and shows the equivalent QFE in inches ofmercury (2L), millibars/hectopascals (3L), and millimeters (4L).Entering *DELETE* returns the default of dashes.

— 2L -- Entry of QFE in inches of mercury on this line results in thedisplay of the equivalent QFE in millibars/hectopascals (3L) andmillimeters (4L). When an elevation exists at 1R, the FMScomputes and shows the equivalent QNH in inches of mercury(2R), millibars/hectopascals (3R), andmillimeters (4R). Entering*DELETE* returns the default of dashes.

— 3L -- Entry of QFE in millibars/hectopascals on this line resultsin thedisplay of theequivalentQFE in inches ofmercury (2L) andmillimeters (4L). When an elevation exists at 1R, the FMScomputes and shows the equivalent QNH in inches of mercury(2R), millibars/hectopascals (3R), andmillimeters (4R). Entering*DELETE* returns the default of dashes.

— 4L -- Entry of QFE in millimeters on this line results in the displayof the equivalent QFE in inches of mercury (2L) andmillibars/hectopascals (3L). When an elevation exists at 1R, theFMS computes and shows the equivalent QNH in inches ofmercury (2R), millibars/hectopascals (3R), and millimeters (4R).Entering *DELETE* returns the default of dashes.

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HIGH LATITUDE FLYING

The following paragraphs describe flying at high latitudes.

Polar Region: IRS Equipped Aircraft

Entering the polar region (above 89_ N or below 89_ S) results in themessage ENTERING POLAR REGION being shown. When enteringthe polar region, the FMS uses its highest priority sensor for navigation.Sensor blending is suspended and the FMS position is slowly rampedto the position of its highest priority sensor. Under normalcircumstances, FMS 1 uses IRS 1 and FMS 2 uses IRS 2. When thehighest priority sensor has failed, the next priority sensor is used. ThePOS SENSORS page indicates which sensor is being used.

Under normal operations, the on--side IRS is used as the headingsource by EDS (IRS 1 for the pilot and IRS 2 for the copilot). When theEDS and FMS are using the same IRS, the EDS shows a 180_ reversalat the same time the FMS crosses the pole.

When leaving the region (below 88_ N or above 88_ S), the messageEXITING POLAR REGION is displayed. The FMS resumes sensorblending and slowly ramps from the high priority sensor position to theblended sensor position.

The plan mode for the EDS map display is not useful while at or nearthe pole. The information presented is correct, but the presentation isnot useful because the plan mode is presented North up. When at theNorth pole for example, everything is South. Therefore, the plan modemust not be used during operations at or near either pole. Instead, usethe regular map mode.

While flying in the polar region, the FMS uses TRUE heading insteadofMAGheading for radio navigation. For more information on switchingbetween MAG and TRUE heading, see page 6-159.

Correctly flown holding patterns are possible while in the polar region.However, the EDS airplane symbol does not always show on theholding pattern. The display error is more pronounced the further awaythe aircraft is from the holding fix and/or the closer the aircraft is to thepole. When a holding pattern is hand flown in the polar region, the HSIpresentation must be used for required track and deviation.

Since the FMS uses the highest priority IRS (GPS when no IRS isavailable) and the IRS position cannot be updated, manual FMSposition update is not permitted in the polar region.

Duringoperations in thepolar region, FMS lateral offset is inhibited. Anyentered lateral offset is removed when entering the polar region.

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PATTERNS

The PATTERNS page is accessed through the NAV INDEX page. Theprocedures for selecting and defining all patterns are similar. In additionto the pilot--defined patterns, some procedures, such as approachprocedures, contain patterns. These database patterns are added tothe flight plan when activating the approach procedure.

Pattern Definition

Figure 6--107 shows each pattern type. Procedures for using eachpattern type are contained in this guide. The following patterns, alongwith page numbers for more detailed information, are available in theFMS:

D HOLD (page 6-135)

D PROCEDURE TURN (page 6-149)

D FLYOVER (page 6-152).

Figure 6--107Pattern Formats

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Pattern Review

Patterns activated into the flight plan are reviewed at any time. This isperformed by selecting the PATTERNS prompt at 3L, shown inFigure 6--108 and then selecting REVIEW (6L). The pilot reviews allpatterns of all types in the applicable flight plan.


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Holding Pattern

The HOLDING PATTERN page is used to define and review holdingpatterns. Holding quadrant, inbound course, turn direction, and leglength or time of the inbound leg of a holding pattern is defined on theHOLDING PATTERN page. Figure 6--109 shows a typical holdingpattern.

Figure 6--109Typical Holding Pattern

The holding pattern entry type is based on the geometry shown inFigure 6--110.

Figure 6--110Entry Geometry

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DEFINING A HOLDING PATTERN

A holding pattern is defined and reviewedby followingProcedure 6--16.

Step Procedure 6--16 Holding Pattern Definition and Review

1 Select the HOLD prompt from the NAV INDEX. When thereis no HOLD in the flight plan, *HOLD* is automatically placedin the scratchpad. Otherwise, select NEW HOLD in 6L. Thisis shown in Figure 6--111. An alternative is to selectPATTERNS from the NAV INDEX.

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2 Push the line select key adjacent to the desired holding fixwaypoint. This is shown in Figure 6--112. In this example,MCW (2L) is selected.

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3 Review the default holding pattern definition. This is shown inFigure 6--113. When no changes are required, go to step 10.Make changes, as necessary, using the required steps.

00739.08

Figure 6--113HOLDING PATTERN 1/1

DETAILS -- The default holding is a standard holdingpattern at the designated holding fix with the inboundcourse set to the flight plan course into the holding fix. Legtimes are defaulted to 1 minute below 14,000 ft and1.5 minutes at or above 14,000 ft.

4 Enter any inbound course and/or turn direction and push lineselect 3L. The entry is made by entering the course followedby a slash ( / ) and then an L or R into the scratchpad. Forchanges only the inbound course, enter the course into thescratchpad. For changes only to the turn direction, enter aslash ( / ) followed by an L or R.

NOTE: Entries are inhibited 1 minute prior to holding.

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5 Review the holding quadrant and entry procedure. Holdingquadrant entry is not required nor recommended. The FMSdisplays the holding quadrant based on the inbound courseentered by the pilot. No entries are permitted for the entryprocedure.

DETAILS -- Holdingquadrant is enteredby thepilot.When thisoccurs, the FMS sets the inbound course to the cardinalheading associated with the entered quadrant. Thisoverwrites any pilot--entered inbound course. Thus,pilot--entry is not recommended for holding quadrant.

Possible entries for the quadrant are as follows:Quadrant Inbound Course

N (180_)NE (225_)E (270_)SE (315_)S (000_)SW (045_)W (090_)NW (135_)

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6 The FMS displays a speed for holding at 1R on theHOLDINGPATTERN page, as shown in Figure 6--114. When FULLPERF is active, the speed from the aircraft database (whenavailable) is displayed. Otherwise, the predicted maximumendurance speed is shown. For PILOTSPD/FF orCURRENTGS/FF, the speed is the predicted speed at the waypoint fromthe flight plan. When a flight plan speed is not available, adefault of 200 knots is displayed.

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Figure 6--114HOLDING PATTERN 1/1 Page

7 Enter leg time (2R) or distance (3R). When a leg time isentered, the FMS computes the leg distance. When adistance is entered, time is computed. The FMS computationof leg time and distance use a ground speed of 200 KTS forholding patterns above/below 14,000 feet. Leg time defaultsto 1.5 minutes at or above 14,000 feet and 1 minute below14,000 feet.

8 Enter EFC time (ZULU time) at 4R. When a valid Hold EFCtime is inserted and activated, all time and fuel predictions forwaypoints beyond the hold are based on remaining in the holduntil the expected clearance time has elapsed.

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9 Select the ACTIVATE (6R) or the CLEAR (6L) prompt. Thisis shown in Figure 6--115. ACTIVATE is selected in thisexample.

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Figure 6--115HOLDING PATTERN 1/1 -- ACTIVATE

DETAILS -- When CLEAR is selected, FLIGHT PLAN page 1is displayed.

When ACTIVATE is selected, the holding pattern is enteredinto the MOD flight plan and is then canceled or activated.

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10 Confirm placement of holding pattern in the flight plan. This isannunciated by the reverse video letter H next to the holdingfix on the ACTIVE FLT PLAN page. This is shown inFigure 6--116. Parallel and Teardrop hold entry patterns areshown on the MFD when the next HOLD is on the active orsubsequent leg in the flight plan. This feature is controlled byAPM.

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HOLDING AT PRESENT POSITION

Procedure 6--17 describes holding at present position. Refer toProcedure6--16, page6-136, for basic holdingpattern definition. HOLDentry patterns are displayed for both the PFD ARC and MFD Mapdisplays when the holds are computed with a parallel entry or teardropentry.

Step Procedure 6--17 Holding at Present Position

1 Select the HOLD prompt from the NAV INDEX. *HOLD* isplaced in the scratchpad. An alternative is to selectPATTERNS from the NAV INDEX.

2 Push the line select key (1L) of the FROM waypoint (firstwaypoint on the first page of the ACTIVE FLT PLAN).

3 The HOLDING PATTERN page with *PPOS (presentposition) as the holding fix is displayed. Make any necessarychanges.

Holding at the present position is only done when LNAV iscaptured and the crosstrack error is less than 0.25 NM.

4 Select INSERT (6R) or CANCEL (6L).

DELETING A HOLDING PATTERN

Once a holding pattern has been defined and activated, deleting theholding pattern is possible before crossing the holding fix. This isperformed by deleting the pattern from the ACTIVE FLIGHT PLANpage or from the HOLDING PATTERN page.

Delete the holding pattern from the ACTIVE FLT PLAN page byfollowing Procedure 6--18. Refer to Procedure 6--19 for deleting holdingpattern from the HOLDING PATTERN page.

Step Procedure 6--18 Deleting a Holding Pattern From theActive Flight Plan Pages

1 Display the active flight plan page showing the holding fixwaypoint.

2 Push thedelete key. *DELETE* is displayed in thescratchpad.

3 Push the line select key to the left of thewaypoint with reversevideo of H. This deletes the HOLD but not the waypoint. Asecond *DELETE* deletes the waypoint.

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Step Procedure 6--19 Deleting a Holding Pattern From theHolding Pattern Page

1 Display the HOLDING PATTERN page. Refer toProcedure 6--17 on page 6-143.

2 Select the DELETE prompt at 6R. This is shown inFigure 6--117.

Figure 6--117HOLDING PATTERN 1/1 -- DELETE

3 Return to the Active Flight Plan page and activate anychanges.

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EXITING A HOLDING PATTERN

The EXIT prompt is used to exit the holding pattern. This prompt isdisplayed on the ACTIVE FLT PLAN page.

One minute before initial arrival at the holding fix, the ACTIVE FLTPLAN page shows the EXIT prompt. This is shown in Figure 6--118.When selected before the holding fix is crossed, the holding pattern isdeleted from the flight plan.

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After crossing the holding fix, when the EXIT prompt is selected, theaircraft turns back to the holding fix, crosses the fix, and continues withthe flight plan. Similarly, when the operator deletes the HOLD aftercrossing the holding fix, the aircraft exits the hold in the same manneras when the EXIT prompt had been selected.FOR TRAIN

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Once the FMS starts holding at the fix and the EXIT prompt has beenselected, the prompt is changed to RESUME HOLD on the ACTIVEFLT PLAN. This is shown in Figure 6--119. When RESUME HOLD isselected, the FMS resumes the holding pattern.

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Figure 6--119ACTIVE FLT PLAN 1/3 -- RESUME HOLD

HOLDING PATTERN SIZE

The FMS has been designed to keep the aircraft within protectedairspace during holding patterns. When the aircraft approaches aholding pattern at a ground speed that results in the aircraft exceedingprotected airspace, the scratchpad message HIGH HOLDING GRDSPD is displayed 30 seconds before the aircraft crosses the holding fix.

When this message is displayed, the ground speed must be reducedand the aircraft position, relative to the holding pattern, must bemonitored. When the high ground speed is maintained, the aircraft canovershoot the outbound leg and possibly exceed protected airspace.

HOLDING PATTERN COURSE REVERSAL

Holding patterns that are part of the approach transition are used toreverse course and align the aircraft near the final approach course.These procedures are only available from approaches in the navigationdatabase. This is similar to theprocedure turn describedonpage6-147.

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The procedure is to exit after entering the holding pattern. For bothteardrop and parallel entries, the FMS automatically changes to exithold at the beginning of the entry. For direct entries, the FMSautomatically changes to exit hold at the turn inbound to the hold fix. Inboth cases, the pilot resumes holding at any time before exiting theholding pattern. Should holding be resumed, exiting the holding patternrequires pilot action.

PROCEDURE TURN COURSE REVERSAL

Procedure turns are used to reverse course during an approach. Aprocedure turn is only available from approaches in thenavigation database. Using this data, the FMS constructs theprocedure turn with an outbound leg, a turn out leg, an arc leg, and aninbound leg. This is shown in Figure 6--120. Only the outbound leg andthe procedure turn (PT) angle are adjustable.

Figure 6--120Typical Procedure Turn

In the example, shown in Figure 6--121, the ILS Runway 5 at KHOTapproach transition contains a procedure turn that begins at HOTVOR.The procedure turn begins with an outbound leg starting at the initialapproach fix (IAF) HOSSY.

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-

2

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2

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Figure 6--121Hot Springs, AR ILS Rwy 5

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Procedure Turn

The FMS shows the ACTIVE FLT PLAN page with a P in reverse videonext to HOSSY. This is shown in Figure 6--122. In addition, theprocedure turn consists of HOSSY and the next two waypoints in theactive flight plan.

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The FMS has been designed to keep the aircraft within protectedairspace during procedure turns. When the aircraft approaches theprocedure turn at a ground speed that results in the aircraft exceedingprotected airspace, the scratchpadmessage HIGHPCDR TURNGRDSPD is displayed 1 minute before the aircraft crosses the fix.

When this message is displayed, the ground speed must be reducedand the aircraft position, relative to the procedure turn, must bemonitored. When the high ground speed is maintained, the aircraft canovershoot the turn inbound and possibly exceed protected airspace.

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While flying the procedure turn, PROCEDURETURN is displayed at 1Lon the ACTIVE FLIGHT PLAN page. A TURN prompt is displayed at6L while the aircraft is on the outbound leg. This is shown inFigure 6--123. The TURN prompt is selected to immediately begin theturn out.

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Once the procedure turn has started, the active waypoint is *INT01.This remains the active waypoint until *INT01 is overflown on the wayback to the FAF. In this example, the *INTXX waypoint (XX representsa number to distinguish from other *INTXX waypoints) is assigned thenumber 01 by the FMS.

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DEFINING A PROCEDURE TURN

Selecting the PCDR TURN prompt on the PATTERNS page shows thePROCEDURE TURN page. This is shown in Figure 6--124. Theprocedure turn fix is displayed at 1L, the boundary distance at 1R, andthe inbound course at 3L. No changes to this data are permitted. Theoutbound leg length defined by distance (3R) or time (2R) andprocedure turn angle (2L) can be changed. The outbound leg fromHOSSYhas a3.5NMdefault leg lengthwhile thedefault procedure turnangle is L45_.

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Figure 6--124PROCEDURE TURN 1/1

The default turn angle is changed from the PROCEDURE TURNpage.Enter an angle between 20_ and 90_, prefixed with either an L (left) orR (right) that specifies the turn out direction. The outbound leg is alsochanged by either specifying the outbound time (OUTBD TIME) inminutes or outbound distance (OUTBD DIST) in nautical miles. Thecontrolling entry is in large capital letters. When time is specified, thedistance is calculated based on a ground speed at the procedure turnfix. The ground speed used when further away than a minute to theprocedure turn fix is 210 knots. When within 1 minute of the fix, thecurrent ground speed is used.

After changing any of the parameters, the ACTIVATE prompt at 6R isdisplayed. Select this prompt to redefine the procedure turn.

When the procedure turn is predicted to exceed the boundary distance,the outbound leg and the turn angle are displayed in reverse video. Theprocedure turn is still defined with these values.

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DELETING A PROCEDURE TURN

Select *DELETE* from the scratchpad to waypoint that has the reversevideo P. The procedure turn is deleted including the following twowaypoints, but not the waypoint selected. *DELETE* cannot beselected to either of the following twowaypoints of a procedure turn. AnINVALID DELETE message is displayed when an attempt is made todelete these waypoints.

EXITING A PROCEDURE TURN

The procedure turn is flown automatically by the FMS and requires nomanual exit. It is manually terminated while flying the procedure turn byselecting *DELETE* to either the PROCEDURE TURN header at 1L orthe *INTXX waypoint at 2L. The inbound leg is made active andcaptured. The aircraft turns inbound according to the procedure turndirection. This process does not ensure compliancewith procedure turnrules, but does give a manual procedure for turning inbound whenrequested by ATC.

Flyover Pattern

Under normal circumstances, the FMS begins a turn before reachingthe waypoint (i.e., the aircraft is turned inside the waypoint). In somecases, the requirement is to proceed to the waypoint beforecommencing the turn. This is done by using the flyover pattern featureof the FMS. In many cases, flyovers are entered in the flight planautomatically when required from database procedures.

DEFINING A FLYOVER

Unlike holding patterns, no pilot--entered options are required forflyovers. Therefore, FLYOVER PATTERN has no dedicated page.Follow Procedure 6--20 to define a flyover.

Step Procedure 6--20 Flyover Pattern Definition

1 Select PATTERNS from the NAV INDEX (Page 2).

2 Select PATTERN prompt at 6L. As an alternative,PATTERNS is selected from the NAV INDEX (page 2).

3 Select the FLYOVER prompt at 2L. This action places*FLYOVER* in the scratchpad.

4 Push the left line select key adjacent to the desired flyoverpattern fix waypoint. The flyover is displayed in the modifiedflight plan as a reverse video F adjacent to the course flownto the waypoint. Activate and the aircraft flies to thewaypointbefore the turn is started.

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DELETING A FLYOVER

Select *DELETE* from the scratchpad to delete the flyover. Thiscreates a MOD FLT PLAN. After the changes have been reviewed,select ACTIVATE at 6R to return to the ACTIVE FLT PLAN. Only theflyover is deleted, not the waypoint. A second delete is used to deletethe waypoint.

EXITING A FLYOVER

There are no exit procedures. Either delete the flyover or the flight planis changed to eliminate the flyover waypoint.

Multiple Patterns

Multiple patterns are possible in any given flight plan. Multiple patternsare also possible on a given waypoint. Refer to Table 6--4 for thepossible combinations.

Table 6--4Multiple Patterns

Pattern Name Additional Pattern Permitted

HOLDINGFLYOVERPROCEDURE TURNARC TURN

NONENONEHOLDING, FLYOVERHOLDING, FLYOVER

When multiple patterns exist at a waypoint, the order of delete isFLYOVER, then HOLD. When a HOLD is defined on a waypoint witha FLYOVER, the FLYOVER is automatically deleted.

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MAINTENANCE

The MAINTENANCE pages are used to verify the selected and activedual system modes, list failed sensors, and select true or magneticmode for the FMS.

Operating Modes

The pilot cannot manually select the operating configuration of theFMSs as this is automatically selected.

There are three configuration modes for those installations havingtwo FMSs.

1. Dual -- The active flight plan, performance entries, pilot--definedwaypoints, stored flight plans, and offside radio tuning commandsare transferred to the other FMSs automatically (no pilot actionrequired).

2. Independent -- Only off--side radio tuning commands aretransferred to the other FMSs automatically.

3. Single -- No data is transferred between FMSs.

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In all operating modes, position calculation is always independent ineach FMS. Table 6--5 lists the requirements necessary for eachoperating mode. The FMS defaults to the SINGLE mode when therequirements for the DUAL or INDEPENDENT modes cannot be met.

Table 6--5Operating Mode Requirements

Requirement Dual Independent Single

FMS software version identical X X

Navigation database and cycleidentical

X

Custom database identical X

FMS positions within 10 NM X

APM configuration settingsidentical

X X

Master/Slave status identified byeach FMS

X

OPERATIONAL MODES

The FMS redundancy management software assigns the FMSoperating mode as either DUAL, Independent or SINGLE. The activeoperating mode and resultant data transfers, including radio tuning, forthe FMSs are determined using the normal operating modes.

The master/slave relationship of the FMS is determined by which sideis coupled. The coupled side is the master while the other is the slave.The new slave then synchronizes the flight plan and performanceinitialization with the master. When the custom databases do notmatch, the pilot must transfer the custom database before going todual.

Also noted, the FMS operating in the single system mode does notreceive performance initialization data from the other FMSs.

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D MAINTENANCE 1/3 -- Figure 6--125 is dedicated to showing theoperating group. In Figure 6--125, the activemode is DUAL, and theselected mode is DUAL.

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Figure 6--125FMS 1 MAINTENANCE 1/3

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Failed Sensors

D MAINTENANCE 2/3 -- Figure 6--126 shows the currently failedsensors as determined by the FMS.

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The SETUP prompt (6L) is used to access the setup pages. Refer toFMS Setup Pages, page 6-161, for further details on this function.

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The SENSOR HISTORY prompt (6R) is used to show a list of sensorshaving failed sometime after takeoff during the current flight, but are notfailed at the present time. Figure 6--127 shows the SENSORHISTORYpage.

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Figure 6--127SENSOR HISTORY 1/1

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True/Magnetic Selection

D MAINTENANCE 3/3 -- Dedication to selecting true or magneticheadings for the FMS and the horizontal situation indicator (HSI)heading display is shown in Figure 6--128.When TRUE is the activemode, all courses and headings displayed by the FMS are followedby the letter T. When MAG is the active mode, all courses andheadings shown by the FMS are followed by a degree symbol (_) onthe FMS pages.

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The active mode also reflects how courses are displayed on the HSI.When the FMS is selected as the navigation source for the HSI, thecourse shown by the FMS is relative to themode shown for theACTIVEHDG MODE on this page.

The pilot toggles between magnetic and true by pushing the line selectkey at 2R.

The RETURN TO SERVICE page is directly accessed by pushing theline select key at 6L. Refer to page 6-160 for additional details.

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Return to Service

FMS software identification and configuration information is given fordisplay only, as shown in Figure 6--129. The functional softwareidentifier and FMS software version are displayed on this page.

Aircraft configuration data is shown in hexadecimal characters. Theleast significant configuration byte starts at theupper left line. This pagegives verifiable identification for an FMS being returned to aircraftservice.

Figure 6--129RETURN TO SERVICE 1/1

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FMS Setup Pages

The FMS contains setup pages for configuringoperational options. Thesetup pages are accessible from MAINTENANCE page 2 using lineselect 6L, as described in Procedure 6--21. From this index page, thevarious setup pages are selected.

Step Procedure 6--21 FMS Setup Page Access

1 Select MAINTENANCE from the NAV INDEX (page 2).

2 Push the NEXT key to select page 2.

3 Select SETUP prompt at 6L. This is shown in Figure 6--130.

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Figure 6--130FMS 1 MAINTENANCE 2/3 Page

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Step Procedure 6--21 FMS Setup Page Access

4 The FMS SETUP page, shown in Figure 6--131, isdisplayed. Selectable options are as follows:D 1R -- FLIGHT CONFIG (refer to page 6-163)

D 2R -- ENGR DATA (refer to page 6-168)

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Figure 6--131FMS SETUP 1/1

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FLIGHT CONFIGURATION

Flight configuration is used to set many operating conditions of theFMS. FLIGHT CONFIG is accessed from the FMS SETUP lineselect 1R. For details regarding flight configuration setup, refer toProcedure 6--22.

Step Procedure 6--22 Flight Configuration Setup

1 Select FLIGHT CONFIG (1R) from the FMS SETUP page.Refer to Procedure 6--21, page 6-161.

2 Review the current configuration shown in Figure 6--132.Make changes, as necessary, using the required steps.

Figure 6--132FLIGHT CONFIG 1/2

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3 Set the BANK FACTOR. Enter desired bank factor into thescratchpad and line select 1L. The BANK FACTOR entry isused to set bank limits. The default is 15. Any number from0 to 15 is entered.

DETAILS -- The BANK FACTOR is the highest bank angle tobe used by the FMS unless a higher angle is needed tomaintain protected airspace. The FMS incorporates a modelof the protected airspace that includes the tighter restrictionsat low altitudes and approach or departure. The FMS checkseach turn against the model and increases the bank angleabove the entered BANK FACTOR, when required.

NOTE: A terminal BANK FACTOR of 20 degrees is usedwhen flying a SID, STAR, Approach, or when theaircraft is within 30 NM (Terminal Area) of thedeparture/arrival airport. The bank factor in case ofHOLD is fixed at 30 degrees.

The BANK FACTOR is entered at any time but only on themaster MCDU when operating in dual mode. When the FMSconfiguration changes from single to dual mode, the masterbank factor overwrites the slave bank factor value.

4 Set FPLAUTOPAGE toONorOFF at line select 2R. TheFPLAUTO PAGE feature applies when building both active andstored flight plans.

DETAILS

D FPL AUTO PAGE ON -- The FMS automatically advancesthe flight plan page, after a slight delay, when the fifthwaypoint is entered on any given page. FPL AUTO PAGEcontinues until the destination is entered as a waypoint onthe left side of the page.

When an airway is entered, the FPL AUTO PAGE does notadvance the pages.

D FPL AUTO PAGE OFF -- All flight plan page changes aredone using the NEXT and PREV keys.

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5 Set ORG/DEST DISPLAY to ON or OFF at 3R. The defaultfor this setting is OFF. This option applies to how flightorigins and destinations are displayed on the MFD.

DETAILS

D ORG/DEST DISPLAY ON -- The FMS lists the closestairports for display on the MFD. When this option isselected ON, the origin and destination airports areincluded in the list even when not among the closestairports. This option also shows the origin and destinationairports as runway symbols.

D ORG/DEST DISPLAY OFF -- When the selection is OFF,the origin and destination airports are included only whenamong the closest airports. The origin and destinationairports are displayed as normal waypoint symbols.

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6 Push NEXT to select page 2.

7 Review the current configuration shown in Figure 6--133.Make changes, as necessary, using the required steps.


Note: See page 8-65 for TEMP COMP and page 7-13 forSBAS.

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8 The FLIGHT SUMMARY output selection is displayed at 2L.The FLIGHT SUMMARY output permits the display and/orsaving of the FLIGHT SUMMARY data following completionof the flight. Selection of the OR prompt at 2R shows theFLIGHT SUMMARY OUTPUT page, as shown inFigure 6--134.

Figure 6--134FLIGHT SUMMARY OUTPUT 1/1

DETAILS

D MCDU -- When selectedON, the FLIGHT SUMMARYpageautomatically is displayed for 15 seconds following landing.

D PRINTER-- When selected ON, the FLIGHT SUMMARYpage automatically is sent to the printer 15 secondsfollowing landing.

D STORAGE -- When selected ON, the FLIGHT SUMMARYpage is automatically downloaded to database files.

D FLTSUMSTORAGEDEVICE -- Shows the various storagedevices available.

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ENGINEERING DATA

The ENGINEERDATA page is accessed using 2R on the FMSSETUPpage. Figure 6--135 shows the index of available options. Thesefunctions are primarily used under the direction of Honeywellengineering in finding and solving problems with the FMS.

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Figure 6--135ENGINEER DATA 1/1

D ENGINEERDATA1/1 -- The ENGINEERDATA 1/1 is used to selectvarious functions. For each function, additional pages can beshown.

— 1L -- The DEBUG prompt is used to access the DEBUGMONITOR CNTRL page. This page gives the capability ofcapturing the contents of the control--Dbuffer (information savedwhen an FMS reset occurs) to the data loader.

— 1R -- NT (NAVAID TUNING) DATA shows pages of informationabout each tuned NAVAID. These are display--only pages. Noinput is permitted.

— 2L -- DB (DATA BASE) VERIFY tests the database. When thenavigation database becomes invalid, DB VERIFYmust be run.Select this prompt, load the samedatabase in the computer fromdisk, and record the FLASH failures (if any) at the end of the test.

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— 2R -- Using DB (DATA BASE) HELP looks at a specific locationwithin the database memory. Useful only under the direction ofHoneywell engineering, since each database update changesmemory locations.

— 3L -- Using CLEAR CDB (CUSTOM DATA BASE) clears thecustom database. The options are to clear pilot--definedwaypoints, stored flight plans, and NOTAMs. The FMS must beoperating in independent or single mode to have access to thepage. Clearing the custom database is not possible whileoperating in dual.

— 3R -- Using FPL WPTS (FLIGHT PLAN WAYPOINT) showsFMS internal data about waypoints in the flight plan. These aredisplay--only pages. No input is permitted.

— 4R -- ZERO BITE clears the previous recordings of built--in testequipment (BITE) results.

— 5L -- RM index.

— 5R -- Query info.

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CROSSING POINTS

TheCROSSINGPOINTS pages areused to determine the relationshipof a waypoint relative to the current aircraft position.

The FMS computes the following types of crossing points:

1. Direct--To a waypoint from the current aircraft position.

2. Point abeam a waypoint for the current flight plan.

3. Crossing radial from a waypoint for the current flight plan.

4. Crossing latitude/longitude given latitude/longitude for the currentflight plan.

5. Equal time point (ETP) between any two given waypoints. Thisoption is only available when operating in FULL PERF mode (seepage 5-7).

6. Point of no return (PNR) fromany givenwaypoint. This option is onlyavailable when operating in FULL PERF mode (see page 5-7).

D CROSSINGPOINTS 1/1 -- Figure 6--136 is displayed after selectingthe CROSS PTS prompt from the NAV INDEX 1 page. This page isan index of the available crossing point options.

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6-171

6-173

6-175

Page Page

6-174

6-172

6-177

Figure 6--136CROSSING POINTS 1/1

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Present Position (PPOS) Direct

Select 1L from the display, shown in Figure 6--136, for direct--toinformation from the present position of the aircraft to any givenwaypoint.

For example, to determine where DEN is relative to the current aircraftposition, enter DEN into the scratchpad and push line select 1L. Thisis shown in Figure 6--137. At 1R, the radial and distance from DEN tothe current aircraft position is displayed. The bottom half of the pageshows the course, distance, ETE and the remaining fuel when theaircraft flies direct from the current position to DEN.

The CROSS PTS prompt at (6L) returns to the CROSSING POINTSindex.

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Figure 6--137PPOS DIRECT 1/1

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Point Abeam

When the PT ABEAM line select key (2R), shown in Figure 6--136, ispushed, the FMS computes the point along the flight plan where theaircraft passes abeam the entered waypoint. This is normally theclosest point to the selected waypoint. Figure 6--138 shows anexample.When required, thePTABEAMdefinition at 2L (DEN/132/109in the example) is selected to the scratchpad and inserted into the flightplan as a temporary waypoint.

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Figure 6--138POINT ABEAM 1/1

When no POINT ABEAM exists for the current flight plan, themessageNO CROSSING POINT FOUND is displayed in the scratchpad.

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Crossing Radial

When the CROSS RADIAL (crossing a radial) prompt is pushed, (2Lshown in Figure 6--136), the FMS computes the point along the flightplan where the aircraft crosses the designated radial. Enter thewaypoint at 1L and the radial at 1R. This is shown in Figure 6--139. Forexample, entering the180_ radial, theFMSprojects the aircraft crossesthe 180_ radial 117 NM from DEN. The crossing radial definition at 2Lis inserted as a temporary waypoint.

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Figure 6--139CROSS RADIAL 1/1

When the entered radial does not cross the flight plan, themessageNOCROSSING POINT FOUND is displayed in the scratchpad.

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Latitude/Longitude Crossing

Select 1R from the display, shown in Figure 6--136, to calculate thecrossing latitude or longitude when either the longitude or latitude isentered. The course, distance, ETE, and fuel remaining are displayedwhen the aircraft proceeds directly to the waypoint.

For example, to know where the aircraft crosses the 100_ Westlongitude line for the current flight plan, enterW100at 1R. This is shownin Figure 6--140. The FMS computes the latitude. The FMS also showsthe course, distance, ETE, and fuel remaining to fly directly from thecurrent aircraft position to N33_24.9 W100_00.0. The computed point(2L) is line selected to the scratchpad and inserted in the flight plan asa temporary waypoint. When required, latitude is entered and the FMScalculates the longitude. When more than one intersection with theflight plan exists, the closest one is displayed.

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Figure 6--140CROSS LAT/LON 1/1

When the flight plan does not cross the entered latitude/longitude, themessage NO CROSSING POINT FOUND is displayed in thescratchpad.

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Equal Time Point

Select 3L from the display, shown in Figure 6--136, to calculate theequal time point (ETP) between any given waypoints. The defaultwaypoints are the origin and destination of the active flight plan. Anywaypoints are entered at 1L and 1R. This is shown in Figure 6--141.

00807.04

Figure 6--141EQUAL TIME POINT 1/1

When the WPT 1 and WPT 2 are the origin/destination, the ETP is thephysical point along the flight plan where time--to--go back to the originis the same as the time--to--continue to the destination.

When WPT 1 and/or WPT 2 are not the origin/destination, the ETP isthe physical point along the flight plan between WPT 1 and WPT 2,where the time--to--go back toWPT 1 is the same as the time--to--go toWPT 2.

The D> symbol indicates direct--to the identified waypoint. FP>ETPindicates along the active flight plan to the ETP. When the ETP locationis behind the aircraft, PAST is displayed.

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The FUEL digital readout is the amount of fuel remaining on arrival atthewaypoint or ETP. The fuel remaining does not necessarily representthe fuel required to satisfy reserve requirements. The FUEL valuesshown are always fuel remaining at a given waypoint.

NOTE: When thedecision ismade to go toWPT1orWPT2, theFMSoperates under the assumption that current operatingconditions continue to prevail (i.e., the same altitude, enginefuel flow, etc.).

The data on the EQUAL TIME POINT page is updated each time thepage is selected, or each timeanewwindentry ismade.When thepageis left in view for an extended period of time, the data is not updatedunless the page is deselected and then, reselected.

Since the waypoints might not be on the flight plan, winds are enteredby selecting 6R. Cruise winds, shown in Figure 6--142, are entered foreachof the twowaypoints. Thewindmodel is not changedwhenentriesare made on this page. Select 6R to return to the EQUAL TIME POINTpage.

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Figure 6--142CRUISE ALT WIND 1/1

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Point of No Return

Select 3R from thedisplay, shown inFigure 6--136, to calculate thePNRfrom any givenwaypoint. The default waypoint is the origin of the activeflight plan. Anywaypoint is enteredat 1L. This is shown inFigure 6--143.The default wind (1R) for the waypoint is supplied from the windmodel.A cruise wind is entered for the waypoint. The wind model is notchanged when entries are made on this page.

00809.04

Figure 6--143POINT OF NO RETURN 1/1

The PNR is the point along the flight plan where the fuel to reach thedestination is less than the fuel to return to the WPT. The WPT is theorigin (default) or any other waypoint.

D> indicates direct--to the waypoint shown. FP> indicates the distanceand fuel remaining along the flight plan to the PNR. When the PNRlocation is behind the aircraft, PAST is displayed. Similarly, when thePNR location is beyond the destination, BEYOND DEST is displayed.

The fuel remaining does not necessarily represent the fuel required tosatisfy reserve requirements.

The data on the POINT OF NO RETURN page is updated each timethe page is selected, or each time a new wind entry is made. When thepage is left in view for an extended period of time, the data is notupdated unless the page is deselected and then, reselected.

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DATA LOAD

The DATA LOAD page, shown in Figure 6--144, is used to access thedatabase crossloading function of the FMS.

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Figure 6--144DATA LOAD 1/1

Crossloading Custom or Aircraft Database

The custom or aircraft databases are transferred from one FMS to theother. The custom or aircraft databases are transferred while theaircraft is on the ground or in the air.

In order to transfer data, the FMSs must be turned on and havecompatible software versions. All steps are completed from just one ofthe FMSs.

NOTE: Aircraft database crossloading is not permitted on Load 23.AIRCRAFT DB at LSK 1R is omitted.

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Refer to Procedure 6--23 for generalized data loading procedures.

Step Procedure 6--23 Database Transfer Between FMSs

1 Select the correct prompt, shown in Figure 6--145, for datato be transferred. In this example, the CUSTOM DB promptat 1L is selected.

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Figure 6--145DATA LOAD 1/1 Page

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2 Select the prompt for the source or destination of the selecteddata from the menu. This is shown in Figure 6--146. In thisexample, the TO FMS2 prompt at 2L is selected.

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Figure 6--146DATA LOAD 1/1 -- CUSTOM

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3 Confirm selection and select YES (6R) or NO (6L) on thedisplay. This is shown in Figure 6--147.

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Figure 6--147DATA LOAD 1/1 -- CONFIRM

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4 Progress monitoring is shown in Figure 6--148.

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Figure 6--148DATA LOAD 1/1 -- TRANSFER

The FMS indicates the percentage complete. Whencomplete, the message DB TRANSFER COMPLETE isdisplayed and the FMS performs a restart when a navigationof aircraft database has been transferred.

When power is interrupted, ABORT is selected, or otherproblems that stop the loading process occur, the data loadprocess must be repeated from the beginning. Refer topage 13-1 for a listing of data loader fault codes.

5 Repeat steps 1 thru 4 for each FMS.

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Data Loading

When the datamanagement unit (DMU) option is installed, the pilot hasthe capability to upload and download custom databases and aircraftdatabases to/from a PCMCIA--based memory card. This permits thepilot to define, save, and transfer frequently used routes andpilot--defined waypoints. Refer to Procedure 6--24 for uploadprocedure.

Step Procedure 6--24 Procedure to Upload Databases to theDMU

1 Select DATA LOAD from page 2 of NAV INDEX as shownin Figure 6--149.


2 Select the database to be uploaded from the DMU. Forexample to upload navigation databases, select NAV DBprompt at LSK 2L.

NOTE: NAV databases and tailored databases cannot be loaded directlythrough the DMU using an FMS page on the MCDU. The DLS menu,using theMFDmenu or remote PC, must be used to load a navigationor tailored database from the compact disk.

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Navigation Database Updating

Every 28 days, the navigation database in the FMS must be updated.The update is supplied by Honeywell. The navigation database isnormally updated while the aircraft is on the ground. In--flight updatingis permitted only when the navigation database is invalid (anout--of--date database is not an invalid navigation database). FollowProcedure 6--24 to update the navigation database using either theDL--800/900.

FLIGHT SUMMARY

Figure 6--150 shows the FLIGHT SUMMARY page. This page showsa summary of the flight. The FLIGHT SUMMARY page is accessedfrom the NAV INDEX 1/2 page or the PROGRESS 3/3 page.

The contents of the page are saved following power--down of the FMS.The one exception is for FUEL USED. This is reset to zero. Forquickturns, all the parameters except for fuel used are retained untiltakeoff following the quick turn. The page is then reset to reflect thenewflight. The fuel used can be manually reset at any time. Selecting theDEL key followed by the selection of LSK 2L for fuel used on theFLIGHT SUMMARY page resets the total fuel used to zero.

Fuel used is reset when a cold start of the system is performed whenon the ground or when an engine is re--started after a complete engineshutdown on the ground,

00815.05

Figure 6--150FLIGHT SUMMARY 1/1

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D 1L and 1R -- These lines show the takeoff, landing, and en routetime. No entry is permitted.

D 2L -- This line shows the fuel used for the flight.

D 2R -- This line shows the average TASandGS for the flight. Noentryis permitted.

D 3L and 3R -- These lines show the air and ground distance for theflight. No entry is permitted.

D 6R -- This prompt gives access to the PROGRESS 3/3 page.

NOTES: 1. When the PRINTER option (3L) and the STORAGEoption (4L) of the FLIGHT SUMMARYOUTPUTpage,shown in Figure 6--134, are enabled, thePRINT/SAVEprompt is displayed on LSK 6L of the FLIGHTSUMMARY page. This permits the pilot to performboth of these functions simultaneously.

2. When the PRINT option (3L) is enabled and theSTORAGE option (4L) is disabled, the PRINT promptis displayed at 6L and the pilot can only perform theprint function.

3. When the PRINT option (3L) is disabled and theSTORAGE option (4L) is enabled, the SAVE prompt isdisplayed at 6L and the pilot can only perform the savefunction.

4. When the PRINT option (3L) and the STORAGEoption (4L) are disabled, 6L on the FLIGHTSUMMARY page is blank. The pilot is not able toperform either of these tasks.

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Blank Page

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7. Required NavigationPerformance (RNP)

INTRODUCTION

This section describes the concepts, functions and operations relatedto the requirednavigation performance (RNP ≤0.3) andRNPnavigationdatabase option (Load 23).

RNP is a statement of the navigation performance, accuracy, integrity,continuity and availability necessary for operations within a definedairspace.

RNP refers to a concept in which routes and instrument procedures arenot restricted to the location of ground--based navigation aides. RNP isan area navigation capability intended to allow reduced lateralseparation for all phases of flight. RNP airspace includes areas, routes,and procedures designed such that the aircraft must maintain itsposition within the designated accuracy for that airspace (taking intoaccount navigation accuracy and flight technical error). The aircraft isrequired to maintain positional accuracy to within a specified radius forthe current airspace 95% of the time. RNP provides for systemdesigned--in performance assurance in the form of two times the RNPcontainment limit. The RNP containment limit is intended to serve, ataminimum, the following two purposes in the development of airspace:

1. Provide a means to facilitate the safety assessments for separationand obstacle clearance in the development of routes, areas, andprocedures.

2. Provide an additional boundary on error performance, whichenables reduction in separation buffers derived from traditionalcollision risk methods.

Procedures having RNP values associated with them are:

D SIDs (standard instrument departures)

D SID transitions

D STARs (standard terminal arrival routes)

D STAR transitions

D IAP (instrument approach procedure) transition

D IAP final approach segment.

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NOTE: The final approach segment is defined as the flight path fromthe final approach fix (FAF) to the missed approach point(MAP).

RNP AR Approach Requirements -- Area navigation (RNAV) RNPinstrument approaches with AR (authorization required) are instrumentapproach procedures that require specific approval from thecertification authorities prior to being flown. Prior to conducting anRNPAR approach, the aircraft needs approval, as documented in theAircraft Flight Manual (Supplement). In addition, the crew needs tohave the required training.

PREFLIGHT CONSIDERATIONS

In addition to approaches, SIDs can require reduced RNP values. Theapplicable operational procedures of this section must also be followedin this situation.

In addition to the requirements of this section, the operator needs tocomply with the general RNAV operating requirements, checkingnotices to airmen (NOTAMs), availability of navigation aids (NAVAID),airworthiness of aircraft systems, and aircrew qualification.

DispatchRNPAssessment -- Prior to dispatch, theaircrewverifies thecurrent receiver autonomous integrity monitor (RAIM) value on theGPS 1 STATUS page 2/2. The aircrew also verifies the availability ofglobal positioning system (GPS) with RAIM at the destination either bychecking the DEST RAIM or pilot--selected RAIM for the selectedairport and estimated time of arrival (ETA) (see Section 6, Navigation,for more detail on RAIM). This information is available on the GPSSTATUS PREDICTIVE RAIM page. A YES value on the page (withouta specific RNPvaluedisplayedon the page) indicates RAIM is less thanor equal to the selected RNP--approved minima.

NOTE: When the RNP approach requires an RNP of less than 0.3and the (flight management system) FMS PREDICTIVERAIM page does not display a RAIM value, a ground servicemust be used for checking the predictive RAIM values at thedestination.

NAVAID Exclusion -- Applicable NAVAIDs with NOTAMs need to beentered on the FMS NOTAM NAVAIDS page.

Navigation Database Currency -- During system initialization, theaircrew verifies the navigation database (NDB) is current.

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IN--FLIGHT CONSIDERATIONS

Modification of Flight Plan -- The crew loads theRNP approach fromthe NDB using the FMSARRIVAL selection. The lateral path cannot bemodified unless accepting a clearance to go direct to a fix in theapproach procedure prior to the FAF not immediately preceding an RF(radius to a fix) leg. The only other modification to the loaded procedurepermitted is to change altitude and/or airspeedwaypoint constraints onthe initial, intermediate, or missed approach segments (e.g., to applycold temperature corrections or comply with an (air traffic control) ATCclearance/instruction).

GNSS Updating -- The aircrew verifies that the FMS APPROACH(APPR) annunciator is displayed prior to the FAF. This ensures GPSupdating.When theDEGRADannunciator or theRNPAlert (amberCDI(course deviation indicator), amber lateral or vertical deviation,UNABLE RNP scratchpadmessage) is displayed during the remainderof theapproach, thepilot abandons theRNPARapproach unless visualconditions exist between the aircraft and runway of intended landing.

Radio Updating -- Initiation of all RNP AR approaches is based onGPS updating. Except where specifically designated ona procedureasNot Authorized, DME/DME updating is used as a reversion modeduring the approach or missed approach when the system complieswith the RNP value.

NOTE: The system automatically selects the best availablenavigation mode and provides an RNP alert/DEGRAD whenthe system estimate position of uncertainty (EPU) exceedsthe RNP value.

Approach Procedure Confirmation -- The flight crew confirms thecorrect procedure has been selected by comparison of the FMSwaypoints and altitude constraints with the approach chart. The flightcrew must confirm any pilot--entered changes to altitude and/orairspeed constraints.

Track Deviation Monitoring -- Flight crew monitoring of the CDI andvertical deviation on the pilot’s PFD (primary flight display) is requiredduring the approach. Full scale deflection (two dots) on the CDIcorresponds to 1xRNP. TheRNPvalue is displayedbeside theCDI. Fullscale deflection (two dots) for approach on the vertical deviation scaleis 150 ft. The flight crew initiates a go--around when either the lateral orthe vertical deviation is too large, unless visual conditions exist betweenthe aircraft and the runway of intended landing. The deviation limitsmust not exceed 2 dots laterally and 1 dot vertically for RNP 0.30 and1 dot laterally and 1 dot vertically for RNP less than 0.30.

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System Crosscheck -- For RNP approaches, the flight crew must usethe enhanced ground proximity warning system (EGPWS) as acrosscheck of the lateral and vertical guidance to ensure terrain andobstacle clearance.

Procedures with RF Legs -- The FMS has the ability to fly RF legs,which can contain speed and altitude constraints, contained in an NDBprocedure. When flying an RF leg, flight crew compliance with thedesired path is essential to maintain the intended ground track. LNAVand VNAV need to be engaged to ensure compliance with the desiredgroundtrack.

Temperature Compensation -- When temperature compensation isavailable and configured on the FLIGHT CONFIG page and activatedfor the approach, the system provides the altitude compensation atflight plan waypoint constraints. See Section 8, Flight Plan, for detailson VNAV approach temperature compensation.

Altimeter Setting -- Due to the reduced obstruction clearance inherentin RNP AR instrument procedures, the flight crew needs to verify themost current airport altimeter is set to the FAF but no earlier than theinitial approach fix (IAF). Executionof anRNPAR instrument procedurerequires the current altimeter setting for the airport of intended landing.Remote altimeter settings are not permitted.

Altimeter Crosscheck -- The flight crew needs to complete analtimetry crosscheck ensuring both pilot’s altimeters agree within+/--100 feet prior to the FAF but no earlier than the IAF.

Nonstandard Climb Gradient -- When plans are to use the decisionaltitude (DA) associated with a nonstandard missed approach climbgradient, the operator needs to use the Aircraft Flight Manual (AFM),ensuring that the aircraft is able to comply with the published climbgradient for the planned aircraft loading, atmospheric conditions andoperating procedures before conducting the operation.

Engine--Out Procedures -- Guidance for conducting engine--outapproach procedures and engine--out extraction is provided in theAircraft Flight Manual.

Go--Around or Missed Approach -- When flying a missed approach,flight crew compliance with the desired path is essential to maintain theintended ground track. When performing a go--around or missedapproach, LNAV should be engaged. If LNAV disengages, the flightcrew needs to re--engage LNAV by pushing the NAV button.

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Contingency Procedures -- System component failures areannunciated by way of crew alerting system (CAS) messages. Inaddition, the flight crew can assess sensor failures on the FMSFAILEDSENSORS page. The FMS POS SENSORS page indicates the longrange sensors (IRS and GPS) currently being used by the FMS. TheRNP and EPU display on the PFD indicates the RNP and EPU for thecurrent conditions. The UNABLE RNP NEXT WPT scratchpadmessage indicates the current EPU does not meet the RNPrequirements at the next waypoint. When the UNABLE RNP NEXTWPT message is displayed, the flight crew must monitor the RNP andEPU values.

The amber lateral deviation scale, DGRAD (degrade) annunciator andUNABLERNP scratchpadmessage provides alerting when the systemEPU exceeds RNP. When these alerts are displayed during theapproach, the pilot needs to abandon the RNP AR approach unlessvisual conditions exist between the aircraft and runway of intendedlanding. When these alerts are displayed during the missed approach(or during an RNP SID), a climb needs to be expedited, following FDcommands, to the minimum safe altitude.

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RNP Approaches

RNAV RNP approaches are instrument--approach procedures havingassociated RNP values. Each leg of the approach procedure can havedifferent RNP requirements, as shown in Figure 7--1. The RNP valuesare stored in the aircraft navigation database. The RNP values changeas the aircraft is flown past the associated waypoints on the approachup to the final approach segment. The final approach segment canhaveup to three RNP values associated with different approach minimumswith the low RNP option. The different minimums (associated with thedifferent RNP values) are depicted in the minimums section of theapproach plate, as shown in Figure 7--2.

Figure 7--1KLGB RNAV (RNP) Y RWY 30

Figure 7--2RNAV RNP Approach Minimums

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An approach may have multiple RNP minima. Starting from the FAFandextending to theMAP, theRNPvalue changes to theRNPminimumvalue selected by the pilot when the approach is selected on theARRIVAL page.

When the pilot does not manually select an RNP minimum value, adefault RNP value is automatically selected. The default RNP value isassociated with the lowest approach minimums.

When a missed approach is initiated at the MAP, the RNP valueautomatically changes to the RNP value associated with the missedapproach course.When amissed approach is initiated prior to theMAP(e.g. between FAF and MAP), the current RNP value remains untilreaching the MAP. At the MAP, the RNP value changes to the missedapproach RNP.

NOTE: Do not revise the RNAV MIN shown on the ARRIVAL page(LSK 2R) after beginning an RNP approach.

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RNP Minimums Selection

AnRNAVMINprompt is displayed in line 2Rof theARRIVALpagewhenan RNAV approach with multiple RNP minima values is selected. TheRNAV MIN prompt on an ARRIVAL page is shown in Figure 7--3. Thedefault RNP minimum value for the approach is also displayed in line2R. The default RNP value for the current approach is the RNP valueassociated with the lowest approach minimums.

NOTE: Multiple approach RNP minima are not displayed unless thespecific APM is enabled. RNAVMIN is still located at LSK 2Rof the ARRIVAL page but no carat is indicating other RNPminima are selectable. The RNP minimum value defaults to0.30.

Figure 7--3Type Prompt on ARRIVAL Page

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APPROACH MINIMA TYPE Page

Selecting the RNAV MIN prompt on the ARRIVAL page, displays theAPPROACH MINIMA TYPE page. The APPROACH MINIMA TYPEpage is shown in Figure 7--4.

Figure 7--4APPROACH MINIMA TYPE Page

The APPROACH MINIMA TYPE page displays the RNP valuesassociated with the different approach minimums. Pushing the LSKadjacent to a displayed RNP value selects that RNP value for theapproach minimum. (SEL) is displayed adjacent to the RNP valuecurrently selected. SelectingRETURN (LSK 1R) displays theARRIVALpage.

The priority of the active RNP value displayed on the PFD is as follows:

D Pilot--entered manual RNP

D Navigation database procedure RNP value

D Pilot--entered flight phase RNP value

D Default flight phase value.

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EPU (Estimated Position of Uncertainty)

The EPU is the calculated estimate of the accuracy of the navigationequipment aboard the aircraft. A textual display of the EPU value isdisplayed on the PROGRESS page on the MCDU, as shown inFigure 7--5.

Figure 7--5PROGRESS Page -- EPU

When the aircraft position is within 2 minutes of a waypoint, the FMSreviews the RNP value for the next flight plan leg and compares it withthe current EPU. When the EPU is greater than the compared RNPvalue, the message UNABLE RNP NEXT WPT is displayed on thescratchpad. The next flight plan leg RNP value is as follows:

D The manual RNP value (when entered)

D The database RNP value (when present) or

D The RNP value based on phase of flight.

When the next waypoint is an approach waypoint, the compared RNPis the lowest RNP value determined by reviewing all subsequent flightplan legsmarkedas part of theapproachup to thedestinationwaypoint.

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RNP Scratchpad Messages

Table 7--1 lists RNP scratchpad messages.

Table 7--1RNP Message

Message Definition

PILOT RNP CANCELNEXT WP

The next flight plan leg has a smaller RNPthan the current pilot--entered RNP.

PILOT RNP CANCEL The pilot--entered RNP is canceled.

UNABLE RNP The current navigation precision does notmeet required navigation precision.

UNABLE RNP NEXTWP

The current EPU is greater than the RNPrequired at the next waypoint.

VERIFY RNP ENTRY The alert VERIFY RNP ENTRY isdisplayed in the MCDU scratchpad whenthe manual entry of RNP (just performedby the pilot) is greater than the normalRNP for the current phase of flight or theRNP from the navigation database.

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FMS SENSORS

The FMS uses a performance--based sensor selection scheme thatmonitors the EPU of each sensor to select the best performing sensor.The GPS sensors produce a figure--of--merit (FOM), which is used asthe EPU value for those sensors. The EPU is modeled by the FMS forthe IRS, DME/DME and VOR/DME sensors. The sensor currentlyselected for use is displayed on the PROGRESS 1 (in the header forline 5), as shown in Figure 7--6 and on the PFD.

Figure 7--6Sensor Selection Display

FMS Sensor Selection

The selected FMS sensor is displayed on the PROGRESS page 1. Theavailable FMS sensors for selection are as follows:

D GPS--D

D GPS

D IRS

D DME/DME

D VOR/DME

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D DGRAD (degrade)

D DR (dead reckoning).

NOTE: GPS--D is GPS with SBAS (satellite based augmentationsystem). The availability of GPS--D and GPS are mutuallyexclusive, and GPS--D is dependant on the presence andreception of the SBAS signal. When the SBAS signal ispresent and the GPS sensor is the selected sensor for theFMS, the annunciator on the PROGRESS page 1 is GPS--D.When no SBAS signal is present, the annunciator onPROGRESS 1 page is GPS.

FMS Sensor Deselection

The pilot has the ability to deselect FMS sensors. When a sensor isdeselected, the computed position output by that sensor is removedfrom eligibility by the sensor selection logic.

SBAS GPS Deselection

SBAS is deselected on the FLIGHT CONFIG page 2. The FLIGHTCONFIG page is shown in Figure 7--7.

Figure 7--7FLIGHT CONFIG Page 2

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Procedure 7--1 describes the access to FLIGHT CONFIG page 2.

Step Procedure 7--1 FLIGHT CONFIG Page 2 Access

1 Push the NAV function key on the MCDU. The NAV INDEXpage 1 is displayed.

2 Push the NEXT function key on the MCDU. The NAVINDEX page 2 is displayed.

3 Select MAINTENANCE (LSK 2R). The MAINTENANCEpage 1 is displayed.

4 Push the NEXT function key on the MCDU. TheMAINTENANCE page 2 is displayed.

5 Select SETUP (LSK 6L). The FMS SETUP page 1 isdisplayed.

6 Select FLT CONFIG (LSK 1R). The FLIGHT CONFIGpage 1 is displayed.

7 Push the NEXT function key on the MCDU. The FLIGHTCONFIG page 2 is displayed.

To disable SBAS on the FLIGHT CONFIG page 2, push LSK 5Rwhichturns the SBAS selection on or off. Turning the SBAS selection offsends a signal to theGPS receivers to stop using SBAS augmentation.SBAS augmentation for each GPS sensor cannot be individuallydeselected. When the SBAS switch is OFF, the GPS sensors continueto output a nonaugmented GPS position, with correspondingly largerEPU and RAIM values.

NOTE: With systems utilizing Load 21 or Load 23 without the RNP(≤0.3) option, SBAS is not displayedon theFLIGHTCONFIGpage 2.

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IRS Sensor Deselection

Deselection of individual IRS sensors is performed on the POSSENSORS pages. ThePOSSENSORSpage 1 is shown in Figure 7--8.

Figure 7--8POS SENSORS Page 1

Procedure 7--2 describes the IRS deselection process.

Step Procedure 7--2 IRS Sensor Deselection

1 Access the POS SENSORS page 1 (depending on the IRSsensor to be deselected).

2 Push the DEL button on the MCDU. DELETE is displayedon the scratchpad.

3 Push the left line select key corresponding to the IRSsensor to be deselected.

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GPS Sensor Deselection

Deselection of individual GPS sensors is performed on the POSSENSORS pages shown in Figure 7--8. Procedure 7--3 describes theGPS deselection process.

Step Procedure 7--3 GPS Sensor Deselection

1 Access the POS SENSORS page 1.


3 Push the left line select key corresponding to the GPSsensor to be deselected.

VOR/DME Sensor Deselection

VOR/DME deselection is performed on the POS SENSORS page.Procedure 7--4 describes the VOR/DME deselection process.

Step Procedure 7--4 VOR/DME Deselection

1 Access the POS SENSORS page 1.

2 Select LSK 6L. The VOR/DME page is now displayed.


4 Push the left line select key corresponding to the VOR to bedeselected.

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DESEL is displayed in reverse video above the deselected sensors, asshown in Figure 7--9.

Figure 7--9Deselected Sensors

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GPS and SBAS Information

GPS andSBAS information is presented on theGPS1STATUSpages.The GPS 1 STATUS page 1 is shown in Figure 7--10.

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Figure 7--10GPS 1 STATUS Page 1

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The GPS 1 STATUS page 2 is displayed, as shown in Figure 7--11.

Figure 7--11GPS 1 STATUS Page 2

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With SBAS--capable GPS sensors installed, the GPS 1 STATUSpage 2, LSK 1L displays the label HINT (horizontal integrity). When anon--SBAS--capable GPS is installed, or the FLIGHT CONFIG SBASoption is set to NO, the label is still displayed as HINT. When the GPSreceiver is functioning, the information displayed in the MODE field(LSK 3L) is listed in Table 7--2.

Table 7--2GPS Mode Descriptions

Mode Description

ACQUISITION Acquiring satellites. No valid position.

NAVIGATION Receiving satellites and producing validposition. For SBAS--capable: not receivingvalid SBAS signal or SBAS option deselectedon FLIGHT CONFIG page 2.

COASTING Lost satellite reception and trying to return toNAVIGATION mode.

DIFFERENTIAL Receiving an SBAS signal and producing anSBAS--corrected position, and SBAS notselected. This mode is not available when theSBAS option is deselected on the FLIGHTCONFIG page 2.

NOTE: Not available with non--SBAS--capable receiver.

Load 21 and 23 RNP

The differences between Load 21 and Load 23 are shown inFigure 7--12. The diagram visually depicts the following:

D RNAV (GPS/RNP) -- Load 21

D RNAV (GPS) -- Load 23

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Figure 7--12Load 21 and 23 RNP Diagram

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8. Flight Plan

INTRODUCTION

This section covers the elements and operations pertaining to theactive andmodified flight management system (FMS) flight plan and itsrespective route plan. This section includes an example of how tocreate a flight plan for both the flight plan page entry and the route pageentry methods, however, note that any changes made to oneautomatically transfers to the other.

Stored flight plans are also addressed in this section along with lateralnavigation (LNAV), vertical navigation (VNAV) and speed commands.

DEFINITION OF TERMS

D VNAV Offset Waypoints -- Air traffic control (ATC) often clears anaircraft to cross a specified distance before or after a waypoint at aspecified altitude. These are called VNAV offset waypoints. Refer toVNAV OFFSET, page 8-21, for additional information.

D Flight Plan -- A flight plan is a series of waypoints that define anintended route of flight. Each waypoint in the flight plan must bedefined laterally and vertically. The course between two waypointsin the flight plan is called a flight plan leg. The FMS calculates thegreat circle course for each leg in the flight plan. Theactive flight planincludes the route to a primary destination followed by the route toan alternate destination.

D Flight Plan Capacity -- Active flight plans have up to 100waypointsincluding the origin and destination. For active flight plans, thecombinedwaypoints of theprimary flight plan and the alternate flightplan cannot exceed the 100 waypoint capacity. When a flight planis revised and then exceeds the 100 waypoint capacity, the revisionis not performed and themessageFLIGHT PLANFULL is displayedin the scratchpad. When a standard instrument departure (SID),standard terminal arrival route (STAR), airway, or stored flight planis added and exceeds the limit, none of the inserted waypoints areadded to the flight plan.

D Modified Flight Plan -- The MODFLT PLAN functionality gives thecapability to modify the active flight plan through use of a temporary(provisional) flight plan that permits changes to be reviewed beforebeing activated. After review, modifications to the flight plan areeither cleared or activated through button selection on themultifunction control display unit (MCDU). The MOD FLT PLANroute is displayed on the MFD with white dashed lines and whitewaypoints.

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MOD FLT PLANs are not synchronized between FMSs. Therefore,each pilot creates their own unique modified flight plan. Activatingamodified flight plan on one FMS changes the active flight plan, andcancels any modified flight plan on the other FMS.

D RTE Pages -- The route (RTE) pages functionality is similar to thatof the flight plan. Both give ameans tomodify and show the plannedpath for the aircraft from the departure to the destination. Thedifference is the RTE pages give only the lateral component of theflight plan expressed in terms of aircraft clearance language insteadof each physical leg and waypoint in the flight plan. The RTE pagestie the flight plan together by identifying the means (airway,procedure, direct) to the final fix of a path segment followed by themeans to the final fix for each of the following path segments in theflight plan. Any changes to the flight plan are reflected on the RTEpages and vice -- versa.

D RTE Pages Capacity -- The RTE pages capacity is directly linkedto the flight plan waypoint capacity as previously defined. Thenumber of routes entered cannot contain more than 100 waypointstotal.

D Modified RTE Pages -- A modified RTE page is created any timemodifications are made to the active RTE pages. These changesare reviewed and then cleared or activated into the active RTEpages.

D Primary/Alternate Independence -- The primary and alternateflight plans are kept independent from one another. Revisions toeither the primary or alternate flight plan do not effect the other. Thefollowing exceptions apply:

— ALTERNATE -- The ALTERNATE prompt is the revision functionthat incorporates the alternate into the active flight plan. Thisprompt is displayed when there is an alternate flight plan, nomissedapproachprocedureexists, andeither thedistance to thedestination is less than 25 NM or the last primary waypoint hasbeen sequenced. Selection of the ALTERNATE prompt causesthe alternate flight plan to be activated into a MOD flight plan.

A direct--to an alternate flight plan is performed at any time.

— ALTERNATEORIGIN -- Thealternate flight planorigin is also theprimary flight plan destination.

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D Waypoint Names -- Waypoints exist in thenavigation database, thecustom database (pilot--defined waypoints), or as temporarywaypoints. Waypoint names are used for convenience in keepingtrack of waypoints and recalling waypoints. Waypoint names (calledwaypoint IDENT or identifier) must contain at least oneand asmanyas five alphanumeric characters. In the case of temporarywaypoints, the FMS adds an asterisk ( * ), ampersand ( & ), orpound sign ( # ) as the first character for a total of up to sixcharacters. Therefore, the pilot has complete freedom in namingwaypoints into the FMS with no conflict. Waypoint and flight plannames are distinguished by the number of characters.

Theampersand ( & ) symbol denoteswaypointswith a radialpatternfor the stored flight plan.

Nondirectional beacons are stored by their IDENT plus the NBsuffix. For example, the ABC NDB is stored in the database asABCNB. This reduces the list of duplicate waypoint names.

D Temporary Waypoints -- Temporary waypoints exist only in theactive flight plan and are erased when the flight plan is completedor deleted. Temporary waypoints are listed on the last WAYPOINTLIST pages when defined. Using this page, the pilot reviews thedefinition of the waypoint.

Temporary waypoints are used so the pilot quickly enters thewaypoint definition directly into the active flight plan. Temporarywaypoints are useful when cleared to a fix. In this case, they haveno meaning beyond the current flight. There is no need to create anamed waypoint for the clearance fix.

Temporary waypoints are defined by entering the definition of thewaypoint directly into the active flight plan. Acceptable definitionsare latitude/longitude, place/bearing/distance, place/bearing/place/bearing, and along the flight plan as place//distance. When thedefinition is entered in the flight plan, the waypoint is assigned aname that describes how it was defined and a number ( XX ).Temporary waypoints entered on the left FMS are assigned oddnumbers while those entered on the right FMS are assigned evennumbers. The name is also preceded by an asterisk ( * ) to indicatea temporary waypoint. The assigned names are as follows:

Entered Definition Waypoint Name

Lat/LongPlace/Bearing/DistancePlace/Bearing/Place/BearingPlace//Distance

*LLXX*PBDXX*PBPBXX*PDXX

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The definition is entered into the scratchpad from the keyboard orretrieved from other sources. The CROSSING POINTS pages arealso sources for definition. As the name indicates, temporarywaypoints are not retained in the FMS past the current flight.

Temporary waypoints are also created when a flight plan is loadedfromadisk, andeither theFMS databasedoes not contain the samewaypoint, or the waypoint definition is different. In this case, theregular nameof thewaypoint is used precededby apound sign ( # ).For example, a flight plan is loaded containing the waypoint namedCEDA. CEDA is neither in the FMS navigation database nor definedin the custom database. In this case, #CEDA is displayed and thedefinition, specified in the loaded flight plan, is used.

See Section 11, Multifunction Control Display Unit Entry Format, foradditional details on entry format for temporary waypoints.

D Runway Extension Waypoints -- The FMS creates temporarywaypoints on the runway extension line. Once activated into theactive flight plan, a runway is line--selected to the scratchpad.Whenshown in the scratchpad, the runway is in the following format:AIRPORT.RUNWAY/BEARING/. A distance is inserted to completethe definition of a waypoint on the extension line of the runway. It isalso permitted to enter an altitude constraint following the distance.Insert this definition into the flight plan to create a temporarywaypoint. Repeat the process with varying distances to create anumber of waypoints on the extension line.

When the runway is at the origin, the bearing brought to thescratchpad is the runway heading that permits waypoints on thedeparture path.

When the runway is at the destination, the bearing brought to thescratchpad is the reciprocal of the runway heading permittingwaypoints on the arrival path.

D Origins and Destinations -- Origins and destinations are anywaypoint contained in the database, which includes anypilot--defined waypoint. Origins and destinations of the active flightplan are temporary waypoints. Origins and destinations arenormally airports. The origin or destination must be an airportdefined in the navigation database to activate the respectiverunway, SID, STAR, or approach.

D FROMWaypoint -- The FROMwaypoint is the first waypoint on thefirst page of the flight plan and is displayed in magenta. Beforetakeoff, the FROM waypoint is normally the selected origin airportor runway. Under normal flight conditions, the FROMwaypoint is thelast waypoint sequenced and actual time passing is displayed.

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D TOWaypoint -- The TOwaypoint is the secondwaypoint on the firstpage of the flight plan and is displayed inmagenta. The TOwaypointis the waypoint to which the aircraft is being steered along a coursedefined between the FROM and TO waypoints. When the legsequences, theTOwaypoint becomes the FROMwaypoint. TheTOwaypoint is changed.

D Leg Sequencing -- During flight, the active flight plan automaticallysequences so that the first leg of the active flight plan is the activeleg referenced to the guidance parameters. Normally, the FMSsequences before the waypoint for an inside turn when the aircraftis on-- or close to on--course.When the aircraft is not on--course, thenormal sequence occurs no later than a point abeam of thewaypoint. Some waypoints have unique sequence criteria. Forexample, a holding fix is a flyover waypoint. The holding fix must beoverflown before entering or exiting holding. Somewaypoints inSIDandSTARprocedures also haveunique sequencecriteria. TheFMSis programmed to automatically comply with these requirements.

Situations occur where the sequence criteria cannot be satisfied bythe FMS. Under these conditions, the pilot must perform thesequence manually to aid the FMS. The pilot is required to modifythe active flight plan and consists of one of the following.

A direct--to is performed to the desired TO. All the waypoints aredeleted prior to the waypoint and the FMS creates a direct leg to thewaypoint. This results in anewpath to thewaypointwhich isdifferentthan the previous path contained in the flight plan.

Some leg sequences indicate the direction of turn to the new leg byshowing an L or an R in reverse video. This notation is used wheneither thedirection of turn is indicated (by aSID, STAR, or approach)or the new leg requires a large turn (near 180_) to track the newcourse.

When sequenced, the destination waypoint retained by the FMS isthe TO waypoint. Bearing, distance, and required track to thedestination waypoint continue to be computed and shown.

D Discontinuities -- A discontinuity can exist in the flight plan. Adiscontinuity is a segment in the flight plan with no lateral flight plandefinition. However, there must be a lateral definition before andafter a discontinuity.

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When making changes, discontinuities in the flight plan are kept tothe minimum. There are times when having a discontinuity isnecessary. The following rules apply:

— When adding or deleting a single waypoint, no discontinuity isinserted in the flight plan. The flight plan is directly linkedbetween the waypoints. Deleting several waypoints at a timedoes not cause a discontinuity.

— When linking flight plans or inserting a procedure, nodiscontinuity exists when a common waypoint is used. With nocommon waypoint, the inserted flight plan or procedure is linkedat the point of insertion, but with a discontinuity at the end. Forexample, when the last waypoint of a SID is also a waypoint inthe flight plan, the flight plan and procedure are linked at thatwaypoint with no discontinuity. When the last waypoint of a SIDis not in the flight plan, a discontinuity exists between the SIDandthe flight plan. Some procedures have embeddeddiscontinuitiesinserted along with the procedure.

— A SID is only replaced with another procedure and cannot bedeleted. The linked portions of an arrival is deleted by theARRIVAL page. In both cases, the discontinuity depends on thechanged procedure. Linked flight plans or procedures aredeleted under the same operation for deleting waypoints. Thisoperation does not cause discontinuity.

— DIRECT--TO causes a discontinuity in the MOD flight plan whena DIRECT--TO waypoint is not already in the flight plan.

— When an airway is inserted in the flight plan, there is nodiscontinuity since the pilot has to specify the beginning and endpoints.

— The INTERCEPT function does not create a discontinuity beforeor after the intercept point.

D Alternate Origin -- The alternate origin is the destination of theprimary flight plan. No alternate flight plan is specified until theprimary destination has been specified. Changing the primarydestination clears the alternate flight plan because the alternateorigin changes.

D Alternate Waypoints -- Alternate waypoints apply to the alternateportion of the flight plan only. The FMSguidance is not engageduntilthe pilot selects thealternate destination.When thealternateportionof the flight plan is enabled, the corresponding waypoints areincorporated into the primary portion of the flight plan. At that point,all active flight plan rules apply.

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D Alternate Destination -- The alternate destination is entered whendefining a flight plan to an alternate. The alternate destination isentered as the final waypoint to close out the alternate flight plan,same as the primary flight plan.

D Climb Constraints -- Climb constraints are altitude and speedconstraints associated with waypoints in the climb or cruise portionof the flight plan. Altitude constraints are AT, AT or ABOVE, or ATor BELOW. For example, an entry of 10000A (A following thealtitude) indicatesAT orABOVE. Anentry of 10000B (B following thealtitude) indicates AT or BELOW. An entry of 10000 (no letterfollowing the altitude) indicates AT. Climb speed constraints areobserved by the FMS until the waypoint containing the constraint ispassed.

D Speed Limit -- An example of speed limits is the 250 kts below10,000 ft limit entered during performance initialization. Other limitsare imposed by the airframe such as VMO or MMO.

D Speed Schedule -- Speed schedules are the default speeds usedby the FMS for the departure, climb, cruise, descent, approach andgo--around phase of flight. Speed schedules are defined duringperformance initialization.

D Automatic Speed Command -- The automatic speed command isthe current speed being output by the FMS for control of the aircraft.It is also referred to as automatic speed target in this guide.

D Top--of--Climb (TOC) -- A TOC waypoint is calculated anddisplayed on the vertical profile and shown on the PROGRESS2 page. However, it is not in the active flight plan. There is only oneTOC waypoint at a time. The TOC is calculated based on currentaircraft altitude, climb speed, and the cruise altitude.

D Initial Cruise Altitude -- The initial cruise altitude is used by theFMS to determine the altitude where the cruise phase of flightcommences. The initial cruise altitude is set during performanceinitialization on PERFORMANCE INIT 3/3 page.

D Cruise Altitude -- Cruise altitude is the current altitude used by theFMS toplan the cruise portion of the flight. Initially, the cruise altitudeis set equal to the entered initial cruise altitude. The cruise altitudeis automatically adjusted by the FMS using the altitude preselectorsettings. When the aircraft levels at the cruise altitude, the FMSchanges to the cruise phase of flight.

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D Top--of--Descent (TOD) -- A TOD waypoint is calculated anddisplayed on the vertical profile and shown on PROGRESS page 2.With no constraints during the descent, the TOD is calculated usingthe destination elevation (when available) and the descent speedschedule. With constraints during the descent, the TOD iscalculated using the path mode. One minute before the TOD pointis reached, a vertical track alert is given. An automatic descent isinitiated at the TOD when the following is true:

— The altitude preselector is set to a lower altitude.

— The FMS is selected as the navigation source.

— Lateral navigation (LNAV) and vertical navigation (VNAV) areengaged.

D Descent Constraints -- Descent constraints are altitude, speed,and angle constraints associated with waypoints in the descentportion of the flight plan. Altitude constraints are AT, AT or ABOVE,or AT or BELOW. For example, entering 10000A (A following thealtitude) indicates AT or ABOVE. Entering 10000B (B following thealtitude) indicates AT or BELOW. Entering 10000 (no letter)indicatesAT. TheFMSobeys descent speed constraints at andafterthe waypoint containing the constraint. The FMS obeys angleconstraints from the TOD to the waypoint containing the constraint.Normally, the FMS calculates the angle constraint based onperformance initialization. However, a specific angle constraint isentered at a waypoint in the flight plan.

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CREATING FLIGHT PLANS

An example of the RTE page before the flight plan is entered is shownin Figure 8--1.

D Create a Route plan (see page 8-22, Creating Routes)

This page is used to build an active flight plan by entering a destination(1R) and waypoints.

Figure 8--1RTE 1/3 Page

The following options are made to recall or create an active flight plan:

D Recall a previously stored flight plan or company route (2R)

D Load a flight plan from datalink (4L) (when installed, see page 6-39for additional details).FOR TRAIN

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Recall a Previously Stored Flight Plan

A known name of a previously stored flight plan is entered at 2R. Thisis shown inFigure 8--1. After entering, theFMSautomatically recalls theflight plan and makes it the active flight plan. This is shown inFigure 8--2. The FMS takes 2 or 3 seconds to complete the recall of theflight plan.

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When the name of a previously stored flight plan is not remembered,enter the origin and destination. The FMS searches the stored flightplans for those plans with the same origin and destination. When anyare found, theFLIGHTPLNLIST page is displayedwith the stored flightplan names marked with an asterisk ( * ). This is shown in Figure 8--3.Select the required flight plan, shown in Figure 8--4, and pushRETURN(1R). This activates the flight planand returns thedisplay to theACTIVEFLT PLANpages, shown in Figure 8--2. Evenwhen the flight plan nameis remembered, this procedure saves steps over entering the flight planname at 3R.

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Figure 8--3FLIGHT PLAN LIST 1/1

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01678.01

Figure 8--4FLIGHT PLAN LIST 1/1 -- KPHX

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Store a Flight Plan and Activate

When building a flight plan, the flight plan is retained in memory for usein the future. This is done by entering the flight plan identifier at 3R. Thisis shown in Figure 8--1. After entering the flight plan name at 3R, theFMS switches to the stored flight plan page to define the flight plan, asshown in Figure 8--5. After being defined, the flight plan is activated.When a flight plan name already defined is entered at 3R, the flight planbecomes active.

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Figure 8--5FLIGHT PLAN LIST 1/1 -- Building a Flight Plan

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Build a Flight Plan by Entering Waypoints

When building a flight plan, waypoints are entered on the line showingthe VIA.TO prompt (2L through 5L). This is shown in Figure 8--6. TheFMS accepts a variety of inputs at the VIA.TO prompt as described inthe following paragraphs.

01813.01

Figure 8--6FLT PLAN 1/2

D Waypoint -- Any waypoint contained in the navigation database orthe custom database is entered. When a not yet defined waypointname is entered, the FMS automatically shows a page for waypointdefinition. Thewaypoint is defined and the RETURNprompt is usedto get back to the flight plan. When the waypoint name was enteredin error, the RETURN prompt is used without a definition beingentered.

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D Airway -- Any airway in the database is entered. When entering anairway, the waypoint in the flight plan preceding the point of entrymust be a waypoint on the airway. The airway entry is made in theformat of the VIA.TO prompt where VIA is the airway identifier andTO is the last waypoint used on the airway. For example, a portionof the flight plan is GUP, J102 to ALS. The first step is to insert GUPinto the flight plan, followed by entering J102.ALS into thescratchpad. This is shown in Figure 8--7. The entry is completed byselecting 3L and the FMS automatically fills in all the waypointsalong the airway from GUP up to and including ALS. The airway isalso entered as a single input by entering GUP.J102.ALS into thescratchpad and selecting the correct line select key. Refer topage 11-2, Airway MCDU Entry Format, for additional details.

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Figure 8--7FLT PLAN 1/2 -- GUP

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D Flight PlanNames -- Any defined flight plan name is entered.Whenadefined flight plan is entered, flight plans are linked together.Wheninserting a flight plan, the FMS searches for common pointsbetween the two flight plans being linked. When the commonwaypoint is found in the stored flight plan, the two flight plans arelinked at that point. Any waypoints in the stored flight plan precedingthe common waypoint are eliminated. When no common waypointis found, the stored flight plan is inserted beginning at the origin.Flight plan names are also entered using the VIA.TO format. In thiscase, the stored flight plan is inserted up to and including thewaypoint specified in the VIA.TO entry. Any waypoints in the storedflight plan after the specified waypoint are eliminated.

An alternate flight plan is entered using the same rules as a regularflight plan. After the flight plan is entered, the destination waypointmust be entered as the last waypoint to close the flight. Toaccomplish this, enter the destination at the VIA.TO prompt.

D Vertical Entries -- Vertical definitions for waypoints are enteredusing the right hand line select keys (1R through 3R). This is shownin Figure 8--8.

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The FMS supplies vertical predicted information for each waypointand is displayed in small characters. Pilot entries are used tomodifyand further define the vertical profile. The following information isdisplayed and/or entered for each waypoint in the flight plan.

— ALTITUDE -- Predicted altitudes are displayed in smallcharacters for each waypoint. Pilot entries, shown in largecharacters, become altitude constraints for VNAV. Altitudeconstraints from procedures are also displayed in largecharacters.

— CONSTRAINT TYPE -- Constraint type is displayed directlyabove altitude constraints, as shown in Figure 8--9. Theconstraint type shows as CLB for climb constraints and DES fordescent constraints. The FMS automatically assigns constraintsin the first half of the flight planas climb (CLB), unless theenteredconstraint is below the current aircraft altitude, and those in thelast half as descent (DES). This automatic assignment is correctfor most flights. The pilot makes an overriding entry. C, CLB, D,or DES are accepted as entries. Pilot entries are required forflights that climb, descend, and climb again.

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—SPEED -- Speed is displayed except when an angle is entered.This is shown in Figure 8--10. The FMS calculates and shows apredicted speed for each waypoint. Speed is entered in eitherCASorMACH.When thewaypoint is in a path descent, theangleis displayed.

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—ANGLE -- A descent vertical path is displayedwhen theFMSfliesa vertical path to a waypoint. An altitude constraint for thewaypoint is required for the FMS to be able to fly a verticaldescent path. The vertical angle is calculated based on currentconditions and performance initialization. FMS computedvertical descent angles are displayed in small font whilepilot--entered angles are displayed in large font.

—VERTICAL SPEED -- The FMS predicted vertical speed isdisplayed unless a higher priority item is displayed. Pilot entry ofvertical speed is not permitted.

When vertical angle and airspeed constraints are entered,airspeed is shown above the angle and is also a constraint.

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—SPEED -- Speed is displayed except when an angle is entered.This is shown in Figure 8--11. The FMS calculates and shows apredicted speed for each waypoint.

0 1812.02

Figure 8--11FLT PLAN 2/3

—VERTICAL SPEED -- The FMS predicted vertical speed isdisplayed unless a higher priority item is displayed. Pilot entry ofvertical speed is not permitted.

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D Additions and Deletions to the Flight Plan -- Several actionsresult in adding and/or deleting waypoints in the flight plan. Theseactions create a MOD flight plan that needs to be activated beforethe changes take effect. Any entry permitted at the VIA.TO promptcan also bemade onto previously entered waypoints. The rules thatapply are described as follows:

— Single waypoints, including temporary waypoints, are added toor deleted from the flight plan. Toaddawaypoint to the flight plan,the waypoint is line--selected from the scratchpad to the properline. The addedwaypoint is displayed on the selected line.Whenadding awaypoint, the flight plan is searched forwardof thepointof insertion. When the waypoint is displayed in the flight plan, allthe waypoints between the point of insertion and the firstappearance of the added waypoint are deleted. When thewaypoint is not displayed forward of the inserted point, the flightplan is opened and the new waypoint inserted. Searchingforward in the flight plan is restricted to the portion of the flightplan being modified (i.e., either the primary flight plan or thealternate flight plan).

— Waypoints are deleted using the DEL key. After entering*DELETE* in the scratchpad, the line--selected waypoint isdeleted. When the waypoint is deleted, the flight plan is closedand linked together. Waypoints are deleted by entering awaypoint also in the flight plan forward of the point of entry.

The pilot deletes both TO and FROM waypoints in somecombinations of flight plan changes. In such cases, the FMSshows a CHANGE ACT LEG prompt.

— The DIRECT--TO function also adds or deletes waypoints. Afterselecting DIRECT--TO, line--selecting a waypoint deletes all thewaypoints before the selected waypoint. The selected waypointthen becomes the TOwaypoint. A waypoint in the alternate flightplan is selected from the primary flight plan. When this is done,all the waypoints including the original destination are deletedand the waypoint in the alternate flight plan becomes the TOwaypoint. A waypoint is entered into the scratchpad andline--selected to the prompt, making the added waypoint the TOwaypoint. Refer to DIRECT--TO on page 10-2.

— Using the INTERCEPT function gives ameans for the flight crewto fly heading vectors to an automatic intercept of a desiredcourse. Nowaypoints are deletedwith the INTERCEPT function.Refer to INTERCEPT on page 10-7.

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D VNAV OFFSET -- ATC often issues a clearance consisting ofcrossing a specified distance before or after a waypoint, at a specificaltitude. The FMS is capable of creating a temporarywaypoint in theform of a *PDXX for these types of clearances. Refer toProcedure 8--1 for details.

Step Procedure 8--1 VNAV Offset Definition

1 Define a PLACE. Use the keyboard or line--select theplace from the flight plan to the scratchpad.

2 Enter a slash ( / ) to indicate that the next entry is abearing. When known, enter the bearing. When thebearing is not known, enter another slash ( / ) to indicatethat the next entry is a distance.

3 Enter the distance to cross from the place. When DRK isthe place, the entry is DRK//20.

4 Enter this information into the flight plan either before orafter the place (DRK). The FMS automatically places thewaypoint on the flight plan at the specified distance.

5 Enter the altitude constraint.

D Clearing of Flight Plans -- The flight is considered complete whenthe aircraft is on the ground for 2 minutes. The active flight plan isautomatically cleared at flight complete or when power is removedwhile on the ground or in flight. However, the pilot must confirm thepresent active flight plan is being replaced. Flight plans are alsocleared one waypoint at a time using the DEL key on the MCDU.

While on the ground, a new origin is entered after some or all of theflight plan has been defined. When the new origin is already awaypoint in the flight plan, the waypoints earlier than the new originare deleted. When the new origin is not already a waypoint in theflight plan, the whole flight plan is deleted. Deleting the origin clearsthe entire flight plan.

Changing the database cycle (NAV IDENT page, line select 2R)clears the active flight plan. This rules out any discrepanciesbetween flight plan information and the new database cycle. Thedatabase cycle is changed only on the ground.

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CREATING ROUTES

Anexample of theRTE1pagebefore a routehas beendefined is shownin Figure 8--12.

Figure 8--12RTE 1/2

This page is used to define a route plan by entering a destination (1R)and using any of the following options:

D Call up a stored company route (2R). This is only available whencompany routes have been enabled and the tailored company routedatabase is loaded in the FMS.

D Load a route plan from datalink (3L). This is only available when thedatalink functionality option has been enabled.

D Manually build a route plan by entering destination (1R) and any ofthe following:

— Departure procedures— Arrival and approach procedures— Missed approach procedures— AIRWAY segments— Holding patterns— Individual waypoints.

D Create a flight plan ( see page 8-9 Creating Flight Plans).

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Calling Up a Company Route

When company routes functionality has been enabled and thecompany route tailored database is loaded, entry of a recognizedcompany route identifier in 2R loads the origin, destination and allassociated procedures and waypoints into the modified or pendingroute plan. See Figures 8--13 and 8--14 for an example of the resultingpendingRTEpages 1and2 for anentry of a recognized company route.

In order to make this company route the active flight plan, the operatormust push ACTIVATE in 6R.

When the entry in 2R does not correspond to a recognized companyroute, the scratchpad message NOT IN DATA BASE is displayed.

Figure 8--13RTE 1/3

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01887.02

Figure 8--14RTE 2/3

Loading a Route From Datalink

When airline operational communication (AOC) datalink has beenenabled and a company route identifier is entered in 2R, the FPLREQST prompt and FPL REVIEW prompt are displayed on 4L and 3R.When datalink communications have been established, the pilotrequests a flight plan update from the datalink source by pushing 4L.Once the flight plan is received, (FPL REQST prompt transitions fromSENDING to SEND), the pilot reviews the flight plan by selecting theFPL REVIEW prompt (4R). The pilot is then sent to the DATALINK FPLREVIEW pages to review and activate the uplinked flight plan. (Seepage 6-43 for further details regarding review and activation of datalinkflight plans).

When datalink communications are not successfully established, themessage DATA LINK UNAVAILABLE is displayed in the 4L data fieldand the flight plan request is inhibited.

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Manually Building a Route

When building a route plan, entries are made on the line showing theVIA prompt (1L through 5L). This is shown in Figure 8--15.

Figure 8--15RTE 2/2

The allowable entries are explained in the following paragraph.

D Waypoint -- Individual waypoints are entered in the route planwhenthewaypoint is defined in either the navigation or customer--tailored(option) database. When the waypoint is not found in eitherdatabase, the scratchpad message NOT IN DATABASE isdisplayed. Entry format for a waypoint is the standard 1 to 5--digitalphanumeric entry.

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Entry of individual waypoints are always entered as DIRECT legs,as shown in Figure 8--16 and 8--17.

Figure 8--16RTE 2/2 -- ZUN

Figure 8--17RTE 2/2 -- ZUN ACTIVE

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D Procedure Entry -- Any departure, arrival, or approach procedureis entered by typing the procedure name into the scratchpad andentering it on the next VIA entry line (dashes). When there are notransitions attached, the final fix of the procedure is displayed in theTO column. Note that a discontinuity has been inserted following theprocedure. See Figures 8--18 and 8--19.

Figure 8--18RTE 2/2 -- EAGUL3

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Figure 8--19RTE 2/2 -- DISCONTINUITY

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— Departure Transition -- When a transition is attached to adeparture procedure, the input format is the procedure namefollowed by a period and the transition name. The final fix of thedeparture transition is thendisplayed in theTOcolumn. Note thata discontinuity has been inserted following the procedure. SeeFigures 8--20 and 8--21. Note that the departure procedure isalso selected and entered through the SIDs pages.

Figure 8--20RTE 2/2 -- EAGUL3.ZUN

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Figure 8--21RTE 2/2 -- DISCONTINUITY EAGUL.3.ZUN

— Arrival/Approach Transition -- When a transition is attached toan arrival/approach procedure, the input format is the procedurename followed by a period and the transition name. The final fixof the procedure is then displayed in the TO column. Note thatthe arrival/approach procedure is also selected and entered byaccessing the ARRIVAL page using the ARRIVAL promptadjacent to the DEST display.

D AirwayEntries -- Airways are entered into the route plan in a varietyof formats. These include airway only (AWY), entrywaypoint/airway(WPT.AWY), airway/terminal waypoint (AWY.WPT), entrywaypoint/airway/terminal waypoint (WPT.AWY.WPT), and entrywaypoint/airway/airway/terminal waypoint (WPT.AWY.AWY.WPT).Note that the entry and terminal waypoints must be existingwaypoints on theairway, nomodifications to theairways themselvesare permitted.

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Procedure 8--2 illustrates the airway entry steps.

Step Procedure 8--2 Example Procedure to Enter Airwayson RTE Pages

1 Initialize PPOS to KPHX.

2 Enter flight plan KPHX--KMSP--KLAX. Select the RTEmode key on the MCDU. See Figure 8--22.

Figure 8--22RTE 2/2 -- DIRECT

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3 To activate this route, select the LSK 6R. See Figure 8--23.

Figure 8--23RTE 2/2 -- KLAX

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4 Enter the airway information in the formatIPL.J18.J19.ZUN at LSK 2L. This results in a ModifiedRoute page, as shown in Figure 8--24.

Figure 8--24MOD RTE 2/3

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5 Select LSK 6R to activate this route. See Figure 8--25.

Figure 8--25MOD RTE 2/3 Page

A HOLD is displayed on the RTE pages when the HOLD is not a partof a defined procedure. To enter a HOLD into the Route plan, the pilotfirst goes to the HOLD page and defines the HOLD. The HOLD is thendropped into the SCRATCHPAD and the pilot enters it at any LS keyrepresenting a DIRECT leg, at a >>DISCONTINUITY<<, or on thedashed VIA entry line. Figures 8--26 and 8--27 illustrate a HOLD atwaypoint CHEZZ entered, inserted, and activated on the DIRECTsegment at 2L.

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02067.02

Figure 8--26ACT RTE 2/3

02067.03

Figure 8--27ACT RTE 2/3 -- HOLD

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Flight Plan Changes to Procedures or Airways

In the flight plan, changes are permitted to be made within a procedureor airway. These changes consists of adding or deleting waypoints,changing altitude and speed constraints, or entering or deletingHOLDs. Once these changes have been activated, (or inserted into theMOD flight plan), the procedures and airways no longer represent thepublished segments. When this occurs, any pre--existing RTEprocedure or airway is broken down and displayed into individualsegments on the RTE pages.

LATERAL NAVIGATION (LNAV)

LNAV is the function in the FMS that sends commands to the flightguidance computer to laterally steer the aircraft.

General LNAV Rules

D The FMS must be selected as the navigation source.

D A minimum of one leg must be defined for LNAV calculations.

D LNAV is available for all phases of flight.

D LNAV is armed while on--ground (when PERF has been initialized).

D LNAV is engaged at 200 feet actual time over (ATO) or higher.

D LNAV bank angles do not exceed 25_ except in holding, procedureturns, patterns, and on arc legs. For these cases, the limit is 30_.

D LNAV roll rate is 3_ per second during the en route phase of flightand 5.5_ per second on the approach.

D The distance shown for each leg of the flight plan accounts for thedistance traveled due to the change in course from one leg to thenext.

D LNAV uses up to the limits of bank angle to stay within protectedairspace.

D A lateral track alert is given for each waypoint sequence. The alertis given 30 seconds before starting a turn.

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LNAV Submodes

D LNAV ARM -- When initially selected, LNAV ARM becomes theactive mode. LNAV ARM requires that performance has beeninitialized and is active for any flight phase and while on--ground.While armed, the FMS monitors aircraft position and headingagainst the active leg. When within the capture zone, the FMSautomatically changes from LNAV ARM to LNAV CAPTURE andguides the aircraft to capture the active leg. While in the armedmode, the FMS does not laterally control the aircraft. Normally, theHEADING lateral mode is used to control the aircraft until the FMSchanges to LNAV CAPTURE.

NOTE: The aircraft must be at least 200 feet ATO to capture.

D LNAV CAPTURE -- The FMS begins lateral steering control whenthemode changes fromARM toCAPTURE. The FMS uses a 3_ persecond roll rate during en route operations and up to 5.5_ persecond on the approach. Banks are planned between 0_ and 23_with 25_ as a maximum. In holding, procedure turns, orbit patterns,and arc legs, the maximum angle is increased up to 30_.

One of the requirements of LNAV is to keep the aircraft withinprotected airspace. This is done by incorporating a model ofprotected airspace into the FMS. From the model, the FMSdetermines the bank angle required to stay within the protectedairspace boundaries during leg changes. The actual bank angleused is the greater of thepilot--entered bank factor or the bank anglefrom the protected airspace model.

VERTICAL NAVIGATION (VNAV)

VNAV is the function in the FMS that sends vertical commands to the flightguidance computer for vertical control of the aircraft. Using FMS VNAV,the pilot defines vertical profile information that is automatically flown bythe aircraft when a VNAV flight director mode is selected. FMS VNAV isused for all phases of flight. Additionally, descents are set up for a pathmode (similar to glideslope) to cross waypoints at a specified altitude. Thetwo main areas for display of VNAV information are the ACTIVE FLTPLAN page and PROGRESS page 2.

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The FMS gives an altitude target for display on the electronic displaysystem EDS. This altitude target gives a reference to the flight crewregarding the next FMS altitude constraint that must be met prior toreaching the preselect altitude. This altitude target is given for displayduring climbs and descents, and following the VTA notifying the crew ofTOD.

NOTE: This target is not displayed for the crew--entered altitudepreselect, or any FMS altitude constraint colocated with thealtitude preselect.

Table 8--1 lists the VNAV submodes and the abbreviations used in thisguide.

Table 8--1Mode Annunciators

Flight Director Mode Abbreviation

VNAV Flight Level Change VFLCH

VNAV Altitude Hold VALT

VNAV Altitude Select VASEL

VNAV Path VPATH

VNAV Vertical Glidepath VGP

General VNAV Rules

D The FMS must be the selected navigation source and LNAV mustbe engaged for VPATH to be operational.

D VNAV is available for all phases of flight.

D VNAV is armed while on--ground (when PERF has been initialized).

D VNAV is engaged at 400 feet ATO or higher (note that it is pilotresponsibility to verify adequate obstacle clearance prior topermitting VNAV to engage).

D Climbs are flown using VFLCH only.

D Descents are flown using VFLCH or VPATH.

D VNAV never passes through the altitude preselector.

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D The pilot sets the altitude preselector only to ATC cleared altitudes.

D VNAV keeps the aircraft as high as possible for as long as possible.

D VPATH angles are from 1_ to 6_.

D Path guidance is always followed during VPATH descents unlessthe FMS transitions to speed reversion. In this condition, the FMStransitions out of VPATH to VFLCH. Refer to Speed Protection onpage 8-63 for additional details.

D Speed protection and LATCHED SPEED are active in VFLCH.Refer to Speed Protection on page 8-63 for additional details.

D When the altitude preselector is set above (climbs) or below(descents) current altitude and VNAV is engaged, the FMScommands the autopilot to begin a climb (VFLCH) or descent(VFLCH or VPATH).

D VNAV is engaged by selecting the FMS as the navigation sourceand selecting the VNAV button on the guidance panel. Electronicflight instrument system (EFIS) annunciates the submode of VNAV.

D VPATH default descent angle is part of performance initialization.However, after the angle is displayed for each waypoint, the crewcan make changes

D When the altimeter is adjusted to show height above the ground(QFE) rather than sea level, VNAV must not be used.

D VNAV observes flight plan constraint altitudes. With the altitudepreselect set to CRZ or clearance altitude, the FMS VNAVautomatically levels off and then sequences all intermediate altitudeconstraints.

D A vertical track alert is issued anytime the FMS commands verticaltrack changes. The alert is issued 60 seconds before changing fromlevel flight to either a climb or descent. When the aircraft iscompleting a climb or descent, the vertical alert is issued 1000 feetbefore the level--off altitude. A vertical alert is not issued when thelevel--off altitude is set on the altitude preselector.

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VNAV Submodes

D VNAVARM (VNAV) -- When initially selected, VNAVARMbecomesthe active mode. VNAV ARM requires that performance has beeninitialized and is active for any flight phase and while on--ground.When an attempt to arm VNAV is made on--ground beforeperformance has been initialized, the message PERF--VNAV NOTAVAILABLE is displayed in the scratchpad. While armed, the FMSmonitors aircraft position and altitude against the altitudepreselector and, if any, the next waypoint altitude constraint. Fromthis, the FMS determines when to capture and which VNAVsubmode is correct.

NOTE: The aircraft must be at least 400 feet ATO before VNAVis permitted to engage.

There are a few conditions where VNAV ARM remains the activemode for some time. For example, the altitude preselector is setabove aircraft altitude and the next constraint altitude is below theaircraft altitude. In this example, VNAV cannot determine whetherto climb to the altitude preselector or to descend to the constraint.The net result is that VNAV stays in the ARM mode until the conflictis resolved.

While in the armed mode, the FMS does not vertically control theaircraft. Another vertical flight director mode is used to verticallycontrol the aircraft until the FMS transitions out of VNAV ARM.

D VNAV Flight Level Change (VFLCH) -- This mode is vertical flightlevel change. In this mode, aircraft speed is controlled by the flightguidance computer (FGC) by the pitch of the aircraft. This mode isalso referred to as speed on elevator. The speed command isdisplayedonACTIVEFLIGHTPLANpage1 and the guidancepanel(when supported). For most operations, the autothrottle is set toclimb power rating for climbs and idle for descents. Exceptions arewhen climbing or descending only a short distance. In this case, thethrottle is set to less than climb power or more than idle to avoidabrupt changes. Moving the throttle during VFLCHmakes a changein pitch. This changes the vertical speed, but the aircraft speedremains the same.

VFLCH is usedduringall climbs and, unless a path is defined, duringdescents. When engaging VNAV, VFLCH is set as the active modewhen the altitude preselector is above or below the current aircraftaltitude and the current flight director mode is not altitude hold.When in other modes of VNAV, a transition to VFLCH is made bysetting the altitude preselector to other than current altitude andpushing the FLCH button on the guidance panel.

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D VNAV Altitude Capture (VASEL) -- This mode is the same asaltitude capture. It is used to level the aircraft at the VNAV suppliedaltitude target. The altitude target is either an altitude constraint orthe altitude preselector setting. The FGC controls the pitch of theaircraft in order to capture the altitude. The autothrottle controls thespeed command shown on the guidance panel. Moving the throttlechanges speed.

D VNAV Altitude Hold (VALT) -- This mode is the same as altitudehold. The FGC controls altitude by controlling pitch. Theautothrottlecontrols the speed command.

When VNAV is disengaged while in VALT, the flight director modebecomes PITCH HOLD, not altitude hold.

D VNAV Path (VPATH) -- This mode is a vertical path. In this mode,VNAV controls the aircraft along a geometric path downward to awaypoint altitude constraint. The path angle is either anFMS--computed value, procedure specified, or pilot--entered. Pathdescents are identical to instrument landing system (ILS)approaches where the glideslope gives a constant descent angle.VNAV gives the same constant descent angle using barometricaltitude to determine the aircraft is on path.

The primary objective during VPATH descents is maintaining thegeometric path. To accomplish this, VNAV computes the requiredvertical speed to maintain the path, then sends the command to theFGC. The FGC adjusts the pitch of the aircraft to maintain therequested vertical speed. During VPATH operations, the aircraftspeed is permitted to increase or decrease to maintain the path.VNAV does give speed protection, as described on page 8-63.

During VPATH operations, the autothrottle attempts to maintain thespeed command shown on ACTIVE FLT PLAN page 1 or theguidance panel. When the angle is too steep, the throttles are at idleand the aircraft speed can continue to increase. When autothrottlesare not engaged, the pilot is responsible for adjusting the throttlesto maintain aircraft speed.FOR TRAIN

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Early/Late Descent (DES NOW)

AVPATHearly or late descent is performedwhen theDESNOWoptionis enabled on the airline personality module (APM). The DES NOWprompt is available on the FPLN, RTE, and DESCENT pages whenwithin 50 NM of the TOD as shown in Figure 8--28, Figure 8--29 andFigure 8--30.

Figure 8--28ACTIVE FLT PLAN -- DES NOW

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Figure 8--29ACT RTE -- DES NOW

Figure 8--30DESCENT -- DES NOW

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When an early descent is initiated by selecting the DES NOW prompt,the VPATH descent profile consists of a fixed 1000 ft/min early descentpath and the original predicted path. The FMS descends to a point atwhich it intersects the original flight plan path. At this point, the FMSautomatically performs a transition maneuver to capture the originalpath. No VTA is provided for the transition maneuver.Bottom--of--descent (BOD), vertical deviation, and the FMS altitudetarget are all displayed with respect to the original VNAV path. Alldescent altitude constraints encountered prior to intercepting theoriginal VNAV path is honored as well as the ALT SEL.

When a late descent is initiated by selecting the DESNOW prompt, theVPATHdescent profile consists of a fixed--angle, late--descent path andthe original predicted path. The FMS initially guides to a path 1.5°greater than the original descent path to the point at which it intersectsthe original flight plan. At this point, the FMS automatically performs atransition maneuver to capture the original path. BOD, verticaldeviation, and the FMS altitude target are all displayed with respect tothe original VNAV path. All descent altitude constraints encounteredprior to intercepting the original VNAV path are honored, as is the ALTSEL.

D Vertical Glide Path Mode (VGP) -- The vertical glide path (VGP)mode, shown in Figure 8--31, permits crew management of thealtitude preselector during FMS managed nonprecisionapproaches. Using standard VNAV during nonprecisionapproaches, it is necessary to dial the altitude preselector to theminimum descent altitude (MDA) during the final approachsegment. When a missed approach is executed, it is necessary toreset the altitude preselector to the missed approach altitude. Withthe VGP mode, the altitude preselector is set to the missedapproach procedure altitude once the VGP mode is engaged. TheFMSmanages the aircraft on a vertical path to the missed approachpoint (MAP) regardless of the setting of thealtitude preselector. Thisis similar in concept to glideslope capture for ILS approaches.

— Arming of VGP Mode: The first step towards using the VGPmode is to arm VGP. This is done when the aircraft is within30 NM of the destination. VGP is armed by selecting theapproach (APP) button on the guidance panel. However, thefollowing conditions are necessary for arming the VGP mode.

D FMS is the selected navigation source.

D Localizer (LOC) previewmode is inactive on the primary flightdisplay (PFD).

D A nonlocalizer based approach is selected from thenavigation database.

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D The aircraft is not in dead reckoning (DR) mode.

D The aircraft is within 30 NM of the destination.

D An NDB angle to the MAP exists.

D Altitude and angle constraint values from the NAV DB havenot been changed.

D When there is an at--altitude constraint on the final approachfix (FAF), the aircraft must be in alt hold at the FAF altitude.

D No vertical direct--to the MAP has been executed.

— Engagement of VGP mode: The VGP mode is engaged whenthe following rules are met:

D The VGPmode is armed (by the selection ofAPP button andmeeting the conditions mentioned in the previous section).

D LNAV is active.

D The aircraft, when holding, must be established on theinbound course to the FAF.

D The active waypoint is the FAF or along track distance to theFAF is less than 5 nm

D The aircraft is able to capture the final approach slope.

D With a course reversal hold leg (HF) on the FAF, the aircraftmust be established inbound to the FAF (< 0.5nm cross trackerror and <10 degrees track error on inbound leg) and beexiting the hold.

OnceVGP is engaged, the crewdoes not need toset thepreselectoraltitude to theMDA. They can dial it to themissed approachaltitude.The FMS does not consider the preselector altitude in itscomputations while in VGP mode. This also means the message,RESET ALT SEL, is suppressed in VGP mode.

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Figure 8--31VGP Operation

— Canceling VGP Mode: VGP mode is canceled by the crewusing any of the following methods:

D Selection of APP, HDG, NAV, VNAV, FLCH, ALT, VS or FPAbuttons on the guidance panel.

D Selection of a RESUME button (when flying a HOLDINGpattern).

VGP mode is automatically canceled when any of the VGP armingconditions (Arming of VGP Mode section) is no longer true. In thiscase, the aircraft transitions to flight path angle (FPA).

The VGP UNAVAILABLE message is displayed when the guidancepanel approach button is pushed and the arming criteria previouslymentioned is not met.

The message is self--clearing when the FAF is sequenced.

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VNAV Operation in Flight

D Climb -- All VNAV climbs are flown usingVFLCH. Intermediate leveloffs are entered as waypoint constraints through the MCDU or areset with the altitude preselector. VNAV never flies through thealtitude preselector in any VNAV mode.

When an intermediate level off is required due to an FMS waypointaltitude constraint, VNAV automatically resumes the climb afterpassing the waypoint, when the selector is set above the currentaircraft altitude. When the selector is not set above the currentaltitude, VNAVmaintains the intermediate altitudewhen passing thewaypoint. In this case, the climb is resumed by setting the altitudepreselector higher and pushing VFLCH on the guidance panel.

D Cruise -- The initial cruise altitude is entered during performanceinitialization. When the altitude preselector is set higher than theentered initial cruise altitude, the cruise altitude is adjusted tomatchthe altitude preselector. When the aircraft levels off at the cruisealtitude (initial cruise altitude or higher when set on the selector), theFMS enters the cruise phase of flight. The speed command isadjusted to the cruise values.

Cruise is flown by the autopilot in the altitude hold mode (VALT).From cruise, a climb or descent is executed at any time by settingthealtitudepreselector to thedesiredaltitudeandpushing theFLCHbutton. There is a 2 to 3 second delay before VNAV resets thealtitude target to the altitude preselector or next waypoint altitudeconstraint (whichever is closer), and the flight director changes toVFLCH.

When in VALT, the flight guidance system (FGS) touch controlsteering (TCS) function is used to maneuver the aircraft. However,when TCS is released, the aircraft returns to the original VALTaltitude only when the deviation from the target altitude is less than50 ft. When altitude deviation is 50 ft or more, the FMS does notattempt to return to the original altitude target.

Automatic changes from cruise are performed forbottom--of--step--climb (BOSC) and TOD points. In both cases, thealtitude preselector must be properly set (i.e., above the currentaltitude for BOSC and below current altitude for TOD). When thealtitude preselector remains at the current altitude, the aircraftremains in cruise as the points are passed.

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D Top--of--Descent (TOD) -- The TOD is the location at which theaircraft commences a descent. The TOD is displayed on thenavigation display (ND), but is always displayedon thePROGRESSpages. There is only one TOD waypoint at a time. For each TOD,a vertical waypoint alert is given and an automatic descent isinitiated when the altitude preselector has been selected to a loweraltitude.

D Descent -- Descents are flown as speed descents (VFLCH) or pathdescents (VPATH). The transition to descent is automatic,assuming the altitude preselector is set lower than the presentaltitude. Oneminute before TOD, the vertical track alert is given. Onreaching the TOD, VNAV initiates either a VFLCH or VPATHdescent.

— Speed Descent (VFLCH) -- A speed descent is flown when noaltitude constraints exist in the flight plan during the descent. TheTOD is calculated to place the aircraft at 1500 feet above thedestination 10 miles prior to the destination. Also, the TOD isbased on any speed constraints in the descent such as slowingto 250 knots below 10,000 feet.

The pilot initiates a VFLCH descent anytime by setting thealtitude preselector to a lower altitude and pushing FLCH on theguidancepanel. Followingan intermediate level off at thealtitudepreselector value, the descent is resumed by dialing down thealtitude preselector and pushing the FLCH button again on theguidance panel.

— Path Descent (VPATH) -- A VPATH descent is flown when analtitude constraint is in the descent portion of the active flightplan. The path angle associated with the constraint is either adefault angle computed by the FMS, procedure specified, orpilot--entered.

During path descents, AT OR ABOVE or AT OR BELOWconstraints are not treated asAT constraints. VNAV looks furtherin the flight plan to determine when other constraints exist. If so,VNAV flies a single path that meets all constraints rather thanmultiple paths that treat each constraint as an AT constraint.

After passing the last waypoint with an altitude constraint, VNAVchanges from path descent (VPATH) to a speed descent(VFLCH).

VNAV Special Operations

D Vertical DIRECT--TO -- This function operates much like the lateralDIRECT--TO. Refer to page 10-2 for additional information onvertical DIRECT--TO.

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D VNAV and Holding Patterns -- There are some specialconsiderations for holding and orbits during VNAV operation.

— When the holding pattern is entered while in VFLCH, the aircraftremains in VFLCH and continues the climb or descent.

— When the holding pattern is entered while in VALT, the aircraftremains in VALT.

— When a present position (PPOS) holding pattern is enteredwhilein apath descent, the aircraft changes toVFLCHwhile inholding.

— Path descents are not used during holding pattern operations.When the hold is entered while in VPATH, VNAV changes toVALT. To continue the descent the pilot must manually selectVFLCH.

D VNAV (VPATHand VFLCH) and Stored Instrument Approaches

— All stored approach procedures have associated altitudeconstraints and/or vertical path angles.

— Changing the altitude constraint and/or the path descent angleis possible once an approach procedure has been activated.However, the crew must verify that all the approach procedurealtitude requirements are met.

— Industry--wide standards for database information are currentlyinconsistent on many approaches. Some vertical paths aredefined at 50 feet above the runway. Others do not arrive atMDAuntil at the MAP. Some approaches give vertical guidance belowthe published MDA and some vertical paths differ from theVASI/PAPI angles.

— The stored missed approach also contains altitude constraints.Some altitude constraints do not refer to any waypoint. VFLCHis used to fly the missed approach to comply with this type ofaltitude constraint. During the missed approach, the speedcommand is the PERFORMANCE INITmissed approach speeduntil the destination waypoint is changed or flight plan changesare made.

VNAV Operational Scenarios

The operational scenarios are presented as a series of figures showingtypical vertical profile segments. Certain points on the figures arelabeledwith numbers. These numbers are used to describe events andare enclosed in parentheses in the text. Refer to the General VNAVRules section, page 8-38, when reviewing these scenarios.

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D VNAV Climb (VFLCH)

The elements of a VNAV climb profile are shown in Figure 8--32.

Figure 8--32VNAV Climb Profile

A VNAV climb profile consists of the following:

— VNAV is engaged in a VFLCH airspeed climb (1) after takeoff.

— One thousand feet before reaching the constraint altitude, aVTAis given (2).

— The flight guidance computer changes to VASEL to capture thealtitude constraint (3).

— The flight guidance computer switches to VALT at the constraintaltitude (4).

— One minute before the constrained lateral waypoint is reached,a VTA is given (5) indicating an automatic climb begins at thewaypoint.

— The altitude preselector is set higher than the constraint altitude(5).

— The flight guidance computer switches to VFLCH as thewaypoint is passed (6).

— The flight guidance computer performs a normal level off at theintermediate altitude preselector (7) switching from VFLCH toVASEL to VALT with the normal 1000--foot selector alert.

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— ATC clearance is received to the cruise altitude and the selectoris dialed to the cleared altitude (8).

— The FLCH button is pushed to resume the climb (8).

— The flight guidance computer performs a normal level off at thecruise altitude (9) switching from VFLCH to VASEL to VALT withthe normal 1000--foot selector alert and the speed commandchanges to the cruise value.

D VNAV Flight Level Change Descent (VFLCH)

The elements of a VNAV FLCH (IAS or MACH hold) descent profileare shown in Figure 8--33.

Figure 8--33VNAV Flight Level Change Descent

A VFLCH descent is engaged at any time by using the following:

— From cruise altitude (1), dial down the altitude preselector to theATC cleared altitude (2).

— Push FLCH when already engaged in a VNAV mode or VNAVwhen not already in VNAV. The flight guidance computerswitches to VFLCH and begins a descent (1).

— One thousand feet before the altitude preselector (2) is reached,thenormal altitudealert is givenand the flight guidancecomputerdoes a normal level off switching from VFLCH to VASEL (3) toVALT (4).

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— An ATC clearance (5) is received to a lower altitude and thealtitude preselector is lowered (6). FLCH is pushed (5) and theaircraft begins a descent.

— One thousand feet before the altitude preselector (6), the normalaltitude alert is given and the flight guidance computer does anormal level off switching from VFLCH to VASEL to VALT (7).

D VNAV Path Descent (VPATH)

The elements of a VNAV path descent profile are shown inFigure 8--34.

Figure 8--34VNAV Path Descent Profile

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A VNAV path descent is engaged from VALT at any time when thealtitude preselector has been dialed down before the TOD point isreached. TheVNAV path descent mode is used to descend to anewflight level at a calculated or prescribed angle (between 1_ and 6_).The following steps apply:

— An altitude constraint is entered at a waypoint (1). The FMScalculates an angle and TOD (2) for the path descent.

— At the TOD, the flight guidance computer switches from VALT toVPATH and begins a descent (2).

— The altitude preselector is set to the ATC cleared altitude (3).

— Oneminute before reaching the TOD, a VTA is given (4) and thevertical deviation scale is displayed on the EFIS. When thealtitude preselector is not at a lower altitude, the messageRESET ALT SEL? is displayed.

— The flight guidance computer does a normal level off switchingfrom VPATH to VASEL (5) to VALT (1).

The VNAV angle is always displayed on MCDU for path descents.The path is always followed except when the aircraft speedapproaches the following:

— VMO/MMO

— Landing gear or flap placard speed

— VREF.

VNAV tries to satisfy both the altitude preselector and the waypointconstraint altitude. However, VNAV never flies through the altitudepreselector.

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D VNAV Late Path Descent (VPATH)

A VNAV late path descent is shown in Figure 8--35.

Figure 8--35VNAV Late Path Descent

This scenario can occur whenATChas not given descent clearanceby the time the TOD is reached. The steps are as follows:



— When past the TOD and more than 500 feet above the path, theflight guidance computer remains in VALT.

— The altitude preselector is set (4) to the ATC cleared altitude.

— Push the FLCH button (5) to begin descent. The flight guidancecomputer transitions to VFLCH to begin the descent. When theaircraft is past the TODbut less than 500 feet from the pathwhenthe selector is set lower, the FMS switches directly to VPATH.

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— When the path is intercepted, the flight guidance computerswitches to VPATH (6).

— The flight guidance computer does a normal level off switchingfrom VPATH to VASEL to VALT (1).

D VNAV Early Descent to Capture Path (VPATH)

An early descent to capture a path is shown in Figure 8--36.

Figure 8--36VNAV Early Descent to Capture Path

This scenario is typical, should ATC instruct a descent before theestablished TOD point is reached. The steps are as follows:


— The altitude preselector is set to the ATC cleared altitude (3).

— Push the FLCH button (4) to begin the descent. The flightguidance computer switches to VFLCH to begin the descent.

NOTE: Embraer suggests that a vertical DIRECT--TO is thepreferred method of recovering from an early descent.

— As the path is approached, the vertical deviation is displayed onthe EFIS. When the path is intercepted, the flight guidancecomputer switches to VPATH (5).

— The flight guidance computer does a normal level off, switchingfrom VPATH to VASEL to VALT (1).

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D VNAV Early Descent Using DIRECT--TO (VPATH)

The VNAV early path descent using vertical DIRECT--TO is shownin Figure 8--37.

Figure 8--37VNAV Early Path Descent Using Vertical DIRECT--TO

The following steps apply:


— The altitude preselector is set (3) to the ATC cleared altitude (4).

— A vertical direct--to is performed (5) to the constrained waypoint(1). The FMS calculates the new angle and the flight guidancecomputer transitions to VPATH.

— The flight guidance computer does a normal level off, switchingfrom VPATH to VASEL (6) to VALT (1).

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D VNAV Late Descent Using DIRECT--TO (VPATH)

A VNAV late path descent using vertical DIRECT--TO is shown inFigure 8--38.

Figure 8--38VNAV Late Path Descent Using Vertical DIRECT--TO

In this scenario, descent clearance is not received before the TODis reached. The following applies:



— At the TOD (2), the flight guidance computer remains in VALTand remains level through the TOD.

— The altitude preselector is set (4) to the ATC cleared altitude (5).

— A vertical direct--to is performed (6) to the constrained waypoint(1). The FMS calculates the angle and the flight guidancecomputer transitions to VPATH.

— The flight guidance computer does a normal level off, switchingfrom VPATH to VASEL to VALT (1).

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SPEED COMMAND

The FMS is capable of controlling the aircraft speed during departure,climb, cruise, descent, approach, and go--around. The speed is eithercontrolled automatically or manually. The automatic speed command(FMS) contains two submodes: automatic and waypoint constraint. Inthe speed command mode (MAN), the pilot enters the desired aircraftspeed manually on the guidance control panel. The autothrottle thencontrols the aircraft to the manually--entered speed.

TheFMSgives speedprotection for FMSmodes. This speedprotectionis designed to prevent the aircraft from flying too slow or too fast. Referto Speed Protection, on page 8-63, for additional information.

General Speed Command Rules

D The current speed command is displayed on page 1 of the ACTIVEFLT PLAN. This is shown in Figure 8--39.

D ACAS andMACHare both displayedwhen climbing or descending.Otherwise, the cruise speed command (either CAS or a MACH) isdisplayed.

D The active speed command, whichever is the lowest value betweenCAS and MACH, is shown in large characters.

D The active speed command is also displayed on EFIS.

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Automatic

As the name implies, the automatic speed command mode is the mostautomated mode. The FMS automatically changes the speedcommand throughout the flight to accommodate aircraft configurationand phase of flight. This automatically controlled speed command isused by the autopilot or autothrottle. The following speed schedules fortheautomatic speed commandare configuredon thePERFORMANCEINIT 1/3 page:

D Departure

D Climb

D Cruise

D Descent

D Approach

D Go--around.

The automatic speed command for a typical flight changes as follows:

D When the FD is in T.O. mode, the FMS generates V2 until V2 isreached, then ramps up to V2 + 10, and then stays at V2 + 10 untilthe vertical mode is changed.

D During departure, the speed command is set to the departure speedschedule selected during initialization. The departure speedschedule is designed to maintain the aircraft speed below theclass D airspace speed limit. The default departure area is 4 NMfrom the departure airport and less than 2500 feet AGL.

D Once the aircraft is clear of the departure area, the speed commandtransitions to the climbspeed schedule selected during initialization.The climb speed command is limited by the speed/altitude limitdefined during initialization. Once above the speed/altitude limit, thetarget is the lower value of the CAS/MACH climb speed schedule.Changes to MACH are automatic.

D As the aircraft levels off at the cruise altitude, as defined in theinitialization, the speedcommand changes to cruise. Only one valueof CAS or MACH is displayed.

The speed command transitions to cruise when the aircraft is inVALT or altitude hold and the aircraft altitude equals thePERFORMANCE INIT cruise altitude. When the aircraft levels offat an altitude below the PERFORMANCE INIT value for cruisealtitude, the speed command continues to be the climb speedcommand. Manually entering the lower cruise altitude on the PERFDATA 1 page is necessary to enable the FMS to transition to thecruise speed command.

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Step climbs use the cruise speed command when the altitudechanges are5000 feet or less. Climbs greater than 5000 feet use theclimb speed commands.

D When the aircraft begins descending below the cruise altitude, thespeed command changes to the descent speed schedule and thedescent CAS/MACH target is displayed. The descent speedcommand is used during any intermediate level offs. When theaircraft nears the speed/altitude limit, the speed commandanticipates the speed limit and slows theaircraft prior to reaching thealtitude.

D Nearing the destination, the speed command changes to theapproach speed schedule defined during initialization. The defaultvalues for the transition to approach speed are 15 radial nauticalmiles from the destination or 5 miles from the first approachwaypoint. Lowering the landinggear or flaps alsochanges thespeedcommand to the approach speed schedule.

D When the flight director transitions to go--around, the speedcommandchanges to thego--around speedschedule definedduringinitialization. When the go--around speed command is active,modification of the active flight plan or selection of a new approachresults in the FMS transitioning from go--around to the approachspeed schedule. When the active flight plan destination is changedwhile the go--around speed schedule is active, the speed commandtransitions from go--around to climb speed schedule.

Waypoint Speed Constraint

The FMS gives the ability to cross awaypoint at a specified speed. Thisis referred to as a waypoint speed constraint. A waypoint speedconstraint is retrieved with a procedure (SID/STAR/approach) or isentered by the pilot.

Waypoint speed constraints are treated differently by the FMSdepending on the phase of flight. Waypoint speed constraints in theclimb phase of flight results in the FMS applying the speed constraintto all legs prior to the waypoint. The climb phase of flight is defined asthe legs of the flight plan prior to the TOC. When sequencing thewaypoint, theFMSattempts to return to theautomatic speed scheduleswhen no other waypoint speed constraint exists.

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Waypoint speed constraints in the cruise or descent phase of flightresults in the FMS applying the speed constraint to all legs after thewaypoint. As theaircraft approaches thewaypoint, the FMSanticipatesthe speed constraint so that the aircraft crosses the waypoint at thespeed constraint. The cruise phase of flight is defined as the legs of theflight plan past the TOC and prior to the TOD. The descent phase offlight is defined as the legs of the flight plan past the TOD.

To insert a waypoint speed constraint, follow Procedure 8--3.

Step Procedure 8--3 Inserting a Waypoint SpeedConstraint

1 Completely initialize the PERFORMANCE INIT pages.

2 Enter the speed constraint into the scratchpad followed bya slash ( / ). The entered speed is either a CAS or MACH.

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Step Procedure 8--3 Inserting a Waypoint SpeedConstraint

3 Push the right line select key adjacent to the lateralwaypoint on the ACTIVE FLT PLAN page. For example,Figure 8--40 shows a speed constraint of 120 knotsdesired for waypoint FGT. The speed constraint wasentered into the scratchpad (e.g., 120/) and thenline--select 2R was pushed.

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To remove a waypoint speed constraint, follow Procedure 8--4.

Step Procedure 8--4 Removing a Waypoint SpeedConstraint

1 Push the DEL key.

2 Push the right line select key adjacent to the lateralwaypoint on the ACTIVE FLT PLAN page.

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Speed Protection

The FMSgives two types of speed protection, automatic transition fromVPATH to VFLCH (referred to as speed reversion) and latched speed.

The FMS automatically transitions from VPATH to VFLCH for thefollowing conditions:

D VMO/MMO -- During a VPATH descent, when CAS becomes greaterthan VMO +10 kts. The transition is canceled when the airspeeddecreases to VMO +2 kts.

D Speed/Altitude Limit -- During a VPATHdescent with autothrottlesengaged, the FMS outputs an altitude target equal to the speed limitaltitude when the aircraft speed exceeds the speed constraint (e.g.,250 knots at 10,000 feet) by more than 9 kts. Under theseconditions, the FMS levels the aircraft at the speed limit altitudeuntilthe aircraft speed is 6 kts greater than the speed limit. The FMS thenrequests a VFLCH descent down to the altitude preselector requestwhen the aircraft is more than 250 ft. off the vertical profile,otherwise VPATH is requested.

When autothrottles are not engaged or the aircraft is not equippedwith autothrottles, the FMS continues the descent through thespeed/altitude limit. The pilot is responsible for controlling the speedof the aircraft to meet the speed/altitude limit.

Speed/altitude limit protection is also givenduringVFLCHdescents.Under these conditions, the FMSslows theaircraft to the speed limitwhen approaching the altitude associated with the speed limit.

D Landing Gear or Flap Placard Speed -- During a VPATHdescent,the aircraft speed exceeds the landing gear or flap placard speed by10 kts.

D VREF -- During a VPATH descent and the aircraft speed is less thanVREF by 10 kts.

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The second speed protection is latched speed mode. The FMS entersthe latched speed mode during automatic transitions from onesubmode of VNAV to another. The latched speed mode is also enteredwhen a significant difference is between the actual aircraft speed andthe speed command.When entering the latched speedmode, the FMSshows LATCHED at 1R of the ACTIVE FLT PLAN page. This is shownin Figure 8--41.

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Figure 8--41ACTIVE FLT PLAN 1/7 Page

The latched, speed--protection conditions are as follows:

1. When during altitude capture, changes are made to a speedmode descent and the command speed is not within 5 knots ofthe current airspeed. The command speed is deleted and thecurrent airspeed is LATCHED and shown as the commandspeed.

2. When during descent or climb, the pilot--entered constraintspeed exceeds Vmo or Mmo, the pilot--entered speed is deletedand Vmo/Mmo is displayed. Pilot entered speeds in excess ofcurrent Vmo/Mmo are converted to Vmo/Mmo.

3. A latched speed occurs at the last BOD when the current speedcommand is more than 5 knots above the current airspeed. Thisis also true when the BOD altitude constraint is deleted.

4. A latched speed occurs when the altitude preselector is dialedwhile in VASEL to a BOD and the current target is greater than5 knots more than the current speed.

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5. When VNAV has transitioned out of VPATH and the currentairspeed is not within 5 knots of the speed command.

6. WhenVNAV is inVPATHand theCASbecomesgreater thanVMO

+ 10 knots, VNAV changes to VFLCH and latches to VMO.

The LATCHED SPEED mode is removed by entering *DELETE* fromthe scratchpad to line--select 1R on page 1 of the ACTIVE FLT PLAN.

VNAV APPROACH TEMPERATURE COMPENSATION

VNAV approach temperature compensation is an FMS option functionand is not available unless enabled. The following page entries specificto the temperature compensation functionality are not displayed whentheVNAVapproach temperature compensation function is not enabled.

For VNAV approaches, the flight crew has the option of selecting VNAVtemperature compensation to assure the FMS meets obstacleclearance standards by the published altitude constraints. The VNAVtemp compensation function adjusts all FMS waypoint altitudeconstraints for the defined approach, approach transitions, andmissedapproach segments of the flight plan to compensate for nonstandardday temperatures.

The flight crew configures the FMS for three states of VNAV approachtemperature compensation:

D OFF (assumes standard day temperature)

D COLD applies temperature compensation only when approach isflown in COLD conditions (0 to --50 degrees DISA (deviation ISA))

D HOT/COLD applies temperature compensation when approach isflown in any temperature condition (limited to --50 to 70 degreesDISA). This configuration is an option and must be enabledseparately from COLD.

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Procedure 8--5 is an example of the steps necessary for configuring theFMS for the VNAV approach temperature compensation mode.

Step Procedure 8--5 FMS Temperature CompensationConfiguration

1 Select MAINTENANCE from page 2 of NAV INDEX.

2 Select SETUP from page 2 of FMS X MAINTENANCE.

3 Select FLIGHT on FMS SETUP.

4 Go to Page 2 of FLIGHT CONFIG pages.

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5 The FLIGHT CONFIG page layout is shown in Figure 8--42.


LSK 3L indicates the current temperature compensationmode is OFF and the pilot can choose changes by selectingthe LSK 3R.

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6 Selecting LSK 3R for changes to the temperaturecompensation mode shows the TEMP COMP CONFIGpage, as in Figure 8--43.

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Figure 8--43TEMP COMP CONFIG 1/1

7 D Select LSK 1L to switch OFF temperature compensationmode.

D Select LSK 2L to set temperature compensation mode toCOLD.

D Select LSK3L to set the temperature compensationmodeto HOT & COLD.

NOTE: The VNAV approach temperature compensationfunctionality, as an option, is enabled as COLD only or HOT& COLD. When enabled as COLD, only the previouslydiscussed procedures remain the same with the exceptionthat the HOT & COLD prompt is not available.

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The FMS determines the compensated altitude constraint valuesautomatically once an outside air temperature value has been enteredon the LANDING page and an arrival has been strung into the activeflight plan. However, pilot confirmation by the MOD flight plan isrequired before the altitude compensation is applied to the activewaypoints.

Procedure 8--6 is an example of the steps necessary for defining andactivating the VNAV temperature compensation values in the activeflight plan. (This procedure assumes an arrival has already been strunginto the active flight plan.)

Step Procedure 8--6 Review and Insert Temp Comp AltConstraints Into FLT Plan

1 The LANDING 1/2 page, as shown in Figure 8--44, isdisplayed by pushing the LANDING prompt on the PERFINDEX page.


On the LANDING page, enter/verify the correct outside airtemperature (OAT) for the destination airport.

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2 The --22°C TEMP COMP 1/2 page, shown in Figure 8--45,is displayed by pushing the TEMP COMP prompt on theLANDING page.

Figure 8--45--22°C MOD TEMP COMP 1/2

The proposed altitudes for each of the arrival flight planconstraints are displayed in reverse video on the MODTEMP COMP page.

Note that the temperature compensation is applied only tothe altitude constraints from the navigation database. Nochanges are applied to performance computed values orthe pilot--entered constraints.

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3 Select INSERT prompt to insert the temperaturecompensated values into the FLIGHT PLAN.

A MOD FLT PLAN page, shown in Figure 8--46, is createdwith database values of the arrival altitude constraints.

Figure 8--46MOD FLT PLAN 6/9

Note again that temperature compensated values aredisplayed in reverse video.

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4 Select ACTIVATE to apply the changes in the ACTIVEFLIGHT PLAN, as shown in Figure 8--47.


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The pilot is able to calculate a temperature compensated approachMDA on the last page in the string of the TEMP COMP pages. The lastpage of the TEMP COMP page is accessed by pushing the NEXTfunction key when viewing the TEMP COMP page, shown inFigure 8--43, until the last page is displayed. The default page of theMDA TEMP COMP page is shown in Figure 8--48.

Figure 8--48MDA TEMP COMP Page

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LSK 1L is displayed with dashes. LSK 1R is blank when a publishedapproach MDA has not been entered at LSK 1L. The publishedapproach MDA altitude is entered in feet by the pilot at LSK 1L. Whena valid entry is made at LSK 1L, an FMS computed COMP MDA isdisplayed in feet at 1R, as shown in Figure 8--49. Invalid entries are notpermitted and attempts to do so are annunciated to the pilot with anINVALID ENTRY scratchpad message. An entry is considered invalidwhen a number outside the range 0 to 9999 is entered.

Figure 8--49--22°C TEMP COMP 2/2

The compensated MDA, when it exists, is displayed opposite theuncompensated MDA at 1R. When an uncompensated MDA does notexist then the compensated MDA field is blank.

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Procedure 8--7 is an example of the steps necessary for removingexisting values of temperature compensated arrival altitude constraintsfrom the active flight plan.

Step Procedure 8--7 Remove Temperature Compensation

1 Select the LANDING prompt from the PERF INDEX pageto show the LANDING 1/2 page, shown in Figure 8--50.


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2 Select TEMP COMP on the LANDING page. Select theREMOVE prompt, as shown in Figure 8--51, from theTEMP COMP review page.

Figure 8--51--22°C TEMP COMP 1/2

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3 A MOD FLT PLAN, shown in Figure 8--52, is created withthe database values of the arrival altitude constraints.


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4 Select ACTIVATE to apply the changes in the ACTIVEFLIGHT PLAN page, as shown in Figure 8--53.


The TEMP COMP review page is accessed either through theLANDING page or from the FLIGHT PLAN pages. For the TEMPCOMP access prompt to be available on the flight plan pages, thefollowing conditions must be met:

D The active TEMP COMP CONFIG mode is COLD or HOT andCOLD

D The aircraft is within 30 NM of the destination

D An approach has been activated

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CLEARING OF FLIGHT PLANS

Activating a stored flight plan clears the previous active flight plan.Activating a stored flight plan while in flight is permitted, but the pilot isrequired to confirm the present active flight plan is to be replaced.Whether on the ground or in flight, a stored flight plan or portion of aflight plan is inserted into the active flight plan as a string of waypointsstarting at the point of insertion. Flight plans are also cleared onewaypoint at a time using the DEL key.

While on the ground, entering a new origin after some or all of the flightplan has been defined, is permitted. When the new origin is already awaypoint in the flight plan, the waypoints before the first appearance ofthe new origin are deleted. When the new origin is not already awaypoint in the flight plan, the whole flight plan is deleted. Deleting theorigin clears the entire flight plan. This applies to both active and storedflight plans.

Another action performed on the ground that results in clearing theactive flight plan is to activate the previously inactive database on theNAV IDENT page of the MCDU. See page 6-1 for additional details.

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9. Progress

INTRODUCTION

This section describes the progress functions of the flight managementsystem (FMS).

The PROGRESS pages are accessed by pushing the progress(PROG) function key. These pages summarize important flightparameters and relationships to the flight plan.

PROGRESS PAGES

D PROGRESS 1/3 -- Figure 9--1 shows the progress of the flight to thetakeoff (TO) waypoint and the destination as well as the currentnavigation status.


— 1L, 2L, and 3L -- These lines show the distance--to--go (DTG),estimated time en route (ETE), and estimated fuel remaining forthe TO and NEXT waypoints and the destination. Pilot--entry ofany active flight plan waypoint is permitted at 1L or 2L. DTG,ETE, and estimated fuel remaining is displayed for the entered

waypoint. No entry is permitted on 1R, 2R, and 3R.

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— 5L and 5R -- These lines show the current navigation mode ofthe FMS. In this example, the FMS is navigating using globalpositioning system (GPS) as the primary navigation sensor. Therequired accuracy of the navigation mode for the current phaseof flight is reflected in the required navigation performance (RNP)value (NM). Estimated position of uncertainty (EPU) valuesindicate estimated navigation accuracy of the current navigationmode (NM). When EPU becomes larger than RNP, UNABLERNP is displayed in the scratchpad. In addition, the navigation(NAV) radios are tuned to the NAVAID INW (frequency 112.60).Refer to Tuning NAV Radios, on page 6-115, for information on

tuning the NAV radios.

— 6Land6R -- Theseprompts give access to theNAV1 andNAV 2pages. These pages list the ten closest NAVAIDs to the aircraft.Refer to Tuning NAV Radios, on page 6-115, for information on

tuning the NAV radios.

D PROGRESS 2/3 -- Figure 9--2 shows the current VNAV commandsbeing transmitted to the flight guidance computer (FGC).

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— 1L -- The current speed and altitude targets are displayed on thisline.

— 2L -- The current predicted distance and time to go to thetop--of--climb (TOC) is displayed on this line.

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— 2R -- The current fuel quantity is displayed on this line.

— 3L -- The current predicted distance and time to go to the TODis displayed on this line.

— 3R -- The current aircraft gross weight is displayed on this line.

— 6L -- This prompt gives access to the RNP (required navigationperformance) page. Refer to Section 7, Required NavigationPerformance (RNP), for additional information on the RNP page.

— 6R -- This prompt gives access to the VNAV DATA page.

D PROGRESS 3/3 -- Figure 9--3 shows the PROGRESS 3/3 page.

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— 1L -- The current crosstrack (XTK) error relative to the active legof the flight plan is displayed on this line. A 0.01 NM resolutionis used when the crosstrack error is less than 1 NM. Largercrosstrack errors are displayed using a 0.1 NM resolution. No

entry is permitted.

— 1R -- This line permits pilot--entry of offset. Procedure 9--1describes how to enter and remove an offset.

— 2Land2R -- Aircraft track, drift andheading are displayed on thisline. The heading shown is from the high priority heading source.In normal operations, this is (inertial reference system) IRS 1 for

FMS 1 and IRS 2 for FMS 2.

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— 3L and 3R -- The FMS computed winds and ground speed aredisplayed on this line.

— 6L -- This prompt gives access to the AIR DATA page. Refer topage 9-7 for additional information on the AIR DATA page.

— 6R -- This prompt gives access to the FLIGHT SUMMARY page.Refer to page 6-184 for additional information on the FLIGHT

SUMMARY page.

VNAV DATA

Figure 9--4 shows the VNAV Data page.

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Figure 9--4VNAV DATA 1/1

— 1L -- Shows VNAV figure of merit.

— 1R -- Shows deviation from path.

— 2L -- Shows distance and time to top--of--climb.

— 2R -- Shows top--of--climb altitude.

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— 3L -- Shows distance and time to top--of--descent (TOD) and/orbottom--of--descent (BOD). When the next descent path type issmoothing or the aircraft is past the TOD, then BOD is displayedabove the TOD. Otherwise, the TOD is displayed above theBOD. When the next descent path type is smoothing, thenSMOOTHING is displayed in large cyan font right justified tocolumn 17 of the TOD data. When the aircraft flies past the TODwithout descending, PAST is displayed in large green font right

justified to column 17 of the TOD data.

— 3R -- Shows TOD and/or BOD altitude.

— 6L -- Gives access to PERFORMANCE INIT page 1.

— 6R -- Gives access to PROGRESS page 2.

Lateral Offset

Lateral offsets are entered on the PROGRESS page 3. The entry isdescribed in Procedure 9--1.

Step Procedure 9--1 Lateral Offset Entry

1 Select PROGRESS page 3.

2 Enter lateral offset into the scratchpad. Enter direction (L or R)and distance in nautical miles.

3 Enter the offset by pushing line--select 1R.NOTE: When a valid offset is active a magenta OFFSET is displayed on

the PFD.

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Progress9-6


Step Procedure 9--1 Lateral Offset Entry

4 The PROGRESS page is shown in Figure 9--5.

01574.01


DETAILS -- Lateral offsets cannot be entered while flyingany of the following:

D SIDs, STARs, approaches

D Patterns

D In the terminal area (30 NM from origin, 30 NM fromdestination)

D In the polar region.

Offsets are automatically canceled for the following:

D Course changes greater than 90_

D SIDs, STARs, approaches

D Patterns

D Intercepts.

An OFFSET CANCEL NEXT WPT message is displayedbefore offset is automatically canceled.

5 To manually cancel the lateral offset waypoint, push theDEL key and line--select *DELETE* to 1R.

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Progress


Air Data

TheAIRDATApage is shown inFigure 9--6. This page is accessed fromPROGRESS page 3/3. The FMS shows and uses the active ADSselected for display on the EFIS. In typical operations, FMS 1 showsand uses ADS 1. FMS 2 shows and uses ADS 2. When the copilotselects ADS 1, FMS 2 shows and uses ADS 1 data. The ADS datasource is displayed as part of the title.

Figure 9--6AIR DATA 1 1/1

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Progress9-8


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Direct/Intercept


10. Direct/Intercept

INTRODUCTION

This section describes the direct and intercept functions of the flightmanagement system (FMS).

TheDIRECTand INTERCEPT functions are accessed by up--selectingawaypoint onto 1L on the ACTIVE FLT PLAN page. Three prompts areinserted on the ACTIVE FLT PLAN pages. The three prompts, shownin Figure 10--1, are as follows:

1. CANCEL (6L)

2. Intercept course (INTC CRS) (5R)

3. ACTIVATE (6R).


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Direct/Intercept10-2


LATERAL DIRECT--TO

Lateral DIRECT--TO flight plan entries gives the pilot the ability to flydirect to a particular fix or to intercept a course to any waypoint. The fixis part of the active route or is offpath. A lateral DIRECT--TO isaccomplished by entering a waypoint in the scratchpad of the ACTIVEFLT PLAN page and upselecting it to 1L. The lateral DIRECT--TOoperation is performed either on the ground or in the air. Deleting 1L onthe active flight plan page clears the existing flight plan. The followingare examples of valid, entered waypoints:

D Any waypoint, airport, navigational aid (NAVAID), or navigationdatabase (NDB) contained in the NAV database

D Any fix defined in theactive ormodified flight plan,missedapproach,or alternate flight plan excluding conditional legs

D A valid place/bearing/distance (PBD) waypoint

D An along--track waypoint

D A latitude/longitude (lat/long) waypoint or lat/long reporting point

D A course intersection waypoint.

Once an entry is made in 1L and a duplicate waypoint exists, aDIRECT--TO page is displayed, as shown in Figure 10--2 that containsthe following:

D DIRECT (1L) -- The FMS provides navigation to fly direct--to thedesired waypoint without removing waypoints.

NOTE: A discontinuity is inserted after the desired waypoint followedby the previous waypoint sequence.

D ACTIVE (2L) -- The FMS provides navigation to fly direct--to awaypoint in the active flight plan deleting all preceding waypoints.

D MISSED APPROACH (3L) -- The FMS provides navigation to flydirect--to a waypoint in the selected missed approach proceduredeleting all preceding waypoints.

D ALTERNATE (4L) -- The FMS provides navigation to fly direct--to awaypoint in thealternate flight plan deleting all precedingwaypoints.

NOTE: Not all line select keys (LSKs) (1L--4L) are available when theDIRECT--TO page is displayed. More than one LSK isavailable when a duplicate waypoint is in the flight plan (i.e.,the same waypoint is located in both the missed approachand alternate procedures).

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Direct/Intercept


Figure 10--2DIRECT TO 1/1

The pilot selects the appropriate flight plan to which the direct--to isapplied. The purpose of the DIRECT--TO page is to show the list ofdirect--to options populated depending on the flight plan areas presentin the direct--to waypoint (Active, Missed Approach, or Alternate). Thepilot chooses the flight plan area into which the direct--to operation isperformed. Once an area is chosen, a modified flight plan is created.

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This MOD FLT PLAN page, shown in Figure 10--3, permits the pilot toreview, activate, or cancel changes.


D Lateral DIRECT--TO -- To perform a lateral direct--to, a direct--towaypoint is copied to the scratchpad from the flight plan waypointsor entered manually in the scratchpad. The waypoint in thescratchpad is inserted in the flight plan as the TO waypoint on theFLT PLAN page. When the entered waypoint exists in the primary,missed approach, or alternate flight plan, the DIRECT TO page isdisplayed and provides a selectable prompt for each flight plan inwhich the waypoint exists. In addition, the DIRECT TO pageprovides the selectable prompt DIRECT, which inserts thewaypointin the primary flight plan without removing any waypoint in the flightplan between the aircraft and the direct--to waypoint. Once aselection is made on the DIRECT TO page, a modified flight plan iscreated. The modified flight plan gives the crew the ability to reviewchanges on the FMS map displays prior to actuation.

When a direct--to is performed to a waypoint not in the primary,missed approach, or alternate flight plan, the DIRECT TO page isnot displayed. The direct--to waypoint is inserted into the primaryflight plan and a modified flight plan is immediately created. Thisoperation is identical to the scenariowhereDIRECT is selected fromthe DIRECT TO page.

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Direct/Intercept


D DIRECT--TO Recovery -- Waypoints cannot be recalled whendeleted by sequencing, or waypoints deleted when a lateralDIRECT--TO was entered. These waypoints must be entered in thescratchpadand then up--selected to the correct positions in the flightplan. The first waypoint must be entered in 1L and anotherDIRECT--TO activated.

VERTICAL DIRECT--TO

Airline vertical DIRECT--TO flight plan entries give the pilot the abilityto fly direct to a particular altitude prediction at a defined waypoint.

A vertical DIRECT--TO is performed by down--selecting the constraintfrom the right side of the page into the scratchpad and re--entering theconstraint (unchanged) into the same data field (line select), as shownin Figure 10--4.


When the pilot selects a vertical DIRECT--TO, all intermediate verticalconstraints are removed from the flight plan and the aircraft transitionsinto a climb/descent mode towards the selected constraint. This is thecase when the altitude preselector is positioned correctly.

Once an entry has been made, a modified flight plan is created.

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This MOD FLT PLAN page, shown in Figure 10--5, permits the pilot toreview changes and activate or cancel. For CLIMB flight phase, theFMS transitions to vertical flight level change (VFLC) for theDIRECT--TO. For CRUISE/DESCENT phase the FMS transitions tovertical path (VPATH).


A vertical DIRECT--TO is only permitted when the following conditionsare met:

D The entered value is an altitude constraint, not a predicted altitudeor when airline vertical DIRECT--TO is enabled, the entered valuecan be a predicted altitude.

D The constraint is compatible with the phase of flight (e.g., climbconstraint during CLIMB).

D The constraint is not to the missed approach.

D The altitude preselect is positioned to permit the climb/descent.

When the vertical DIRECT--TO is not permitted for the previouslydiscussed conditions, the scratchpad message INVALID DIRECT--TOis displayed.

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Direct/Intercept


COURSE INTERCEPT

The FMS gives the ability for the pilot to fly a heading, by way ofautomatic flight control system (AFCS) heading select, to intercept apilot--specified course into the pilot--selected waypoint.

The course intercept function inserts an extended course leg into theselected TO waypoint and disengages LNAV, when engaged. Headingselect mode is flown with LNAV armed until the extended course leg isintercepted. LNAV engagement onto the extended course leg is basedon course capture criteria.

D When an off--path waypoint is desired, enter the desired waypointinto the scratchpad and line--select the waypoint to 1L on page 1.DIRECT is now displayed as the FROM waypoint in 1L. Theintercept field is dashed. Enter a course value (0 to 360 degrees).Select ACTIVATE at 6R. This completes the intercept.

D When the waypoint is in the active flight plan, enter the desiredwaypoint in the scratchpad or use the associated LSK to put thewaypoint in the scratchpad, as shown in Figure 10--6. Line--selectthe waypoint to 1L on page 1. At 5R, the FMS uses the previousinbound course to the waypoint as the default course. Alternatively,the pilot manually enters a new course. Select ACTIVATE at 6R.This completes the intercept.


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Once the fix is down--selected, DIRECT is displayed at 1L. Now the fixneeds to be up--selected to 1L, which places it at 2L.When this occurs,intercept course (INTC CRS) is displayed at 5R with a computedintercept course/radial and the flight plan changes to MOD FLT PLANas shown in Figure 10--7.

On activation of the INTERCEPT, the flight director (FD) drops to basiclateral mode (ROLL). The pilot must manually select the headingmodeto begin flying vectors to intercept the entered course into theDIRECT--TO waypoint by turning the heading select (HDG SEL) knobon the FD guidance panel. The LNAV is disengaged when armed whileflying the heading selected mode. Arm LNAV for re--engagement whenthe engagement criteria for the course to a fixed waypoint (CF) leg intothe selected waypoint is met.

NOTE: At any time, the operation is aborted by selecting cancel at6L, which returns the original active flight plan.

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Direct/Intercept


Next, select ACTIVATEat 6R, shown inFigure 10--7, to update the flightplan and to return to the active flight plan page, shown in Figure 10--8.


ARC INTERCEPT

The FMS gives the ability for the pilot to fly a heading, by way of AFCSheading select, to intercept an arc leg. The arc leg to be intercepted ischosen by performing a DIRECT--TO to the waypoint terminating thearc leg. Then, instead of activating the DIRECT--TO to the waypoint,selection of an ARC prompt drops LNAV and a heading--select leg isavailable for flying an intercept to the arc leg.

When an arc intercept is selected, the arc leg leading into the selectedDIRECT--TOwaypoint remains in the flight plan. LNAV disengages andheading--select mode is flown with LNAV armed until the arc leg isintercepted. LNAV engagement onto the arc leg is based oncourse--capture criteria.FOR TRAIN

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DIRECT--TO ABEAM POINTS

When a lateral direct--to is selected, as shown in Figure 10--9, theABEAM PTS> prompt is displayed on LSK 4R of the MOD FLT PLANpage. The abeam points function provides the ability for the FMS tocompute and identify points abeam of the flight plan waypoints that areremoved from the flight plan as a result of a direct--to.

Figure 10--9MOD FLT PLAN -- ABEAM PTS

When theABEAMPTS> prompt has been selected, the FMSexaminesthe active flight plan waypoints between the aircraft and the direct--tofix. The FMS then determines the point abeam of those flight planwaypoints as projected onto the direct--to flight plan leg, and when lessthan 700 NM, inserts those as PBD waypoints transferring any speedand altitude constraint from the original waypoint. Wind andtemperature information is only transferred when the abeam point isless than 100 NM from the original waypoint. The FMS flies direct--tothe first abeam point.

The abeam points do not alter the path over the ground. The abeampoints do have the characteristics of any flight plan waypoint. Theabeam points are displayed on the map and MCDU with all the flightplan waypoint data.

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Direct/Intercept


APPROACH INTERCEPT (VECTORS)

The FMS permits vectored--approaches to be executed.Vectored--approach transitions permit intersection of an extendedcourse leg into the flight plan. The extended leg is along the originalinbound course to the final approach fix (FAF). When avectored--approach transition is entered, a FLY VECTORS TOINTERCEPT is included in the flight plan. Vectored--approachtransitions are incorporated into the flight plan during preflight orimmediately activated during flight. Figure 10--10 shows an approachtransition at LSK 3L and an ACT VECTORS selection at LSK 6L forimmediate activation during flight.

Figure 10--10ACTIVE FLT PLAN 1/4 -- Vector Transition

Selection of a vectored--approach transition during preflight includes aFLY VECTORS TO INTERCEPT segment into the flight planimmediately prior to the FAF. When sequencing, the fix prior to the FLYVECTORSTO INTERCEPT, LNAV disengages. Heading--select modeis flown and when LNAV is armed, the extended--approach intercept iscaptured.

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Multifunction Control Display Unit (MCDU) Entry Format


11. Multifunction Control DisplayUnit (MCDU) Entry Format

INTRODUCTION

This section describes the correct entry format used by themultifunction control display unit (MCDU).

Each entry made to the MCDU must be checked for correct syntax orformat at the time the entry is line--selected from the scratchpad.

NOTE: Leading zeros and zeros after a decimal are not required.

LIST OF ENTRIES AND DEFINITIONS

Table 11--1 lists the requirements for each type of entry.

Table 11--1MCDU Entry Format

Entry Format

AGL (Above GroundLevel)

D Entry in feet up to 4 digits

D Leading zeros not required

D Range from 0 to 9999.

Airport Identifiers The flight management system (FMS)uses four--character International CivilAviation Organization (ICAO) orICAO--format airport identifiers. Whena U.S. airport has a 3--letter identifierin the Jeppesen charts, it is normallyprefixed with a K in the database.Alaskan and Hawaiian airports with a3--letter identifier are normally prefixedwith a P. Canadian airports with3--letter identifiers are normallyprefixed with a C. Airports withnumbers in the identifier (such as P07)are also included in the navigationdatabase. Any other entry on anairport line is assumed to be aNAVAID, an intersection or apilot--defined waypoint. Runway data,including SIDs, STARs andapproaches are available only with anairport from the Jeppesen database.

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Table 11--1 (cont)MCDU Entry Format

Entry Format

Airway D Entry format is either start.airway.endor airway.end

Where:Start = entry waypoint onto airwayAirway = airway nameEnd = exit waypoint of airway

D When format airway.end is used, theentry waypoint onto airway must be inactive flight plan and airway must beinserted into active flight plan followingthe waypoint

D Airway is always followed by a decimalpoint

D It is permitted to enter an airway intothe active flight plan when the entryand exit waypoint are adjacentwaypoints in the flight plan. In thiscase, enter the airway into thescratchpad (followed by a decimalpoint) and place it after the entrywaypoint in the active flight plan.

Alternate Destination D The name is one to five alphanumericcharacters

D First character cannot be a dash (--).

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Entry Format

Altitude (Any AltitudeEntry)

D Limited to certified ceiling when aircraftdatabase (ACDB) is valid

D Entry in feet up to five digits. FMSinterprets entries of 3 digits as flightlevel entries in locations requiring analtitude entry

D Entry in flight levels (FL)

D Negative altitude permitted

D Automatic conversion to flight levelsabove transition altitude

D Range from FL000 to FL600, --1300 to60000 feet.

Angle D Entry in degrees and tenths ofdegrees. Decimal required only whenentering tenths

D Range from 1.0 to 6.0.

Bank Factor D Entry is whole degrees

D Range from 0 to 15.

Barometer (BARO)Set

D Entry in millibars or inches of mercury(decimal required)

D Leading zero not required

D Range from 16.00 to 32.00 (in. Hg),542 to 1083 (millibars).

Call Sign D Valid entries are one to ten characters.

Celsius(CONVERSIONpage format)

D Entry range is from --999.9_ to 999.9_in 0.1 increments (decimal required fortenths)

D A decimal is not required when tenthsposition is zero.

Clearway D Entry in feet up to four digits

D Range is from 0 to 9999.

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Entry Format

Company RouteIdentifier

D Entry is 1 to 10 characters.

Contingency Fuel D Entry is pounds or kilogramsdepending on configuration

D Entry is four to six digits


Coordinate UniversalTime (UTC)

D Entry is one to four digits

D Range is from 0 to 2359

D Leading zeros are not required.

Date D Entry in day month year (no spaces)

D Day is one or two digits

D Month is three--letter abbreviation

D Year is two digits.

Destination D The name is one to five alphanumericcharacters


Direct--To Waypoint D The name is one to five alphanumericcharacters


Elevation D Entry format is identical to the altitudeentry format defined on page 11-3.

Fahrenheit(CONVERSIONpage format)

D Entry range is from --999.9_ to 999.9_in 0.1 increments (decimal required fortenths)


Feet (CONVERSIONpage format)

D Entry range is from 0 to 999999.9 ft in0.1 increments (decimal required fortenths).

Flight ID D Use one to eight alphanumericcharacters.

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Entry Format

Flight Plan Name(Any Entry)

D Use six to 10 alphanumeric characters

D First character cannot be a dash (--)

D When QABC--QCDF(x) format is used,QABC and QCDF are automaticallyused as the origin and destination ofthe stored flight plan.

Frequency (NAV) D The minimum entry is two digits

D A decimal is not required when tenthsand hundredths are zero

D Leading digit (1) is not required

D Range is 108.00 to 117.95 MHz;133.30 to 134.25 MHz; 134.40 to135.95 MHz in 0.05 increments.

NOTE: Not all radios are capable of this range.

Fuel Flow D Entry is pounds or kilogramsdepending on configuration


Fuel Weight D Entry is pounds or kilogramsdepending on configuration

D Entry is one to six digits


Gallons D Entry range is from 0 to 999999.9 GALin 0.1 increments (decimal required fortenths)

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Entry Format

Hold InboundCourse/Direction

D Entry of one to three digits is requiredfor course

D Entry of L or R is for turn direction

D Slash ( / ) is required when makingboth entries or turn direction only

D The range of course is 0 to360 degrees in increments of 1.

Hold Leg Distance D The minimum entry is one digit

D Range is 1.0 to 20.0 NM in 0.1increments.

Hold Leg Time D The minimum entry is one digit

D Range is 0.5 to 3.0 minutes in 0.1increments.

Instrument LandingSystem (ILS)Identifier

D The minimum entry is one character

D The maximum entry is four characters.

InterceptRadial/Course

D The minimum entry is one digit

D Range is from 0 to 360 degrees in 1increments.

InternationalStandardAtmosphere (ISA)Deviation

D Entry is degrees, up to two digits andnegative sign when required

D Range is from --59_ to +20_ Celsius.

Kilograms(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 KGin 0.1 increments (decimal required fortenths)


Kilometers(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 KMin 0.1 increments (decimal required fortenths)


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Entry Format

Knots(CONVERSIONpage format)

D Entry range is from 0 to 999.9 KTS in0.1 increments (decimal required fortenths)


Latitude D The first character must be N or SD Degrees range from 0 to 90D Minutes range is from 0.0 to 59.99 in0.01 increments

D Example of entries:Entry DisplayN0 N0000.00N1 N0100.00N12 N1200.00N123 N1230.00N1234 N1234.00N1234.5 N1234.50N1234.56 N1234.56.

Latitude/Longitude Entry of both latitude and longitude ismade by combining the latitude andlongitude entry with no space between(Example: N50W50).

Latitude/Longitude/Altitude Constraint

D Similar to latitude/longitude, but withthe addition of an altitude constraint

D The altitude constraint entry format isidentical to the altitude entry formatdefined on page 11-3.

Liters(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 L in0.1 increments (decimal required fortenths)


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Entry Format

Longitude D The first character must be E or WD Range of degrees is from 0 to 180D Range of minutes is from 0 to 59.99 in0.01 increments

D Example of entries:Entry DisplayW0 W00000.00W1 W00100.00W12 W01200.00W123 W12300.00W1234 W12340.00W12345 W12345.00W12345.6 W12345.60W12345.67 W12345.67.

Meters(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 M in0.1 increments (decimal required fortenths)


Meters/Second D Entry range is from 0 to 999.9 M/S in0.1 increments (decimal required fortenths)


Nautical Miles(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 NMin 0.1 increments (decimal required fortenths)


NondirectionalBeacons

All nondirectional beacons in the NAVdatabase are accessed by appendingthe NB suffix to the beacon identifierD The required entry is five charactersNOTE: When the NDB also has a waypoint

identifier, it is in the NAV database onlyunder the waypoint name.

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Entry Format

Oceanic Waypoints D These waypoints are named accordingto ARINC 424 navigation databasespecification

D Southern hemisphere uses the lettersS or W

D Northern hemisphere uses the lettersN or E

D Latitude always precedes longitude

D Only the last two digits of longitude areused

D Placement of the letter designator (N,S, E, W) in the string of five charactersindicates the value of the longitudeone--hundredths digit

D The letter in the last position indicateslongitude is less than 100

D The letter in the third position indicateslongitude is 100 or greater

D Letters are used for positiondesignation as follows:

Letter Lat LonN North WestE North EastS South EastW South West

D Examples:N 52 00/W 075 00 = 5275NN 75 00/W 170 00 = 75N70S 50 00/E 020 00 = 5020SN 50 00/E 020 00 = 5020ES 52 00/W 075 00 = 5275W.

NOTE: All oceanic waypoints cannot be active inthe navigation database.

Offset (lateral) D The minimum entry is L or R plus onedigit

D Range is 0.1 to 30.0 NM in 0.1increments.

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Entry Format

Origin D The name is one to five alphanumericcharacters


Outside AirTemperature

D Entry is in degrees up to two digits andnegative sign when required

D Range is from --80_ to 54_ Celsius

D Range is from --112_ to 129_Fahrenheit.

Place/Bearing/Distance (P/B/D)

D Place is any defined waypoint name

D Bearing entry minimum is one digit

D Distance minimum entry is one digit

D Bearing range is from 0 to360 degrees in 0.1 increments(decimal required for tenths)

D Bearing is true by placing T after thenumber (e.g., PXR/090T/30)

D Distance range is from 0 to 9999.9 NMin 0.1 increments (decimal required fortenths).

Place/Bearing/Distance/AltitudeConstraint(P/B/D/ALT)

D Similar to P/B/D, but with the additionof an altitude constraint


Place/Bearing/Place/Bearing (P/B/P/B)


D Bearing entry minimum is one digit

D Bearing range is from 0 to360 degrees in 0.1 increments(decimal required for tenths)

D Bearing is true by placing T after thenumber (e.g., PXR/090T/30).

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Entry Format

Place/Bearing/Place/Bearing/AltitudeConstraint(P/B/P/B/ALT)

D Similar to P/B/P/B, but with theaddition of an altitude constraint


Place//Distance(P//D)


D Distance entry minimum is one digit

D Distance range is from 0 to 9999.9 NMin 0.1 increments (decimal required fortenths).

Place//Distance/Altitude Constraint(P//D/ALT)

D Similar to P//D, but with the addition ofan altitude constraint


Pounds(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 LBin 0.1 increments (decimal required fortenths)


Procedure TurnOutbound Dist


D Range is 0.1 to Boundary Dist -- 4 NMin 0.1 increments.

Procedure TurnOutbound Time


D Range is 0.1 to (Boundary Dist -- 4NM)/ground speed in 0.1 increments.

Procedure Turn OutAngle

D The turn out angle is prefixed with theturn out direction L or R

D The turn out angle range is 20 to90 degrees in 1 increments.

Pseudo--RandomNoise (PRN)

D Entry is one or two digits


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Entry Format

QFE/QNH D Entry in inches of Mercury,millibars/hectopascals, or millimeters

D Entry range is from 16.00 to 32.00 inHg, 542 to 1084 mB, and 407 to 813mm

D A decimal is not required when allzeros follow decimal point.

Quadrant D The minimum entry is one alphacharacter

D Possible entries are N, NE, E, SE, S,SW, W, NW.

Radial D The minimum entry is one digit

D Range is from 0.0 to 360 in 0.1increments.

Radial Distance D Minimum entry of one digit

D Range from 1.0 to 999.9 NM in 0.1increments.

Radial Inbound andOutbound Radials

D Minimum entry of one digit

D Range from 0.0 to 360.0 in 0.1increments.

Required NavigationPerformance

D Entry in tenths. Range .01 to 30.00.

Reference Waypoint D The name is from one to fivealphanumeric characters


Reserve Fuel(Minutes)

D Entry is in minutes up to three digits

D Range is from 0 to 999 minutes.

Reserve Fuel D Entry is pounds or kilogramsdepending on configuration



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Entry Format

Runway Elevation D Entry is in feet up to five digits andnegative sign when required

D Range is from --2000 to 19999 feet.

Runway Heading D Entry is in degrees or runway numbers

D Range is from 0 to 360, or 00 to 36runway number.

Runway Identifier D Entry is Airport.Runway

D Range for airport name is from 1 to 5alphanumeric characters

D The runway is the runway number witha suffix option of L, R, or C

D Range for runway number is from 01to 36.

Runway Length D Entry is in feet from 2000 to 16000.

Runway Slope D Entry can have a minus sign (--)

D Range is from --2.0% to 2.0%.

Runway Stopway D Entry is in feet up to four digits


Runway Threshold D Entry is in feet up to four digits


Specific Weight D Entry range is from 1.000 to 9.999LB/GAL (--.1198 to 1.1982 KG/L) in0.001 increments (decimal required fortenths)

D A decimal is not required when allnumbers following are zero.

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Entry Format

Speed (anyCAS/MACH entry)

D Limited to VMO/MMO when aircraftdatabase (ACDB) is valid

D Minimum entry for CAS is two digits

D Minimum entry for MACH is decimalplus one digit

D Range of CAS is from 75 to 450 kts

D Range of MACH is from .30 to .95 in0.01 increments.

Speed (any groundspeed entry)

D Minimum entry is two digits

D Range from 75 to 750 kts.

Step Increment D Entry in feet up to five digits

D Range is from 0 to 30000 inincrements of 1000

D Entries less than 1000 are interpretedas thousands.

Stopway D Entry is in feet up to four digits


Temperature D Entry is in degrees and negative sign,when required

D Range from --80_ to 54_ Celsius

D Range from --112_ to 129_ Fahrenheit.

Temporary Waypoint Active flight plan entries that createtemporary waypoints:D Coordinates

D Place/Bearing/Distance

D Place/Bearing/Place/Bearing

D Place/Distance

D Intercept functionRefer to page 8-3 for additional detailsabout temporary waypoints.

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Entry Format

Threshold D Entry is in feet up to four digits


VIA.TO The VIA.TO prompt is used in flightplanning. A variety of entries arepossible with the prompt. The sameentries are made to the flight planwithout the prompt (such as whenadding waypoints). The following is alist of possible entries:D Airway.Waypoint

D Flight Plan Name.Waypoint

D Flight Plan Name

D Waypoint

D Temporary Waypoint.

VOR Identifier D The minimum entry is one character

D The maximum entry is threecharacters.

Waypoint Name D The name is one to five alphanumericcharacters


Weight (any weightentry)

D Entry is pounds or kilogramsdepending on configuration



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Entry Format

Wind (any windentry)

D Entry is made in the form ofdirection/speed

D The minimum entry for direction is onedigit

D The minimum entry for speed is onedigit

D The range of direction is 0 to359 degrees

D The range of speed is 0 to 250 kts.

Zero Fuel Weight(ZFW)

D Entry is pounds or kilogramsdepending on configuration

D Entry is four to six digits


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Messages


12. Messages

INTRODUCTION

This section defines the scratchpad messages associated with theflight management system (FMS).

The FMS generates messages that alert the pilot to certain conditions.The messages are displayed in the scratchpad and light the message(MSG) light on the primary flight display (PFD). Any entry already in thescratchpad is placed in a stack. The CLEAR key clears a message andshows the next message or entry from the stack. Correcting whatevercaused the message clears some of the messages.

MESSAGE LIST AND DEFINITIONS

Table 12--1 contains an alphabetical list of all messages. The listincludes the type of message and a brief explanation of the message.

Table 12--1FMS Message

Message Definition

AIRCRAFT DBSYNCHRONIZED

An attempt has been made to crossloadan aircraft database to an FMS where theACDB already matches. (Not on Load 23)

ACTIVE MODE ISMAG HDG

The magnetic heading has beenautomatically selected.

ACTIVE MODE ISTRUE HDG

The true heading has been automaticallyselected.

ADC 1 FAILED

ADC 2 FAILED

The FMS senses an ADC failure.

AIRCRAFT DB REQD The pilot must load an aircraft databasebefore selecting the FULL PERF mode.

ALREADY EXISTS A duplicate entry has been entered into alist and is not permitted.

ALT CONSTRAINTDELETE

This message indicates that an altitudeconstraint has been automatically deletedfrom a flight plan waypoint.

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Table 12--1 (cont)FMS Message

Message Definition

APPROACH CLIMBLIMITED

This message is displayed when thelanding calculations are approach climblimited.

ATC NOT AVAILABLE This message is displayed when air trafficservices (ATS) future air navigationsystem (FANS) datalink is not configuredon the aircraft.

ATT/HDG 1 FAILED

ATT/HDG 2 FAILED

The FMS is no longer receiving headingand attitude data for the identified unit.

BACK COMPLETE This message indicates you have returnedas far back as possible.

BRG/CRS MUST BEIN TRUE

The bearing entry must be in true (enteredxxxT) because the reference waypoint isoutside the coverage of the magneticvariation table.

BUSY--REENTERLAST CHG

This message indicates that a change tothe custom database was attempted whenthe cross--side had locked the customdatabase for a change it is making.

CAPTURE DISK ISFULL

The disk in the data loader is full.

CHECK ALTCONSTRAINT

The pilot must check altitude constraintsfor a conflict between type of constraints(CLB or DES) and current flight mode(climbing or descending).

CHECK ALTN FUEL This message uses the same logic as theCHECK DEST FUEL message but usingthe alternate destination predicted fuelinstead of the primary destination.

CHECK ATT/HDGCONFIG

More than one input port has beenconfigured with the same ASCB ATT/HDGsensor number.

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Messages



Message Definition

CHECK BARO SET The aircraft has passed the transitionaltitude by more than 1,000 feet or isleveling and the baro set has not beenadjusted to the proper value. Thismessage is shown during climbs anddescents.

CHECK DATA LOAD(xx)

The attempted data loader operation hasfailed. The failure reason is indicated bythe value xx. (See Table 13--1 for failurecodes)

CHECK DEST FUEL The destination fuel equals zero.

CHECK DMU The FMS has been waiting for a flight planfrom the AFIS DMU for over 60 seconds.

CHECK GPSCONFIG

More than one input port has beenconfigured with the same GPS sensornumber OR multiple GPSs are configuredand one of the sensors has an SDI of 0.

CHECK GPSPOSITION

CHECK GPS 1POSITION

CHECK GPS 2POSITION

CHECK GPS 3POSITION

The position from the identified GPSsensor is more than 10 NM from the FMSposition.

CHECK IRS CONFIG More than one input port has beenconfigured with the same IRS sensornumber OR multiple IRSs are configuredand one of the sensors has an SDI of 0.FOR TRAIN

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Message Definition

CHECK IRSPOSITION

CHECK IRS 1POSITION

CHECK IRS 2POSITION

CHECK IRS 3POSITION

CHECK IRS 4POSITION

The position from the identified IRS sensoris more than 10 NM from the FMSposition.

CHECK LANDINGSPEEDS

Indicates landing speeds have not beenentered on the Landing page.

CHECK LOADEDWIND/TEMP

This message indicates there was aproblem with some of thewind/temperature data that was loadedwith the flight plan when it was activated.

CHECK RADIOCONFIG

The on--side radio has been configured toan illegal configuration.

CHECK RESERVEFUEL

The planned reserve fuel is equal to orless than the reserve fuel required.

CHECK ALTNRESERVE FUEL

This message uses the same logic as theCHECK RESERVE FUEL message butusing the alternate destination predictedfuel instead of the primary destination.

CHECK SPD/ALTITUDE LIMIT

The upcoming speed and/or altitudeconstraint must be checked and properaction taken in order to meet theconstraints.

CHECK SPEEDCONSTRAINT

In cruise or descent in VNAV, the aircraft isapproaching a waypoint that has a speedconstraint when the FMS predicts that(based on current speed and deceleration)the constraint speed is exceeded.

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Messages



Message Definition

CHECK T.O. CONFIG This message indicates the actual takeoffconfiguration is not as planned by theFMS.

CHECK T.O.SPEEDS

The takeoff Vspeeds are not all entered.

CHECK VOR/DMEPOSITION

The position from the identified VOR/DMEis more than 10 NM from the FMSposition.

CHECK *PDPLACEMENT

The waypoint was inserted someplaceother than the exact spot indicated by theentry.

COMPARE FMSPOSITIONS

The positions of the FMSs have adifference greater than 5 NM. Thesystems continue to operate normally.

COMPARE FUELQUANTITY

The FMS fuel quantity, decremented byfuel flow and the sensed fuel quantity,differ by more than 2% of the zero fuelweight (ZFW).

CONFIG DATAINVALID

Configuration module failed at power--up.

CROSSWINDEXCEEDS 28 KTS

Indicates the entered wind, as resolvedwith runway heading, results in exceedingthe crosswind limit.

CUSTOM DBSYNCHRONIZED

An attempt has been made to crossload acustom database to an FMS where theCDB already matches.

DATA BASEOUT-OF-DATE

On power--up, or on completion of NAVdatabase loading, the NAV database is notcurrent to the date entered in the FMS.

DATALOADER INUSE

Indicates that the dataloader is beingused.

DATALOADERUPDATE NEEDED

Indicates that the dataloader needs anupdate for the requested function.

DB TRANSFERABORTED

Indicates that transfer of the database hasbeen aborted.

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Message Definition

DB TRANSFERCOMPLETE

Indicates that transfer of the database hasbeen completed.

DB TRANSFER INPROGRESS

Indicates that transfer of the database is inprogress.

DISK IS NOTFORMATTED

Indicates that the disk in the data loaderneeds to be formatted.

DISK IS WRITEPROTECTED

Indicates that the disk in the loader is writeprotected.

DME 1 FAILED

DME 2 FAILED

Indicates that the FMS senses a DMEfailure for the identified unit.

DUPLICATE FLTPLAN NAME

A stored flight plan already exists with theentered flight plan name.

END OF FLIGHTPLAN

Indicates the last defined waypoint. It doesnot apply to the destination waypoint.

ENDING WPT NOTFOUND

The ending waypoint of an airway or flightplan cannot be found.

ENTERING POLARREGION

The polar region at 85_ North or Southhas been entered.

EO PERF UNAVAIL Indicates that engine out performance isnot available.

EXCEEDS CEILINGALTITUDE

This message is displayed when thecruise altitude exceeds the recommendedperformance altitude.

EXCEEDS CERTCEILING

This message is displayed when theentered altitude is above the certifiedceiling for the aircraft.

EXCEEDS MAXGROSS WEIGHT

The gross weight exceeds the maximumramp weight in the aircraft database.

EXCEEDS MAXLANDING WT

The projected landing weight exceeds themaximum landing weight.

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Messages



Message Definition

EXCEEDS MAXTAKEOFF WEIGHT

This message is displayed when takeoffweight exceeds the maximum allowable.In this case, takeoff data is computed atthe maximum allowable takeoff weight.

EXCEEDS PALTITUDE LIMIT

This message is displayed when thepressure altitude limit is exceeded.

EXCEEDS WINDLIMITS

This message is displayed when the windlimits for takeoff or landing are exceeded.

EXITING POLARREGION

The aircraft is leaving the polar region at84_ North or South.

FILE NOT FOUND The requested file is not on the disk.

FLT PLAN CHANGED The fix location at which a pattern isdefined is different from when it wasdefined in the stored flight plan.

FLT PLANRECEIVED

An AFIS flight plan has been received.

FLIGHT PLAN FULL The flight plan is full and is displayed whenthe pilot attempts to enter more than 100waypoints in a flight plan.

FLT PATH ANGLETOO STEEP

The VNAV flight path angle exceeds thelimit (6 deg.)

FMS X ACTIVITYFAILURE

The FMS showing this message is unableto receive FMS X transmissions. FMS Xcan be powered down or it may not beproducing fresh data on the ASCB.

FMS POSITIONSDIFFERENT

The FMS positions differ by 10 nauticalmiles or more.

FN NOT AVAILABLE This message is displayed when there isno special function defined by or availablefrom the FMS.

FPL AUTO LOADDISABLED

Automatic loading of the active flight planto the warm spare FMS has beendisabled. This occurs when the warmspare FMS is coupled to the flight director.

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Message Definition

FPL CONTAINSINVALID WPT

The stored flight plan has undefined orinvalid waypoints.

FPL STORAGE FULL The storage area for flight plans is full.

FULL PERF UNAVAIL A numerical fault has occurred in theactive predictions and the FULL PERFmode is not available.

GPS FAILED

GPS 1 FAILED

GPS 2 FAILED

GPS 3 FAILED

Indicates that inputs from the identifiedGPS have failed.

GPS RAIM ABOVELIMIT

The RAIM value is above the limit for thecurrent phase of flight.

GPS RAIMUNAVAILABLE

RAIM is not being generated by the GPSreceiver.

HIGH PCDR TURNGRD SPD

The ground speed exceeds the limit for thedefined procedure turn.

HIGH HOLDING GRDSPD

The ground speed exceeds the limits forthe FAA permitted size of holding pattern.

INCREASED DRAGREQUIRED

This message is displayed when on aVNAV path and aircraft speed exceeds thetarget speed by more than 10 knots.

INDEPENDENTOPERATION

The system reverted to independentoperation.

INTERSECTION NOTFOUND

PD waypoint does not intersect the activeflight plan.

INVALID AIRCRAFTDB

The aircraft database has been corruptedand has been cleared and initialized.

INVALID COMPANYDB

The company route database has beencorrupted. Reload the database.

INVALID CUSTOMDB

The custom DB has been corrupted andhas been cleared and initialized.

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Messages



Message Definition

INVALID DELETE Indicates invalid entry of the namedparameter.

INVALID DIRECT TO Indicates invalid entry of the namedparameter.

INVALID ENTRY Entry is not in the correct format.

INVALID NAVDB The navigation database is invalid and isnot useable. Reload the database.

INVALID NOTAMLIST

Indicates that the NOTAM is invalid andhas been cleared.

INVALID OBSTACLEENTRY

The obstacle distance and/or elevationentry causes the limits of a table used inthe calculation of obstacle clearance to beexceeded.

IRS FAILED

IRS 1 FAILED

IRS 2 FAILED

IRS 3 FAILED

IRS 4 FAILED

The FMS senses the identified IRS hasfailed.

ISA DEV EXCEEDED The entered temperature has caused theISA deviation to be exceeded at thealtitude.

LABEL CANNOT BECHANGED

Indicates that the label specified in theaircraft database is a required label for theaircraft and cannot be changed.

LANDING CLIMBLIMITED

This message is displayed when thelanding calculations are landing climblimited.

LANDING OUT OFLIMITS

This message is displayed anytime thelanding calculation is out of limits after theinitial calculation.

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Message Definition

LAST LEG The active leg is the last leg of the flightplan and the TO waypoint is not thedestination.

LIST FULL Entry into a list is not permitted becausethe list is full.

MULTI FMS LOADUNAVAIL

This message indicates that it is notpossible to load the navigational databaseto all FMSs.

NAV DBSYNCHRONIZED

An attempt has been made to crossload anavigation database to an FMS where theNDB already matches. (Not on Load 23)

NEW MESSAGEAVAIL

A new AFIS message is available.

NEW SIGMETSAVAIL

New SIGMETS are available (AFIS).

NEW WINDS AVAIL New winds are available (AFIS).

NEW WX REPORTSAVAIL

New weather reports are available (AFIS).

NO ACTIVE FPL There is no active flight plan whenrequesting a flight plan from AFIS.

NO CROSSINGPOINT FOUND

No crossing points are found for theCROSSING POINTS page.

NO CRS TO ARCINTERCEPT

No intercept to the arc is found for theinput definition.

NO DISK INSTALLED No disk is installed in the data loader.

NO FLIGHT PLAN Origin or origin/destination is entered onthe FLIGHT PLAN LIST page and there isno flight plan with the same origin ororigin/destination.

NO INPUTALLOWED

No input is permitted.

NO POSITIONSENSORS

The DR light is turned on.

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Messages



Message Definition

NO PRESENTPOSITION

An action is requested that requirespresent position.

NO REQUIREDSENSORS

The DEGRAD light is turned on.

NO UPLINK FPLAVAIL

An AFIS flight plan has not been receivedwhen requesting to load an AFIS flightplan.

NOT A NAVAID An entry was made that requires aNAVAID and the entry is other than aNAVAID.

NOT AN AIRPORT An entry was made that required an airportname and other than an airport name wasentered.

NOT IN DATA BASE The pilot requested some data not in thedatabase and cannot be pilot--defined.

OAT/ISA LIMITEXCEEDED

This message is displayed when thesensed OAT or ISA deviation exceeds thelimit.

OBSTACLE DISTCONFLICT

This message indicates that an entry of anobstacle distance is less than an entry ofstopway or clearway.

NOT ON INTERCEPTCRS

The current course and the enteredintercept course to the DIRECT--TOwaypoint do not intersect.

OFFSET CANCEL The offset has been canceled.

OFFSET CANCELNEXT WPT

The offset is canceled at the next waypointin the flight plan. This message is clearedby pilot--action or is automatically clearedwhen the offset is canceled.

ORBIT RADIUS/GSCONFLICT

The ground speed is too high to fly theorbit at the defined radius.

PERF CEILINGLIMITED

This message indicates that the initialcruise altitude is above the computedceiling altitude and performance is beinglimited to the computed ceiling altitude.

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Message Definition

PERF--VNAVUNAVAILABLE

The pilot requested a performance/VNAVfunction before sufficient data had beenentered.

RADIALS DO NOTINTERSECT

The radials defined for the interceptfunction do not cross.

PREV NOTALLOWED

This message indicates that selection ofthe previous page is not permitted.

RAIM WILL EXCEEDLIMIT

RAIM at the time requested, exceeds thelimit for the phase of flight.

RE--LOGON TO ATCCENTER

REGIONAL NDBONLY

Loading a worldwide navigation databasewas attempted on an FMS that accepts aregional NDB only.

RESET ALT SEL? The FMS is commanding a change ofaltitude but the altitude selector has notbeen reset. The aircraft cannot changealtitude until the selector has been reset.

RTA UNAVAILABLEAT <XXX>

The RTA cannot be achieved at a givenwaypoint.

RUNWAY NOTFOUND

The database does not contain theentered runway at the designated airport.

SE PERF UNAVAIL Indicates that single engine performanceis not available.

SET IRS MAG HDGSET IRS 1 MAG HDGSET IRS 2 MAG HDGSET IRS 3 MAG HDGSET IRS 4 MAG HDG

SINGLE OPERATION There is a problem between the FMS thatprecludes full communication between thesystems.

SINGLE/INDEPENDENTREQD

The operating mode needs to be single orindependent before accessing the CLEARCDB page.

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Messages



Message Definition

SINGLE OPERATION There is a problem between the two FMSsthat precludes full communication betweenthe two systems.

STORED FPL PERFUNAVAIL

A numerical fault is in the stored flight planpredictions.

TAKEOFF OUT OFLIMITS

This message is displayed anytime thetakeoff calculation is out of limits after theinitial calculation.

TEMP COMPACTIVE

The message TEMP COMP ACTIVE isdisplayed in the MCDU scratchpadsimultaneously with the VTA whenapproaching the first waypoint withtemperature compensation. The messageis canceled automatically when thewaypoint is sequenced.

TO ENTRIESINHIBITED

This message indicates no entries aremade to takeoff. This happens whenmaking an entry to takeoff and power hasbeen advanced for takeoff.

TO WEIGHTLIMITED

The current gross weight is between themaximum takeoff weight and themaximum ramp weight for the aircraft andthe takeoff gross weight used by thetakeoff and landing function has beenlimited to the maximum takeoff weight forthe aircraft.

UNABLE HOLDCHANGE

The pilot attempted to change the holdingpattern definition while in holding and noton the inbound leg.

UNABLE MANUALCLOCKSET

This message indicates that the FMS timeand date is being slaved to outside timeand date (e.g., GPS or aircraft) and cannotbe changed.

UNABLE NEXT ALT The aircraft is unable to meet the altitudeconstraint.

UNABLE OFFSET An attempt was made to insert an offsetduring holding, a STAR, or a SID.

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Message Definition

UNABLE PCDRTURN CHANGE

Changing the procedure turn definition isinhibited after sequencing onto theprocedure turn.

UNABLE *PDPLACEMENT

The PD waypoint has been restricted fromplacement in the flight plan.

UNABLE APPROACHMOD

An attempt is made to change the lateralpath between the FAF and the MAP.

UNABLE MASTERTIME RQST

Indicates that the FMS is not the master ofthe time and is not able to change the dateor time.

UNABLE PATHINTERCEPT

Indicates that the descent path cannot beintercepted.

UNABLE TO SENDDOWNLINK

The FMS has been waiting for a networkacknowledge for a linked message for 5minutes.

UNABLE TUNEREQUEST

The pilot entered a frequency while theradios were in the manual mode.

UNABLE CBDXLOAD IN PROG

The pilot has tried to enter a newwaypoint, etc. while the database was inthe process of cross loading.

USED BY ACTIVEFPL

The pilot tried to delete a waypoint fromstorage that is used in the active flightplan.

USED BY OFFSIDEACT FPL

The pilot attempted to delete a waypointfrom storage that is used in the offsideactive flight plan.

USING CURRENTGS/FF

Indicates the current PERF mode.

V1VR CNST OUT OFBOUNDS

One of the inputs to the table used tocalculate V1VR ratio is outside the limits ofthe table.

VERT DIR OVERMAX ANG

The angle computed during a VERTICALDIRECT TO exceeds the limit. In thiscase, the angle is set to the maximum limit(6_).

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Messages



Message Definition

VERT DIR UNDERMIN ANG

The angle computed during a VERTICALDIRECT TO is under the limit. In this case,the angle is set to the minimum limit (1_)and descent is started at that time.

VGP UNAVAILABLE Vertical glidepath is unavailable.

VNAV--PERFUNAVAILABLE

Vertical navigation performance isunavailable.

VOR 1 FAILED

VOR 2 FAILED

The FMS senses the identified VOR hasfailed.

WAYPOINT NOTFOUND

The entered waypoint cannot be found.When this results when attempting toenter an airway into a flight plan, thewaypoint is not part of the referencedairway.

WEIGHT DEFAULT --LBS

Indicates that the weight option hasdefaulted to pounds. Normally the result ofthe configuration module being invalid ornot read.

WHAT--IF PERFUNAVAIL

A numerical fault has occurred in theWHAT--IF predictions.

WIND EXCEEDEDAT CRZ ALT

The wind entered at altitude has causedthe wind at the cruise altitude to beexceeded.

WPT STORAGEFULL

The storage area for pilot--definedwaypoints is full.

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Maintenance


13. Maintenance

INTRODUCTION

This section defines the data loader fault codes that are displayed onthe multifunction control display unit (MCDU).

DATA LOADER FAULT CODES

When the MCDU shows amessage of CHECK DATA LOAD (XX) afteran attempted disk operation, the numeric value in the XX position isinterpreted using the data loader fault codes listed in Table 13--1.

Table 13--1Data Loader Fault Codes

Code Error Title Description

01 OPEN CMD NORESPONSE

Check electrical connections. Eitherthe FMS cannot talk to the dataloader (the red drive activity lightdoes not go on) or the FMS does nothear the response from the dataloader (the drive light turns on).

02 STATUS CMD NORESPONSE

See 01

03 ILLEGAL DB FILEHEADER

The database disk file (db.bn ) is nota legal database file.*

04 READ CMD NORESPONSE

The data loader was unable to openand read data on the disk.

05 GET 1ST FPRECORD FAILED

The data in a flight plan file(sperry.dat) is incorrectly formatted.

06 FP_RECORDTOO LONG

See 05

07 NO DISK No disk is installed in the data loader.

08 STATUS CMDOPEN FAILED

The disk does not contain the neededfile, or there was a disk read errorwhile attempting to open the file.

09 CRC REM NE 0 ISILLEGAL

The database disk was producedimproperly, or the data in a file hasbeen modified.*

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Table 13--1 (cont)Data Loader Fault Codes

Code DescriptionError Title

0A DB SIZE INHEADR GT EESIZE

The stored FMS database flashmemory is too small for the size ofthe database being downloaded.*

0B DB SIZE IN HDRNE FILE SIZE

See 09*

0C DB SIZE ORSERIAL NBR EQ0

The FMS contains an illegal serialnumber, or an incorrect stored FMSflash memory size.*

0D DB SIZE INHEADER IS ODD

The FMS flash memory size wasinitialized improperly -- it must be aneven number.*

0E SERIAL NUMLOCKOUT

The FMS being downloaded is notauthorized to download this NAVdatabase.*

0F NM0 FILE CRCLOCKOUT

The FMS serial number authorizationfile has been corrupted.*

10 BAD ZFW VALUE The flight plan file contains an illegalzero fuel weight value.{

11 BAD FUEL VALUE The flight plan file contains an illegalfuel value.{

12 BAD CARGOVALUE

The flight plan file contains an illegalcargo weight value.{

13 BADPASSENGERSVALUE

The flight plan file contains an illegalpassenger count.{

14 BAD INITIALCRUISE

The flight plan file contains an illegalinitial cruise altitude.{

15 BAD CRUISESPEED

The flight plan file contains an illegalcruise speed.{

16 BAD CRUISEWIND

The flight plan file contains an illegalcruise wind.{

17 BAD CRUISEFUEL FLOW

The flight plan file contains an illegalfuel flow.{

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Maintenance




18 BAD NUMWAYPOINTS

The syntax of the waypoint count isillegal or the waypoint count does notmatch the actual number ofwaypoints.{

19 NUM WPTS OUTOF RANGE

The flight plan file contains awaypoint count less than 2 or greaterthan 50.{

1A BAD NUM ALTWPTS

The flight plan file contains an illegalnumber of waypoints in the alternateflight plan.{

1B NUM ALTS OUTOF RANGE

The flight plan file contains an illegalnumber of alternate destinations.{

1C ODD NUM BYTESIN BLOCK

The data loader transmitted an illegaldata record length.*

1D NM0 FILEHEADERLOCKOUT

The database disk contains a serialnumber file that does not match thedatabase file.*

1E GET IDENTFAILED

The flight plan file contains an illegalwaypoint identifier.{

1F GET LATITUDEFAILED

The flight plan file contains an illegalwaypoint latitude.{

20 GET LONGITUDEFAILED

The flight plan file contains an illegalwaypoint longitude.{

21 GET SPDCONSTR FAILED

The flight plan file contains an illegalwaypoint speed constraint.{

22 GET FL CONSTRFAILED

The flight plan file contains an illegalwaypoint flight level constraint.{

23 GET SPOT WINDFAILED

The flight plan file contains an illegalwaypoint spot wind value.{

24 GET SPOT TEMPFAILED

The flight plan file contains an illegalwaypoint temperature value.{

25 GET METERO FLFAILED

The flight plan file contains an illegalmeteorological flight level.{

26 DM FIRST GETRECORD FAILED

Unused error code.

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27 DM RECORDGET 80 CHARS

A record in the currently open disk filecontains more than 80 bytes.

28 READ FILE NOTOPEN

A read file command was sent to thedata loader before a file wassuccessfully opened.

29 READATTEMPTED ATEOF

A read file command was sent to thedata loader but the current open filedoes not contain any more data.

2A COMMAND INWORK

Internal status command from dataloader – should not be seen by anoperator.

2B UNKNOWN OPCODE

An illegal command was sent to thedata loader.

2C DISK ERRORDURING READ

A disk read error was encountered.Check the disk for errors and tryanother disk in the data loader.

2D DISK ERRORDURING WRITE

See 2C

2E DISK WRITEPROTECTED

The write protect tab on the disk ispreventing the data loader fromwriting to the disk.

2F DISK IS FULL There is no more free space on thedisk for writing data files.

30 WRITE CMD NORESPONSE

The data loader is not responding tothe FMS write request.

31 CLOSE CMD NORESPONSE

The data loader is not responding tothe FMS open file command.

32 STATUS CMDILLEGAL VALUE

The data loader sent an undecodablestatus response to the FMS.

33 DEBUGMONITOR NORESPONSE

Unused

34 DISK IS NOTFORMATTED

The inserted disk is not formattedcorrectly.

35 FORMAT CMDNO RESPONSE

The data loader did not respond tothe FMS format disk command.

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Maintenance




36 DATALOADERUPDATE NEEDED

An FMS operation requires a newerdata loader.

37 ILLEGAL CHARSIN READ BUFFER

Unused

38 PREV READBUFFEROVERFLOW

Internal software error (bufferoverflowed) -- probably a softwareerror.

3A ILLEGAL OPENRO FILE

Unable to open for write access a filethat is marked read only.

3B ILLEGAL DIRSIZE RETURNED

Internal software error -- returneddirectory size is too large.

3C INCORRECTCUST FILE SIZE

The stored custom database file hasbeen corrupted.

3D WRONG CUSTVERSION ONDISK

The stored custom database fileversion does not match the currentFMS version.

3E WRONG NAVVERSION ONDISK

The NAV database disk is notcompatible with the current FMSversion (or the file is corrupted).

3F WRONG PERFVERSION ONDISK

The stored learning curve data filesare not compatible with the currentFMS version.

40 REGIONAL NDBONLY

The FMS is configured to only accepta regional NDB.

80 ASYNC OPENCMD NORESPONSE

Unused

81 ASYNC DLSTOPPEDRESPONDING

In asynchronous download mode, thedata loader stopped responding tothe FMS.

82 ASYNC RCV QUEOVERFLOW

Internal software error.

83 ASYNC GT10UNUSEDPACKETS

The asynchronous data loader issending data packets out ofsequence. This is due to excessiveline noise.

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Maintenance13-6




84 UNKNOWNASYNC PACKET

Internal software error.

85 NO ASYNC DATARCVD

See 01 (this error number is seeninstead of 01 when the FMS hasbeen updated with the newasynchronous download mode)

86 ASYNC CMD NORESPONSE

Unused

87 ASYNC CMD BADRESPONSE

Unused

90--9F

ASYNC PACKETCHECK ERRORS

Data errors are being received fromthe data loader and the retransmitcount has been exceeded. This isdue to excessive line noise.

F1 FLASH SETUPERROR

The FMS flash memory devices aredefective, or have exceeded theirrated erase/write cycles.

F2 FLASH CHANGEERASE ERROR


F3 FLASH WRITEERROR


* These codes are associated with the navigation database disks. Contactlocal Honeywell support for assistance.

{ These codes are associated with errors in flight plan format requirements.Contact the flight plan provider for assistance.

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Maintenance


MCDU PARALLAX ADJUSTMENT

The MCDU is adjusted for parallax. This feature is used when theMCDU is mounted in the cockpit such that the pilot does not have adirect viewing angle to the MCDU. When this occurs, the line--selectprompts appear out of alignment with the physical line select keys. Thisis called parallax. Pushing PARALLAX (5R) on the MCDUMAINTENANCE page accesses the PARALLAX ADJUST page. Thisis shown in Figure 13--1.

01686.01

Figure 13--1PARALLAX ADJUST 1/1

— 1L -- Push the UP prompt to vertically adjust the MCDU displayupward.

— 2L – Push the LEFT prompt to horizontally adjust the MCDUdisplay to the left.

— 2R -- Push the RIGHT prompt to horizontally adjust the MCDUdisplay to the right.

— 6L -- Push the DOWN prompt to vertically adjust the MCDUdisplay downward.

— 6R -- Pushing the RETURN prompt returns the display to theSYSTEMSETUP1/1pageor to the last pagebeing viewedwhenthe navigation computer (or performance computer, wheninstalled) is operating. Pushing RETURN also saves the systemstatus for recall on subsequent flights.

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FMS OPERATION MODE PROBLEMS

The FMS is capable of three different operating modes: DUAL,INDEPENDENT, and SINGLE. The FMS attempts to operate in DUALat all times.When theFMS is unable to operate inDUALmode, theFMSshows either INDEPENDENT OPERATION or SINGLE OPERATIONin the scratchpad. The pilot then goes to the OP MODE PROBLEMSpage to view the error message. Table 13--2 lists possible errormessages and descriptions.

Table 13--2Operation Mode Problem Messages

DisplayedError

ResultingOperating Modefor the Differing

FMS Description

SWPROGRAM

SINGLE The software version differsbetween the FMSs. SINGLEoperation is the only operatingmode available for the FMSwith a different SW load.

CONFIG PIN SINGLE The configuration pins (orconfiguration module) requiredfor DUAL and INDEPENDENToperating modes are notidentical. The following itemsare compared between FMSs:S SDI setting discretesS Performance computer

installed discreteS Overspeed protection

disabled discreteS Version B ASCB discretesS Fuel flow config. discretesS Operational mode discretesS Radio type discretesS Pounds/Kilograms discretesVerify that the configurationsettings are identical betweenFMSs.

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Maintenance


Table 13--2 (cont)Operation Mode Problem Messages

DisplayedError Description


FMS

CUSTOM DB INDEPENDENT The custom database is notidentical between two FMSs.DUAL is not permitted unlessthe custom databases areidentical. Crossload the customdatabase from one FMS to theother. The message isremoved. Refer to page 6-178for additional details oncrossloading the customdatabase.

NAV DB INDEPENDENT The navigation database is notidentical between two FMSs.DUAL is not permitted unlessthe navigation databases areidentical. Crossload the customdatabase from one FMS to theother. The message is thenremoved.

PPOS DIFF INDEPENDENT The FMS positions betweentwo FMSs differ by more than10 NM. DUAL is not permittedunless the positions are within10 NM. Reinitialize the FMSpositions within 10 NM toreturn to DUAL. Refer topage 6-79 for additional detailson position initialization on theground. Refer to page 6-83 foradditional details on updatingthe FMS position whileairborne.FOR TRAIN

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FMS

DB CYCLE INDEPENDENT The selected cycle of thenavigation database differbetween two FMSs. DUAL isnot permitted unless the cyclesare identical between twoFMSs. Refer to page 6-1 foradditional details on how toselect the navigation databasecycle.

MODE DIFF SINGLE The FMSs have attempted tooperate in DUAL, orINDEPENDENT. Due to aproblem, one FMS is operatingin the desired mode while theother FMS continues tooperate in a different mode.This could be due to an ASCBproblem. Verify that the ASCBis operational and properlyconnected to the FMS.

PRIORITY SINGLE There is not one unique masterFMS within the selected DNpair. This could be due to SDIstrapping being identicalbetween the FMS operatingpair. Verify the SDI strappingfor both FMSs.

SYNC ERR 1 SINGLE Internal software fault relatingto a power--up problem. Whenthis problem is encountered,please report the problem toHoneywell.FOR TRAIN

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Maintenance





FMS

SYNC ERR 2 SINGLE The FMS attempted to sharedata with another FMS, butcould not. Check whetherASCB is operational. Checkwhether backplaneconnections are operational.Otherwise, it can be an internalFMS software fault. When thisproblem is encountered,please report the problem toHoneywell.

DUAL INOP SINGLE DUAL operation is prohibitedbecause excessive transitionsto SINGLE operation haveoccurred within a specifiedtime interval. Verify that theASCB is operational andproperly connected to theFMS.

ASCB INOP SINGLE The FMS detects that theASCB is not operational. DUALand INDEPENDENT operatingmodes are not permitted underthis condition. Verify that theASCB is operational andproperly connected to theFMS.

ASCBCONFIG

SINGLE The inter--systemcommunication database(ESCAPE) is incorrect. Thedatabase or FMS softwareneeds to be reloaded.FOR TRAIN

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FMS

FMS1 INOP SINGLE The FMS showing thismessage is unable to receiveFMS1 transmissions on theASCB. Verify that the ASCB isoperational and properlyconnected to the FMS.

FMS2 INOP SINGLE The FMS showing thismessage is unable to receiveFMS2 transmissions on theASCB. Verify that the ASCB isoperational and properlyconnected to the FMS.

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A28--1146--179REV 5 Oct 2009 Abbrev--1



Acronyms and AbbreviationsAcronyms and abbreviations used in this guide are defined as follows:

TERMS DEFINITION

ACARS Aircraft Communications Addressing andReporting System

ACDB aircraft databaseACFT aircraftACT activate

activeADC air data computerADF automatic direction finderADS air data system

automatic dependent surveillanceAFCS automatic flight control systemAFIS airborne flight information systemAFN ATS facilities notificationAGL above ground levelALRT alertALS Alamosa VORALT alternate

altitudeALTN alternateANG angleAOC airline operational communicationAOG aircraft on--groundAP autopilotAPM aircraft personality moduleAPPR approachAPU auxiliary power unitARINC Aeronautical Radio Inc.ARP airport reference pointASCB avionics standard communications busASYNC asynchronousAT autothrottleATC air traffic controlATO actual time overATS air traffic servicesATT attitudeATTCS automatic takeoff thrust control system

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Acronyms and AbbreviationsAbbrev--2


TERMS DEFINITION

AUTO automaticAVG averageAWY airway

BAC, BC back courseBARO barometricBITE built--in test equipmentBOD bottom--of--descentBOSC bottom of step climbBOW basic operating weightBRG bearingBRT bright

C Celsiuscenter

climbCAS calibrated airspeed

crew alerting systemCDB custom databaseCDI course deviation indicatorCDU control display unitCERT certifiedCF course to a fixed waypointCHG changeCLB climbCLR clearCMD commandCNTRL controlCOMM communicationCOMP compensationCONFIG configurationCONSTR constraintCRC Customer Response CenterCRS courseCRZ cruiseCUST custom

D decentDA decision altitude

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A28--1146--179REV 5 Oct 2009 Abbrev--3



TERMS DEFINITION

DB databaseDEG degree(s)DEL deleteDES descentDESEL deselectDEST destinationDEV deviationDF direction finderDGPS differential global positioning systemDGRAD degradedDIFF differentDIS, DIST distanceDISA deviation ISADL data loader

downloadDLK datalinkDLS data loading systemDME distance measuring equipmentDMU data management unitDR dead reckoningDTG

DVV

distance--to--go

Mile High VOR

E EastECEF earth--centered earth--fixedEDS electronic display systemEFC expect further clearanceEFIS electronic flight instrument systemEGPWS enhanced ground proximity warning systemELEV elevationEND enduranceENGR engineeringENRT en routeEO engine outEOSID engine out standard instrument departureEPR engine pressure ratioEPU estimated position uncertaintyERR errorETA estimated time of arrivalETD estimated time of departure

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TERMS DEFINITION

ETE estimated time en routeETOPS extended operationsETP equal time point

F Fahrenheit

flyoverFAA Federal Aviation AdministrationFAF final approach fixFANS future air navigation systemFCRS front courseFD flight directorFF fuel flowFGC flight guidance computerFGS flight guidance systemFL flight levelFLCH flight level changeFLT flightFMS flight management systemFOM figure of meritFP, FPL, FPLN flight planFR fromFREQ frequencyft feet/foot

GAL gallonGCC global customer careGEP gopher VORGNSS global navigation sensor systemGPS global positioning systemGPS--D GPS with SBASGRD groundGS, GSPD ground speed

H holdHA high altitudeHDG headingHDOP horizontal dilution of precisionHFOM horizontal figure of meritHIL high integrity limit

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TERMS DEFINITION

HINT horizontal integrity limitHSI horizontal situation indicator

IAF initial approach fixIAP instrument approach procedureIAS indicated airspeedICAO International Civil Aviation OrganizationID identifierIDENT identificationIGS instrument guidance systemILS instrument landing systemIMC instrument meteorological conditionsin. Hg inches of mercuryINBD inboundINC increaseINFO informationINIT initialization

initializeINOP inoperativeINTC interceptIOP input/output processorIRS inertial reference systemISA International Standard Atmosphere

Jepp name of navigation database supplier(Jeppesen)

KDLH Duluth, Minnesotakg, KG kilogramsKM kilometerKMSP Minneapolis/St. Paul, MinnesotaKPHX Phoenix, Arizonakts, KTS knots

L leftliters

LA low altitudeLAN local area networkLAT latitude

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TERMS DEFINITION

LB/GAL pounds per gallonLBS pound(s)LCD liquid crystal displayLDA landing directional aidLDG landingLIM limitLL latitude/longitudeLNAV lateral navigationLOC localizerLON longitudeLRC long--range cruiseLSK line select key

M metersM/S meters per secondMAG magneticMAN manualMAP missed approach pointMAU modularized avionics unitMAX maximummB millibarsMCDU multifunction control display unitMCW Mason City VORMDA minimum descent altitudeMETERO meteorologicalMFD multifunction displayMGT managementMHz megahertzMIN minimummin minuteMLS microwave landing systemmm millimeterMMO maximum operating MachMOD modification

modifyMRC modular radio cabinetMSG messageMSL mean sea levelMXR maximum reserve

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A28--1146--179REV 5 Oct 2009 Abbrev--7



TERMS DEFINITION

N NorthNAV navigationNAVAID navigation aidNB nondirectional beaconNBR numberND navigation display

non--directional beaconNDB navigation databaseNM nautical miles

navigation modeNO numberNOTAM notice to airmenNT NAVAID tuningNUM number

OAT outside air temperatureONL O’Neil VOROP operationOPT optimumORG originOUTBD outbound

P pressureprocedure

P/B place/bearingP/B/D place/bearing/distanceP/B/D/ALT place/bearing/distance/altitudeP/B/P/B place/bearing/place/bearingP/B/P/B/ALT place/bearing/place/bearing/altitudePC personal computerPCDR procedurePCMCIA Personal Computer Memory Card International

AssociationPD Place//DistancePERF performancePFD primary flight displayPLN planPNR point of no returnPNS primary navigation sourcePOS position

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TERMS DEFINITION

PPOS present positionPRED predictivePREV previousPRN pseudo--random noisePROG progressPSA preselected altitudePT procedure turnPT NO RET point of no returnPTS points

QFE Queens Field Elevation (atmosphere pressure)QNH sea level standard atmosphere pressureQRH quick reference handbookQUAD quadrant

R rightRAIM receiver autonomous integrity monitorRCVD receivedREF referenceREM remainingREQ, REQD requiredREQST requestRET, RTN returnRF radius to a fixRMA return material authorizationRNAV area navigationRNG rangeRNP required navigation performanceRO read onlyRSK Rattlesnake VORRTA receiver transmitter antennaRTE routeRTN returnRW runway

S SouthSAAAR special aircraft and aircrew authorization

requiredSBAS satellite based augmentation systemSDF simplified directional facility

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A28--1146--179REV 5 Oct 2009 Abbrev--9



TERMS DEFINITION

SDI source destination identifierSE single engineSEL select

selectorSID standard instrument departureSP spaceSPD speedSPEX spares exchangeSRVC serviceSTAR standard terminal arrival routeSVN satellite vehicle numberSW softwareSYNC synchronization

T terminal

true

tuneT/O, TO takeoffTACAN tactical air navigationTAS true airspeedTCS touch control steeringTEMP temperatureTERM terminalTF track to a fixed waypointTHRSHLD thresholdTOC top--of--climbTOD top--of--descentTOGA takeoff/go--around

U useUNAVAIL unavailableUR unrestrictedUTC universal time coordinated

V1 takeoff decision speedV2 minimum takeoff safety speedVac VPN accelerator cardVALT vertical altitudeVap average path velocity

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TERMS DEFINITION

VAPP final approach speedVAR variationVASEL vertical altitude selectVASI/PAPI visual approach slope indicator/precision

approach path indicatorVDOP vertical dilution of precisionVERT verticalVFLC, VFLCH vertical flight level changeVFOM vertical figure of meritVFS, Vfs final segment climb speedVGP vertical glide pathVHF very high frequencyVINT vertical integrity limitVMO maximum operating velocityVNAV vertical navigationVOR very high frequency omni bearing rangeVORTAC combined VOR and TACAN stationsVPATH vertical pathVR rotation speedVREF reference approach speedVrf visual reference flightVS, VSPEED vertical speedVTA vertical track alert

vertical track annunciator

W WestW/T wind/temperatureWGS World Geodetic SystemWORLD3 worldwide coverageWPT, WPTS waypoint(s)WT weight

XTK crosstrack

Z ZuluZFW zero fuel weight

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Index


IndexA

Above ground level (AGL), 11-1Accessing any FMS function, 3-15Additional definition of optimumaltitude, 5-22

Additional details about (PRN),6-110

Additional details about ceilingaltitude, 5-26

Additional details about cruisealtitude, 5-25

Additional details about defaultdescent angle, 5-42

Additional explanation of fuelquantity and fuel flow, 5-75

Air data, 9-7Air traffic control (ATC), 6-36Aircraft performance management,2-2

Airport identifiers, 11-1Airports, 6-19Airway, 8-15Airway entry, 4-14Alphanumeric keys, 3-3Alternate destination, 8-7Alternate flight plan, 4-74Alternate origin, 8-6Alternate waypoints, 8-6Annunciators, 3-15approach (APPR), 3-17dead reckoning (DR), 3-15degraded (DGRAD), 3-16lateral offset (OFFSET), 3-18lateral track alert (WPT), 3-17message (MSG), 3-16required navigation performance(RNP), 3-18

terminal (TERM), 3-17vertical track alert (VTA), 3-17

Approach, 4-70, 6-71Minneapolis, MN ILS 30L, 4-6

Approach intercept (vectors), 10-11APPROACH MINIMA TYPE page,7-9

Arc intercept, 10-9Arrival, 4-57, 6-59approach, 6-71Minneapolis, MN KASPR2, 4-5,6-61

missed approach, 6-76Automatic, 8-59Automatic speed command, 8-7Autotune, 6-120

B

Brightness control, 3-19Build a flight plan by enteringwaypoints, 8-14additions and deletions to theflight plan, 8-20

airway, 8-15clearing of flight plans, 8-21flight plan names, 8-16temporary waypoint, 8-14vertical entries, 8-16

altitude, 8-17angle, 8-18constraint type, 8-17speed, 8-18vertical speed, 8-18

VNAV offset, 8-21waypoint, 8-14

C

Calling up a company route, 8-23Clear (CLR) key, 3-5Clearance revisions, 4-56Clearing of flight plans, 8-79Climb, 4-55, 5-37Climb constraints, 8-7Color assignments, 3-3Company route (RTE) key, 3-11Conversion, 6-123weight/volume, 6-126

Course intercept, 10-7

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IndexIndex--2


Index (cont)Creating flight plans, 8-9build a flight plan by enteringwaypoints, 8-14

recall stored flight plan, 8-10store a flight plan and activate,8-13

Creating routes, 8-22calling up a company route, 8-23flight plan changes toprocedures or airways, 8-36

loading a route from datalink,8-24

manually building a route, 8-25Crossing points, 6-170crossing radial, 6-173equal time point, 6-175latitude/longitude crossing,6-174

point abeam, 6-172point of no return, 6-177present position (PPOS) direct,6-171

Crossing radial, 6-173Crossloading custom or aircraftdatabase, 6-178

Cruise, 5-38Cruise altitude, 8-7Current ground speed/fuel flow(GS/FF) method, 5-24

Custom database, 6-33Customer support, 1-4global customer care (GCC), 1-4Honeywell online technicalpublications web site, 1-5

D

Data load, 6-178crossloading custom or aircraftdatabase, 6-178

data loading, 6-183Data loader fault codes, 13-1

Data loading, 6-183navigation data base updating,6-184

Database, 2-2, 6-18airports, 6-19FMS database, 6-32instrument landing systems,6-29

intersections, 6-30multiple waypoints, 6-31NAVAIDs, 6-27pilot--defined waypoints, 6-31runways, 6-24undefined waypoints, 6-32

Datalink, 6-38datalink address configuration,6-47

datalink flight plan, 6-39datalink flight plan review, 6-41datalink reports, 6-43datalink winds, 6-44datalink winds aloft, 6-46flight plan address, 6-48position report address, 6-50winds address, 6-49

Datalink address configuration,6-47

Datalink flight plan, 6-39Datalink flight plan review, 6-41Datalink reports, 6-43Datalink winds, 6-44Datalink winds aloft, 6-46Defining stored flight plans, 6-6Definition of terms, 8-1alternate destination, 8-7alternate origin, 8-6alternate waypoints, 8-6automatic speed command, 8-7climb constraints, 8-7cruise altitude, 8-7descent constraints, 8-8discontinuities, 8-5Flight plan, 8-1flight plan capacity, 8-1FROM waypoint, 8-4

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Index


Index (cont)Definition of terms (cont)initial cruise altitude, 8-7leg sequencing, 8-5modified flight plan, 8-1modified RTE pages, 8-2origins and destinations, 8-4primary/alternate independence,8-2

RTE pages, 8-2RTE pages capacity, 8-2runway extension waypoints, 8-4speed limit, 8-7speed schedule, 8-7temporary waypoints, 8-3TO waypoint, 8-5top--of--climb (TOC), 8-7top--of--descent (TOD), 8-8VNAV offset waypoints, 8-1waypoint names, 8-3

Delete key, 3-6Deleting stored flight plans, 6-9Departure, 6-51runways, 6-53San Jose, CA ALTAM6, 6-52

Departure selection, 4-38engine--out range (EO RANGE),4-46

engine--out standard instrumentdeparture (EOSID), 4-43

flight plan discontinuities, 4-42Descent, 4-56, 5-40additional details about defaultdescent angle, 5-42

Descent constraints, 8-8Direct access prompts/functionselects, 3-5

Direct--to abeam points, 10-10Direct/interceptapproach intercept (vectors),10-11

arc intercept, 10-9course intercept, 10-7direct--to abeam points, 10-10introduction, 10-1lateral direct--to, 10-2

vertical direct--to, 10-5Discontinuities, 8-5

E

Early/late descent (DES NOW),8-42

En route, 4-56Engine--out range (EO RANGE),4-46

Engine--out standard instrumentdeparture (EOSID), 4-43

Equal time point, 6-175

F

Failed sensors, 6-157Fix Infoabeam, 6-35bearing/distance from, 6-34ETA, DTG, ALT, 6-35

Fix information (INFO), 6-34Flight complete, 4-74Flight management system (FMS)FMS product support, 1-3Honeywell product support, 1-3introduction, 1-1system description, 2-1

Flight plan, 8-1clearing of flight plans, 8-79creating flight plans, 8-9

build a flight plan by enteringwaypoints, 8-14

recall stored flight plan, 8-10store a flight plan andactivate, 8-13

creating routes, 8-22calling up a company route,8-23

flight plan changes toprocedures or airways,8-36

loading a route from datalink,8-24

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IndexIndex--4


Index (cont)Flight plan (cont)creating routes (cont)

manually building a route,8-25

definition of terms, 8-1early/late descent (DES NOW),8-42

introduction, 8-1lateral navigation (LNAV), 8-36

general LNAV rules, 8-36LNAV submodes, 8-37

speed command, 8-58automatic, 8-59general speed commandrules, 8-58

speed protection, 8-63waypoint speed constraint,8-60

vertical navigation (VNAV), 8-37general VNAV rules, 8-38VNAV operation in flight,8-47

VNAV operational scenarios,8-49

VNAV special operations,8-48

VNAV submodes, 8-40VNAV approach temperaturecompensation, 8-65

Flight plan (FPL) key, 3-9Flight plan address, 6-48Flight plan capacity, 8-1Flight plan changes to proceduresor airways, 8-36

Flight plan discontinuities, 4-42Flight plan list, 6-4defining stored flight plans, 6-6deleting stored flight plans, 6-9

Flight plan names, 8-16Flight plan select, 6-9Flight planning, 2-2Flight summary, 6-184Flyover pattern, 6-152FMS database, 6-32custom database, 6-33

navigation database, 6-32tailored database, 6-33

FMS operation mode problems,13-8

FMS position update, 6-83FMS product support, 1-3FMS sensor deselection, 7-13FMS sensor selection, 7-12FMS sensors, 7-12FMS sensor deselection, 7-13FMS sensor selection, 7-12

FMS setup pages, 6-161FROM waypoint, 8-4Fuel, reserve, 5-17Fuel management, 5-74additional explanation of fuelquantity and fuel flow, 5-75

Full performance method, 5-7Function keys, 3-6company route (RTE) key, 3-11flight plan (FPL) key, 3-9menu, 3-14navigation (NAV) key, 3-8paging (PREV)/(NEXT) keys, 3-9performance (PERF) key, 3-7progress (PROG) key, 3-10radio, 3-13

G

General LNAV rules, 8-36General speed command rules,8-58

General VNAV rules, 8-38Global customer care (GCC), 1-4GPS, Almanac, 6-105

H

High latitude flying, 6-132polar region: IRS equippedaircraft, 6-132

Holding pattern, 6-135

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Index


Index (cont)Honeywell online technicalpublications web site, 1-5

Honeywell product support, 1-3

I

In--flight considerations, 7-3APPROACH MINIMA TYPEpage, 7-9

RNP approaches, 7-5RNP minimums selection, 7-8RNP scratchpad messages,7-11

Initial cruise altitude, 8-7Instrument landing system (ILS),6-29

Intersections, 6-30Introduction, customer support, 1-4global customer care (GCC), 1-4Honeywell online technicalpublications web site, 1-5

IRSAlign mode, 6-94Status, 6-94

L

Landing, 4-70, 5-42Lateral direct--to, 10-2Lateral navigation (LNAV), 2-2,8-36general LNAV rules, 8-36LNAV submodes, 8-37

LNAV capture, 8-37Lateral offset, 9-5Latitude/longitude crossing, 6-174Leg sequencing, 8-5Line select keys, 3-5direct access prompts/functionselects, 3-5

transfer line data to scratchpad,3-5

transfer scratchpad data to linefields, 3-5

List of entries and definitions, 11-1LNAV, 8-36LNAV submodes, 8-37LNAV ARM, 8-37LNAV capture, 8-37

Loading a route from datalink, 8-24

M

Maintenance, 6-154data loader fault codes, 13-1failed sensors, 6-157FMS operation mode problems,13-8

FMS setup pages, 6-161introduction, 13-1MCDU parallax adjustment, 13-7operating modes, 6-154return to service, 6-160true/magnetic selection, 6-159

Manual tuning, 6-123Manually building a route, 8-25MCDU display, 3-3color assignments, 3-3viewing angle, 3-3

MCDU parallax adjustment, 13-7Menu function key, 3-14Message list and definitions, 12-1Messagesintroduction, 12-1message list and definitions,12-1

Missed approach, 4-73, 6-76Modified flight plan, 8-1Modified RTE pages, 8-2Multifunction control display unit(MCDU), 3-2accessing any FMS function,3-15

alphanumeric keys, 3-3annunciators, 3-15brightness control, 3-19

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IndexIndex--6


Index (cont)Multifunction control display unit(MCDU) (cont)clear (CLR) key, 3-5delete (DEL) key, 3-6function keys, 3-6line select key (LSK), 3-5MCDU display, 3-3scratchpad, 3-4

Multifunction control display unit(MCDU) entry formatintroduction, 11-1list of entries and definitions,11-1

Multiple patterns, 6-153Multiple waypoints, 6-31

N

NAV tuning, 6-122NAVAIDs, 6-27Navigationair traffic control (ATC), 6-36arrival, 6-59

approach, 6-71missed approach, 6-76

conversion, 6-123crossing points, 6-170

crossing radial, 6-173equal time point, 6-175latitude/longitude crossing,6-174

point abeam, 6-172point of no return, 6-177present position (PPOS)direct, 6-171

data load, 6-178crossloading custom oraircraft database, 6-178

data loading, 6-183data loading, navigation database updating, 6-184

database, 6-18airports, 6-19FMS database, 6-32

instrument landing systems,6-29

intersections, 6-30multiple waypoints, 6-31NAVAIDs, 6-27pilot--defined waypoints, 6-31runways, 6-24undefined waypoints, 6-32

datalink, 6-38datalink addressconfiguration, 6-47

datalink flight plan, 6-39datalink flight plan review,6-41

datalink reports, 6-43datalink winds, 6-44datalink winds aloft, 6-46flight plan address, 6-48position report address, 6-50winds address, 6-49

departures, 6-51fix information (INFO), 6-34flight plan list, 6-4

defining stored flight plans,6-6

deleting stored flight plans,6-9

flight plan select, 6-9flight summary, 6-184FMS database

custom database, 6-33navigation database, 6-32tailored database, 6-33

high latitude flying, 6-132polar region: IRS equippedaircraft, 6-132

introduction, 6-1maintenance, 6-154

failed sensors, 6-157FMS setup pages, 6-161operating modes, 6-154return to service, 6-160true/magnetic selection,6-159

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Index


Index (cont)Navigation (cont)navigation (NAV) index, 6-3navigation identification, 6-1notices to airmen, 6-112patterns, 6-133

flyover pattern, 6-152holding pattern, 6-135multiple patterns, 6-153pattern definition, 6-133pattern review, 6-134procedure turn, 6-149

pilot waypoint list, 6-12position initialization, 6-79

additional details aboutpseudo random noise(PRN), 6-110

FMS position update, 6-83predictive receiverautonomous integritymonitor (RAIM), 6-104

required navigationperformance, 6-102

sensor status pages, 6-93VOR/DME page, 6-111

position sensors, 6-76sensors being used by the FMS,6-113position sensor deselection,6-114

tuning NAV radios, 6-115autotune, 6-120manual tuning, 6-123NAV tuning, 6-122

Navigation (NAV) index, 6-3Navigation (NAV) key, 3-8Navigation data base updating,6-184

Navigation database, 6-32Navigation display, 2-3Navigation identification, 6-1Navigation mode, 6-76Notices to airmen, 6-112

O

Operating modes, 6-154dual, 6-154independent, 6-154requirements, 6-155single, 6-154

Operational considerations, 7-1Operational examplealternate flight plan, 4-74approach, 4-70arrival, 4-57climb, 4-55departure selection, 4-38

engine--out range (EORANGE), 4-46

engine--out standardinstrument departure(EOSID), 4-43

flight plan discontinuities,4-42

descent, 4-56en route, 4-56flight complete, 4-74introduction, 4-1KPHX to KMSP flight route, 4-2landing, 4-70Minneapolis, MN ILS 30Lapproach, 4-6

Minneapolis, MN KASPR2arrival, 4-5

missed approach, 4-73performance data, 4-35performance initialization, 4-24position initialization, 4-9predeparture, 4-7

power--up, 4-8route (RTE) planning, 4-11

airway entry, 4-14waypoint entry, 4-13

takeoff, 4-49Origins and destinations, 8-4

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Index (cont)

P

Paging (PREV)/(NEXT) keys, 3-9Pattern definition, 6-133Pattern review, 6-134Patterns, 6-133entry geometry, 6-135flyover pattern, 6-152formats, 6-133holding pattern, 6-135multiple patterns, 6-153pattern definition, 6-133pattern review, 6-134procedure turn, 6-149

Performanceclimb, 5-37cruise, 5-38descent, 5-40

additional details aboutdefault descent angle, 5-42

fuel management, 5-74additional explanation of fuelquantity and fuel flow, 5-75

introduction, 5-1landing, 5-42performance data, 5-24

additional details aboutceiling altitude, 5-26

additional details aboutcruise altitude, 5-25

performance index, 5-1performance indexorganization, 5-3

performance initialization, 5-4additional definition ofoptimum altitude, 5-22

current ground speed/fuelflow (GS/FF) method, 5-24

full performance method, 5-7pilot speed/fuel flow(SPD/FF) method, 5-23

switching performancemethods, 5-24

performance plan, 5-30recommended entries, 5-33

wind and temperature modelblending, 5-32

wind and temperature modelentries, 5-33

wind and temperature pages,5-31

wind and temperatureperformance planning,5-34

stored flight plan, 5-60stored flight plan data, 5-72stored flight planperformance initialization,5-60

takeoff, 5-34WHAT--IF flight plan, 5-44

what--if data, 5-56what--if performanceinitialization, 5-44

Performance (PERF) key, 3-7Performance data, 4-35, 5-24additional details about ceilingaltitude, 5-26

additional details about cruisealtitude, 5-25

Performance index, 5-1performance index organization,5-3

Performance index organization,5-3

Performance initialization, 4-24, 5-4additional definition of optimumaltitude, 5-22

current ground speed/fuel flow,5-4

current ground speed/fuel flow(GS/FF) method, 5-24

full performance, 5-4full performance method, 5-7pilot speed/fuel flow, 5-4pilot speed/fuel flow (SPD/FF)method, 5-23

switching performance methods,5-24

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Index


Index (cont)Performance plan, 5-30recommended entries, 5-33wind and temperature modelblending, 5-32

wind and temperature modelentries, 5-33

wind and temperature pages,5-31

wind and temperatureperformance planning, 5-34

Pilot speed/fuel flow (SPD/FF)method, 5-23

Pilot waypoint list, 6-12Pilot--defined waypoints, 6-31Place/Bearing/Distance (P/B/D),11-10

Point abeam, 6-172Point of no return, 6-177Polar region, IRS equipped aircraft,6-132

Position initialization, 4-9, 6-79additional details about pseudorandom noise (PRN), 6-110

FMS position update, 6-83predictive receiver autonomousintegrity monitor (RAIM), 6-104

required navigationperformance, 6-102

sensor status pages, 6-93VOR/DME page, 6-111

Position report address, 6-50Position sensor deselection, 6-114Position sensors, 6-76navigation mode, 6-76

Power--up, 4-8Predeparture, 4-7power--up, 4-8

Predictive RAIM, 6-104Preflight considerations, 7-2Present position (PPOS) direct,6-171

Primary/alternate independence,8-2

Procedure turn, 6-149Hot Springs, AR ILS Rwy 5,6-148

Progressintroduction, 9-1progress pages, 9-1

air data, 9-7lateral offset, 9-5VNAV data, 9-4

Progress (PROG) key, 3-10Progress pages, 9-1air data, 9-7lateral offset, 9-5VNAV data, 9-4

R

Radio function key, 3-13RAMPX waypoint, 4-9, 6-80Recall stored flight plan, 8-10Recommended entries, 5-33Required navigation performance,6-102

Low required navigationperformance (RNP) -- optionFMS sensors, 7-12

FMS sensor deselection,7-13

FMS sensor selection, 7-12in--flight considerations, 7-3

APPROACH MINIMA TYPEpage, 7-9

RNP approaches, 7-5RNP minimums selection,7-8

RNP scratchpad messages,7-11

introduction, 7-1operational considerations, 7-1preflight considerations, 7-2

Return to service, 6-160Reverse video, 1-1

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Index (cont)RNP approaches, 7-5RNP minimums selection, 7-8RNP scratchpad messages, 7-11Route (RTE) planning, 4-11airway entry, 4-14waypoint entry, 4-13

RTE pages, 8-2RTE pages capacity, 8-2Runway extension waypoints, 8-4Runways, 6-24

S

Satellite deselection, 6-107Scratchpad, 3-4Sensor status pages, 6-93Sensors being used by the FMS,6-113position sensor deselection,6-114

Speed command, 8-58automatic, 8-59general speed command rules,8-58

speed protection, 8-63waypoint speed constraint, 8-60

Speed limit, 8-7Speed protection, 8-63Speed schedules, 5-7, 8-7arrival, 5-7climb, 5-7cruise, 5-7departure, 5-7descent, 5-7

STAR, standard terminal arrivalroute, 7-1

Step climb, 5-39Store a flight plan and activate,8-13

Stored flight plan, 5-60stored flight plan data, 5-72stored flight plan performanceinitialization, 5-60

Stored flight plan data, 5-72

Stored flight plan performanceinitialization, 5-60

Switching performance methods,5-24

System componentsflight management system(FMS), 3-1

introduction, 3-1multifunction control display unit(MCDU), 3-2accessing any FMS function,3-15

alphanumeric keys, 3-3annunciators, 3-15brightness control, 3-19clear (CLR) key, 3-5delete (DEL) key, 3-6function keys, 3-6line select key (LSK), 3-5MCDU display, 3-3scratchpad, 3-4

System descriptionaircraft performancemanagement, 2-2

database, 2-2flight planning, 2-2introduction, 2-1lateral navigation (LNAV), 2-2navigation, 2-1navigation display, 2-3vertical navigation (VNAV), 2-2

T

Tailored database, 6-33Takeoff, 4-49, 5-34Temporary waypoint, 8-14Temporary waypoints, 8-3TO waypoint, 8-5Top--of--climb (TOC), 8-7Top--of--descent (TOD), 8-8Transfer line data to scratchpad,3-5

Transfer scratchpad data to linefields, 3-5

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Index


Index (cont)True/magnetic selection, 6-159Tuning NAV radios, 6-115autotune, 6-120manual tuning, 6-123NAV tuning, 6-122

U

Undefined waypoints, 6-32

V

VASEL, VNAV altitude select, 8-38Vertical direct--to, 10-5Vertical entries, 8-16altitude, 8-17angle, 8-18constraint type, 8-17speed, 8-18vertical speed, 8-18

Vertical navigation (VNAV), 2-2,8-37general VNAV rules, 8-38VNAV operation in flight, 8-47VNAV operational scenarios,8-49

VNAV special operations, 8-48VNAV submodes, 8-40

altitude capture (VASEL),8-41

vertical glide path mode(VGP), 8-44

VNAV altitude hold (VALT),8-41

VNAV arm (VNAV) , 8-40VNAV flight level change(VFLCH), 8-40

VNAV path (VPATH), 8-41VGP, VNAV vertical glidepath, 8-38

Viewing angle, 3-3VNAV approach temperaturecompensation, 8-65

VNAV data, 9-4VNAV offset waypoints, 8-1VNAV operation in flight, 8-47VNAV operational scenarios, 8-49VNAV special operations, 8-48VNAV submodes, 8-40altitude capture (VASEL), 8-41vertical glide path mode (VGP),8-44

VNAV altitude hold (VALT), 8-41VNAV arm (VNAV) , 8-40VNAV flight level change(VFLCH), 8-40

VNAV path (VPATH), 8-41VOR/DME page, 6-111

W

Waypoint, 8-14Waypoint entry, 4-13Waypoint names, 8-3Waypoint speed constraint, 8-60WHAT--IF data, 5-56WHAT--IF flight plan, 5-44what--if data, 5-56what--if performanceinitialization, 5-44

What--if performance initialization,5-44

Wind and temperature modelblending, 5-32

Wind and temperature modelentries, 5-33

Wind and temperature pages, 5-31Wind and temperatureperformance planning, 5-34

Winds address, 6-49

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Documents

Flight Management System (FMS) Pilot's Guide