A300-600 FMS Pilot's Guide

43 10/A300Flight Management SystemPilot's GuideRevision 1 to the HoneywellA3l0/A300 FMS Pilot's Guide isintended to provide the best possible documentation describingthe operation of the A310/A300 FMS.

Revision 1 material is denoted by a bar ( l) in the margin of thepage. lt remains our goal to provide quality and service.

Pilot's Guide Owner Please Note:lf you are not already on the Honeywell mailing list forrevisions to this publication OR if you have a change ofaddress, please call602-436-3172 with the followinginformation:

Your Publication Number (lower right corner Cover Page)Airline Name or Company NameYour Full Name (last name first - please)Complete Current AddressTelephone Number

OR you may use the convenient registration card enclosed.

HoneywellHelping You Control Your World

c2&3641-06-01Decemebe|t993Printed in U.S.A.

@1993 Honeywell Inc.

$25.00

Rev 1 Dec/93

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A31O FMS PILOT'S GUIDE

List of Revised PagesPAGE NO. REV STATUS PAGE NO.

Title Page Rev 1Proprietary *oI"

Table of Contents

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1t92

2-182-192-202-21

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SECTION 3.1sEcTroN 11-11-21-3141-5161-7

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3.1- i3.1- i i3.1-13.1-23.1-33.143.1-53.1-63.1-73.1-83.1-93.1-103.1-113.1-123.1-133.1-143.1-153.1-163.1-173.1-183.1-193.1-203.1-213.1-223.1-233.1-24

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n*fRev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1

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A37O FMS PILOT'S GUTDE

PAGE NO.

SECTION 3.1 (cont)

PAGENO. REV

3.1-253.1-263.1-273.1-283.1-293.1-303.1-313.1-323.1-333.1-U3.1-353.1-363.1-373.1-383.1-393.1-403.1413.1423.1433.143.1-453.1463.1473.1483.1493.1-503.1-513.1-523.1-533.1-il3.1-553.1-563.1-573.1-583.1-593.1€03.1€1

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3.1-623.1€33.1€43.1-653.1€63.1-673.1€83.1-693.1-703.1-713.1-723.1-733.1-74

Rev 1

Rev 1Rev 1Rev 1

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12t9312t931iJ9312i93

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sEcroN 3.23.2-i3.2-13.2-23.2-33.243.2-53.2-63.2-73.2-83.2-93.2-103.2-113.2-123.2-133.2-',t43.2-153.2-163.2-173.2-183.2-193.2-203.2-213.2-223.2-23

Rev 1Rev 1Rev 1

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A31O FMS PILOVS GUIDE

PAGE NO.

SEGTION 3.2 (cont)

STATUS PAGE NO.

SECTION 34

3.2-243.2-253.2-263.2-273.2-283.2-293.2-30

Rev 1

Rev 1

n*f

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12t93

3.4-i3.4-13.4-23.4-33.443.4-53.4-63.4-73.4-83.4-93.4-103.4-113.4-123.4-133.4-143.4-153.4-163.4-173.4-183.4-193.4-203.4-213.4-223.4-233.4-243.4-253.4-26

Rev 1Rev 1Rev 1Rev 1Rev 1

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neu f


: '

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Rev 1Rev 1

Rev 1

1t9212t9312t9312t9312t931z931t92

12,931t92

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12t93

sEcTroN 3.33.3-i3.3-13.3-23.3-33.343.3-53.363.3-73.3-83.3-93.3-103.3-113.3-123.3-133.3-143.3-153.3-163.3-173.3-183.3-193.3-203.3-213.3-223.3-233.3-243.3-253.3-263.3-27

Rev 1Rev 1Rev 1

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SECTION 3.5

3.5-i3.5-13.5-23.5-33.543.5-53.553.5-7

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A3'O FMS PILOT'S OUTDE

PAGE NO.

SEGTION 3.5 (cont)

PAGE NO. STATUS

sEcTroN 3.83.5-83.s-93,5-103.5-113.5-123.$133.5-143.5-153.5-163.5-173.5-18


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3.8.1 Rev 1 12/93

SECTION 4

SECTION 3.6

4-i4-1+24-3444-54-6+74-8

Rev 1Rev 1Rev 1

5-i5-1*25-3545-55€5-75-85-95-105-11

3.6-i3.6-13.6-23.6-33.643.6-53.6€3.6-73.6€3,6-93.6-103.6-113.6-12

Rev 1Rev 1

Rev 1Rev 1Rev 1

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SECTION 5

SECTION 3.7

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PAGE NO. PAGENO. REV

SEGTION 6 (cont) SEGTION 7(cont)

6-56€6-7&86-96-106-116-126-136-146-156-166-176-18

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Rev 1

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SECTION 8

8-i8-1t28-3848-58-68-78-88-9

F

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ASIO FMS PILOVS GUTDE

PAGE NO. REV STATUS PAGE NO. REV STATUS

SEGTION 8 (cont) APPENDXC

8-108-1 18-128-138-148-15

Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1

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c-1c-2c-3c4c-5c€C-Tc-8c-9c-10c-11

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APPENDICES

1t92

APPENDIXA

D-'1D-2D-3D4D-5

A-1A-2A-3A4A-5A€A-7

Rev 1

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Rev 1

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APPENDIX D

APPENDX E

B-1B-2B-384B-5B-6B-7B-8B-9B-10B-11

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E-1E-2E-3E4E-5E€E-7E€E-9E-10E-11E-12E-13E-14E-1sE-16E-17

Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1Rev 1

12t9312t9312i9312t9312t931A9312t9312t9312t9312t9312t9312t9312i9312t9312/9312t9312t93

APPENDIX B

F

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A.3 10/4300-600Flight Management SystemPilot's Guide

This Honeywell FMS Pilot's Guidewaswritten as atraining aid totheoperation of the Flight Management System in the A310/A300-600aircraft. ln no case will this guide be used as an authorized check listor procedural aid replacing FAA or other certifying authority approvedflight manuals or check lists. Contact Honeywell Flight OperationsPrograms Pilots at 602-436-1446 with any aircrew related questions,problems, or comments.

HonepvellHelping You Control Your World

c2&3641-06-0lDecember 1993

Printed in U.S.A.@1993 Honeywell Inc.

$25.00

Rev 1 Dec/93

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PROPRIETARY NOTICE

This document and the information disclosed herein are proprietarydata of Honeywell Inc. Neither this document nor the informationcontained herein shall be reproduced, used, or disclosed to otherswithout the written authorization of Honeywell lnc., except for trainingon recipient's equipment.

NOTTCE - FREEDOM OF INFORMATION ACT (5 USC 552) ANDDISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY

(18 USC 1e05)

This document is being furnished in confidence by Honeywell Inc. Theinformation disclosed herein falls within excemption (bX4) of 5 USC552 and the prohibit ions of 18 USC 1905.

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TABLE OF CONTENTS

1.0 GENERAL OVERVIEW

FMS COMPONENTS . . . . . . . . . . . . . . .1-21.1.1 Control and Display Uni t . . . . . . . . . . . . . . . . .1-21.1.2 Fl ight Control Uni t . . . . . . . . . . . . . . . . . . . . . . . . . . .1-21.1.3 Electronic Fl ight Instrument System . . . . . . . . . . . . . . . . .1-2

1.1.3.1 PFD . . . . . . . . . . . . . . . . . . 1-31.1.3.2 ND.. . . . . . . . . . . . . . . . . . . .1-3

1 . 1 .4 Autothrottle System ....... 1 -3

SYSTEM CONFIGURATION . . .1-51.2.1 Operat ional Modes . . . . . . . . 1-6

1.2.1.1 Dual Mode . . . . . . . . .1-61.2.1.2 Independent Mode . . . . . . . . . . . . . .1-7

cDU OVERVIEW .. . . . . . . . . . . . . . . . . . . .2-1

cDU KEYBOARD . . . . . . . . . . . . . . . . . . . .2-22.1.1 Display . . . . . . . . . . . . . . . . . . . . . . . . . . .2-32.1.2 Line Select Keys (LSK) ....2-42.1.3 BRT Knob . . . . . . . . . . . . . . . . . . . . . .2-42.1.4 Funct ion and Mode Keys (Rectangular) . . . . . . . . . . . .2-42.1.5 Annunciators . . . . . . . . . . . . . . . . . .2-62.1.6 Numeric Keys (Round) . . .2-62.1.7 Alpha Keys (Square) . . . . . .2-72.1.8 CLR Key.. . . . . . . . . . . . . . . . . . . . . . . .2-7

CDU PAGE FORMATS . . . . . . . . . . . . ,2.8

cDU CONCEPT OF PAG1NG... . . . . . . . . . . . . . . . . . .2-10

WAYPOINT FORMATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17

PAGE1-1

1.1

1.2

2.0

2.1

2.2

2.3

2.4

Parr '1 l " laa/O?

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A3'O FMS PTLOT'S GUTDE

3.0 FLIGHT PH4SES.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1

3.1 PREFLTGHT . . . . . . . . . . . .3.1-13.1.1 Power-up - Aircraf t Status Page . . . . . . . . . . . . . . . . . . . . . .3.1-1

3.1.1.1 Data Base Select ion . . . . . . . . . .3.1-23. 1 .2 lnit ialization .. 3.1 -3

3.1.2.1 lNlT A Page.. . . . . . . . . . . . . . . . . . . . . . .3.1-33.1.2.2 Route Select ion Page.. . . . . . . 3.1-103.1.2.3 lNlT B Pa9e.. . . . . . . . 3.1-113.1.2.4 Pseudo Waypoints 3.1-15

3.1.3 Fl ight Planning 3.1-173.1.3.1 Waypoint Stringing 3.1-203.1.3.2 Lateral Revisions.. 3.1-20

3.1.3.2,1 SID/RWY Selection ..31-243.1.3.2.2 WPT/NAVAID Entry .3.1-263.1.3.2.3 NEW WAYPOINT

Funct ion .3.1-273.1.3.2.4 AIRWAYS Page.. . . . . . . . 3.1-283.1 .3.2.5 CO RTE . . 3.1-303.1.3.2.6 Waypoint Insertion/

F-PLN A and B Pages 3.1-303.1.3.2.7 Waypoint Deletion on

F-PLN A and B Pages 3.1-313. 1.3.2.8 F-PLN Discontinuity

- Purpose/Clearing .. 3. 1-333.1.3.3 F-PLN A Page . .3.1-343.1.3.4 F-PLN B Page . .3.1-373.1.3.5 VERTICAL Revisions 3.1-38

3.1.3.5.1 Time Constraint Entry 3.1-393.1 .3.5.2 Speed Constraint Entry. . . . . . . . . . . . . . 3. 1 -43

3.1 .3.5.2.1 Vertical RevisionPagesA&B 3.1-45

3.1 .3.5.2.2 Speed Limit . . . . . . . . . . . . . . . . . 3. 1 -493.1 .3.5.2.3 Thrust Reduction

Alt i tude . . . . . . .3.1-503.1 .3.5.2.4 Acceleration

Alt i tude . . . . . . . 3.1 -503.1.3.5.3 Al t i tude Constraint Entry . . . . . . . . . . . . 3.1-51

3. 1.3.5.3.1 Step Altitude/Predict ion Page . . . . . . . . . . 3.1 -53

Rev 1 Dec/93

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3.1.3.5.3.1.1 IMMCLB/IMMDES . . . . . . . . . . . . 3.1 -61

3.1.3.5.4 Wind/Temperature ...3.1-623.1.3.5.5 Performance Modes 3.1-64

3.1.3.5.5.1 StrategicMode Page.. . . . . . . . 3.1-65

3.1.3.5.5.2 Tactical ModePage.. . . . . . . .3.1-67

3.1.3.6 Fl ight Plan Check.. . . . . . . . . . . . . . 3.1-713.1.3.7 Copy Act ive. . . . . . . . . . . . . . . 3.1-74

3.1.4 Transi t ion to Takeoff Phase., . . . . . . . . . . .3.1-74

3.2 T4KEOFF.. . . . . . . . . . . . .32-13.2.1 TAKEOFF Page.. . . . . . . . . . .3.2-2

3.2.1.1 TAKEOFF PAGE ACARS Upl ink . . . . . . . . .3.2-73.2.1.2 THR RED/ACCEL Altitudes 3.2-10

3.2.2 Departure Runway Change 3.2-113.2.3 Speed Changes 3.2-133.2.4 GW and CG Update . . . . . .32-153.2.5 Manual NAV Radio Tuning 3.2-163.2.6 PROG Page.. . . . . . . 3.2-17

3.2.6.1 FMC Position Update 3.2-213.2.6.2 NAVAID Tuning 3.2-223.2.6.3 Fuel Prediction Page 3.2-243.2.6.4 Bearing/Distance To ............ 3.2-26

3.2.7 Takeoff Roll ..3.2-263.2.7.1 Position Update 3.2-263.2.7.2 FMA Indicat ions . . . . . . . . . . . . . . . . .3.2-263.2.7.3 NAV Engagement 3.2-283.2.7.4 Prof i le Engagement. . . . . . . . . . . . . . 3.2-30

3.2.8 Transition to CLIMB Phase 3.2-30

3.3 CLTMB . . .3.3-13.3.1 Return To Autotuning .....3.3-43.3.2 Emergency Return - New Destination

Def ined . . . . . . . .3.3-53.3.2.1 Engine Out Page . . . . . . . . . . . . . . .3.3-6

3.3.2.1.1 EO F-PLN Pages . . . . .3.3-83.3.2.1.2 EO Strategic Mode Page . . . . . . . . . . .3.3-10

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3.4

ASIO FMS PILOVS OUTDE

3.3.2.1.3 EO Drift Down SituationalMode . . . . . . .3.3-12

3.3.2.2 New Route To . . . . . . . . . . . . . . . . . . . .3.3-163.3.3 Cl imb Performance Change . . . . . . . . . . . , . . 3.3-18

3.3.3.1 Tact ical Mode . . .3.3-193.3.3.2 Strategic Mode .3.3-21

3.3.4 Direct to NAV 3.3-223.3.5 Transition to Cruise Phase 3.3-27

cRUtsE . . . . . . . . . . . . . . . . . .3.4-13.4.1 Si tuat ional Modes . . . . . . . . . .3.4-1

3.4.1.1 IMM DES Mode . . . . . . . . . . . . . . . . . .3.4-23.4.1.2 Decel Mode . . . . . .3.4-33.4.1.3 IMM CLB Mode . . . . . . . . . . . . . . . . . .3.4-53.4.1.4 Engine Out Drift Down (D/D) Mode .....3.4-7

3.4.2 CRZ ALT Changes.. . . . . . . . . . . . . . . . . . . . . . . . . .3.4-83.4.3 Cruise Performance Change.. . . . . . . . . . . . . . 3.4-10

3.4.3.1 Wind Entry in Cruise 3.4-123.4.4 Parallel Offsets 3.4-153.4.5 Fuel Predictions 3.4-183.4.6 Descent Preparations ......... 3.4-19

3.4.6.1 RWY/STAR Selection ........3.4-203.4.6.2 RWY Change Option 3.4-233.4.6.3 DES Forecast Page 3.4-24

3.4.7 Transition to Descent Phase 3.4-26

DESCENT . . . . . . . . . . . . . .3.5-13.5.1 Descent Vertical Profi le Guidance ...3.5-13.5.2 Descent Vert ical Revis ions . . . . . . . . . . . . . .3.5-6

3.5.2.1 MAX DES Tactical Mode ....3.5-83.5.3 Along Track Offsets .......3.5-8

3.5.3.1 ATO Waypoints. . . . . . . . . . . . . . . . . .3.5-83.5.4 Holding.. . . . . . . . . . . 3.5-10

3.5.4.1 Holding Pattern Types . . . . . . .3.5-103.5.4.2 Hold Page . . . . . . . .3.5-113.5.4.3 Holding Pattern Exi t . . . . . . . . . . . 3.5-17

3.5.5 Transi t ion To Approach Phase . . . . , . . .3.5-18

3.5

Rev 1 Dec/93 iv

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A31O FMS PILOVS GUTDE

3.6 APPROACH.. . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-13.6.1 Approach Page . . . . . . . . . . . . . .3.6-13.6.2 FMA Indicat ions . . . . . . . . . . . . .3.6-43.6.3 Procedure Turns . . . . . . . . . . . .3.6-6

3.6.3.1 Procedure Speci f ied PROC T.. . . . . . . . . . . . 3.6-63.6.3.2 Manual Terminat ion PROC T.. . . . . . . . . . . . . 3.6-7

3.6.4 Transition To Go-Around Phase ......3.6-12

3.7

3.8

4.0

4.1

4.2

4.3 AUTOMATTC TUNTNG . . . . . . . . . .4-10

4.4 MANUAL TUNING . .4-11

5.0 oVERVTEW .. . . . . . . 5-1

5.1 PERFORMANCE DATA BASE . . . . . . . . . . . . . . . . . .5-1

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5.2 NAVIGATION DATA BASE ......5-15.2.1 Naming Convent ions. . . . . . . . . . . . . . . . . . . . . . .5-2

5.2.1.1 Fix ldent i f iers. . . . . . . . . . . . . . . . . . . . . .5-2

DATA BASE LOADER . . . . . . . . . . . . .5-85.3.1 Loader Operat ion. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-8

5.3.1.1 Data Base Crossload . . . . . . . . .5-10

tRS DESCRTPTTON . . . . . . . . . . . . . . . . . .6-16.1.1 lnert ia l Systems Display Uni t ( ISDU) . . . . . . . . . . . . . . .6-16.1.2 Mode Select Uni t (MSU) . . . . . . . . . . . . . . . . .6-26.1.3 Onthe-Ground Displays . . . . . . . . . . . . . . . . .6-36.1.4 Act ion Codes . . . . . . . . . . . . . . . . .6-56.1.5 Flashing Annunciators . . . . . . . . . . . . . . . . . . . .6-5

oPERATING PROCEDURES . . . . . . . . . . . . . . . . . . .6-66.2.1 IRS Modes . .6-66.2.2 Navigat ion Mode - System Turn-On . . . . . . . . . . . . . . . .6-662.3 Test . . . . . . . . . . . . .6-86.2.4 IRS Ini t ia l izat ion. . . . . . . . . . . .6-9

LATITUDE/LONGITUDE INSERTIONS PROBLEMS.. 6.1 1

PROBLEMS AFTER LATITUDE/LONGITUDEHAVE BEEN ACCEPTED.. . . . . . . . . . . . . . . . . . . . . . . . .6-13

NAV MODE - 3-MINUTE REALIGN OPTION . . . . . . . . . . . . .6-136.5.1 Real ign Opt ion Problems . . . . . . . . . . . . . . . .6-14

ATTITUDE MODE , .6-15

oFF MODE . . . . . . . . . . . .6-17

SYSTEM OPERAT|ON DTAGRAM .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 86.8.1 Off Mode - System Turn Off . . . . . . . . . . .6-186.8.2 NAV Mode . . .6-186.8.3 Att i tude Mode . . . . . . . . . . . . . . . .6-18

5.3

6.3

6.4

6.s

6.6

6.7

6.8

6.1

6.2

Rev 1 Dec/93 vt

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A37O FMS PTLOT'S GUTDE

7.0

7.1

ADDTTIONAL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . .7.1

SECoNDARY F-PLN . . . . . . . . . . . . . . .7-17.1.1 SEC TNDEX Page . . . . . . . . .7-27.1.2 SEC F-PLN Page A and B . . . . . . . . . . . . . .7-37.1.3 SEC FUEL PREDICTION Page . . . . . .7-57.1.4 SECONDARY MODE Page.. . . . . . . . . . .7-67.1.5 SEC DES FORECAST Page . . . . . . . . . .7-7

REFERENCE |NDEX . . . . . . . . . . . . . . .7-97.2.1 Defined Waypoints ...,....7-10

7.2.1.1 LoadingA/erifying Oceanic Waypoints 7-147.2.2 WAYPOINTS/NEW WAYPOINTS Page ..........7-167.2.3 Closest Airports . . . . . . . . . . . . .7-197.2.4 SENSOR STATUS Page . . . . . . . . . . . . . . . .7-207.2.5 DEFINED NAVAIDS/NEW NAVAIDS Page ......7-227.2.6 ACARS . . . . . . . . . . . . . . . . . . . . . . . . . .7-24

7.2.6.1 ACARS Page.. . . . . . . . . . . . . . . . . . . .7-247 .2.6.2 ACARS TAKEOFF Page . . . . . . . . . . . . . . . . . . . . . .7 -267.2.6.3 ACARS Messages . ... . ....7-30

7.2.6.3.1 Uplink Messages (MU to FMC) ..7-317.2.6.3.2 System Message Logic. . . . . . . . . . . . . . 7-317.2.6.3.3 Fl ight Plan (FPR) (Upl ink) . . . . . . .7-327.2.6.3.4 Predicted Wind Data (PWD)

(Upl ink) . . .7-337 .2.6.3.5 Enroute Winds (ER) . . . . . . . . . . . . . . . . . . . 7-337.2.6.3.6 Descent Winds (DW) . . . . . . . . . . . . . . . .7-337.2.6.3.7 Predicted Wind Data Requests

7 2 7 A'DS ,"n" |t*ol 1o:*:']l*] : i}i7.2.8 MAINT Page .7-36

7 .2.8.1 TEST PATTERN Page . . . . . . . . . . . . . . . . . . . . . . . . .7 -377.2.8.2 KEY TEST Page.. . . . . . . . . . . . . .7-387.2.8.3 IRS MONITOR Page . . . . . . . . . .7-4O

ALTERNATE FLIGHT PLAN ... .7-437 .3.1 Al ternate Fl ight Plan Predict ion . . . . . . . . . . . . . . . . . . . . . . . .7 -45

7.3.1.1 Takeoff (Go-Around) . . . . . . . . . . . .7-467.3.1.2 Cl imb . . . . . . . . . . . . . . . .7-467.3.1.3 Cruise . . . . . . . . . . . . . . .7-467.3.1.4 Descent and Approach . . . . . . . . . . . . . . . . . . . . . . . .7-47

7.3.2 Enable Al ternate Funct ion . . . . . . . . . . . . . .7-47

7.2

7.3

Rarr 4 [lan/O?

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8.0 DEGRADED PERFORMANCE . , . . . . , . . . . . . . . . . .8-1

DUAL AND INDEPENDENT OPERATION . . . . . . . . . . . . . . . . . . 8-1

CROSS-TIED Mode . . . . . . . . . . . . . . . . .8-3

SINGLE FLIGHT MANAGEMENT.. . . . . . . . . . . .8-5COMPUTER

DEGRADED NAVIGATION .....8-58.4.1 IRS Degraded . . . . . . . . . . . . . . . . .8-68.4.2 IRS Only Navigat ion. . . . . . . . . . . . . . . . . . . . . . . . .8-78.4.3 Att i tude (ATT) Only Nav.. . . . . . . . . . . . . . . . . . .8-88.4.4 (NONE) Navigat ion Mode . . . . . . . . . . . . . . . . .8-8

FMC MALFUNCTTONS . . . . . . . . . . . .8-98.5.1 FM Reset . . . . . .8-98.5.2 FM Re-synchronization ...8-108.5.3 Locked CDU . .8-108.5.4 FMC Fai lure Dur ing Engine Start . . . . . . . . . . . . . . . . . . . . . . .8-118.5.5 Independent Operation - Possible Fix ............... 8-1 1

ENGTNE OUT.. . . . . . . . . . . . . . . . . . . . . . . . .8-128.6.1 Engine Out Without a SID . . . . . . . . . . . . . . . .8-138.6.2 Engine Out SID and Route . . . . . . . . . . . . . . .8-14

8.7 MAINTENANCE WRITE-UPS - FMS . . . . . .8-15

Appendices

A Abbreviations & Acronyms ..........A-1B Data Formats . . . . . . . . . . . . .8-1C Scratchpad . . . . . . . . . . . . . . . .C-1D Terminology.. . . . . . . . . . . . . . D-1E lndex . . . . . . . . E-1

Rev 1 Dec/93

8.1

8.2

8.3

8.4

8.5

8.6

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GENERAL OVERVIEW

PAGE1-11.0

1.1

1.2

TABLE OF CONTENTS

GENERAL OVERVIEW

FMS COMPONENTS . . . . . . . . . . . . . . .1-21.1.1 Control and Display Uni t . . . . . . . . . . . . . . . . .1-21.1.2 Fl ight Control Uni t . . . . . . . . . . . . . . . . . . . . . . . . . . .1-21.1.3 Electronic Fl ight Instrument System . . . . . . . . . . . . . . . . .1-2

1.1.3.1 PFD . . . . . . . . . . . . . . . . . .1-31 .1.3.2 ND.. . . . . . . . . . . . . . . . . . . . 1-3

1.1.4 Auto Throt t le System . . . .1-3

SYSTEM CONFIGURATION . . .1-51.2.1 Operat ional Modes . , . . . . . .1-6

1 .2.1 .1 Dual Mode . . . . . . . . . 1 -61.2.1.2 Independent Mode . . . . . . . . . . . . . .1-7

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GENERAL OVERVIEW

This HoneywellFlight Management System Pilot's Guide is orientedto the operation of the A310/A300-600 QIP and standard softwareloads*.

This automated Flight Management Computer System (FMCS) con-sists of two Flight Management Computers (FMC), and two ControlDisplay Units (CDU). The purpose of the FMCS, in conjunction withother interfacing equipment, e.9., the Auto Flight System (AFS),Electronic Flight lnstrument System (EFIS), and Auto Throttle Sys-tem (ATS), is to provide the flight crew with fully automatic, full flightregime control of lateral navigation, vertical guidance and thrustmanagement, map display, autopilot commands, and inflight perfor-mance optimization.

This combination of interfacing equipment is referred to as the FlightManagement System (FMS).

NOTE: Theterms FMCS, FMC, and FMS are used throughoutthis guide, occasionally, in the same paragraph. Whileappearing to be similar, they are not, and care shouldbe exercised so as not to confuse or misuse theseterms. See APPENDIX A - ABBREVIATTONS andACRONYMS.

The major functions of the FMS are:

. Fl ight planning and predict ions.o Navigation and performance management.o Lateral and vertical guidance through the AP, FD, and ATS.. Engine out procedures and guidance.r NAV radio selection and tuning.

"NOTE: These loads are identified on the Aircraft Status pageas P/N -964 (for GE engines), P/N -965 (for Pratt &Whitney engines) orforthe latest Quality lmprovementPackage, (OlP) as P/N -967 (cE) and P/N -968 (PW).These differences are identified in the text or byGREY shading.

1-1 Rev 1 l-)cn/9?

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A3'O FMS PILOVS GUTDE

1.1 FMS GOMPONENTS

1.1.1 Gontrol and DisplaLUnit

The two CDUs are centrally located forward of the throttle quadrant.They provide the long{erm interface between the crew and the FMS,which al lows:

. Definition and display of flight plans

. Selection of pages for display and data insertion

. Selection of specific functions (HOLD, DIRECT TO, etc.)

. Display of peripheral information (ACARS, AIDS, MAINT, etc.)

See Section 2.0 - CDU OVERVIEW

1.1.2 Fl ight Gontrol Unit

The FCU, located in the central portion of the glare shield, providesthe short-term interface between the crew and the FMS, allowing:

. Manual selection of speed, altitude, heading, and vertical speed.

o Selection of lateral and vertical guidance modes.

. Engagement of AP, FD, and A/THR.

Generally, actions taken on the FCU cause an immediate change inaircraft control and/or guidance.

1.1.3 Electronic Flight Instrument System

The EFIS consists of personalized PFDs and NDs, one set each forthe Captain and First Officer; located each side of the forward maininstrument panel. These EFIS displays provide a wide range ofnavigation, guidance, and aircraft system related data, e.9.,

1-2

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1.1.3.1 PFD

. FD pitch and roll commands for target speed and headingor course.

o Armed and engaged modes, engagement status, andsystem messages.

{ .1.3.2 ND

. Flight plan track.

o Aircraft position and track.

. Navigation waypoints and navaids.

. Computed data such as estimates, TAS/GS, and Wind.

1.1.4 Autothrottle System

The FMS couples to the ATS through engagement of the PROFILE- mode, providing for the automatic control of altitude, speed, thrust,

and time along the longitudinal axis or VERTICAL PROFILE ofthe aircraft.

The general relationship of the majorcrewcontrolled components of theFMS, with the exception of the interfaces, are shown in Figure 1-1.Components interfacing with the FMS are shown in Figure 1-2.

1-3

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A31O FMS PTLOVS GUTDE

CDU 1 CDU 2

FMS COMPONENTS C59556#

Figure 1-1FMS Components

NorE: Referto the43l 0/4300600 Approved Flight Manualforoperational details of the FCU, ATS, and EFIS.

14

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{.2 SYSTEM GONFTGURATION

Each FMC uses data from two internal reference areas forits calculations:

o The first, contains the engine and aerodynamic models for allperformance, and flight planning computations.

. The second, the navigation database, contains allthe navigationdataselected bythe particularairline. See Section 5.0, NAVIGATIONDATABASE, for specifics.

With reference to Figure 1-2, the box at the bottom lists the variousinputs to the FMC, which coupled with the interfaces detailed in thediagram, and the two main database divisions, allow the wide rangeof flight management tasks of which the system is capable.

Figure 1-2FMS Interfaces

I RS-DME.VOR.I LS.CLOCKADC.FUEL QTY-FUEL FLOWTCC.FAC-FCU.RADIO PANELSEFIS CONTROL PANELS

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1.2,1 Operational Modes

There are two FMCS modes of operation, the Dual Mode and theIndependent Mode.

1.2.1.1 Dual Mode

The normal mode of operation isthedualmode, when both FMCs areoperating together.

c59554#

Figure 1-3Dual Mode

In this case, one FMC is the master (in control) and the other is theslave (obey the master's commands). Both are still independent intheircalculations, however, thefollowing criticalfunctions are controlledby the master.

. Comparison of the two flight plans

. Leg sequencing

. Comparison of aircraft position

ECDU

ECDU

1-6

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Master or slave status is determined by which AP/FD is engaged, orif none are engaged, which FMC is powered up first. Dual FMSoperation is indicated by:

r Both CDUs can display separate pages.

. Simultaneous data insertion, on separate pages, is allowed andcopied in the other FMC.

o Button pushes on either CDU is processed in both FMCs insame order, with control of simultaneous button pushes goingto the master.

1,2.1.2 Independent Mode

Whenever a discrepancy exists in the critical functions, betweenmaster and slave, the two FMCs revert to the Independent Mode,(i.e., each FMC becomes its own master and button pushes are onlyprocessed by the onside (same side) CDU).

This condit ion is' INDEPENDENTPERFORMANCE.

ry,___r_lE lt-:l

c59555#Figure 1.4

Independent Mode

indicated by the scratchpad (SP) message:OPERATION." See Section 8.0, DEGRADED

1-7

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CDU OVERVIEW

2.0

2.1

2.2

2.3

2.4

TABLE OF CONTENTS

2-a Rev 1 Dec/93

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CDU OVERVIEW

The CDU is the primary pilot interface with the FMC, and is mainlyused for longterm (strategic) actions such as flight plan construc-tion, flight plan monitoring and revision, insertions of weights,temperature and wind entries, and performance data initialization.Short{erm (tactical) actions, altitude steps, speed selections, etc.,are also entered on the CDU.

This interface allows the pilot to control the lateral and verticalelements of the flight plan.

LATERAL FUNCTIONS:

o NAV (aircraft position)

o NAVAID tuning (auto and manual)

o IRS al ignment

. Flight plan initialization and modification

. Lateral flight plan display

r Lateral guidance

VERTIGAL FUNGTIONS:

r Vertical profile

o Constraints (time, altitude, and speed)

. Wind and temperature revision

. Step climb or descent

. Predictions (fuel, time, altitudes)

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A3'O FMS PTLOVS GUTDE

2.1 GDU KEYBOARD

The CDU keyboard assembly provides a full alphanumeric keyboardcombined with mode, function, data entry, slew switches, andadvisory annunciators. Also, the keyboard assembly contains twointegral light sensors and a manual knob to control display bright-ness. The general arrangement of the CDU is shown in Figure 2-1 .

trtrtrtr8trtrtrtrtr

O@ trtrEtrtr@@@ trtrtrtrtro@@ trtr@trtro@o trtrtrtr-/-J

15

1. LINE SELECT KEYS2. DIRECT KEY3. FLIGHT PLAN KEY4. MODE KEY5. TAKEOFF/APPROACH KEY6. TACTICAL MODE KEY7. INITIALIZATION KEY8. SECONDARY FLIGHT PLAN KEY9. REFERENCE INDEX KEY,IO- BRIGHTNESS KNOB

14

1 1. ENGINE OUT KEY

13. CLEAR KEY14. ALPHA KEYS15. NUMERIC KEYS16. SLEW DOWN KEY1 7, ANNUNCIATOH-DISPLAY, FAIL18. NEXT PAGE KEY19, PROGRESS KEY20. SLEW UP KEY

Figure 2-1GDU Keyboard

2-2

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2.1.1 Display

The CRT display screen has 14 lines with 24 characters per line. Thepage format is partitioned into four areas. See Figure 2-2.

Title Field - This field is the top line of the display. lt identifies thepage in view and what additional pages of a set are available.

Left Field - This field is composed of six pairs of lines, elevencharacters per line. lt extends from the left side of the screen to thecenter. The operator has access to one line of each pair through aLine Select Key (LSK) on the left side. A line pair comprises a labell ine and a data l ine.

Right Field - This field is similar to the left field, extending from thecenter of the screen to the right side. Operator access is available bya LSK on the right side.

Scratchpad - This field is the bottom line of the screen. Typedalphanumeric characters and FMC generated messages are dis-played on this line. The scratch pads for the two CDUs operateindependently for data entry. The scratchpad accepts entries up to22 characters. The last two character spaces are reserved forvertical slew indicators.

Figure 2-2GRT Display Screen

CRT DISPLAY SCREEN

2-3

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2.1.2 Line Select Keys (LSK)

These are six LSKs on each side of the CRT display. For reference,the left key set is identified Fr-) through @ ; the right key set isidentified FEI through @ . The operator has access to one data lineof each pair through Line Select Key (LSK) on each side.

2.1.3 BRT Knob

The BRT knob allows the operator to manually increase or decreasethe brightness of the CRT display. The back lighted key illuminationis controlled by a remote flight deck control. Annunciators arecontrolled by the master bright-dim-test system.

2.1.4 Function and Mode Keys (Rectangular)

This array consists of 15 keys, 2 of which are not used.

DIR KeyAccesses the DIR TO page and allows the crew toinitiate the DIRECT TO function by manual entry of afixed waypoint, or line selection of a fixed waypoint inthe ACTTVE PRIMARY F-PLN only.

MODE KeyAllows access to the MODE page, which displays thestrategic performance modes. Changes made on thispage etfect performance in all the flight phases.

TACT MODE KeyAllows access to the current flight phase page (climb,cruise, etc.). Changes made to the strategic modes onthis page effect performance only in the current flightphase.

lNlT KeyPressing this keywil l bring the INITA page to the displayon the ground only. The crew can define various initial-ization parameters including ACTIVE F-PLN data andIRS alignment.

@

fTdr-)LUOD,E.'

24

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fT/-lI APPR I-

rFltEELN.'

rmlt-our-J

@

REF KeyAccesses the REFERENCE INDEX page, which allowsfurther access to reference pages pertaining to aircraftconfiguration, stored and defined waypoints, navaids,maintenance, and other user systems.

FPLN KeyProvides access to a leg by leg description of the activeroute. The data includes a listing of real and pseudowaypoints, estimated times of arrival, airspeed / altitudeconstraints, distances between legs, and magneticcourses between legs.

TO/APPR KeyAccesses the TAKEOFF or APPROACH page, as ap-propriate, on which takeoff or approach parameters aredisplayed and/or inserted depending on the flight phase.

SEC FPLN KeyWhen pressed, displays the SEC INDEX page. TheSEC INDEX page allows access to, and functionsrelated to, the secondary flight plan. These functionsinclude copying into, deleting, and activating the sec-ondary f l ight plan. The SEC lNlT pages and al l SECPERF pages are accessible from this page.

ENG OUT KeyHas no specific page associated with it however, press-ing it can cause display of an EOSID, if available, ordisplay of the MODE page with EO prompts.

PROG KeyPressing the PROG key displays dynamic flight infor-mation about the active flight plan including: CRZ FL,present position, distance to destination, etc.

26

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NE"T PAGE KeyProvides access to additional pages of a set whenanother page is required to complete display of data.This capability is indicated by a horizontal arrow on thetitle line. The NEXT PAGE function is closed loop; thatis, it wraps around from the last page to the first page.

VERTIGAL SLEW KeyFor pages longer than the available space on the CRTvertical slewing is used to scroll the display up or down.These two keys are also used for incrementing (ordecrementing) data (LATLONG) by a set amount inparticular data fields. Vertical slew capability is indi-cated by arrows in the last two right hand spaces of thescratchpad. Simultaneous display of up and downarrows indicate upward and downward scrollcapability.

2.1.5 Annunciators

There are four annunciators, two on each side.

DSPY (top left) - llluminates when the flight plan has been sluedand/or the display does not indicate the active situation in the FMC.

FAIL (bottom left) - Indicates the CDU has failed. The screen isblank, except for the message, 'FMC FAIL.'

MSG (top right) - llluminates when a scratchpad message is beingdisplayed or when a message is waiting in the queue.

OFST Oottom right) - llluminates when a parallel offset is active.

2.1,6 Numeric Keys (Round)

These keys enable the operator to enter n umerals into the scratchpadsuccessively from left to right. Alpha and numeric keys may beentered together as required. The slash key (/) is included as part ofthe alpha keys and is used to separate pairs of entries in the samefield; for example, airspeed and Mach (2801.72O), wind direction andvelocity (1041100), or airspeed and altitude (250110000). The trailingentry of a pair is generally preceded by the slash if entered by itself.The leading entry may be followed by the slash but is not requiredif entered by itself.

24

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A37O FMS PTLOT'S GUIDE

2.1.7 Alpha Ketzs (Square)

These keys enable the operator to enter alphabetic characters intothe scratchpad successively from left to right.

2.1.8 GLR Key

The @ key is used to clear messages and data from the scratchpador an individual data field. A single, short press of the @ key willerase the last character of a series of alphanumeric charactersentered. A longer press of the key erases the entire scratchpad. lf thescratchpad is empty, operation of the @ key enters the legend CLRinto the scratchpad. This action may then be followed by pressing aLSK adjacent to the field to be cleared. lf the cleared data field hasa default or FMC-calculated value, the display reverts to this value.lf the cleared data field is a leg in the flight plan, the leg is deletedfrom the flight plan. Pilot-entered data in a field that is normally blankcannot be cleared by the key but may be changed via scratchpadentry. The CLR legend can be removed from the scratchpad bypressing the @ key a second time or by entry of an alphanumericcharacter.

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A31O FMS PTLOT'S OUTDE

2.2 CDU PAGE FORMATS

Pertinent FMC data is displayed on the CRT of the CDU on pagesthat are selected by the function and mode keys, Two sizes of fontare used on the display pages.

Page Title (LARGE Font) - ldentifies selected page and type ofdata displayed below the title.

Ne-t Page Prompt ()) - ln upper right title field. lndicates thatadditional data is available for the page selected.

LARGE Font Display - ldentifies pilot-entered or data base de-rived data.

Bo- Prompts fTTT-n ) - lndicate that data entry is requiredfor minimum FMG operation. This data entry is performed throughthe use of the scratchpad and the corresponding LSK. Entry into abox prompt line is displayed in LARGE font. Dashes in a data fieldindicate that data entry into that field is not allowed or that data isbeing calculated by FMC. The data appears automatically after atime interval and is in sruntl font.

Bracket Prompts ([applicable field.

l) - lndicate optionalentry is possible in the

snaall- Font Display - Represents predicted, default or FMC cal-culated values. When adjacent to an LSK, the data can be changedby pilot entry, in which case, the font will be LARGE.

Scratchpad Line (Bottom Line of Display) - Displays FMS gener-ated messages and keyboard entries.

Vertical Slew Prompts (t.L) - As shown, the prompts indicatethat the latitude or longitude value below the prompts can beincremented or decremented. The slew prompts can also appear tothe extreme right of the scratchpad line. This indicates that the linesof the display can be scrolled to move up or down one line at a time.

Label (smau Font) - ldentifies the data displayed direcfly underthe header.

24I lsa nr dienlaerrra

^f lha i^{^rm.ri^h

^D }hie

^-^6 i- . ' ,hiAi +^ +ha

-ri----

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Page Number (sMqLL Font) - Indicates the page number of a dataset and the number of pages in the set.

Waypoint (LARGE Font) - Waypoint is on the selected route.

Page Prompts ( ( or ) ) - Pressing the associated LSK accessesanother CDU page but no function is performed.

Asterisk (*) - This symbol appears adjacent to an LSK if theactuation of the key will affect the active situation, (e,g., INSERT,CLEAR, ERASE, etc).

Airway (small Font) - ldentifies the published ainrvay betweentwo waypoints.

Symbols (+ or -) - Mean at or above (+); or, at or below (-). Forexample, a +5000 constraint indicates a crossing restriction at orabove 5000.

Specified Turn Arrow (C) - Appears next to the affected waypointindicating a mandatory turn direction, (e.9., ABC C , illustrates a leftturn at ABC).

Dashes (-----) - In a data l ine indicate that data is beingcomputed, is not available, or data entry is not allowed.

Overfly (A) - A triangle symbol next to a fixed waypoint indicatesthat waypoint will be overflown before a course change is made.

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2.3 GDU GONGEPT OF PAGING

CDU screen displays are referred to as pages. Each mode key,except the["EH key, allows access to a specific page containing datapertaining to the page title.

The following foldouts are general diagrams of page sequencingand the data to be found on each page.

Notes regarding these diagrams are:

1. Pages that have vertical slew capability are indicated by oppos-ing arrows at the bottom of the page - they may be slewed ineither direction.

Figure 2-3

2. Horizontal sluing, or the ability to turn the page, is denoted byNext Page (N/P)

3. The page title is underlined, and beneath the title is listed the typeof information found on that page.

4. The (ffiEl and [ffi{] keys display different pages when pressed,depending on the active flight phase.

5. Any page accessed automatically, or by pressing a Line SelectKey (LSK), is shown in the following diagrams. A mode key mustbe pressed to change pages when a page has no exit route inthe diagram.

GEGEEEgoEE(m

GDEDEDED@

@fJ

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trE SEL PAGECLOSEST AIRPORTS

LIST OF BRG DISTAIRPORTS TO EACH

AIFPORT

SEC FUEL PREDICTION

SAME AS ACTIVE UNDERPROG FUNCTION

KEY TEST [E)EFEO

@

EDm

DUPL I CATE

AFTEF ENTFY OFA DUPLICATENAVAID ORWAYPOINT.

NA14E

Figure 24Page Accessing Diagram(sEc F-PLN, REF, PROG)

SEC F-PLN

SAME AS ACTIVE

SEC INDEXc0 l tE FRoi/ lo

HOI,IElI}ESTFUEL

<SEC F-PLN PRED)

COPY ACTIVE T,IODE)

CLEAR SECCiZ FL DESFLXXX FORECAST)

TACTIVATE SEC

SECONDARY MODEc0sT t iDEx54

^r DEsr

AiT EFOIECoN O?tA 1 1.4

i IT FUEL

i lN l l iE

SEC DES FORECAST

ALl I t tXDt 1/ t ) ' / t i

I J / t ) ' / t I

t ) /E J ' /E 7

LGAT / t ) ' /E 1

SEC LAT REV

SAME AS ACTIVEEXCEPT NO EOSID ENTRIESARE ALLOWED

NAVAID | / eI !ENI STATIOX !EC

6EN 03r.1LAT/LONG

44?5,4N/gq9S4,9E NEXT)FREO

1L?.8O PREV)ELV IESELECT

?9?g I lcLA33

VORDI,IEFI€ OF TEIIT

a (raa r i )

REF iNDEXDEF I NE! DEF I XED

( I , IAYPO]NTS NAVAIDS)

( I.IAYPO I NTS NAVA I DS )CLO6EST

<AIRPORTS ACARS)

<SENSOR STATUS AIDS>

(A/C STATUS I, 'IAINT>IIAYPOINTIDEXT

RH33LL^T/LOi6

4337 . |N/OSL??.4E

ELV CATEAORY5SO ?

LEX6TH3499

cR33e6'

DEFINED NAVAID z/zl !Exr sT^Tror !Ec

DAN 13ELAtlLON6

36gg,oN/t1035.5H NEXT)FREO

I 15.60 PREV)Etv xEl

1I7O NAVAID>cLA33

VORD]'IE DELETE ALLFI8 OF iERIT

a ( lsr x i )ASLA-?O6.

Et5cF6-8843

o)iti:6qilAi ^ 'AiSssosos rSECOND DATA

'A5Et6tAY-l lJUtOP PROERAi

PS4061 239-962

PEiF FACTOR+o.o

DEFINED I , , |AYPOINT r / rIDENT

Rl.l t 3LAT/LON€

or?3.5N/6qO56.4E NEXT>

PREV >ELV XEI

?@ I. IAYPOINT)LEX6TH

?iqS DELETE ALLcRs

133'

NEN NAVAIDI !ENT SIATIOf, DEC

ZUE ISELAIlLOt6

37 4? .gN/O2351 .4EFIEC

r15.ggELV

r?gocL^s8

VORTACFI€ OF XETTT

IE] ENTER

NEI.I I.IAYPOINTI !EIT

Rht l3LATlLOXS

rrrn.E/ELE,mPL CE/ IRG / !T5Trrrrn/r-rT'r. o. /E13. D

ELVTTTTN

LEXATHEEEr

cRarrn. ENTER

MAINT

SELF TESI

ANN TEST

<TEST PATTERN

(KEY TEST IRS MONITOR)DAtA 8A6E

AB?gggsgot t l

TRANSI.IIT RECEIVE

IRS MONITOR

DRIFT RATE 83IRU1 99.9 0

IRUa 99.9 0

IRU3 99.9 g

DAYll0i I iaa/42

l lDS DArAt l

ACARSCO RIE

ROUTE t ]i lY

T/O DATA t ]

POS REPORTF.PI i /FL

I . I IND PLAN I ) /E ]

I.IIND CH6slAluS

READY

CSTR ECON CLB r6raclz i lx oPT

Fl?59 FL350 FL250OFST FUEL

r t I PRED)BRB / ! ISI

- - - ' / - - - - ro t lPO3 FRO2EN

4?47.4N/OLI38.9E UPDATETDIar DES

144 ro DEST FoRECAST)i te3.65 tav Al l5.zaSTU-STU R/I TGO-TGO

DES FORECAST

Al l / t tNDE 1/t ) ' / t 1E ) / t ) ' /E )

E ) / t ) ' / t I

LGAT / t 7 ' /E 1

FUEL PREDICTIONAT €IT EFO!

LGAT O2t8 1 1.5LGTS 9.5

8r FOI99.6 t9.6s/FF+F8t lE tav/xO.5/c. tFI i L/ I ! iE TEiP/ITOPO

r.ctOO39 -51l3a.srEXrRA/t t iE CRZ rr t !

7,2/azat aaa. /aaa

Use or disclosure of the intomation on lhis page is sub.iect to the Eslric-lions on the title page of thie document

c6o24r(Fl)*

2-11t12

Chatvi AP45

p.41

SEC F-PLN

SAME AS ACTIVE

SEC INDEXc0 RrE Fioi / to

HO].IE,/DESTFUEL

<SEC F-PLN PREII)

COPY ACTIVE T.IODE)

CLEAR SECCIZ FL DESFLXXX FORECAST)

TACTIVATE SEC

SECONDARY MODECOST INDEI54

^r DEEr

8XT EFOIECoN g?18 1 1.4

i IN FUEL

iIX TTiE

SEC DES FORECAST

ALf / t I iDt 1/ t 1. / t 1

t 1/ t 1 ' /c J

E 7/ t ) ' /E )

LGAr /E ) . /E )

ASIO FMS PILOT'S GUIDE

trE SL PAGECLOSEST AIRPORTS

LIST OF BRG DISTAIRPORTS TOEACH

AIRPORT

SEC LAT REV

SAME AS ACTIVEEXCEPT NO EOSID ENTRIESARE ALLOWED

SEC VERT REV

SAME AS ACTIVE

6pI?B

€E

SEC FUEL PREDICTION

SAME AS ACTIVE UNDERPROG FUNCTION

[E)@

KEY TEST cn@

@

6

EBED

DUPL I CATE

AFTEF ENTRY OFA DUPLICATEMVAIDORWAYPOINT.

Figure 2-4Page Accessing Diagram(sEc F-PLN, REF, PROG)

NAVAID | /?I !ENT STATtOX DEC

6EN 03r,1LATlLOt6

44?5.4N/90904.3E NEXT)FREC

1l2.Ag PREV)ELV DESELECI

?3?S I lcLASS

VORDMEFT3 OF iEi IT

? tras rr l

REF INI}EXDEF I XE! DEF I NED

( I.IAYPO I NTS NAVA I DS )

( I.IAYPO I NTS NAVA I DS )cLosEsr

<AIRPORTS ACARS)

<SENSOR STATUS AIDS)

(A/C STATUS T4AINT)I.IAYPO]NTI DENT

Rt,t33LLAT/LONO

4337 , [N/Ogr??,4E

ELV CATEAORY596 ?

LEi l6TH3499

3e6'

DEFINED NAVAID ?/?IDEXT STÎION D€C

DAN 13ELAT/LON6

3600,9N/1ro35.AA NEXT>FREO

I 15.60 PREV>ELV iEX

IITS NAVAID>cLASS

VORDT4E DELETE ALLFI6 OF iERIT

e ( l3r Nr)A3IS-?SS.

EN5cF6-8043

ACTTVE DATA IASEoTAPR-gAtAY AE?SS650gl

SECOXD DATA EASEa5xAY-! tJUN

oP PioaRîPS4S6L739-967

PERF FACfOR+O.g

DEFINED }IAYPOINT r / rIDENT

Rl.t 13LIT/LOtA

9123.5N/06956.4E NEXT)

PREV )ELV I€T

?O I.IAYPO I NT )!EX6TH

?5Og DELETE ALLcRs

133'

NEI.I NAVAIDI 'Ef , I STA]IOX DEC

ZUE LgELAT/LON6

374?.ON/g?351 .4EFiEE

lt5.ooELVr?oscLASS

VORTACFI6 OF iERIT

I?) ENTERNEI.I I.IAYPO]NT

IDEXTRl.t13

LAT/LON9rrrn.E/l:Ir.8?LACE/ IRE /DI3Trrmnm.tr./trf1.tr

ELVTTTTN

LEN€THFill-lr

cRsrrn. ENTER

I ' lAINT

SELF TEST

ANN TEST

<TEST PATTERN

<KEY TEST IRS MONITOR)DATA IAAE

AB?gaqdSgL t l

TRANSMIT RECEIVE

IRS MONITOR

DRIFT N TE 83IRUI 99.9 g

IRUa 99,9 0

IRU3 99.9 0

!At l iotTHa5/a?

At ls DATA

ACARSCO RTE

ROUTE t ]i lY

T/O DATA T ]

POS REPORTF-PLX/FL

I . I IND PLAN E ) /T ]

r.rlND CH6STATUS

READY

CSTR ECON CLB ssracRz t^x oPT

Ft?59 FL35g FL?50OFST FUEL

r t I PRED)BR6 /DTSI--- ' / - - - - 10 t l

?os FRozEt4?47.4N/grt3e.9E UPDATETl t8r DES

144 ro DEST FoRECAST)Rta8.5t {AV Al l5.7aSTU-STU R/I TGO-T6O

DES FORECAST

Alf / { I tDE )/ t 7 ' / t )

E ) /E ) ' /C 1

t 1/c ) ' / t JLGAT / t ) . / t t

FUEL PREDICTIONAT €i ' EFOI

LGAT O?tS 1 1,5

LGTS 9.5at Fol

99.4 |3.60/FF+FOilE Rsv/rO.5/a. tFIIAL/I IXE TEiPlTROPO

r.et6O3@ -5r lasa3iEXIIA/ l l i€ cRz xt tD

7.2/azat aaa. /aaa

Use or digclosure of the infomation on this page is subject to the Estriciions on lhe tille page of this document.

c6o27r(Rl)*

2-11t12

Chatvi AP45

p.42


SID raor LSGGgIDS RHYS

FRISN <SEL) <SEL) S5TRAXS EOSID

NONE EOOsRE'IAIXI]{8 RE}IAt NtN6glDS RI{YS

DIJ1A 23

DIJEN

*INSERT RETURN>f

F-PLAN A

HPT TII,IE SPD,/ALTvtA

HPT TIME SPD,/ALTvtA

I. IPT TIME SPD/ALTYtA

HPT TIME SPD/ALTvtA

I, . IPT TIME SPD,/ALTv!A

HPT TIME SPD/ALTtJ

F-P[.N B

!.IPT TEItlP HINI)vtAlDlsT

HPT TEl|lP I.I I NI)vlA/DIST l

HPT TEI ' . IP HINDYtAlDIST

IÎPT TEi4P I.I I NI)YIA/DIST

HPT TEI. IP HINI)vIA./Dtsr ?J

HPT TEI.,IP

APPR TRANS TO ARPT

LIST OFAPPR TRANSFOR INSERTEDSTAR.APPR

STAR To LGATSTARS APPRS

TGRlA <SEL> <SEL) ILS33RTRAt{3

NONE REIÎNrNBAPPRS

REr^txtxB VORISLSTARS

ARG1D VOR33R

ARG1E 151

TINSERT RETURN>tJ

AHY FROM ]..IPT

LIST OFAIRWAYSFROM REVISEPOINT

LAT REV rno; HPT465f! . gN / g68e 5, gE

<SID STAR>

<AIRI. IAY HOLD>vIAl60 T0

*[ 1/ t ] PRoc T>I IEI{ I {PT CO RTE

*[ ] t l *IEI I RTE IO

blPf /t l*

TENABLE ALTN RETURN>

VERT REV rr HPT +EF0E------ EXTRA------

SPD BNT*t I t l *

AT OR AEOVE*L I

AT ALT CLI SPD LII I*[ ] ?59/16600

Ar oR tEL0rrT ] STEP PRED>

RETURN)STEP r r HPT

STEP IO FL TII IE/DISTFL330 60?2/ t67

} I IND AT FLI l ' / t )

FUEL TIIE CO9T

TINSERT RETURN)

HPT. 0N Al.tY

LISTOFWAYPOINTSON SELECTEDAWY

PROC T rr l.,lPT

E CRS

D!ST

cRs

+INSERT RETURN>

VERT REV rr HPT tEF0B.-- , - ExtR^.- . -

* I l

I I I ND*t l ' l t l

DATABASE HOLD rr HPTINE CRS TII IEIDIST

TURN

TRIP LI I I IT TI I IE/FUEL---- /----

RTE RSV/I ALTN/FUELALTN

FINAL./TI} IEN0 ALTNr

TINSERT RETURN>RETURN TO THEF-PLN PAGE WHICH WASLAST DISPLAYED c60272(R1)#

Figure 2-5Page Accessing Diagram

(F.PLN, LAT REF, VERT REV)

U8e or disclooure of lhe intormation on this page is sub.iecrt to the restric{ions on the title page of this document.2-13t14

Chatvi AP45

p.43

@ED

ED

6!@

GD

6D@

EE@

@

6E@

A31O FMS PILOVS GU'DE

LS KEY FROMSEC INDEX(RTES APPLY TOsEc F-PLN)

(ID

@D

ED

6D

6!GD

TAKEOFFY I R]IY

VRfT-n

v? rFcul148

FLP RETRF=163

SLl RETR EOS=195

VFTO0=235

T.O St{ lFlSELECTI

THR RED?67 a

ACCEL4?70

EO ACCEL

"97 g

THR REI)?a7D

APPROACH)

vt

VRn-n

v?

FLPF=163

SLATS=196

VFTOO=?36

TAKEOFFFLEX R]IY

SLAT/FLAP THR REI)- - / - - aa7 sIRI} I ACCEL

437URETR ED ACCEL

?s7 0RETR ED THR REt)

297 g

APPROACHLANDINO Lt l=128.3CONFIG

VFTO.2e / ?B O=??8

SLT RETR3O/4A 5=194

- FLP RETRVepp=144 F=159

I { IND CORRs MDA=365

<G0 AROUND FINAL APPR*

GO AROUNDRIY33R

THR REI)1575

ACCELt57g

FLP RETR EO ACCELF=159 r iTa

SLT RETR EO TI{R REI)5=195 rs7.

VFTO0=2?9 APPR0ACH)

ECON CLBcosT t I I tEx36 Ar DEst

GTT EFOIECoN tLoT 9.6. t l IN FUEL

ri l lN r l iE

ICONFIRM ENG OUT CLEAR*

"l, loDE"COST INIIEX54O

^r DEsr

OXT EFOSEC0N L?39 ?O.?

. | | I i l FUEL

.t l lN Tl i lE

DESPRED TO

FLTSEBTI DIST

.ECON

. r lAX DES t3eg 22sPD

?59 t34s a8

cRzPRED TO

FL37OO}IT DIST

ECoN 1?30 e5

.FAX END LZee eeSPDt l

.a?

CLBPRED TO

F L?556l l r D I ST

ECoN 1?30 ?5

.HAX CLB l22a 2?SPD

t l

DIR TO

SIMILAR TOF-PLN PAGE A WITHDIR TO PROMPT INLINE 1

INIT B 'tAxI FoE ILOC|(

e , 4 ?e . .s ?g.OTRIP/TII IE i lZFl t ZFIIr r ,s/s"se 108.9RTE RSV/Z l tT06l{ l0Grls.E/5.@ res.5ALTi l L]{

?,4 116.7FII{ALlTI I , |E NAX FL C6

z.z/OQ3O FL37g ?i .gEXTRA./TI t , IE OPT FL CRZ

2.7 / ts?7 FL345 FL37O

INIT A )CO RTE

?o441ALTN RTErrrrrrnl r r fJ4614.4NCOST INDEX30CRZ FLFL37AFLT I I }

FR0r/ r0LSG6/LGAT

ALTNrrrrnLONB

og6a6.6E

ALIGN IRSTEITP/TROPO

-58,/3669tCRZ TINDeeg. / age

ARPT PAIR L/?

CO RTE

FLIGHT PLAN FIOUTE(WAYPOINTS AND AIRWAYS)

*INSERT RETURN>

c60273(R1 )#

Figure 2-6Page Accessing Diagram

(TACT MODE, MODE, tNtT, ENG OUT,DtR, TO/APPR)

Use or disclosure of the infomation on this page is subjecl to the Estric{ions on the title page of this document.2-15t16

Chatvi AP45

p.44


2.4 WN(POINT FORMATS

LEG(s) EXAMPLE DESCRIPTION MCDU SITUATION CONDITION

TF

Track betweentwo fixes(Great Circle) IÎPT

Direct to fixfix to fixintercept tofix

When firstline is blank,a direct leg isassumecl"

I,.IPT


When firstline is blank,a direct leg isassumed.

VA

UNSPECIFIED Heading to analtitude(positionunspecified)

HXXXHHHHH

Heading toaltitude

XXX is headingHHHHH.terminatingaltitude

CF

Course to a fix

cxxx.I,,IPT

Course tofix

XXX is thedefined course.

DF

UNSPECIFIEDPOS|TION

/_.r1\ DIRECT\JD-FLEG- O

A-

Computed trackdirect to a fix

I,,IPT


When first lineis blank, adirect leg isassumecl

FA

Course from afix to an altitude

l"lPT x x xHHHHH

Fix to analtitude

XXX is coursefrom thepreviouswaypoint.HHHHH isterminatingaltitude.WPT is thefirst threecharacters ofthe ident ofthe fixedwaypoint fromwhich thecourse isdefined.

G3641-06-002#

2-17 Rev 1 Dec/93

Chatvi AP45

p.45

A37O FMS PTLOVS GU'DE

2,4 WAVPOINT FORMATS (cont)


TFAFLEG

Track betweentwo fixes (TF)tollowed by aconstant DMEarc to a fix(AF)

I,.IPT


When first lineis blank, adirect leg isassumed.

I"IPT


When first lineis blank, adirect leg isassumeo.

DDi lPT

NAV

Course to fix DD is thedistance oJ thearc is definedfrom. WPT isthe terminatingwaypoint.

Course from afix to a distanceconverted tocourse to a fix

cxxx'i lPT

Course to fix XXX is thedefined course

UNSPECIFIEDPOStTtON

+ffi.d

Course to analtitude (positionunspecified) CXXX

HHHH

Course to analtitude

XXX is thecourse HHHHFterminatingaltitude.

CD

Course to a DMEdistance

cxxx'NAV,/DD

Course to aDME arc

XXX is thecourse NAV isDME stationDD is DMEdistance.

ut-CF

oroy'€c0900 -cFLEG

Course to a nextleg Cl followedby a course to afix (CF) interceptpoint undefined

cxxxI NTCPT

Course tointercept leg

XXX is course.The followingleg definesthe intercepttermination.

CI LEG

cxxxI,,IPT

Course to fix XXX is thedefined course

G3641 -06-003#

Rev 1 Dec/93 2-18

Chatvi AP45

p.46

A3'O FNilS PILOT'S GUTDE

2.4 WN(POINT FORMATS (cont)


IF d

lni t ial l ix

NPT

Direct to fixfix to fixintercept to fix

When first lineis blank, adirect leg isassumeo.

PBXNN

Fix to fixdirect to fix

Place-Bearing/Place-Bearingwaypointdefined by thepi lot. NN isthe definedwaypointsequencenumber.

LLNN


The waypointwas a LAT/LONG input bythe pilot. NN isthe definedwaypointsequencenumDer.

PBDNN


Place/Bearing/Distancewaypointdefined by thepi lot. NN isthe definedwaypointsequencenumDer.

PF

Procedure turn(PF)

'.IPT

Direct to tixfix to fixintercept tof ix

When f irst l ineis blank, adirect leg isassumeo.

PROCTHPT

Course to aVOR radial

A PF replacesa PI-CFCombinat ion.The terminatiorof the PF legis the fix ofthe or ig inal CF.

G3641-06-004#

2-'lS Rav 1 l.)ec/93

Chatvi AP45

p.47

AS|O FMS PTLOVS GUIDE

2.4 WAYPOINT FORMATS (cont)


CR

Course to aradial terminationintercept pointundefined

cxxx.I"IPT RRR

Course to aVOR radial

XXX is courseRRR is radialfrom WPT.

VD

Heading to DMEdistance

HXXX'\AV,/DD

Heading toDME ARC

XXX isheading-NAVis DME station,DD is DMEdistance.

vt-CF

,+ozo./v

Hogoo /CF LEGfiLEG7-

Heading to nextleg (Vl) followedby a course to afix (CF) interceptpoint undefined

HXXXI NTCPT

Heading tointercept leg

XXX isheading. Thefollowing legdefines theintercepttermination.

cxxx'l,.IPT

Course to fix XXX is thedefined course.

VR

Heading to aradial terminationintercept pointundefined

HXXXhPTRRR

Heading toVOR radial

XXX is headingRRR is radialfrom WPT

FMRADAR

X9l-vEcroRsVA FMLEG

Course from afix to a manualtermination

r . lPTxxxMANUAL

Course fromfix withmanualtermination

XXX is thecourse. Thecourse is fromthe previouswaypoint. WPTis the first thre€characlers ofthe ident of thefixed waypointfrom which thecourse isdefined.

G3641-06-005#

Rev 1 Dec/93 2-20

Chatvi AP45

p.48

A37O FMg PTLOT'S GI'IDE

2.4 WAYPOTNT FORMATS (cont)

Holding patternterminating

Automatically atthe fix after onefull circuit (HF)

Automatically ata fix afterreaching analtitude (HA)

Manually (HM)

When first linels blank, adirect leg isassumed.

L is directionof bank (L-teft,R-right).


HOLD LHHHHH

Holding to analtitude

L is directionof bank (L-left,R-r ight).HHHHH-terminatingaltitude.


DLCXXX

Holding withmanualtermination

XXX is theinbound couto the holdingpattern fix. L isdirection ofbank (L-left,R-right). WPTis the holdingpattern fixwhich may bea fixedwaypotnt orT.P.

Course from afix to a DMEdistance


CXXX'NAV,/DD

Course to aDME Arc

XXX is thecourse, NAV isDME station,DD is DMEdistance.

G3641 -06-006#

2-21 Rev 1 flon/O?

Chatvi AP45

p.49

Chatvi AP45

p.50

FLIGHT PHASES

3.0

TABLE OF CONTENTSPAGE

FLIGHT PHASES . . .3.1.1

PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.1-13.1.1 Power-up - Aircraf t Status Page . . . . . . . . . . . . . . . . . . . . . .3.1-1

3.1.1.1 Data Base Select ion . . . . . . . . . .3.1-23.1.2 ln i t ia l izat ion . .3.1-3

3.1.2.1 INIT A Page.. . . . . . . . . . . . . . . . . . . . . . .3.1-33.1 .2.2 Route Select ion Page . . . . . . . . . . . . . . . . . . . . . . . . . . 3. 1 -93.1.2.3 lNlT B Pa9e.. . . . . . . . 3.1-103.1.2.4 Pseudo Waypoints 3.1-14

3.1 .3 Fl ight Planning 3.1 -1 63.1 .3.1 Waypoint Str inging 3.1 -1 I3.1.3.2 Lateral Revisions 3.1-19

3.1.3.2.1 SID/RWY Select ion . .3.1-223.1.3.2.2 WPT/NAVAID Entry .3.1-243.1.3.2.3 NEW WAYPOINT

Function .3.1-253.1.3.2.4 AIRWAYS Page.. . . . . . . . 3.1-263.1.3.2.5 CO RTE . .3.1-283.1 .3.2.6 Waypoint Insertion/

F-PLN A and B Pages 3.1-283.1.3.2.7 Waypoint Deletion on

F-PLN A and B Pages 3.1-293.1 .3.2.8 F-PLN Discontinuity

- Purpose/Clearing ..3.1-313.1.3.3 F-PLN A Page . .3.1-323.1.3.4 F-PLN B Page . .31-343.1.3.5 VERTICAL Revisions 3.1-36

3.1.3.5.1 Time Constraint Entry 3.1-373.1.3.5.2 Speed Constraint Entry. . . . . . . . . . . . . .3.1-41

3.1.3.5.2.1 Vertical RevisionPagesA&B 3.1-43

3.1 .3.5.2.2 Speed Limit . . . . . . . . . . . . . . . . . 3.1 -473. 1 .3.5.2.3 Thrust Reduction

Alt i tude . . . . . . .3.1-48

3.1

ei

Chatvi AP45

p.51


3.1 .3.5.2.4 AccelerationAlt i tude . . . . . . .3.1-48

3.1.3.5.3 Al t i tude Constraint Entry . . . . . . . . . . . . 3.1-493.1.3.5.3,1 Step Altitude/

Predict ion Page . . . . . . . . . . 3.1 -503.1.3.5.3.1.1 tMM

CLB/IMMDES . . . . . . . . . . . . 3. 1 -59



3.1.3.5.5.2 Tact ical ModePage.. . . . . . . ,3,1-64

3.1.3.6 Fl ight Plan Check.. . . . . . . . . . . . . . 3.1-693.1.3.7 Copy Act ive. . . . . , . , . . . . . . . 3.1-72

3.1.4 Transition to Takeoff Phase 3.1-73

3.2 TAKEOFF.. . . . . . . , . . , . . . .3.2-13.2.1 TAKEOFF Page.. . . . . . . . . . .3.2-2


3.2.2 Departure Runway Change 3.2-113.2.3 Speed Changes 3.2-133.2.4 GW and CG Update . . . . . .3.2-153.2.5 Manual NAV Radio Tuning 3.2-163.2.6 PROG Page.. . . . . . . 3.2-17

3.2.6.1 FMC Position Update 3.2-203.2.6.2 NAVAID Tuning 3.2-223.2.6.3 Fuel Prediction Page. 3.2-233.2.6.4 Bearing/Distance To ............ 3.2-25

3.2.7 Takeoff Roll ..32-263.2.7.1 Position Update 3.2-263.2.7.2 FMA Indicat ions . . . . . . . . 3.2-263.2.7.3 NAV Engagement 3.2-283.2.7.4 Prof i le Engagement. . . . . . . . . . . . . . 3.2-30


3-ii

Chatvi AP45

p.52


3.3 CLTMB . . .3.3-13.3.1 Return To Autotuning . . . . .3.3-43.3.2 Emergency Return - New Destination

Def ined . . . . . . . .3.3-53.3.2.1 Engine Out Page . . . . . . . . . . . . . . .3,3-6

3.3.2.1.1 EO F-PLN Pages . . . . .3.3-83.3.2.1.2 EO Strategic Mode Page . . . . . . . . . . . 3.3-1 03.3.2.1.3 EO Drift Down Situational

Mode . . . . . . .3.3-123.3.2.2 New Route To . . . . . . . . . . . . . . . . . .3.3-16

3.3.3 Cl imb Performance Change.. . . . . . . . . . . . . 3.3-183.3.3.1 Tactical Mode ...3.3-193.3.3.2 Strategic Mode .3.3-21


3.4 CRUISE . . . . . . . . . . . . . . . . . .3.4-13.4.1 Si tuat ional Modes . . . . . . . . . .3.4-1

3.4.1.1 IMM DES Mode . . . . . . . . . . . . . . . . . .3.4-23.4.1.2 Decel Mode . . . . . .3.4-33.4.1.3 IMM CLB Mode . . . . . . . . . . . . . . . . . .3.4-53.4.1.4 Engine Out Drift Down (D/D) Mode .....3.4-7

3.4.2 CRZ ALT Changes.. . . . . . . . . . . . . . . . . . . . . . . . . .3.4-73.4.3 Cruise Performance Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4-9

3.4.3.1 Wind Entry in Cruise 3.4-123.4.4 Parallel Offsets 3.4-153.4.5 Fuel Predictions 3.4-183.4.6 Descent Preparations......... 3.4-19

3.4.6.1 RWY/STAR Selection ........3.4-2O3.4.6.2 RWY Change Option 3.4-233.4.6.3 DES Forecast Page 3.4-24

3.4.7 Transition to Descent Phase 3,4-26

3.5 DESCENT . . . . . . . . . . . . . .3.5-13.5.1 Descent Vertical Profile Guidance ...3.5-13.5.2 Descent Vert ical Revis ions . . . . . . . . . . . . . .3.5-5

3.5.2.1 MAX DES Tact ical Mode . . . .3.5-73.5.3 Along Track Offsets .......3.5-7

3.5.3.1 ATO Waypoints. . . . . . . . . . . . . . . . . .3.5-7

3-i i i

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3.5.4 Holding . . . . . . . . . . . . . . . , , , . . . . . . . . .3.5-93.5.4.1 Holding Pattern Types .......3.5-93.5.4.2 Hold Page . . . . . . . .3.5-103.5.4.3 Holding Pattern Exi t . . . . . . . . . . . 3.5-16

3.5.5 Transition To Approach Phase ........3.5-17

3.6 4PPROACH.. . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-13.6.1 Approach Page . . . . . . . . . . . . . .3.6-13.6.2 FMA Indicat ions . . . . . . . . . . . . .3.6-43.6.3 Procedure Turns . . . . . . . . . . . .3.6-6

3.6.3.1 Procedure Specified PROC T............. 3.6-63.6.3.2 Manual Terminat ion PROC T.. . . . . . . . . . . . . 3.6-7


GO-AROUND... . . . . . . . . . . . . . . . . . . . . .3.7-13.7.1 Go-Around Pa9e.. . . . . . . . . . .3.7-13.7.2 Missed Approach Route . . . . . . . . . . . . . . . . . .3.7-23.7.3 Second Approach To Destination ... .3.7-53.7.4 Diversion To Alternate .. .3.7-63.7.5 Transi t ion To the DONE Fl ight Phase . . . . . . . . . . . . . . .3.7-9

DONE PHASE . . . . . . .3.8-1

3.7

3.8

3-iv

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FLIGHT PHASES

The operation of the FMS is described in this section using ascenario that might occur on an actual flight, with digressions wherenecessary to fully explain a particular function, or to expand on themeaning of each data line on each CDU page. The primary featuresof the system are demonstrated as the flight proceeds to itsdestination. Figure 3-1 i l lustrates a typical FMS profi le fromPREFLIGHT, through the seven normal flight phases.

TOP OF CLIMBINITIAL CRUISEFLIGHT LEVEL TOP OF DESCENT

SPEED LIMITALTITUDECONSTRAINT

SLATS/FLAPSFXTENDED

EARLYDESCENT

REDUCTIONALTITUDE

Figure 3-1Flight Management System Profile

Operation of the Honeywell FMCS is defined by these flight phases,and automatic sequencing through each phase occurs as the flightprogresses toward its destination. Each flight phase sequence isexplained at the end of the appropriate subsection.

NOTES:

1. The CDU pages illustrated in this guide are accurate insofaras data type, layout, and scaling is concerned, however,they do not represent real situations and should not beinterpreted as such.

2. Frequent reference to APPENDIX B, DATA FORMAT, isrecommended until the reader is familiar with the requiredformat of all pilot-entered data.

SPEED LIMITALIITUDECONSTRAINI

ACCELERATIONALTITUDE

CLIMBPHASE

CRUISEPHASE

PREFLIGHTPHASE

APPROACHPHASE

TAKEOFFPHASE

DESTINATION

3-1

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PREFLIGHT

3.1

TABLE OF GONTENTSPAGE

PREFLTGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.1-13.1.1 Power-up - Aircraf t Status Page . . . . . . . . . . . . . . . . . . . . . .3.1-1

3.1.1.1 Data Base Select ion . . . . . . . . . .3.1-23.1.2 ln i t ia l izat ion . .3.1-3

3.1.2.1 lNlT A Page.. . . . . . . . . . . . . . . . . . . . . . .3.1-33.1.2.2 Route Select ion Page.. . . . . . . 3.1-103.1.2.3 lNlT B Pa9e.. . . . . . . . 3.1-113.1.2.4 Pseudo Waypoints 3.1-15

3.1.3 Fl ight Planning 3.1-173.1.3.1 Waypoint Stringing 3.1-203.1.3.2 Lateral Revisions 3.1-20

3.1.3.2.1 SID/RWY Selection ..3.1-243.1.3.2.2 WPT/NAVAID Entry .3.1-263.1.3.2.3 NEW WAYPOINT

Funct ion .3.1-273.1.3.2.4 AIRWAYS Page.. . . . . . . . 3.1-283.1.3.2.5 CO RTE . .3.1-303.1 .3.2.6 Waypoint Insertion/

F-PLN A and B Pages 3.1-303.1.3.2.7 Waypoint Delet ion on

F-PLN A and B Pages 3.1-313.1 .3.2.8 F-PLN Discontinuity

- Purpose/Clearing .. 3.1-333.1.3.3 F-PLN A Page . .3.1-343.1.3.4 F-PLN B Page . .3.1-373.1.3.5 VERTICAL Revis ions 3.1-38

3.1.3.5.1 Time Constraint Entry 3.1-393.1 .3.5.2 Speed Constraint Entry. . . . . . . . . . . . . . 3. 1 -43

3.1 .3.5.2.1 Vertical RevisionPagesA&B 3.1-45

3.1 .3.5.2.2 Speed Limit . . . . . . . . . . . . . . . . . 3.1 -493.1 .3.5.2.3 Thrust Reduction

Alt i tude . . . . . . .3.1-503.1 .3.5.2.4 Acceleration

Alt i tude . . . . . . .3.1-50

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3.1.3.5.3 Al t i tude Constraint Entry . , . . . , . . . . , . 3.1-513.1.3.5.3.1 Step Altitude/

Predict ion Page . . . . . . . . . . 3. 1-533.1.3.5.3.1.1 tMM

CLB/IMMDES . . . . . . . . . . . . 3.1 -61



3.1.3.5.5.2 Tactical ModePage.. . . . . . . .3.1-67

3.1.3.6 Fl ight Plan Check.. . . . . . . . . . . . . . 3.1-713.1.3.7 Copy Act ive. . . . . . . . . . . . . . . 3.1-74

3.1.4 Transi t ion to Takeoff Phase.. . . . . . . . . . . .3.1-74

3.1- i i

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3.1 PREFLIGHT

During this phase, the data base cycle is validated, weights areinitialized, certain performance parameters are selected or modified,and flight planning is accomplished.

3.1.1 Power-up - Aircraft Status Page

The Aircraft Status page is normally displayed when the crew firstenters the cockpit. (See Figure 3.1-1.) Display of this page resultsfrom any one of the following:

r Automatically when power is first applied to the FMCS.

o Automatically at shutdown of the second engine when fuel flow isbelow 440pph (200k9/h).

. Manually through the REF INDEX page. (See Section7.2.)

@

GEEEEEEE@

A3L@-"OO.OOENG

JT9D-7R4D 1ACTIVE DATA BASE

a8ocr-e4N0v ABa82r?66rSECOND DATA BASE

25NOV-2eDECOP PROGRAI, I

PSta607

PERF FACTORS+1.7

Figure 3.1-1

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The purpose of the AIRCRAFT STATUS page is to display theperformance and navigation data base parameters for which theparticular FMCS is configured, including:

Title Line - Aircraft model and series

@ Engine type.

@ Effective period of the active Nav Data Base.

@ Customer code, cycle date, and sequence number of thedata base.

@ Effective period of the second NAV Data Base.

@ FMC program reference number,

@ Performance Factor - a number with a range of + or - 9.9,reflecting the A/C performance status, a measure of aircrafUengine efficiency from nominal, on which all FMC performanceand prediction calculations are based. Forexample, a positivePERF FACTOR effectively decreases the entered cost indexand increases the predicted fuel flow.

NOTE: Selection of an appropriate PERF FACTOR is amaintenance engineering function, and although thisvalue may be modified by the crew, such practice is notrecommended.

3.1.1.1 Data Base Selection

The second Nav Data Base may be activated by pressing LSK [sD,Figure 3.1-1 . This action causes the two effective periods to changepositions on the page. The active NAV Data Base effective period isalways displayed in LARGE font.

GAUTION

Ghanging data bases, on the ground or in flight,erases all previously entered data including flightplans. In flight, depending on mode engagement,this action can also cause the A/P to disengage.

3.1-2

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3.1.2 lnit ial ization

There are two initialization pages, lNlT A and lNlT B. Both containdata that is pertinent to the flight and which must be inserted to allowthe FMCS to function.

NOTE: lNlT A and lNlT B pages are available only in thePREFLIGHT and DONE flight phase before secondengine is started or after second engine is shutdown'

3.1.2.1 INIT A Page

The lNlT A page is accessed by pressing 16s [ffi] mode key on theCDU. This page allows the crew to initialize cost index, define theorigin/destination (or company route), cruise flight level, cruise wind,etc., and provides access to the lNlT B page. lf the lNlT A page isdisplayed at engine start, the display reverts automatically to theF-PLN A page.

Figure 3.1-2

See Note: Page 1-1 for QIP (Quality lmprovement Package).

EE)GECE6E60GE

ALTN RTE

LAT LONG

:9: t INDEx

CRZ FL TEI{P/TROPO/ eesss

CRZ ] ' INI '

ALTN

3.1-3

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@

@

CO RTE/FLT - Boxes are initially displayed indicating thisdata is mandatory. Either one, or both the CO RTE and flightnumber may be entered. 1@ figure 3.1-3.) The data isseparated by a slash ( / ) when entered together, or when theflight number is entered alone it is preceded by a slash. Theslash is omitted if the CO RTE is entered alone.

CO RTE (OlP ONLY) - Enter company route designator.Entering the CO ROUTE automatically fills in the FROM/TOfield. lf any part of a CO ROUTE is modified later in the flight,the CO ROUTE field is blanked, since it is no longerexactly asoriginally stored.

NOTES:

1. l f therearenoroutesstored inthedatabase, oncethe FROM/TO is identified, the crew must manually "string" the route onthe F-PLN page by entering the departure, airways, waypoints,and arrival.

2. lf the nav data base effective date does not match the aircraftclock date, the MCDU Scratchpad (SP) message "CHECKDATA BASE CYCLE'is displayed.

3. lf the CO RTE entered does not exist in the active nav database, a message'NOT lN DATA BASE'is displayed in thescratchpad.

Flight lD entry boxes are ( Figure 3-4) and Page 3.1-7.

The CO RTE field is also filled when a CO RTE is selected onthe ROUTE SELECTION page. (See Section 3.1 .2.2.) Selectionof a GO RTE completes the flight planning function except forselection of the departure and runway. (See Section 3.1.3.2.1,SID/RWY SELECTION, and Figure 3.1-10, FLIGHT PLANS.)

3.14

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@ FROM/TO - Enter lcAo identifiers for origin and destinationairport separated by a (/) in this data field. The FROM/TO fieldis filled automaticaity when a CO RTE is defined in @, ormanually from the scratchpad (SP), e.g., with LSGG/LGAT inthe sP 1-rigure 3-4), pressing LSK [lE.l inserts this airport pair

into the boxes and the RoUTE SELECTION page is displayed.(See Section3.1.2.2.)

m€n*

G'tr

GEEEEO@


Figure 3.1-3

LATandLONG - IRS/FMPositionVerification: Withentryof a CO RTE or FROM/TO in line 1 , the LAT/LONG of the origin(FROM) airport reference point is displayed in this line. Thesevalues may be increased or decreased in 0.1 minute units, atthe pilots option, to actual gate position coordinates, as indi-cated by the slew symbols (fJ) adjacent to LAT or LONG(see Fijure 3.1-4). The slew keys of the CDU are used [--l-l[-Tl , with each key press the LAT/LONG value changes by0.1 minute per second), to the maximum of 90 degree (LAT),and 180 degree (LONG). Only the magnitude may be changedin thisway. Theslewsymbols may be moved from fgn to @,or vice versa, by pressing the LSK adjacent to the desiredfield. LAT/LONG may also be changed by typing thecoordinates into the SP and transferring the data by pressingthe LSK adjacent to the desired field.

@@

-> INIT )

co RTE FLT FROM/ TOrtffiYnfn rrrrr-l/rrrrnALTN RTE ALTN

LAT LONG

99:t INDEx

CRZ FL TENP/TROPO/ gesgs

? , l -F Rev 1 Dec/93

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A3'O FMS PILOT'A GUIDE

The cardinal directions (N, S, E, W) may either precede orfollow the numeric LaVLong data when entered. A combinedentry of LAT/LONG is not possible. Each must be enteredseparately in the scratchpad. The degrees and minutes arerequired but the tenths are optional and will fill with zeros. Thesame filling occurs with leading field zeros.

NOTE: See Section 6.0, ISDU OPERATION, formanualpositionentry via the ISDU.

This latitude and longitude is used to initialize the IRS and thus veryaccurate position entries are desirable. The smaller the initializationinput errors in LaVLong, the better the IRS performance will be overtime. Inertial system accuracy is improved by updating the aircraftposition to the gate coordinates versus the less accurate Nav DataBase airport reference point.

The Honeywell IRS will accept LaVLong input errors that differ frompower down last stored data by plus or minus one degree during thefull alignment. The stationary IRU uses the earth's rotation rate todetermine the True Heading and latitude of the aircraft. At the end ofthe align period, only latitude must pass another special Built-ln TestEquipment (BITE) comparison with the lRUs measured value oflatitude.The IRU cannot determine the Longitude from the earth'srotation rate and will accept any good longitude as its startingposition. Therefore it is the pilot's responsibility to ensure that thecorrect Longitude is entered.

@ COST INDEX - The COST INDEX field is dashed until a CORTE or FROM/TO entry is made, then boxes are displayedunless the CO RTE also has a cost index stored with it, in whichcase it is filled in with the other CO RTE data.

The COST INDEX is a ratio of the cost of flying time, to the costof fuel. lt is determined by dividing the dollar cost per hour ofoperating expense of the aircraft, excluding fuel, by the cost offuel in cents per pound or dollars per kilogram. The lower theCl the slower the speed for better fuel savings. The higher theCl, the greaterthe speed, which saves time and time-dependentoperating expenses. Values from 0 to 999 are allowed for entry,although there is no significant effect for values above g9 when

Rev 1 Dec/93 3.1-6

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AS|O FMS PILOT'S GUTDE

computations are made using cost per kilogram of fuel. Whenthe pin selection to display "Pounds of Fuel" is made, then thelimit for the same effect is approximately 132. This value isusually established by each airline. lt is modifiable by the crewvia the MODE page during various flight phases and may bemanipulated to meet user needs, i.e., ATC or other speedrequirements.

@ ALIGN IRS - This prompt is displayed when any one, of thethree lRUs is in the align mode, orthe LAT or LONG is changedafter the prompt is pressed.

Pressing LSK l4il initiates IRS alignment to the positiondisplayed on l ine 3. (See Figure 3.1-4.)

The prompt does not reappear unless the position entered online 3 is changed by the crew. Changes to PPOS during the last30 seconds of align mode can extend the alignment periodapproximately 1 minute for BITE checks.

The SP messageALlGN IRS is displayed anytimethatthe pi lotleaves the lNlT A page before initiating the last phase ofalignment by pressing LSK tZR'|. See Figure 3.1-6, O.

CRZ FL - The cruise flight level is either taken from database, with the CO RTE, or is manually entered by the crew. TheMAX FLfortheA3l0 series is F1410. (QlP ONLY) TheA300-600 is limited to FL400. Additionally, someA300-600's have aswitch in the cockpit that lowers the MAX FL to FL350.

TEMP/TROPO - The cruise temperature and tropopausealtitude may be entered or modified by the pilot. Dashes aredisplayed, and data entry is not al lowed, unti l the CRZ FL isdefined in [sfl. Cruise temp, unless entered by the pilot isdefaulted to ISA for the altitude defined in GD.

TROPO altitude defaults to 36,090 ft. MSL, but may be modifiedif desired.

@

@

3.1-7 Rev 1 Dec/93

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@ FLT lD (OlP ONLY) - The FLT lD (up to 8 characters) ispassed on to the_Mode S transponder, aids system, and flightdata recorder (@ Figure 3.1-3). The FMC extracts the firststring of digits from the FLT lD to create the FLT NUM displayedat the top of the F-PLN A & B, MODE and other pages. Forexample, if HWL1234A is entered into the FLT lD, the FLTNUM is set to 1234.lf HWL56B78, the FLT NUM is set to 56.because the "B" terminates the first string.

CRZ WIND - Dashes are displayed in this field until the CRZFL is defined in GD. Default value is then 0/0 until the crewenters the cruise wind.

ALTN andALTN RTE - These fields are dashed untilthe pri-mary destination is defined, then boxes are displayed, allowingentryof an alternate if desired. The ROUTE SELECTION pageis displayed as soon as an alternate destination is specified [email protected] alternate route designator in the CO RTES function ofthe Nav Data Base automatically loads the routing to the alter-nate. The ALTN RTE field is blanked if an ALTN @ is enteredvia the SP or modifications are made to the alternate routing.

Routing options (if available) to the alternate are automaticallypresented upon entry of an alternate in Data Line2 on the lNlTA page. When no routing is defined, routing is from thedestination direct to the alternate. Waypoints to the alternatemay then be strung via the F-PLN page. lf no alternate isdesired, typing the number "0" in the SP and pushing @designates "NONE' as the alternate.

@

@@

Rev 1 Dec/93 3.1-8

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CO RTE20441

INIT )FROr. l / T0LSG6/LGAT

ALTN RTE ALTN

L^T TO LONG4614.4N OO606.6ECOST INDEX30CRZ FLFL37O

ALIGN IRST E}4P / T R O P O

-58 / 36' ,99cRz l . t tNItsgs. /g6g

c59590#

Figure 3.14

With the alternate, LGTS in the SP, pressing LSK @ places the datain the boxes (See Figure 3.1-4). No alternate route exists in the database forthis route, thereforethe field in@ is blank. (See Figure 3.1-5.)

Figure 3.1-5

Figure 3.1-5 is an example of the completed lNlT A page, for f l ight1150 from LSGG to LGAT. with CO RTE#20441 entered.

GD@

60ED6D(B

@g

GEGEEEEFEDtsRl

GOEEEE6EGEGO

INITCO RTE,/FLT?6441/ r tSA

ALTN RTE

LAT TJ4614.4NCOST INI}EX3gCRZ FLFL37O

FROl. l / T0LSGG,/LGAT

LONGoo6a6.6E

T EAP / T R O P O-56 / 3Bg9g

CRZ HIND6gs' /sgo

3.1-9 Rev 1 Dec/93

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Any modification of the CO RTE flight plan results in blanking of @since the routing is no longer identical to the Nav Data Base CO RTE.

NOTE: See Section 3.1.3, FLIGHT PLANNING, for manualflight planning using the FROM/TO ratherthan the CORTE method.

Entries into data lines[Tt-] or@, Gt-1, andGD of the INITA page arerequired to initialize the FMC. (QlP ONLY) An entry into Gfl isrequired for Mode S, etc.

3.1.2.2 Route Selection Page

This page is displayed automatically when a CO RTE, FROM/TO, orALTN is specified on the INITA page, forwhich there is more than oneroute. Page access may also be from the SEC INDEX page. (SeeSect ion 7.1.1, SEC INDEX.)

Figure 3.1-6 is an example of the route selection page.

[g@

Figure 3.1-6

The title line displays the Origin/Destination, LSGG/LGAT, andindicates thatthe route displayed is the second of two (212)CO RTE'savailable between these airports. Access to the other page is via the["-lFEElfunction key.

GO@

EOGO60@

LSGG/LGAT ?/? )

?9441IF LSGG DIR FRIuGs ]^ l IL ucso KPTuBrl . r VI t l uE1 TALASBI TGRNB DIR EGNNBDIR LGAT

*INSERT RETURN>ALIGN IRS

Rev 1 Dec/93 3.1-10

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p.68


@ Displays the route alpha numeric, for example,20441whichcorresponds to the CO RTE inserted on the lNlT A pagepreviously.

@ Pressing LSK GLl, the INSERT prompt, enters the displayedroute into the flight plan (either primary or secondary, dependingon how the page was accessed), and the display reverts to theaccessing page.

@ Pressing LSK Gn, the RETURN prompt, reverts the display tothe accessing page without inserting the route into the flight plan.

3.1.2.3 lNlT B Page

Access to the lNlT B page is from the lNlT A page via the, [SFl,function key on the CDU, as indicated by the NEXT PAGE prompt),in the top right corner of both pages. lf lNlT B is displayed, pressingthe ["-nFdll key causes lNlT A page to be displayed. The lNlT B pageallows the crew to initialize performance related parameters, which inturn generate all performance predictions, (e.9., weights, CG, cruisealtitudes, etc.)

The crew may also use this page for fuel planning. An assessmentand subsequent judgements may be made by changing and/oreliminating the displayed values, and noting the resulting fuelrequirements as adjustments are made. (e.9., alternate fuel, holdingfuel, required reserves, etc.)

NOTE: Predictions are only as good as the completeness andaccu racy of the data loaded into the Fl ight ManagementSystem. Complete routing from Departure Runway,SlD, Cruise, Steps, Descent, STARs, Approach type,Landing Runway, and Winds (T.O., Climb, Cruise,Descent, and Landing) must be entered or updated,when precise planning data is required.

The lNlT B page cannot be accessed after the second engine isstarted. lf the lNlT B page is displayed at engine start, the displayautomatical ly switches to the FUEL PREDICTION page.(See Section 3.2.6.3.)

3.1-11 Rev 1 Dec/93

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Figure 3.1-7 is an example of the lNlT B page as it appears initially.Mandatory data fields display boxes entry of data into these boxedfields and those of the lNlT A Page cause the predictions to run.

Figure 3.1-7

TAXI - Taxi fuel is a data base derived default value, intonnes or pounds, specified by the airline. This amount may bemodified by the pilot to a maximum of .9 kgs. or 1984 lbs.

BLOGK - Boxes are initially displayed indicating that thisentry is mandatory. Value may either be calculated or pilot-entered. This field is available to allow predictions to run withvarious block fuel weights. Th is affords the crew the opportunityto preview the impact of proposed fuel loads.

NOTE: In fields @, @, and IoR-|, data entry is only requiredin two of the fields. Entry of data into any two, causesthe remaining value to be calculated by the FMC andallows predictions to run. Manualflight plan constructionmay be expedited when the predictions are disabled.Subsequent to construction of the flight plan, thepredictions may be enabled by inserting the missingdata via the lNlT B page or the FUEL PRED page.When the absence of BLOCK fuel was the disablingfactor, at engine start FOB will be assumed andpredictions will proceed automatically.

Rev 1 Dec/93 3.1-12

@

@

INITTAXI FOB9.4 ?o.sgTRIP TIME- - - - / - - - -RTE RSV / i I- . - /5.OALTN

FINAL TI} IE } IAX FL- - . - /@93@EXTRA TII lE OPT FL- - - - / - - - -

)BLOCK81.tr

zF blrrrr.trTOGH

rrl].trL l.l

CG?5.scRz

FL376

Use or disclosure of the infomation on this Daoe is subiect to the restri.Ji^^.

Chatvi AP45

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@

@

@

@


FOB is the present fuel on board as calculated by the FMC.Dashes are displayed if data is invalid.

TRIP/TIME - The FMC calculated trip fuel and time to theprimary destination is displayed and is not modifiable. Dashesare displayed if calculated data is not available.

ZFW - Boxes are initially displayed indicating that this data ismandatory. Value may either be calculated or pilot-entered.(See NOTE below.)

MZFW values appear only if the Zero Fuel Weight enteredexceeds the maximum.

RTE RSV/% - The trip reserves are expressed as actualfueland the percentage of trip fuel. The percentage is a data basedefault value specified by the airline. Either value is pilot-modifiable, one at a time, and the defining parameter- actualfuel or percentage - is displayed in LARGE font. (SeeAPPENDIX B, DATA FORMAT, page B-8.)

TOGW - Boxes are initially displayed, indicating that thisentry is mandatory. Value may either be calculated or pilot-entered. MTOGW is only displayed if the entered value exceedsthe maximum.

NOTE: ln fields @, @, and [sFl, data entry is only requiredin two of the fields. Entry of data into any two causes theremaining value to be calculated by the FMC.

ALTN - lf an alternate destination has been specified on lNlTA page, this field displays the fuel required to the alternate. lfalternate fuel cannot be calculated, dashes are displayed.

Pilot entry into this field is only allowed if no alternate isspecified.

@

3.1-13

Chatvi AP45

p.71

@

@

@

@


@ Ll^l - Landingweightattheprimarydestination isacalculatedvalue of the difference between TOGW and trip fuel, and is notpilot-modifiable.

MLW - is only displayed if the entered value exceedsthe maximum.

FINAL/TIME - Represents the computed holding fuel/time atthe alternate destination, at 1500'QFE and MAX ENDURANCEspeed. Time initially is a data base derived default value. Eithervalue is modifiable by the pilot, but one at a time. Changing onevalue causes the other to be recomputed.

eG - Center of gravity is displayed as a % of MAC with adefauftvalueof 25o/o.lf atrim tank is notfitted, thefield displaysthe GW CG. With a trim tank, the label line is ZFWCG and theinitialdefault state of the label line is boxes, indicating that entryof the ZFWCG is mandatory to initialize the trim tank computer.In either case the data is modifiable.

MAX FL - ls the calculated maximum altitude capabilitybased on flight level. Dashes indicate a calculated value isunavailable.

EXTRA/TIME - This field displays the extra fuel/time aboveand beyond all required fuel, including reserves. When the Fuelvalue becomes negative, the time is dashed. When dashes areshown the calculated values are unavailable.

CRZ - Displays the CRZ altitude as defined on the lNlT Apage.Any data displayed in datafieldGl-1, of lNlTApage, (e.9.,boxes, dashes, etc.), is duplicated in this field. Entry is allowedunless the field is dashed.

OPT FL - The present optimum altitude is displayed in thisfield. Dashes indicate calculated value is unavailable.

The three mandatory data lines on the lNlT B page have beenfilled, initializing performance related parameters and causingpredictions to be calculated, as indicated by the full data linesin Figure 3.1-8 below.

3.1-14

Chatvi AP45

p.72


GDEBEDgD

GD(o

Figure 3.1-8

NOTE: In data lines [Tn-|, [zTl, and [5n-1, when data is enteredinto any two lines by the pilot, the remaining line iscalculated and filled by the FMC.

3.1,2.4 Pseudo Waypoints

As mentioned previously, in the lNlT B page overview, initialization ofweights causes performance predictions to be calculated anddisplayed. As a result of these predictions, which affectthe lateral andvertical elements of the flight plan, pseudo waypoints are generated,however, these pseudo waypoints- do not cause any lateral pathchanges to the aircraft, nor are they ever the FROM waypoint in thefl ight plan.

A pseudo waypoint is a waypoint not fixed to a geographic location,which is inserted directly into the flight plan by the FMC as an altitudeand/or distance termination.

The primary purpose of these pseudo waypoints is to provide the pilotwith EFIS and CDU display of the location, relative to the lateralflightplan, where a verticalevent is predicted to occur. Pseudo waypointsare defined as follows:

INIT )TAXI FOE BLOCKs . 4 ao .6s ?O.@T R I P / T I } t E ZF W| | .s /s?s? 148.9RTE RSV/Z TOG}Is.e/5.6 r es. sALTN L}I

?.4 116.7FINAL/TI} IE } tAX FL CG

z.a/OO36 FL37O as. oEXTRA/TII . IE OPT FL CRZ

?.7 /sss7 FL345 FL37O

? {_, tE Parr ' l f laa/O?

Chatvi AP45

p.73


(T/C) Top of Climb - The point where the prediction processintercepts the cruise altitude or the constructed descenUapproachpath, or the point at which the aircraft reaches the step altitude if in astep cl imb.

(T/Dl Top of Descent - The point where the prediction processintercepts the constructed descenUapproach path, or the aircraft ispredicted to descend from the cruise altitude.

NOTE: Short route segments with high CRZ ALT's cancause the (T/C) and (T/D) to be at the same point onthe f l ight p lan.

(S/G) Step Climb - The point at which the aircraft is predicted tobegin a previously inserted step climb.

{S/D) Step Descent - The point at which the aircraft is predicted tobegin the step descent previously inserted in the flight plan.

(LEVEL) Glearance Altitude - The point at which the aircraft ispredicted to intercept the clearance altitude.

(SPD LIM) Speed Limit - The Speed and altitude are displayed asconstraints in the F-PLN PageA. This is an altitude related speed limitassociated with the airspace the aircraft is in. The speed limit isinserted into the flight plan at the point where the aircraft will cross thespeed limit altitude.

(l/P) Intercept Descent Path - is the point at which FMS calculatesthat the aircraft will reach the constructed descenUapproach pathunder the following conditions:

1. IMMEDIATE DESCENT situational mode is active.(See Sect ion 3.4.1.)

2. The clearance altitude is below the point at which the descenUapproach path is intercepted.

3. The absence of an altitude constraint causes the predictions tolevel off before the descent path is intercepted.

Rev 1 Dec/93 3.1-16

Chatvi AP45

p.74


(HHHHH) Altitude lntercept - is the point at which the aircraft ispredicted to reach the PRED TO altitude when it is defined via theTACT MODE page, in the CLB or DES phase. This pseudo waypointis not displayed if the altitude is the same as the CRZ ALT, SPD LIMALT, or FCU ALT.

Any change in the active lateral or vertical situation may cause thepredictions to restart, which in turn causes the pseudo waypoints tobe recalculated.

3.1.3 Fl ight Planning

There are two active flight plan pages, F-PLN A and F-PLN B. Manualaccess to the F-PLN A page is via the [r+LH'l m6flg key on the CDU.When on the F-PLN A page, access to the F-PLN B page is providedthrough the["TII-l mode key. The key allows the crew to view the lateraland vertical elements of the flight plan in the order in which they occur,for p lanning purposes, and revis ion as desired. EachF-PLN page is capable of displaying up to six waypoints or navaids.Additional waypoints/navaids may be brought into view by verticalsluing, untilthe closed loop flight plan returns to the origin airport.

NOTE: lf both ACT and SEC F-PLNs are used, each may holda maximum of approximately 65 waypoints. lf only theACTive Flight Plan is used, approximately 96 waypointsmay be entered.

Both lateral(LAT REV)and vertical(VERT REV) revisions are madeon the flight planning pages, with LAT REVs being made via the leftsix LSKs, and VERT REVs being made via the right six LSKs. Thisapplies to the F-PLN A and F-PLN B pages only. Both are covered indetail in this section.

. r . 1_14 Darr 4 [ . \aa/O?

Chatvi AP45

p.75


The planned route of flight is illustrated in Figure 3.1-9.

PEP

BRI" -;t,

SEC FLT PLAN

MKR (LGTS)

TSL

SKLcRo

-i*;=;*--$

ATH (LGAT)

DDM c59595#

Figure 3.1-9

CO RTE 20441, the northerly track of the two flight plan routes, wouldhave been inserted in its entirety had the CO RTE option beenselected.

For the purpose of demonstration however, the same route ismanually strung, waypoint by waypoint.

The initialization process has been completed and flight planningbegins with pressing the F'LNI mode key. Figure 3.1-1 0 is an exampleof the F-PLN A page as it would appear with LSGG/LGAT defined.

co RourE 20441

3.1-18

Chatvi AP45

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A31O FMS PILOVS OUIDE

FROtl )

LSG6 @@gg --- /

- - -F-PLN DISCONTINUITY--

LGAT --- / - - - - -

- - - - - -END 0F F-PLN------

--- - -NO ALTN F-PLN------

LSGG --- / - - - - -

c59596#

Figure 3.1-10

LSGG - The origin (FROM) airport.

F-PLN DISGONTINUITY - Afl ight plan markerdisplayed onthe F-PLN, SEC F-PLN, and DIR TO pages only, indicating thelateral flight plan is not connected between these twowaypoints/navaids.

LGAT - The destination (TO) airport.

END OF F-PLN - A flight plan marker indicating the end of theact ive or SEC F-PLN. Same display rules as F-PLNDISCONTINUITY.

NO ALTN F-PLN - A flight plan marker indicating that noalternate flight plan has been defined. Same display rules asF-PLN DISCONTINUITY.

LSGG - The FROM waypoint, is displayed again becausethe flight plan is a continuous loop (wraps around to thebeginning), and no enroute waypoints have been defined atthis t ime.

Waypoint stringing begins with a lateral revision at the originairport, to select the departure SID by pressing LSK @.

@

EF6E606E@

GDEDEDEDED(o

@

@

@

@

@

@

?,t- , lo

Chatvi AP45

p.77


3,{.3.1 Waypoint Stringing

Manual definition of a flight plan route, or waypoint stringing, isaccomplished on the F-PLN pages directly, orfrom the F-PLN pagesthrough the LAT REV function. (See Section 3.1.3.2, LATERALREVTSTONS.)

lf no CO RTE exists for the desired route, the FROM/TO method isused to define the flight plan manually, waypoint by waypoint.

The pilot may enter ORIGIN/DESTINATION (FROM/TO) waypointson the lNlT A page for the active flight plan. (See Section 3.1.2.3,FROM/TO METHOD.)

The FROM/TO pair must be either airports listed in the data base orpilot-defi ned runways. (See Sectio n 7 .2.1, DEFI N E D WAYPO I NTS. )

NOTE: As a technique during manualf l ight planning, to preventthe unwanted scrolling of the flight plan waypoints asthe pseudo waypoints are inserted by the FMC, it isrecommended that waypoint stringing on the F-PLNpages be accomplished prior to initializing the weightson the lNlT B page.

For the purpose of demonstration, assume a flight from Zurich toAthens (LSGG/LGAT), with Thesalonika (LGTS) as the alternate, forwhich there is no CO RTE.

3.1.3.2 Lateral Revisions

Lateral revisions are changes made in the lateral flight plan, from aspecific point called the revise point, which may be any waypoint inthe flight plan, including the FROM waypoint (expressed as PPOS),and F-PLN DISCONTINUITY (expressed as DISCON). The lateralrevision page is displayed automaticallywhen any left LSK is pressedon a F-PLN page.Thewaypoint nexttothe pressed LSKformsthetitleof the LAT REV page. Revisions made on these pages affect only thedown path f l ight plan; al l f l ight plan legs that occur up to and includingthe revise point remain intact. Should the revise point become theFROM waypoint while a lateral revision is being defined, the lateral

3.1-20

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A3'O FMS PTLOT'S GUIDE

revision is erased and the display reverts to the F-PLN page. Lateralrevisions cause all predictions to be recalculated; - dashes aredisplayed while new values are calculated.

There are five general categories of lateral revisions:

1. Waypoint insertion/deletion directly on F-PLN A and B pages.(See Section 3.1.3.2.6, WAYPOINT INSERTION/F-PLN A andB pages.)

2. From the flight plan pages through the LAT REV function. (SeeSection 3.1.3.2.2, WPT/NAVAID ENTRY, and Section 3.1.3.2.3,N EW WAYPOI NT FU NCTION and VIA/GO TO in Section 3. 1 . 3.2. )

3. The DIRECT TO function on the flight plan pages, yi6 {hs[""l ksy.(See Section 3.3.4, DIRECT TO NAV.)

4. The Parallel Offset function for the active flight plan, from thePROG page. (See Section 3.4.4, PARALLEL OFFSETS.)

5. The Along Track Offset waypoint entered on the F-PLN pages,using the PLACE/DIST function. (See Section 3.5.3, ALONGTRACK OFFSETS, and Section 3.5.3.1, ATO WAYPOINTS.)

SID revisions are normally done only at the ORIGIN waypoint, andSTAR revisions done only at the last enroute waypoint.

Pressing LSK Fn, nextto LSGG, the ORIGIN waypoint (see Figure3.1-10), causes display of the "LAT REV from LSGG" page.

a. 4 _rl Parr' l [ ' lon/O?

Chatvi AP45

p.79

A37O FfiIS PILOT'S GUTDE

LAT REV FRor.r LSGG4614.4N/Sg6S6.5E-

<SID STAR>< A I R'.IAY HOLD >vtAlsoTot l /c I PRoC T>

NEH I . IPT CO RTE*t I t l *

r-$Edzf " il*ENABLE ALTN RETURN>

Figure 3.1-11

Notice that the LAT/LON_G coordinates of the revise point, LSGG, arejust below the title line O. This is true in all cases, except when therevise point is defined by PLACE/BEARING/DISTANCE, or it is aF-PLN DISCONTINUITY.

@ SID - Displays the SID page when pressed. This prompt isonly displayed when the flight phase is PREFLIGHT, the originairport is defined in the flight plan, and the revise point is theorigin airport. This prompt is not displayed if the origin waypointis a pilot-defined runway or the origin for the alternate flightplan. (See Figure 3.1-11.)

@ STAR - Provides access to the STAR page. This prompt isdisplayed whenever a destination airport has been defined,and the revise point is any waypoint other than the FROMwaypoint. (See Section 3.4.6, RWY/STAR SELECTION.)

@ AIRWAY - When pressedaccessisprovidedtotheA|RWAYpage, to allow selection of any airway segment associated withthat waypoint. This prompt is displayed when the revise pointis a fixed waypoint, except when it is a pilot-defined or pilotcreated (waypoint, navaid, runway, or airport). (See Section3.1 .3.2.4, AIRWAYS PAGE.)

Rev 1 Dec/93 3.1-22

Chatvi AP45

p.80

@

@

A31O FMS PTLOVS OUIDE

@ HOLD - This function is used to insert a holding pattern witha manual termination leg into the flight plan, or modify theparameters of an alreadyexisting holding pattern. (See Section3.5.4, HOLDING.)

@ VIA/GOTO - (OlP ONLY) Allows for the definition andstringing of waypoints along a common airway to a terminationpoint along that airway. Allwaypoints on the airway betweenthe LAT REV and GO-TO points will be entered into the flightplan. This labor saving function allows rapid entry of extendedairway routing from a waypoint.

PROC T - Provides access to the procedure turn page. Thisprompt is displayed only if the revise point is a fixed waypoint,or is the manual termination of a procedure turn leg that is notactive. This prompt is not displayed if the revise point is theFROM waypoint, or the manual termination point of an activeprocedure turn leg. (See Section 3.6.3, PROCEDURE TURN.)

NEW WPT - is used to insert a fixed waypoint directly into theflight plan. The waypoint may be defined by its identifier, LAT/LONG, or PLACE/BEARI NG/DISTANCE.

When the LSK adjacent to the bracket prompt is pressed, withthe desired identifier in the SP, the new waypoint is strungdirectly into the flight plan and display reverts to the F-PLNpage. lf the revise point is the FROM waypoint, it becomesPPOS, and a F-PLN DISCONTINUITY is strung betweenPPOS and the new waypoint. lf the NEWWPT is a part of thedown path route, a DIR TO leg will be constructed, and allintervening waypoints wi l l be deleted. (See 3.1.3.2.6,WAYPOINT INSERTION/F-PLN A and B PAGES.)

CO RTE - This function allows a flight plan revision bydesignating a prestored company route from an enroute revisepoint. The desired CO RTE number is inserted in this field,causing all down path waypoints, from the revise point, to bedeleted and the new route to be inserted. (See Section 3.1 .3.2.5,co RTE.)

@

3.1-23 Rev'1 l lec/93

Chatvi AP45

p.81


@ NEW RTE TO - This function is used to define a newdestination for the FMC. The destination must either be anairport stored in the data base, or a runway created by thedefined waypoints function (See DEFINED WAYPOINTS,7 .2.1). Function is most often used for an emergency return tothe origin airport or a diversion to a previously undefineddestination aftera missed approach atthe primary destination.(See Section3.3.2.2, NEW ROUTE TO.)

@ ENABLEALTERNATE - Usedtoactivatethealternateflightplan if an alternate destination has been specified on the lNlTA page. All primary flight plan waypoints and constraints aredeleted down path of the revise point, and the alternate routeis strung from the revise point followed by a F-PLN DISCON-TINUITY then the first and subsequent waypoints of thealternate fl ight plan.

@ RETURN - Prompt returns the display to the F-PLN page, orthe accessing page.

3.1.3.2.1 SID/RWY Selection Referring back to Figure 3.1-11,pressing LSK nn , adjacent to the SID prompt, accesses the SIDpage. In this case, the tit le l ine is, "SlD from LSGG", and a l ist ofavailable SlDs and RWYs is displayed.

GDED6DEBED

SID FRoH LSGGSIDS RHYS

ADTN A5

ADSP ?3

AD9A

DIJTN

DIJgA

RETURN>1

c59607#

Figure 3.1-12

fi|Fl Alr

*s lEFEE6EGEGD

3.1-24

Chatvi AP45

p.82

A31O FMS P'LOT'S OUIDE

Either the SID or the RWY may be selected first. Assuming this flighthas been cleared for a FRISN departure, pressing LSK @ selectsRWY 05 for departure, and changes the display to that shown inFigure 3.1-13.

SIDS I DS

DIJBN

EPIsN

FR I 7JX

FR I7K1Î

FRIEN

* I NSERT

FRor,r LSGG

<SEL>R1{YS

05

REI, IAININ6RHYS

?3

RETURN >t

c59608#

Figure 3.1-13

The selected runway is indicated by the <SEL> 05 in line @ . lfnecessary, the scroll function may be used to view the entire list ofSlDs compatible with RWY 05. Pressing LSK @ in Figure 3.1-13selects the FRISN SID and displays Figure 3.1-14.

@

GEGEEEEOGE

GDEDGDgD

EDGD

SID FRoM LSGGSIDS RHYS

FRISN <SEL> <SEL> 05TRANS EOSIDONE EO@s

REI. IAINING REI. IAININGSIDS R]. IYS

DIJ1A ?3

DIJSN

*INSERT RETURN>1

Figure 3.1-14

3.1-25

Chatvi AP45

p.83


The SID selected is now indicated by the FRISN <SEL> in line [Tt-].Departure transit ions (TRANS), i f any, are l isted above theREMAINING SIDS labelpriorto selection. Onlythe TRANS selectedis displayed after one is selected from the list. lf 4.o TRANS exist forthe SID selected, NONE is displayed in the field e. Other SIDS andRWYS are listed under REMAINING SIDS or REMAIN|NG RWYS.These may be viewed through use of the slew keys on the CDU.Notice the ENGINE OUT SID (EOSID) in l ine {Znl, Figure 3.1-14.There is only one in the database for each runway, and it isautomatically displayed when the runway is selected. Pressing En-lselects <SEL> the displayed EOSID.

NOTE: lf the SID page was accessed from the SEC or ALTNF-PLN pages, no SID prompt is displayed.

Pressing the tFINSERT prompt,Gfl, results in the selected departurebeing strung into the flight plan, and the display returning to theaccessing F-PLN page.

3.1.3.2.2 WPT/NAVAID ENTRY - Figure 3.1-15 shows the SID asfar as Fribourge (FRl), the end point of this departure, followed by aF-PLN DISCONTINUITY because the route has not been definedbeyond this point.

@

EE6EGE6EGE

GDEDEDEBED

FRor.r L|SO t

Rl, . l@s gooo --- / t4Io(LEVEL) se ets/ SgAa. (seP;(LIM) s4 ?5O/ FLLOA

cg4a.SPR ss ers/* TAOO

FRISNFRI t l " / FL?47


' . I IL lJ

c59610#

Ug GD

Figure 3.1-15

With Willisau (WlL), the nextwaypoint along the route of flight, typedin the scratchpad, pressing LSK @ strings it into the flight plan andmoves the F-PLN DISCONTINUITY down one data line.

3.1-26

Chatvi AP45

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A31O FMS PTLOVS GUIDE

FRol.r l tSg )

Rt^105 @gao --- / l4t6

(f-EVf l ) se ets/ Sggo(SPD)

(LIM) gC ?5O/ FLTOAcs48'

SPR ss srs/+ TgqOFRISN

FRI rr " / FLa47UG5

NIL ls .ss/ t . . i i

Figure 3.1-1 o

c5s611#

An entire route may be constructed in this manner, however, there areother options to accomplish the same result.

3.1.3.2.3 NEW WAYPOINT Function The NEW WAYPOINTfunction is accessed from the LAT REV page. When manuallystringing a flight plan, the revise point would be the last waypointdefined. Using this function, the new waypoint is strung in the flightplan afterthe revise point, with a DIRECTTO leg, and isfollowedwitha F-PLN DISCONTINUITY, providing no down path waypoints exist.

Pressing LS K f-6n, next to Wl L, Figure 3. 1 - 1 6, accesses the LAT REVfrom WIL page.

@@EEEgE

6E

GE

EOGDgB

6D

@

GE60goEE@

LAT REV F R o r,r l^lI L47 rO.8N/60754.4E

<SID

< A I RIÎAY\ r t rAl80TOt l tE ' 7

NE1,, I l . IPT*[ ]

*ENABLEZUE

HOLD >

CO RTEt l *

NEl, I RTE TOl , , l IL l t l *

ALTiN RETURN)

Figure 3.1-17

?.,-r7 t?ov 4 l)oalO?

Chatvi AP45

p.85


Type the desired waypoint in the SP - ZUE is the next waypointalong the planned route of flight and press LSK @.

F-PLN A page is displayed with the new waypoint strung in thef l ight p lan.

Figure 3.1-18 c5s13*

Either of the preceding two methods may be used to string the flightplan all the way to the destination.

Afaster method would be to use the VIA/GO TO function to string all thewaypoints between PPOS and the end point on an ainuay segment.

3.1.3.2.4 AIRWAYS Page Accessed from LAT REV page, theAIRWAYS page may be used to string an entire airway segmentalong the route of f l ight. (See Figure 3.1-11, and Section 3.1.3.2,LATERAL REV|STONS.)

Referring to the route of flight (Figure 3.1-9), Kempten (KPT) is thenext waypoint. The Ainruay from KPT to Villach (VlW) is UG313.

After entering KPT into the flight plan, the desired revise point for aLAT REV to continue the manual stringing process will become KPT.

A LAT REV from KPT is done, and the AIRWAYS page is accessedby pressing LSK [-tn, Figure 3.1-11.

@

@

@

@oEE@

- (sPD)(L iM)co48'

SPRFRISN

FRIUG5

l " l IL

( r /c)UGsO

zuE

Drsr I I5O tHINI)

s-9 gss' /oss

az / sse'-g4 " /

r l

37-6s " / r l

3?-ss " / r l

13i l i l / r l

TJ

Rev 1 Dec/93 3.1-28

Chatvi AP45

p.86


AIRT{AYS FRor{ KPT

< G313

<G3

< G60

<uG313

( UG4

<UG6O RETURN)

c59614#

Figure 3.1-19

The airways page lists all airways defined by the Kempten VOR,including Low Altitude. Select UG313 by pressing LSK (Til. Figure3.1-20lists the end points associated with UG313 from KPT noticethe tit le l ine.

@

EO@

EEEE@

@

ED6D

EDGD

GD @

H€i lEE

GO

@

EBED(il

Figure g.1-zo c5s15#

The airway courses FROM KPT are at the top of each list. PressingVIW*, the desired end point, LSKf-ril, stringsthis airwaysegment inthe flight plan.

UG313 FRo1.r KPTcRs-342' cRs-197.

*TGO RTTNB*

V I I,,I*

KFT*

RETURN >

Chatvi AP45

p.87


LIS0 )

zuE ---/------KPT --- / - - - - - -

UG313RTTNB --- / - - - - - -

UG313v I hl --- / ------


LGAT -__/ 90fJ

Figure 3.1-21

Notice the label line above [gll and [ZD, UG313, and the route offlight to VlW, to confirm the previous action.

A LAT REV from VIW produces an airway list that includes UB1.Selection of this airway would allow completion of the flight plan todestination.

3.1.3.2.5 CO RTE Referring back to Figure 3.1-11, the CO RTEoption, in @, represents yet another method to define a flight planfrom the desired revise point through the LAT REV function.

Assume a manually defined flight plan route intersects a CO RTE tothe same destination, [e.9., at Dolsko (DOL), VOR, CO RTE 20441}lf desired, CO RTE 20441(numerics only), could be entered into datafieldt?Fl. This one action would string the remainderof the route, fromDOL to LGAT into the flight plan.

3.1.3.2.6 Waypoint Insertion/F-PlN A and B Pages Way-points are inserted into the flight plan by first typing the alphanumerics in the scratchpad, and then inserting the data into thedesired fleld by pressing the adjacent LSK. (SeeAPPENDIX B, DATAFORMATS, for the correct format.)

NOTE: Incorrect data format is indicated by the SP message,'FORMAT ERROR". A data entry attempt into the wrongfield generates the SP message, "NOT ALLOWED'.

3.1-30

Chatvi AP45

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AS|O FMS PTLOVS GUIDE

Waypoints may be inserted directly into the flight plan, from the SP,at any point other than the FROM waypoint, by any of the followingmethods:

. By its identifier, if it is contained in the data base, as was previouslydemonstrated.

. By its identifier, if it has been pilot-defined on the NEWWAYPOINTpage (not in data base).

. By its LAT/LONG, (e.9., LLOI would be the first LAT/LONGwaypoint, and would be displayed on the ND as LLO1.)

. By its PLAC E/BEARI NG/D ISTANC E, (e.9., ZUEl225l 1 5 wou ld bedisplayed on the ND 1sNM trom ZUE on a bearing of 225 deg).P BDO 1 wou ld be the first PLACE/BEARI NG/DISTANCE waypoi nt,and would be displayed on the ND as PBD 01.

. By its PLACE/DISTANCE, (e.g.,ZUE|1 5would bedisplayed ontheND, on the route of flight, 1sNM after ZUE, ZUE|1S would occur1sNM before ZUE). PD01 would be the first PLACE/DISTANCEwaypoint, and would be displayed on the ND as PD01.

. By an airport identifier, (e.9., LSGG.)

. By a runway threshold identif ier, (e.9., LSGGOS.)

NOTE: The FMC stores a total of 20 pilot-defined waypoints ofal l types.

(See also Section 7 .2.1, DEFINED WAYPOINTS, and Section 7.2.5,DEFTNED NAVA|DS.)

3.1.3.2.7 Waypoint Deletion on F-PLN A and B Pages Way-points are deleted from the active flight plan, on either F-PLN A or Bpages, by first ensuring the SP is clear of data, and then pressing thefunction key on the CDU keyboard. GLR iswritten in the SP, and maythen be transferred to the desired waypoint field by pressing theadjacent LSK.

3.1-31

Chatvi AP45

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Referring to Figure 3.1-22, pressing LSK @ detetes WIL from thefl ight plan and the display changes to that shown in Figure 3.1-23.

GE

EO60ED

GD@D@

ED@

| 1150 t l

I sFRtt ' ssss ess/+ 7os6l

I Ci i f iJ ' ,e ?5o/ FL15@ |I FRrsN I

ITL r l s?3/ rr-arsI

INIL rs .Bs r leael

( I /O 16 " / FL33o IUG69 I

c59617#

GB

Figure 3.1-22

WIL is replaced by a F-PLN DISCONTINUITy, Figure 3.1-23,whichmay be deleted in the same manner the waypoint was. (see section3.1.3.2.8, F-PLN DISCONTINUIry - PURPOSE/CLEARING.)

co4s,SPR

( [ i f iJ 'FRISN

FRI

--_F-PLN

(I /C)UG66

ZUECLR

t l1@ )

ssss ess/+ TAOO

s6 ?54/ FLLSO

1l 315/ FL249

DISCONTINUITY--

?s " / FL37g

?l " / FLgTg1J

Figure 3,1-23

Depending on the type of the waypoint cleared, the results of thisaction are as follows:

. Clearing a down path waypoint deletes the selected leg from thefl ight plan, and replaces it with a F-pLN DISCONTINUITy.

3.1-32I l .F 6r dic.l^cilra

^f lha iâ^rh-ri^^

^6 rxi-

^^^^

GDED6D@

6DGD

@

EE

EE5EGD

Chatvi AP45

p.90

A3'O FMS PILOT'S OUTDE

. Clearing the TO waypoint deletes that leg from the flight plan,causes TP (TURNING POINT) to become the FROM waypoint,and strings a direct leg to the next fixed waypoint. lf the TOwaypoint becomes a F-PLN DISCONTINUITY, or is followed byone, the FROM waypointbecomes PPOS (PRESENTPOSITION).

. Clearing the TO waypoint is not allowed, if aircraft position isinvalid. See paragraph 8.6.

o Clearing FROM waypoint generates a new active leg. Clearing theFROM waypoint is not allowed if NAV is engaged. SP message,"NOT ALLOWED" is displayed in both cases.

o Clearing the origin or destination waypoint is not allowed. SPmessage, "NOT ALLOWED" is generated if the attempt is made.

3.1.3.2.8 F-PLN Discontinuity - Purpose/Glearing Discon-tinuities, or flight plan gaps, may occur as part of a data base storedCO RTE, SlD, STAR, or result from a lateral flight plan revision. Adiscontinuity may existwithin a primary route leg between waypoints,and is normally encountered when no stored route exists betweentwo waypoints, or the route requires manual definition by the pilot.

Whenever the FMC creates a discontinuity in the flight plan, the firstleg following the discontinuitywill be an initialfix (lF). See Section 2.4for leg types in the flight plan. All legs are deleted from the beginningof the discontinuity up to the first leg containing a fixed waypointtermination, and this waypoint is then converted to an initial fix.

Discontinuit ies are indicated by the f l ight plan marker. F-PLNDISCONTINUITY, displayed across the entire width of the CDU in adata line. Clearing a discontinuity results in the two waypoints beingreconnected on the F-PLN page as well as on the ND.

Referring back to Figure 3.1-23, with CLR in the SP, the F-PLNDISCONTINUITY is cleared by pressing LSK @ Addit ionally, awaypoint may be inserted on top of the F-PLN DISCONTINUITY, asin manualf l ight planning, causing it to move down one data l ine, to becleared afterthefl ightplan isstrung. (SeeSection 3.1 .3.1, WAYPOINTSTRINGING, and Sect ion 3.1.3.2, LATERAL REVISIONS.)

3.1-33 Rev 1 Dec/93

Chatvi AP45

p.91


3.{.3.3 F-PLN A Page

Lateral and vertical elements of both flight plan pages are listed in thetime sequence of their occurrence. The purpose of the F-PLN pagesis to display these elements in a waypoint by waypoint format thatincludes the time, speed, and altitude of each segment of the route,with selection capability for situational modes where available. (SeeSection 3.4.1, SITUATIONAL MODES.)

The F-PLN A page is accessed manually by:

o The [ipr-l m6ds key on the CDU.

. The ["-Elfunction key from the F-PLN B page.

The F-PLN A page is displayed automatically.

o When a fixed waypoint is entered on the DIR TO page.

o When a revision page, accessed from the F-PLN A page, isinserted in the flight plan.

o From the lNlT A or RTE SELECTION page when the flight phasetransitions from PREFLIGHT or DONE to an active inflight phase.

o From a MAINTENANCE page when the f l ight phase transit ionsfrom PREFLIGHT or DONE to an active inflight phase.

CDGDGDEBED@

FRol,r t ts@ )

R1^105 000@ --- / tqra(LEVEL) se ers/ SAOO

(SPD)(LIM) s4 ?5O/ FLIAA

cs4a.SPR sa grs/+ TA06

FRISNFRI rr " / Ft"47

UG5t f IL rs .Bs/ r t . i i

Figure 3.1-24

3.1-34

Chatvi AP45

p.92

ASIO FMS PTLOVS GUIDE

Figure 3.1-24, is an example of the F-PLN A page as itwould appearwith LSGG/LGAT defined.

Vertically in columns, from left to right, the page contains thefollowing data:

Title Line - The flight number, as entered on the lNlT A page (fieldblank if no flight number is entered), appears on the right side of thepsge, followed by the NEXT PAGE arrow ).

@ Waypoints with leg type information, pseudo waypoints, flight@ plan markers (F-PLN DISCONTINUITY, END OF F-PLN,

etc.), with leg type information are displayed in the first verticalcolumn;the FROM waypoint is always atthetop of the columnin line 1 , followed bytheTOwaypoint in line 2, unless separatedby a pseudo waypoint. See Section 2.4 for leg types andformats. In this case, the pseudo waypoints (LEVEL) and (SPDLIM) occur before SPR, the TO waypoint.

The time, speed, and altitude forthe FROM waypoint (in line 1)are memorized parameters, not predicted, and are displayedin LARGE font. lf PPOS is the FROM waypoint, dashes aredisplayed in all three fields. lf the FROM waypoint is also theORIGIN waypoint, TIME is as stated under NOTE below,SPEED is V1 as defined on the TAKEOFF page (dashes if notdefined), and the ALTITUDE is the origin field elevation or therunway elevation rounded to the nearest 10 feet.

1c Time enroute for each leg is displayed in the second vertical6c column. For predicted times the hour is not included on

successive lines unless it changes, with the exception of line 1,where it is always displayed. Hours are always be displayedwith a time constraint.

NOTE: Priortotakeoffthetimes are ETE; aftertakeoffthetimein line 1 changes from zeroes to the time airborne, andthe times for each leg become ETAs at the waypoinUnavaid.

3.1-35 Rev 1 Dec/93

Chatvi AP45

p.93


@ Speed and altitude for each leg (large font indicates a@ constrained value, sMALL font indicates a computed value) is

displayed on the right half of the screen foreach waypoint, bothgeographicand pseudo. Aditto symbol (") in the speed/altitudecolumn indicates the predicted values do not change for thatsegment. Constrained speed/alt i tude values are alwayspresented.

Speed is normally FMC generated (stunll font) and is apredicted value at the waypoint, unless a pilot-entered speedconstraint is displayed (LARGE font).

In cruise flight, if the Mach is less than 0.65, the correspondingCAS is displayed.

Abovethe crossoveraltitude, Mach is displayed unless it is below.65(see above). Below the crossover altitude, CAS is always displayed.The crossover altitude is defined as the altitude where CAS and Machrepresent the same value of TAS.

A (+) or (-) next to the waypoint altitude means a crossing restrictionat that waypoint of the value indicated, (e.9., line @, +7000,indicates that SPR must be crossed at or above 7000 MSL.) Thebarometer corrected altitude is displayed in feet (rounded to thenearest 1 00) below the TRANS ALT and FL (ONE) above the TRANSALT. Prior to T/C the origin TRANS ALT is used, after T/C thedestination TRANS ALT is used (from database unless changed bythe pi lot).

The vertical scroll symbol t0 on the right side of the SP, indicatesthe flight plan may be scrolled up ordown through use of the scroll upor scroll down function keys. Each key press scrolls the display onedata l ine. E @ (See Section 3.1.3.5, VERTICAL REVISIONScoNSTRATNTS.)

3.1-36I lc-

^r dia^l^.r

'r- ^f th- inf^m4i^n

^h thi. h.â ie c'rhiad f^ lha ra-l; i i^^-

Chatvi AP45

p.94


3.1.3.4 F-PLN B Page

The F-PLN B page format is identical to the F-PLN A page insofar asdisplay of the flight plan is concerned. ln addition to the display of flightplan route, the right half of the F-PLN B page displays the leg distance,temperature, and wind for each waypoint. The F-PLN B page isaccessed:

. Manually via the ["-lnE6Flfunction key from the F-PLN A page.

. Automatically from any revise page accessed from theF-PLN B page.

Drsr t lSO t. (sPD) .C r . r rND(LIM)

cs4a. gSPR -s sss. /sos

FRrsN gz/seg.FRI -s4 " / r l

UGs 37l , . l IL-ss"/r l

3?( f /C) -s5 " / ' '

uG60 13zuEri l / , '

t0

c59620{

Figure 3.1-25

With reference to Figure 3.1-25, the F-PLN B page displays, from leftto right in vertical columns:

Waypoints, pseudo waypoints, flight plan markers (F-PLNDISCONTINUITY, END OF F-PLN), with track to the nextwaypoint, is identicalto the F-PLN A page.

The DIST, is the enroute distance between waypoints, to amaximum value of 4096NM. The distance to the TO waypointis along track distance to go. For pseudo waypoints in the TOposition (second data line), the distance is the along trackdistance from PPOS to the predicted LAT/LONG of the pseudowaypoint. Distance is not displayed for all leg types (seeSection 2.4).

EO@

@

EOEEGO

@

GDED6D@

@@

@@

3.1-37

Chatvi AP45

p.95

A37O FIWS PILOT'S GUIDE

1c The forecast temperature, in degrees Celsius, is displayed for6c each waypoint, except the FROM waypoint where the

temperature is the actual memorized value for that position. lfthe FROM waypoint is PPOS, dashes (----) are displayedin the temperature field. Temperature is displayed in bothLARGE (pilot-entered) or sunll (predicted or default) font.Temperature is displayed at the T lC orT lD , but not at any otherpseudo waypoints.

The forecast wind direction/velocity, based on pilot entries isdisplayed for each waypoint, except the FROM waypointwhere the actual forecast wind for that waypoint is displayed.lf the FROM waypoint is PPOS, dashes (-----) aredisplayed. Wind direction is referenced to True North. Windvalues are displayed in both LARGE (pilot-entered) andstunll(defaultorpredicted)font. Wind isdisplayed atT/C and T/D, butnot at any other pseudo waypoint.

Other page data and symbology is identical to the F-PLN A page.

3.1.3.5 VERTICAL Revisions

Vertical revisions are changes made to the flight plan which have animmediate ordown path (future) affect on the active flight plan verticalprofile. This vertical profile represents the desired aircraft trajectory,thrust settings, and speeds along the vertical path of the flight plan.

The two vertical revision pages are accessed from F-PLN A andF-PLN B pages and are displayed when a right LSK is pressedadjacent to the desired waypoint on either flight plan page.

Vertical revisions to the flight plan can be made at any point along theroute of flight. The displayed page corresponds to the accessingpage; (i.e., F-PLN A page allows access to VERT REV A page,F-PLN B pageA/ERT REV B page).

Rev 1 Dec/93 3.1-38

Chatvi AP45

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ASIO FMS PILOVS GUIDE

The following revisions to the vertical profile may be made on thesetwo pages:

. Speed limits and climb, cruise, or descent speeds

o Altitude and time constraints

. Altitude steps

r Temperature and wind revisions

Entry of a vertical revision causes a complete recalculation of thevertical flight plan profile and invalidates all previous performancepredictions; dashes (- - -) are displayed in the data fields until thedata is recalculated.

Vertical revisions may be made to the primary, secondary, andalternate flight plans. The method to accomplish these revisions isidentical in all three cases; however, changes that may affect theactive situation are not allowed in either the secondary or alternateflight plans. (See Section 7, ADDITIONAL FEATURES, for specificdata on secondary and alternate flight plans.)

lf the vertical revision does not meet certain criteria, it is rejected bythe FMC, and the SP message, "NOT ALLOWED", is displayed.

NOTE: Any pilot-entered or procedure-specified vertical flightplan constraint is displayed in LARGE font. Nav DataBase derived constraints and procedures are inSMALL font.

3.1.3.5.1 Time Gonstraint Entry Atime constraint is defined as atime requirement (ETD, ETA), to be met at a specified waypoint in thelateral flight plan. Based on the performance predictions of thevertical profile, the FMC adjusts the speed target during the cruiseflight phase to meet the desired time constraint.

The SP message,'TIME CSTR REMOVED", is displayed whenevera time constraint is automatically deleted from the flight plan.

3 ,t-39 Rev 1 Dee/93

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p.97


Time constraints may be entered at any fixed waypoint in the flightplan, from the vertical revision page, except under the followingcondit ions:

. ENG OUT mode is active.

o No valid clock data.

. Active lateral leg is a holding pattern or procedure turn.

. A STEP is in the primary flight plan.

. A destination is not defined in the primary flight plan.

. A EOSID is missed or approach is being flown.

. Entry is attempted on a leg not in the primary flight plan.

The SP message, 'NOTALLOWED', is displayed if any of the aboveconditions exist when an entry attempt is made.

Time constraints are automatically deleted from the flight plan forthe fol lowing:

. When the aircraft transitions to airborne.

. When a second time constraint is entered into the flight plan.

. Activation of the EO mode.

. Loss of valid clock data.

o The active leg has a manual termination.

The SP message, "TIME CSTR REMOVED", is displayed whenevera time constraint is automatically deleted from the flight plan.

A time constraint may be thought of as being a pilot-defined ETA fora specified waypoint or destination.

With reference to Figure 3.1-26, assume a destination ETA of 1114is desired for RW33R at LGAT.

3.1-40

Chatvi AP45

p.98

ASIO FMS PILOT'S OUIDE

B

35'

R3.

EGNNc13

EGNlc06

BRAVc33

HKNBc33

R1,-133H33

60@<

s??7

3S

33

36

37

ttSA )

?5s/ FL055

??O/+ 3OOO

?oo/ ?5gg

176/ ?5AA-?.7 '

r38/ ?5@g

eoo/------TJ

EtsGOEO6ECE

Figure 3.1-26

Pressing LSK @, adjacentto RW33R, causesdisplayof theVERTREV A page. The revise point is RW33R, as indicated by the title ofthe CDU page in Figure 3.1-27, VERT REV AT RW33R.

(iD

EDEDEDED(B

VERT REV AT RN33R )EFoE=7.3 ExTRA=1.7

GT.ITt l *

AT ALT DES SPD LII . I?5AO ?as /FLrsot

*CLR ALT RETURN>It14

c5s622#

Figure 3.1-27

cE)la l { | 4t 1 l

* tr'zr6EGEGE

3_14' l

Chatvi AP45

p.99


Type the desired ETA in the SP, 1114, and insert it into the fieldlabeled, "GMT', by pressing LSK @. This action results in theautomatic display of the accessing page, F-PLN A page in this case.

Nolice that the desired ETA is now displayed next to RW33R in line5, O, and in LARGE font to indicate that it is pilot-entered data (seeFigure 3.1-28). scrolling the flight plan back to the origin waypoint,RW05 at LSGG, it may be seen that in orderto make good the ETAof 1114 at LGAT, using the current strategic mode, the takeoff fromLSGG must be at 0837, (?. (See Figure 3.1-29.)

I |SO )

EGNNB rrs4 ?ss/ FLsEscr3g.

EGN13 s7 ??6/+ 3OOgcs85.

BRAV ts ?OO/ ?5Ogc333.

HKNB t? t7O/ ?5OOc333. -?.7.

Rtl33R :Ll t4 tse/ ?5OA

Figure 3.1-28

FRolr | ISO )

R1^t05 -A837 --- / t4IO(LEVEL) gs ers/ SOOA

cs48.SPR 4? esa/+ 7060- (SPD)(LIM) 4? ?5O/ FLISO

FRISNFRI 4s " / FL?4s

u65l , , l IL sz .Bs/ r . r i i

Figure 3.1-29

3.1-42I lc.

^. die^l^G"ra

^f S6 i-rîm6+i^-

^^ rri-

^-^^

Chatvi AP45

p.100

A3'O FMS PILOVS GUIDE

STAR T o LGATSTARS

TGRlA <SEL> (SEL> APPRSI LS33R

Figure 3.1-30

3.1.3.5.2 Speed Gonstraint Entry Speed constraints restrict theIAS of the aircraft at a specified waypoint along the lateralflight plan.During the takeoff, climb, and cruise flight phases IAS is confined toa value equal to, or less than the specified constraint, until thewaypoint specifying the constraint has been sequenced.

In the descent and approach flight phases, IAS is also confined to avalue equalto, or less than the speed at the last specified constraint andis retained when subsequent waypoints are sequenced unless furtherconstrained orthe flight phase transitions to go-around, climb, or cruise.

Speed constraints may be entered manually or automatically byprocedure from the NAV data base; (e.9., a specified speed at aSTAR waypoint). In the latter case the constraint would be automati-cally inserted in the F-PLN when the approach procedure is selectedfrom the STAR list.

With reference to Figure 3 ]:30, the TGR1A STAR to RW33R atAthens has been selected (lJ, and after the *INSERT prompt ispressed a speed constraint of 220 KIAS at waypg(rt EGN13 isautomatically included with the selected procedure (?.(See Figure 3.1-30.)

I1-SO tBI

TGRNB s??s ?77 / FL 1 zs(SPD)

(LIM) ?4 ?5O/ FLTOO

EGNNB ?7 zss/ FLo63ct3s.

EGN13 gs -??O/+ 3@@@

BRNI- s3 ?oo/ ?sag-c333.HKNB 35 t7O/ ?5gg

TJ

3.143 Rev 1 Dec/93

Chatvi AP45

p.101


FRO}I T156 )

RN05 0060 --- / r4ro(LEVEL) se zts/ SOOA.(sPD)(LIM) s4 ?5O/ FLIOO

cs48.SPR ss grs/+ TOOO

FRISNFRI rr

UG5l . l IL rs .as/ FL3e6?50/15@ tJ

GDED6D(il

. (sPD)(LIM)

cs4a'SPR

FRISNFRI

UG5NIL?50/ 150

6El i lE \1 ) t l

I6RJ

s4 ?59/ FLIS

ss srs/+ 76OO

l l

15

/ FL?46

. ag / F L 3 2 6fJ

Figure 3.1-31

For example, with 25Ot15O in the SP (see Figure 3.1-31), O, press-ing LSK Ion-l changes the SPD LIM pseudo waypoint values from250/10000 to 250115000 €).

Another method would be a vertical revision at a downpath waypoint,FRI for example. Pressing LSK [sRl, (see Figure 3.1-31), causesdisplay of the VERT REV at FRI page, (see Figure 3.1-32). The CLBSPD LIM data field, adjacent to @, may be modified by writing thedesired values in the SP (U, and pressinq LSK tTn-|. This actionchanges the SPD LIM at FRI to 250115000e), and displays the newconstraint in large font to indicate it has been modified by the pilot.(See Section 3.1.3.5.2.2, SPEED LlMlT, for more on the subject.)

Both methods work equally well, however, the first method, insertiondirectly into the desired data line, is the most expeditious. lf while onthe F-PLN page CLR is typed in the SP and the right LSK on theSpeed Limit data line is pressed, a previously modified Speed limitreverts to the Data Base Speed Limit. lf the left LSK on the Speed

Rev 1 Dec/93 3.1-44

Chatvi AP45

p.102


Limit Data Line is pressed with CLR in the SP the Speed Limit isremoved. The only way to reinsert it is to access the VERT REV pageat a climb or descent waypoint and reactivate the speed limit.

ED(o

FRISNFRI

uo5l,.IIL

r r ?5O/ FLI

t6

EB@

cE)

@.ag/ FL328t0

Figure 3.1-32

NOTE: When on the VERT REV page, you may change backto the default value of 250110000, by pressing the @key, with the SP empty, and transferCLR into the SpDLIM data field by pressing LSK @.

3.1.3.5.2.1 Vertical Revision Pages A & B As previously statedthese pages are accessed from F-PLN page A, and F-pLN page Brespectively. Once accessed, the[TÊdFl key allows access to the otherpage of the pair.

Figure 3.1-33 is an example of VERTICAL REVISION page A, onwhich the pilot may insert speed, altitude, and time constraints.

VERT REV AT FRI )EF0B=17.6 EXTRA=2.8

SPD G}{T*[ ] t l *

AT OR ABOVE*[ ]

AT ALT CLB SPD LII . I*[ i zss/FLrss*

AT OR EELOI. . I*[ i

3_{45 Rev 1 Den/93

Chatvi AP45

p.103


VERT REV ^r

ANC )EFOB=22.4 EXTRA=9.8

*CLR SPD CLR GMT*SPD GI4T

*[ ] t l *AT OR ABOVE

x[ ]AT ALT CLB SPII LI} I

*[ ) ess/ rssso*AT OR SELO}I

r , [ ] STEP PRED>

*CLR ALT RETURN>

Figure 3.1-33

NOTE: For the purpose of demonstration all label and datalines are included. However, they are not usually alldisplayed at the same time.

The title line displays the revise point, VERT REV at FRl. Line 2displays the Estimated Fuel On Board (EFOB) and the EXTRA fuelpredicted by the FMC at FRl. Fuel predictions are only displayed inthis field if the revise point is a waypoint in the lateral flight plan.

@ CLR SPD - Displayed on the VERT REV page for an asso-ciated waypoint if a speed displayed in data lineIZD is enteredby the pilot or derived from a NAV Data Base SID or STAR.Pressing this LSK clears the speed in data line IZD and returnthe display to F-PLN page A.

@ SPD - Entry of a speed in this field creates a speed con-straint at the revise point and return the display to F-PLN pageA. SPD prompt is not displayed if the revise point is a pseudowaypoint. *CLB and *DES prompts are displayed in line 6when a SPD constraint is defined and the FMS logic cannotpositively determine to which condition the constraint applies.

@ Entry of an altitude or flight level in any of these data fields@ creates an altitude constraint at the revise point and returns@ the display to F-PLN page A.

Rev 1 Dec/93 3.1-46

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p.104


The constraint AT, AT OR ABOVE, or AT OR BELOW, dependingupon which data line the entry is made on. Line {Til is only displayedwhen the revise point is the T/C. Lines Ign and GD are displayed atgeographic waypoints.

*CLB or *DES prompts are displayed in line 6 when analtitude constraint is defined and the FMS logic cannot deter-mine the application.

@ CLR ALT - This prompt is only displayed if there is analtitude constraint at the revise point. Pressing the adjacentLSK clears the altitude constraint and returns the display toF-PLN page A.

@ GLR GMT - Prompt is only displayed if a time constraint hasbeen entered at the selected VERT REV Waypoint. Pressingthis LSK clears the time constraint at the revise point andreturns the display to F-PLN page A.

@ GMT - This prompt is only displayed if the revise point is ageographic waypoint in the primary flight plan; not includingmissed approach legs. Entry of a time in this field creates atime constraint at the revise point, and returns the display toF-PLN page A.

@ SPD LIM - The default speed limit, 250/10000, is displayedin this field, and may be modified by the pilot. The label linedisplays CLB SPD LIM prior to and including the cl imb phase,and DES SPD LIM during and after the cruise phase. lf theSpeed Limit Pseudo Waypoint data line had been deleted viaa CLR and left LSK push, then brackets are presented,indicating data insertion is allowed. (See Section 3.1.3.5.2.)

The @ function may be used to delete any pilot-entered value.This action causes the display to revert to the default SPD LlM.

Entry of SPD LIM into this field must be in the format SPD/ALT.After data entry, a SPD LIM is created for the CLB or DESphase, and the display reverts to F-PLN page A.

3.147 Rev 1 Dec/93

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p.105

@

@


STEP PRED - The STEP PRED> prompt is displayed in thisdata line whenever an altitude step may be made. Pressingthis prompt causes display of the STEP PRED page. (SeeSect ion 3.1.3.5.3.1, STEP ALTITUDE PREDICTION PAGE.)

RETURN - Pressing the RETURN> prompt reverts the dis-play to F-PLN page A.

NOTE: lf the FMS cannot readily determine whether the pilotentered speed or altitude constraint applies to a climbor descend condition ifCLB or *DES prompts arepresented on data line 6 (see Figure 3. 1-34) requiringmanual selection.

Figure 3.1-34

VERT REV page B, may be accessed by the following:

r Pressing the ITFB key when on F-PLN page A or SEC F-PLNpage A.

o A VERT REV when on F-PLN page B or SEC F-PLN page B.

The VERT REV B page allows the crew to enter or modify temperatureand wind values at any waypoint on the f l ight plan. Figure 3.1-35 isan example of the page as it would appear when accessed - databrackets empty.

EOEEGE

EDED@

AT ALTr5060

Rev 1 Dec/93 3.1-48

Chatvi AP45

p.106

A3'O FME PILOT'E GUTDE

VERT REV AT ANC )EFoB=??.4 EXTRA=9.8

'c*E l

I { INII*[ 7"/ l ]

STEP PRED>

RETURN >

Figure 3.1-35

@ TEMP - The pilot may insertStaticAirTemperature(SAT)atany flight plan waypoint, in deg. C.

@ WIND - A true wind value may be inserted in this field to I

;l$t,i[. current wind model and improve performance

I

@ STEP PRED - Accesses the STEP PRED pagewhen displayed.

@ RETURN - Pressing this prompt returns the display toF-PLN page B.

lf a temperature or wind was previously entered at the revise point,it is displayed here in LARGE font.

NOTE: lf a temperature or wind is entered at the T/C pseudowaypoint, the FMC regards it as a CRZ WIND/CRZ TEMP revision to lNlT page A or the FUELPRED page and changes the values on these pagescorrespondingly.

3.1.3.5.2.2 Speed Limit SPEED LIMIT is an altitude related re-striction on aircraft lAS, (e.9., 250110000, see Figures 3.1-31 and3.1-32). The speed target is determined at or below the specified Ialtitude and is limited to the maximum defined speed.

EE}CEEOEOEE@

CDEDEDEDEDGD

3.1.49 Rev 1 Dec/93

Chatvi AP45

p.107


As is always the case, a pilot-entered value is displayed in LARGE font.

Different SPEED LIMITS may be specified for the CLIMB andDESCENT flight phases.

With PROFILE engaged and the aircraft below the SPEED LIMITaltitude, the CDU SP message, "SPD LIM EXCEEDED', is displayedif the IAS exceeds the specified limit by more than 15 kts. Themessage automatically clears when the speed returns to within 5 kts.of that specified.

Manual clearing via the @ key on the CDU is available at any time.This action would cause the speed limit to revert to the default valuespecified in the data base, and the displayed value would be inSMALL font.

NOTES:

1. Autopilot vertical guidance initiates control to a new targetspeed within two seconds of any SPEED LIMIT revision/deletion affecting the vertical profile.

2. Both speed and altitude must be entered in the correctformat, (e.9.,250110000), to be accepted by the FMS.

3.1.3.5.2.3 Thrust Reduction Alt i tude In addit ion to being thelowest altitude at which the vertical flight path, or PROFILE mode,may be engaged, the THRUST REDUCTION ALTITUDE defines thevertical location atwhich the FMS commands the TCC to reduce themaximum thrust limit from the pilot-defined Takeoff/Flex Takeoffthrust l imit to the FMS thrust l imit.

lf the A/THR mode is SPEED or SPEED ON THROTTLE, the thrustreduction altitude has a direct impact on IAS while still in the confinesof the airport traffic area.

3.1.3.5.2.4 Acceleration Altitude The ACCELERATION ALTI-TUDE defines the vertical location at which the FMS can commandan acceleration to the desired climb speed, (e.9., 250 KIAS below10000'MSL).

Rev 1 Dec/93 3.1-50

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A3'O FfiIS PTLOVS GUIDE

NOTE: Both THRUST REDUCTION ALTITUDE and ACCEL-ERATION ALTITUDE may be modified to comply withany desired speed schedule; however, changes toeither may only be accomplished on the TAKEOFFpage. They cannot be changed on the F-PLN page ora VERT REV page. (See Section 3.2.1.2, TRANS/THR RED/ACC ALTTTUDES.)

3.1.3.5.3 Altitude Gonstraint Entry As previously mentioned thereare three types of altitude constraints that may be entered into thefl ight plan:

.AT

o AT OR BELOW. AT OR ABOVE

All may be manually entered by the pilot, or a Nav Data Basespecified procedure may automatically enter one.

As a rule of thumb, altitude constraints must be:

o Above the origin airport for CLB PHASEr Above the present altitude for a climb constrainto Below the present altitude for a descent constraintr Above the destination airport for DES and APPR phase.

lf the altitude constraint does not conform to required criteria, it isrejected by the FMC, and a suitable SP message is generated; (e.g.,INITIALIZE CRZ FL, NEW CRZ ALT-HHHHH, etc.)

As with sPD constraints, altitude constraints may either be inserteddirectly into the flight plan by writing the data in the sp for transfer intothe desired data field, or by vertical revision at the desired waypoint.

Both speed and altitude constraints may be entered on the F-PLNpage A in the format (e.9.,285114000), however the speed may bemodified by direct entry on the F-PLN page (i.e., type "290" into theSP then press the associated right LSK or to modify the altitude,type"/15500" and press the associated right LSK.

3.1-51 Rev 1 Dec/93

Chatvi AP45

p.109


Examples of both methods may be seen in Figure 3.1-31 (direct intoF-PLN), and Figure 3.1-32 (via VERT REV page A).

Figure 3.1-36, is an example of an AT OR ABOVE altitude constraintat a geographical waypoint.

FRor,r l lSO )

Rhl05 gggg --- / tqtg

(LEVEL) s? zts/ SggO(SPD)

(LIM) s4 ?59/ FLIOAco4a'

SpR os srs/+ TAggFRISN

FRI rrUG5

NIL 15 .so/ FLsa6?59/150 10

c596s2#

Figure 3.1-36

In this case, the vertical profile is modified by the FMS to cross SPRAT OR ABOVE 7000. The +7000 (1) specifies the AT OR ABOVE,while AT OR BELOW would be entered as a -7000.

An altitude constraint entry at the T/C pseudo waypoint redefines theCRZ ALT in the FMC in the same way as entry of a new CRZ ALT onthe PROG PAGE. In this case, the new altitude is not a constraint,but rather a new cruise altitude. (See Section 3.2.6, PROG PAGE,and Section 3.4.2, CRZ ALT CHANGE.)

In a similar manner, an altitude constraint entry higherthan the CRZALT defined in the FMC, causes the CRZALT to be redefined to thenew altitude. The SP message, NEW CRZ ALT-HHHH, with "H"being the altitude or FL, is displayed to advise the crew of the cruisealtitude change in the FMC.

3.1-52

EEEE6E)6E

GBEDEDGD6D(o

Chatvi AP45

p.110


3.1.3.5.3.1 Step Altitude/Prediction Page A downpath altitudestep may be thought of as being a form of altitude constraint, to eithersatisfy an ATC request, or as a normal part of the flight plan toconserve fuel during the cruise phase, or position the aircraftvertically for an anticipated STAR. There are two possibilities for Ialtitude steps, STEP CLB and STEP DES. The STEP CLB segment Iis active when the following conditions exist:

1. Profile is engaged.

2. CRZ is the active flight phase.

3. The STEP CLB pseudo waypoint is a part of the active F-PLN.

4. The STEP point has been sequenced on the lateral F-PLN.

5. Actual aircraft altitude is below the FCU clearance altitude.

6. EO Drift Down Situational Mode is not active.

The STEP DES segment is active when the followingconditions exist:

1. Profile is engaged.

2. The STEP DES pseudo waypoint is a part of the active F-PLN.

3. The STEP point has been sequenced on the lateral F-PLN.

4. Actual aircraft altitude is above the FCU clearance altitude.

5. EO Drift Down Situational Mode is not active.

3.1-53 Rev 1 Dec/93lls o. discloslr€ df the infdm*idn dn this nedt ic errhi.d l^ rha 'a_l'i_^:^-- -- 4! I

Chatvi AP45

p.111


ln both STEP CLB and STEP DES the AFS commands the verticalguidance path target, speed target, vertical speed target, thrusttarget, and control mode, with PROFILE engaged, as follows:

1. The CRZ FL is the vertical guidance path target.

2. Speed target is defined according to the following priority:

o lf TACT SPD mode is active the speed target is thedefined tactical speed entry, (e.9., ECON).

o lf a Hold is active or is to become active within 3 minutes, witha heading leg to a manualtermination (HM), (e.9., IMM EXIT),the speed target is the pilot entered Hold Speed. lf a pilot-entered Holding Speed has not been specified, then targetspeed is MAX ENDurance.

o The speed target is the PERF MODE CRZ SPD for the STEPCRZ FL.

3. The vertical speed target is -1000 fUmin or the pilot-definedvertical speed on the FCU, until the IAS reaches the limitingspeed as defined on the TACT MODE page.

4. The vertical guidance thrust target is maximum climb thrust incl imb and idle thrust in descent.

5. The vertical guidance control mode is speed on thrust or speedon elevator, or combinations of each, to maintain the selectedIAS or vertical speed.

In climb or descent the FMC commands a vertical rate commensu-rate with IAS as defined on the MODE or TACT MODE pages (seeSection 3.1 .3.5.5, PERF MODES). Once the speed target is reached,speed is maintained on elevator or thrust as necessary, modifyingvertical speed in compliance with whichever parameter is active IAS/Vertical Speed. In descent a -1000 fUmin vertical rate is com-manded, or the vertical rate selected by the pilot, until the speedtarget is reached, then vertical speed is modified by the FMC tomaintain the descent speed restriction.

3.1-54

Chatvi AP45

p.112


Vertical guidance commands are apportioned according to theactive situation, with approximately 70 percent devoted to the activeparameter and 30 percent to the inactive parameter.

For example, with vertical rate active, 70 percent of the availableenergy would be devoted to the commanded vertical rate and 30percent to the commanded lAS, until the speed target is reached,then the 70 percent shifts to maintaining speed and the remaining30 percent goes to vertical rate.

This division of available energy is most apparent climbing through10,000 feet when IAS target increases to the selected climb speed.Vertical speed drops off as 70 percent of available energy is devotedto the new target speed.

The pilot has the option of overriding this automatic vertical guid-ance by selecting the desired vertical rate in the V/S window of theFCU and pull ing the set knob, engaging the AFS in the V/S mode.Vertical speed then is only restricted by VMAX and VMIN for theconfiguration. This option is available to comply with ATC requeststo expedite altitude changes or when higher than FMC commandedrates are desired.

The point along the lateral flight plan at which the climb or descentis to occur, called the STEP point, is the point at which the verticalflight plan changes from one cruise altitude to another cruisealtitude. The STEP point is indicated on the F-PLN pages and the NDby the pseudo waypoints S/C (STEP CLB) and S/D (STEP DES).

Prior to executing an altitude step, the crew has the option to viewthe predictions associated with it on the STEP PRED page, todetermine if such action is warranted as far as fuel savings areconcerned.

3.1-55

Chatvi AP45

p.113

A3'O FMS PTLOVS GU'DE

An altitude step is available when the following conditions exist:. The flight plan is either:

- The active primary- The secondary with performance predictions enabled

. A cruise flight level has been defined.

. A step altitude is not active.

. A time constraint has not been defined.

. The revise point is a fixed geographical waypoint, or the FROMwaypoint, but not ppOS.

. The flight phase is not descent or approach.

lf the above criteria are not met, the field is blank and data entryis not allowed.

NorE: The srEp PRED prompt is arso disprayed on VERTREV page B under the same criteria as ihat stated forVERT REV page A, above,

As previously mentioned, access to the srEp PRED page begins oneither F-PLN page with a VERT REV. Regardress oi tr,L accessingpage, however, the resulting disprays are identicar. Figure 3.1-37 isan example of a VERT REV from F_PLN page A at MetNg.

Figure 3.1-37

Pressing LSK @ resutts in display of the VERT REV atMELNB page.

@

GOEE@

@

@

EDEB@(Eil

FRor. t | ISO )UBT

MELNB 0944 ?6?/ FL37OUBl

OMA s4 .ar/ FLzTsUBl

B0SNA rssr .es/ , luBl

SAR s6 " / r lUBI

CHILY rs " / r lUE 1

BUI ?? , , / , l

TJ

3.1 -56

Chatvi AP45

p.114


EDEDED@

6D@

VERT REV AT MELNB )F0B=r9.1 EXTRA=tt .g

DES SPD LII , I?55/FLr90t

STEP PRED)

RETURN >

c59634#

GEEEEEEE

HsFigure 3.1-38

In this case, the display criteria have been met and the STEp pRED>prompt is displayed. lf the prompt is not displayed, a step altitude isnot available.

Pressing LSK @ accesses the STEP PRED page.

Figure 3.1-39

The title line is the point at which the step takes place. There are twopossibilities for the title line, depending on whether the revise point isthe FROM waypoint or a downpath waypoint. In this example, MELNBis the FROM waypoint. When the FROM waypoint is the revise point,the title line on the STEP PRED page is STEP at OpT|MUM pOtNT.

STEPSTEP

^T OPT PT

TO FL TI} IE, /DIST- - - - / - - - -

FUEL TI} IE COST

RETURN >

3.1-57

Chatvi AP45

p.115


This means that the step point is identified and computed by theFMC instead of commencing at a down path waypoint specified bythe pilot.

lf MELNB, the revise point, was a downpath waypoint, the title linewould be STEP at MELNB.

Operationally speaking, the STEP at OPTIMUM POINT would mostoften be used for fuel planning purposes or to comply with an altitudechange in realtime;while a STEP at a downpath waypoint might beto comply with an ATC request.

In both cases, the label and data lines are identical.

@ STEP TO FL - The desired step altitude is written in the SPand transferred into the boxes. The FMG makes the determi-nation between a STEP CLB and STEP DES based onwhether the altitude specified by the pilot is above or below theCRZ ALT. Step altitude must be within 8000 ft of CRZ ALT. Inthe case of a STEP CLB, the specified altitude must be abovethe highest altitude constraint or the SP message, "ENTRYOUT OF RANGE", is displayed, and entry of the step will notbe allowed. Entry of an altitude into this field causes thedisplay to revert to Figure 3.1-40

STEP AT OPT PTSTEP TO FL TII . IE. /DIST

FL?90 00to/oo60l . I IND AT FL

06g' /o98

PREDICTED AT T?OO GMTFUEL TI l . IE COSTSAVED INCR SAVEDs.? ogss 1.9 ' t

STEP LESS THAN* I NSERT

Figure 3.140

3.1-58

Chatvi AP45

p.116


The altitude step is now specified in the FMC and after a short pausethe prediction fields are filled.

@ TIME/DIST - The time, in hours and minutes, and the dis-tance in nautical miles, from PPOS to the STEP start point, isdisplayed in this field. Dashes are displayed if predictions areinvalid.

@ WIND at FL - The wind at the STEP TO altitude is enteredusing the direction/velocity format. lf no wind is entered theSTEP is optimized using FMC wind predictions. Brackets aredisplayed until wind entry is made. The wind is displayed insmallfont if calculated by the FMC, and LARGE font if enteredby the crew. lf a wind entry is made, it is used as the wind atthe step altitude to the top of descent.

SAVINGS - The predicted fuel savings is displayed as fuelin tonnes, t ime saved in HHMM (HOURS-MINUTES), andpercentage of overall fuel cost saved. lf the STEP results in afuelsavings, the word SAVED is displayed in @ - @ lfthe STEP results in the use of more fuel, the word INCR(INCREASE) is displayed.

This data l ine may display one of the fol lowing threemessages, depending on the FMC STEP predictions:

1. STEP LESSTHAN SMINUTES - TheCRZsegmentat thestepaltitude is predicted to be less than 5 minutes. lf this message isdisplayed as a result of an optimum step point calculation,insertion of the step is not allowed.

2. STEP LESS THEN 15 MINUTES - The CRZ segment at the stepaltitude is predicted to be greater than 5 minutes but less than 15minutes. Insertion of the step is allowed under these conditions.

3. STEP POINT lN DISCON - An optimum step point has beendetermined to lie within a discontinuity. Insertion of the STEP isnot allowed.

3.1-59Use or disclosure of the infomation on this oaoe is subiect to ihe hstddi^nc ^'

tha r*ra ^n^^

@@

@@

Chatvi AP45

p.117

A3'O FMS PILOT'S GUIDE

@ RETURN> - Pressing this LSK returns the display to theaccessing page, (e.9., VERT REV page A). lf the RETURN>prompt is pressed prior to the *INSERT prompt, all pilot-entered data on the STEP PRED page is erased.

@ *INSERT - Pressing this LSK inserts the STEp into theflight plan and returns the display to the accessing F-PLNpage. This prompt is only displayed when an altitude has beenentered in the STEP TO FL field tTD.

The *INSERT prompt is not displayed if either of the SPmessages, STEP LESS THAN 5 MINUTES, oTSTEP POINTlN DISCON are displayed.

NOTES:

1 . Afterthe step altitude is inserted into the F-PLN, the FCU mustbe changed in accordance with the new CRZ ALT to affect thedesired altitude change when the step point is reached.

Thirty seconds prior to the STEP point, providing the FCUand the STEP ALT are the same, P-CLB will flash on thePFD FMA indicating to the pilot that a STEP is about to occurat the STEP point without any further action.

2. After a STEP has been inserted into the F-PLN and the FCUhas been changed accordingly, should the FCU be reposi-tioned to the present CRZ ALT prior to the STEP point, theSTEP is automatically canceled and the CRZALT reverts tothe present altitude.

lf the FCU was not changed in accordance with the altitudeSTEP, then upon reaching the STEP point, the STEP isautomatically deleted and the SP message, GHEGK ALTI-TUDES, is displayed.

It is important to remember that the FCU altitude window, undernormal conditions, is the master as far as the altitude to bemaintained is concerned. An exception would be GS intercept withLAND engaged. Level change can only occur automatically at theSTEP point if the FCU has been changed in accordance with thealtitude STEP.

3.1-60I lce

^r dic.l^c"ra

^f tha ihf^rfr.t i^n

^h lhic

^.â ic c"hia^l t^ tha ra.+.i^+i^^-

Chatvi AP45

p.118


With ALT the engaged mode in the FMA, changing the FCU altitudeto the altitude STEP has no affect on aircraft altitude untilthe STEPpoint is reached. At that time, level change occurs as P-CLB or P-DES modes engage.

3.1.3.5.3.1.1 IMM GLB/IMM DES Two vertical guidance situ-ational modes exist to facilitate an immediate climb (lMM CLBIF) orimmediate descent (lMM DES*) rather than waiting for the aircraftto sequence the STEP point.

They appearon the F-PLN pages in data line{TR-l , and are displayedonly when PROF is engaged. They occupy this position until theSTEP point is sequenced, and then are deleted.

Scroll ing the fl ight plan wil l not take IMM CLB* or IMM DES{I outof view.

Figure 3.1-41 is an example of the IMM DES{e prompt.

FRoM I |SO )UBT

OMA 6950 IMM DES*

(S/D) s7 .as/ FLsTsUBI

BOSNArsss"/FLssT

(LEVEL) sr " /FL336UEI

SARsa"/r lUB I

CHILY rs " / ' lfJ

c59ffi7*

Figure 3.141

Pressing LSK[-i-R], in this case, causes the aircraft to begin a descentat 1000 fUmin.As soon as the LSK is pressed, init iat ing the IMMDES*, the display changes to reflect the rate of descent as indicatedin Figure 3.1-42.

3.1-61 Rev 1 Dec/93Use or disclosure of the information on this oaoe is subie.J t6 thF rFetri^+i^.c

GEGEEEEOEE@

(iD

ED

EDEDGD

Chatvi AP45

p.119


lTEil -^f,

| . ryV/ l l

@ Ezl

EEGEEE@

Figure 3.142

This initial rate may be changed, at the pilot's option, by input of thedesired vertical rate into the V/S window of the FCU, or whenPROFILE is engaged, by writing the desired rate in the SP O, andpressing LSK finl. See Section 3.4.1.1, IMM DES MODE andSect ion 3.4.1.3, IMM CLB MODE.

3.1.3.5.4 Wind/Temperature Entry Wind/Temperature compu-tations along the route of flight are based on pilot input and actualwinds/temps from the FMC at PPOS. Wind input is used for groundspeed (Fuel consumption) and optimum altitude predictions. Tem-perature input is used to calculate TAS, thrust settings, optimumaltitudes, etc.

The FMC places the winds/temps into three categories.

1. Entered - Winds/temps entered by the pilot

2. Forecast - Are winds/temps based on linear interpolation be-tween wind/temp entries

3. Predicted - Winds/temps are a combination of the forecast andactual wind/temp at PPOS.

Rev 1 Dec/93 3.1-62

FRoM IISO )UBI

OMA O35@ Y/S=-|O@O(S/D) 37 .ss/ FL37s

UBIBOSNAtsss"/FLssT

(LEVEL) sr " /FL33gUBI

SAR s6 " / r l

UBlCHILYTs"/rr

Use ot disclosure of the infomation on this Daoe is subiect to the reslri.li^h. Ah tha ritra

Chatvi AP45

p.120


The pilot-entered wind value format is DirectionA/elocity and isreferenced to true north. Entry may be made on any one of five CDUpages:

1 . lNlT A - Enter the forecast T/C wind in the cruise wind field. SeeSection 3.1.2.1, Figure 3.1-3, [6R1.

2. F-PLN B - Enter the forecast winds for each route segment asappropriate for each waypoint along the route of flight. A slash(/) preceding the wind data is required when wind is insertedwithout the temperature, in order to meet the format criteria forthis data field. See Section 3.1.3.4, Figure 3.1-26, @ - @

3. VERT REV B - Entry is the same as F-PLN B above. SeeSection 3.1.3.5.2.1, Figure 3.1-35, [ZLl.

4. STEP PRED - Enter PPOS wind at the STEP altitude on theSTEP PRED page. See Sect ion 3.1.3.5.3.1, Figure 3.1-40, [2-n.

5. DES FORECAST - Enter winds on an altitude basis for thedescent flight phase, and enter the destination surface wind fromATIS. Entry of the destination wind allows the FMC to furnishpredicted wind values for the descent phase without further pilotinput. See Section 3.4.6.3, Figure 3.1-115, @ - @

The climb wind forecast is divided into two segments as follows:

o Below 10000 MSL the vertical profile forecasts are determined bylinear interpolation between the origin wind at the origin airportand the T/C wind at 10000 MSL.

. Above 10000 MSL the vertical profile forecasts are determined bythe constant value of the T/C wind.

lf T/C wind and the origin wind are not entered by the pilot, the valuesdefault to zero, and wind values at all waypoints along the route offlight correspond to the T/C wind value derived from the FMC.

Enroute fl ight planning changes, which cause recalculation of thepredictions, also cause a new wind profile to be calculated using theactual wind at aircraft PPOS as though it were the T/C wind andprojecting the profile forward from that position to the destination.

3.1-63

Chatvi AP45

p.121


The descent wind forecast profile is dependent on whether or not awind entry has been made on the DES FORECAST page. lf no windentry is made, the descent forecast profile consists of the following:

o Above 10000 MSL the wind forecast is a constant value equal tothe wind at the T/D.

. Below 10000 MSL the wind forecast is determined by linearinterpolation between the cruise wind at 10000 MSL and thedestination airport surface wind.

lf a destination wind is not entered, a zero wind velocity at destinationis used for predictions.

The temperature along the route of flight may be entered in degreescentigrade and is used to modify ISA values to correspond withactual conditions to improve predictions, Temperature entries maybe made on the following CDU pages:

1. INITA - Entera T/C temperature in the cruise temperature field.See Sect ion3.1.2.1, Figure 3.1-3, [5F].

2. F-PLN B - Enterforecasttemperatures at origin, destination, allenroute waypoints, T/C, and T/D pseudo waypoints. See Section3.1.3.4, Figure 3.1-26, @ - @

3. VERT REV B - Entries are the same as for F-PLN B page above.

3.1.3.5.5 Performance Modes Two performance modes are avail-able for selection at the option of the pilot. The strategic mode allowsmodification of performance parameters for all remaining flightphases, while the tactical mode impacts only the currentflight phase.

lf no changes are made on either page, the FMC assumes the ECONperformance mode.

Rev 1 Deci93 3.1-64

Chatvi AP45

p.122

A37O FMS PILOT'S OUIDE

3.1.3.5.5.1 Strategic Mode Page The purpose of the STRATE-GIC MODE page is to allow selection of performance modesaffecting the entire flight as opposed to making the selections oneach flight Phase.

Three options are available:

1. EGON - Economy isthedefaultstateofthe FMC. lt is based onthe Cl defined by the airline or specified by the pilot, andrepresents the optimization of minimum fuel and minimum time.

2. MIN FUEL - Minimum fuel mode corresponds to a Cl of zero,and computes the optimum speeds required for minimum fuelconsumption for the route to be flown.

3. MIN TIME - The minimum time mode corresponds to a Cl of999, and provides the maximum speed possible within theconfines of the flight envelope, except below 10000 MSL where250 KIAS is the maximum possible.

The optimization calculations for ECON and MIN FUEL, in both thecruise and descent flight phases, are based on pilot entries of CRZWIND, TEMP, and CRZ ALT. In the cruise fl ight phase the optimummach is updated automatically as a function of weight, winds,temperature, and CG. A fixed MACH/CAS is provided for thedescent phase based on cruise mach and computed CAS as afunction of aircraft weight and wind component at the end of thecruise phase. In all strategic modes the lowest target speed is either:Vfto (GREEN DOT) in the clean configuration or minimum maneu-vering speed for the flap setting. The highest speed is the lower ofVmo -1Ol34O CAS/ or Mmo -.02.

Pilot inputs necessary for this calculation are CRZ ALT and Cl.Access to the STRATEGIC MODE page is gained by pressing theFoml kgy on the CDU.

3.1-65 Rev 1 Dec/93

Chatvi AP45

p.123


ECON CLBCOST INDEX549 Ar DEsr

GI,IT EFOSECoN t?30 ?O."

r l t l IN FUEL

rf l IN l I l , lE

c59639tr

Figure 3.1"43MODE PAGE

The title line is identical to the PROG page and reflects the activeperformance mode and current flight phase (e.9., ECON CLB inFigure 3.1-43). lt is important to realize that the mode displayed inthe title may differ from that displayed in LARGE font in [7D through[?D forthe active mode. This is because the title can contain tacticaland situational modes, while IZD through [?D can only display thestrategic modes.

@ COST INDEX - This field is identical to the Cl field on lNlT Apage, and may be modified or cleared by the pilot.

@ The active strategic mode is displayed in LARGE font, without@ the *prompt, and the same data line contains the predicted@ time and fuel remaining at destination. Prediction fields for@ the nonselected modes are blank until they are selected by@ the pilot. Pressing the LSK adjacent to the desired mode acti-@ vates it and the display reverts to LARGE font. After a short delay

predictions pertaining to this mode are displayed. Time predic-tions airborne are ETA in GMT, and ETE when on the ground.

EE@

EEEBGEGE

(iD

EBED@D

EDGD

Rev 1 Dec/93 3.1-66

Chatvi AP45

p.124


3.1.3.5.5.2 Tactical Mode Page The purpose of the TACTICALMODE page is to allow activation of the selected strategic mode orone of the available tactical modes, and to display predicted timeand distance to a predetermined altitude forthe active mode and theMAX CLB mode. Selection of a mode on the TACT MODE pageimpacts only the current flight phase. The FMCS reverts to theselected strategic mode once the current flight phase is passed.

Access to the TACT MODE page is by pressing the [TEEfl key onthe CDU.

Three different CDU pages are available depending on the activefl ight phase:

1. GLB page - This page is displayed when in the DONE, PRE-FLIGHT, TAKEOFF, or CLB f l ight phases; or when another TACTMODE page is displayed and the flight phase changes to DONE,PREFLIGHT, TAKEOFF, or CLB. Available selections are ECONCLB, MAX CLB, and SPD TACT MODES.

2. CRZ page - This page is displayed when the[IEEElkey is pressedwhen in the CRZflight phase, orwhen anotherTACT MODE pageis displayed and the flight phase changes to CRZ. Availableselections are ECON CRZ, MAX END, and SPD TACT MODES.

3. DES page - This page is displayed when the [I5Fl key ispressed when in the DES oTAPPR flight phases, orwhen anotherTACT MODE page is displayed and the flight phase changes toDES or APPR. Available selections are ECON DES, MAX DES,and SPD TACT MODES.

The TACT MODE pages title lines differfrom the strategic MODE titlelines in that the active mode is not displayed with the flight phase.Additionally, the Cl cannot be changed on any TACT MODE page.It is important to note these differences to preclude confusing the twoperformance mode pages.

Selection of the desired mode is accomplished by pressing the LSKadjacent to the {tprompt.

3_1-67

Chatvi AP45

p.125


Figure 3.1-44 is an example of a typical TACT MODE page for theCLB fl ight phase.

CLBPRED TO

F L?55G}IT DIST

ECoN I?30 ?5

r l lAX CLE l??g ??SPD

t l

c59640#

Figure 3.144TACTICAL MODE PAGE

PRED TO - The altitude to which the predictions shown arereferenced, is displayed in this field. The displayed valuedefaults to the FCU altitude in feet MSL (NNNNN) below theorigin transit ion level, and to Fl ight Level (FLNNN) above theorigin transit ion level (e.9., transit ion level 18000 MSL).

ECON, MIN TIME, MIN FUEL - Displaystheselected Strate-gic MODE in LARGE font (see Section 3.1.3.5.5) and thepredicted time and distance to the altitude displayed in tlEl. lfa TACT MODE is subsequently selected, it is displayed inLARGE font and the prediction flelds for the strategic MODEare blanked.

MAX CLB - Pressing this LSK activates the MAX CLB TACTMODE, displaying MAX CLB and the associated predictions inLARGE font. Predicted time and distance are always displayedforthe MAX CLB mode, regardless of whether it is active or not.

SPD - The SPD MODE cannot be activated untilspeed hasbeen entered in the brackets. Entry of a speed causes displayof the associated Mach in the CLB and DES flight phases, andthe appearance of an asterisk *prompt. Pressing a secondtime the LSK adjacent to the prompt activates the SPD Mode.

@

EEED6E(m

tiDEDGDED@(d]

@

IB

@

@

Rev 1 Dec/93 3.1 -68

Chatvi AP45

p.126


Figure 3.1-45 is an example of the TACT MODE CRZ page.

Figure 3.145

Access to this page is gained by pressing the [ilT80 key when in theCRZ flight phase, or by the flight phase changing to GRZ whileanother TACT MODE page is displayed.

The title line displays the active flight phase. No predictions aredisplayed on the TACT MODE CRZ page.

@ ECON - Displays the active TACT MODE in LARGE font andis the same as CLB page.

@ MAXEND - TheMAXEND(MAXIMUMENDURANCE)TACTMODE is activated by pressing LSK btl, and is displayed inLARGE font when active. MAX END equates to LRC (LONGRANGE CRUTSE).

@ SPD - Display logic is the same as SPD on the CLB page,but is limited to entry of either a SPD or a MACH rather thanboth. Entry into this field on the CRZ page does not affect theCLB or DES pages.

GE)m€EEE6E@

ECON

el lAX ENIISPD

s.7s

3.1-69

Chatvi AP45

p.127


The DES TACT MODE page, Figure 3.1-46, is essentially the sameas the CLB TACT MODE page.

DES

Gl.ITrECON

PRED TOFLl5g

DIST

r l ' lAX DES l3?S ??SPD

?59 r34@ ?8

c59649#

Figure 3.145

Access is gained by pressing the ITEEE] key, on the CDU, when in theDES or APPR flight phases, or when the flight phase changes toDES or APPR while another TACT MODE is being displayed. Thetitle line displays the active TACT MODE.

@ PRED TO - This field displays the altitude to which thepredictions shown are referenced, and uses the same displaylogic as the CLB page, The pilot may enter altitude values intothis field for the purpose of descent planning. Entered valuesare used in the calculation of the Altitude intercept pseudowaypoint ( l /P), (see Section 3.1.2.8, PSEUDO WAYPOINTS).An entry into this field has no affect on CLB page.

ECON - Mode selection and active mode prediction fieldsare the same as CLB page.

MAX DES - Pressing this LSK activates the Maximum De-scent Tactical Mode, Predictions are always displayed for thismode, however, when the mode is activated the font becomeslarge to indicate it is active.

GOEEGE60EE

EBEDEDED6DGO

@@

@

3.1-70

Chatvi AP45

p.128

A31O FMS PILOT'g GUIDE

@ SPD - Mode selection and active mode prediction fields@ are the same as the CLB page. Data entry may either be

speed, Mach, or both (MACH/SPD). An entry into this field hasno affect on the CLB or CRZ pages.

3.{.3.6 Flight Plan Gheck

The distance and course of each leg of the fright plan are checkedagainst the computer flight plan or enroute chart, to verify that thedisplayed flight plan is identical to thatwhich was fired with ATC, TheF-PLN page B, accessed via the ["lEI] key when F-PLN page A isdisplayed, and the EFIS ND in the PLAN mode, are used togetherto perform the necessary verification.

FROl. t

Rr.t05( LEVEL )

SPD(LIM)

cs48.SPR

FRISNFRI

u65NIL

Drsr LI56 ).c 1{rNItr? gss. /gss

5

I

I-9 gsg. /sgs

37-94

t t /

r l

37-ss " / r l

TJ

c59650#

Figure 3.147

Figure 3.1-47, a sample of F-PLN page B as it might appearfrom thedeparture runway at LSGG through the FRrgN slD, can be verified

l,t:"Jffi:.S1I[lthefrisht ptan route as it is disprayed on the EFrs

I

@

EE

EEEE(m

(ID

CDEDEDED(6D

3.1-71 Rev 1 Dec/93

Chatvi AP45

p.129


c59651#

Figure 3.1.48

ln the PLAN mode, the ND display is a depiction of the lateral flightplan in a North up orientation, with the TO waypoint as the center ofthe ND.

The scale of the geographic coverage is determined by the rangeselected on the EFIS Control Panel (Figure 3.1-49), (e.9., at a scaleof 120NM, the ND map presents an image with a radius of 60NM).

Rev 1 Dec/93 3.1-72

Chatvi AP45

p.130

ASIO FMS PILOT'S GUTDE

[ | ]BlOARC 60

,HH::^ ,t'@,\7

@@@@@MAP

c59652#

Figure 3.149

Checking the F-PLN is accomplished by pressing the slew arrows onthe CDU, in the desired direction, sluing the flight plan through eachwaypoint. As the flight plan is slued, the ND display changes toreflect the same waypoint positioning as that reflected on F-PLNpage B. Each button push changes the center reference point fromthe TO waypoint to the FROM waypoint. ln this way the centerreference point of the ND is always the TO waypoint as the flight planis scrolled through each leg. As each leg is sequenced by pressingthe slew arrow, the FROM waypoint in the top l ine of theF-PLN page, changes correspondingly.

The range scale, Figure 3,1-49, should be constantly changed todisplay the desired geographical area as the F-PLN is scrolledthrough each leg to the destination.

NOTE: lt is important to realize the North up orientation of theND occurs only in the PLAN mode - other ND modesare oriented to aircraft heading. Additionally, the PLANmode offers the only capability to view the route offlight both ahead and behind the aircraft PPOS. Thisis due to the TO waypoint being the center referencepoint of the ND rather than at the bottom portion of theND as is the case with all other ND modes.

3.1-73 Rev 1 Dec/93I l<e dr di<.|^ct'.a

^f tha inhm.ti^n

^n thi. 6râ ic e"hla^l t^ rh-

Chatvi AP45

p.131

A37O FMS PILOT'S GI'TDE

3.1.3.7 Gopy Active

with flight planning completed it is recommended that a copy of theactive primary flight plan be made to preclude the loss of portions ofthe flight plan either inadvertenfly or as a result of certain functions(e.9. , DIR TO).

The coPYAcrlvE function may be found on the sEc INDEX page,accessed by pressing the ("ffi-l 6Lrttsn on the cDU keyboard.Pressing LSK @ copies the active primary flight plan into the sECF-PLN (Figure 3.1-50). See SectionT.l for SEC F-pLN uses.

Figure 3.1-S0

see 7.1.1 coPY AcrlvE, for [,-'-El uses and a more compretedescription of this function.

3.1.4 Transition to Takeoff phase

FMS transition from the pREFLIGHT flight phase to the TAKEOFFflight phase occurs:

1. When the aircraft is not airborne.2. valid ground speed is being received and is greaterthan 100 Kts.3. Either throttle is advanced above a prescribed threshold.

Rev 1 Dec/93 3.1-74

@

trE@

EE

(iD

EBGD

GE

6D(il

SEC INDEX

-CO RTE FRO}I, / TOt I I l / t - l(sEc F- 'LN

t ' r thro,

COPY ACTIVE }IODE>

Use or disclosure of the infofmation On this paqe is subiect to the resrridi^n. ^^ rha ril6 â^^ ^..L:- r,

Chatvi AP45

p.132

TAKEOFF


3.2 TAKEOFF.. . . . . . . . . . . . . . .3.2-13.2.1 TAKEOFF Page.. . . . . . . . . . .3.2-2


3.2.2 Departure Runway Change 3.2-113.2.3 Speed Changes 3.2-133.2.4 GW and CG Update . . . . . .3.2-153.2.5 Manual NAV Radio Tuning 3.2-163.2.6 PROG Page.. . . . . . . 3.2-17

3.2.6.1 FMC Position Update 3.2-213.2.6.2 NAVAID Tuning 3.2-223.2.6.3 Fuel Prediction Page... .......3.2-243.2.6.4 Bear ing/Distance To . . . . . . . . . . . . 3.2-26

3.2.7 Takeoff Roll ".3.2-263.2.7.1 Position Update 3.2-263.2.7.2 FMA lndications ........ 3.2-263.2.7.3 NAV Engagement 3.2-283.2.7.4 Prof l le Engagement. . . . . . . . . . . . . . 3.2-30


3.2-a

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p.133

Chatvi AP45

p.134

A31O FME PTLOVS GUIDE

3.2 TAKEOFF AND TRANSITION TO GLIMB

As the GO Levers are triggered for takeoff, the FMGC position isupdated to the approach end of the runway and the A/THR isengaged but not active. The position update may be observed as ajump in the Navigation Display as the position is entered into theFMGC. The same position may be observed on the PROGRESSpage. SRS and RVfY are engaged on the FMA, A/THR is armed, andlateral guidance is referenced to the runway centerline to a radioaltimeter altitude of 30 feet. After liftoff, SRS:V2 + 10 is maintainedand the speed is held on the elevator. The FMGC transitions fromtakeoff to climb phase when the aircraft altitude is greater than theacceleration altitude (2 engines operating) or when A/C speed isequal to a greater than VFTO (single engine). The thrust reductionaltitude is defined from data base or may be modified by the pilot.At the acceleration altitude and after flap/slat retraction, thrustenergy is divided into approximately 60% for acceleration and 40o/ofor cl imb.

At 30 feet or after at least 5 seconds of flight, an autopilot and NAVmode may be engaged. Runway track mode is disengagedautomatically at 30 feet, the FD command bars appear and FMlateral nav is active, as indicated by dashes in the AP/FD lateralmode (column 3) of the FMA.

NOTE: Priortotakeoff the runway heading may be preselectedon the FCU. This "Selected" Heading mode isannunciated on the FMA and precludes FM lateral navactivation when the autopilot is engaged.

The MANAGED NAV departure course flown from 30 feet is thatdepicted in the departure, whether it be a course or heading. Untiltheautopilot is engaged, the aircraft guidance is to runway centerline.Profile is automatically engaged at Thrust Reduction altitude.

Prior to the beginning of the TAKEOFF flight phase during Taxi andBefore Takeoff the GW, CG, or ZFWCG, on the FUEL PRED page(see Section 3.2.6.1) should be updated. While a CG update is notnecessary on the 4310-200, a ZFWCG update is mandatory onaircraft equipped with a trim tank (A310-300, A300-600) for theproper operation of the CGCC (CG Control Computer).

t 2-1 Rcrr '1 llan/O?

Chatvi AP45

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GW update is necessary when the ZFW changes as a result of lastminute cargo or baggage, and is the sum of the new ZFW and thetotal FOB as indicated on the left ECAM 1@, Figure 3.2-51).

LEFT ECAM

@- RPU Rulilrlr{0

TflI r +8trCtLFUEL r 80.20 I0 I

lqn

c59654#

Figure 3.2-51

3.2.1 TAKEOFF Page

The TAKEoFF page may be accessed when the aircraft is in theDONE, PREFLIGHT, or TAKEOFF flight phases, by pressing the[^T$il mode key of the cDU (Figure 3.2-s2).Access is ilso ailowed inflight before flap/slat retraction and before vFTo (GREEN Dor) isreached.

Page access is normally done during the pREFLIGHT phase afterthe weights are received. v1 and VR are usually the only datainserted, however, other options exist on this page and are discussedin the following paragraphs. V2 is preselected on the FCU speedknob and is recopied from the FCU to the Takeoff page.

Rev 1 Dec/93 3.2-2

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p.136


Vl RHY - 'J ' f fSHIFT

VR THR REII

U? TFCU] ACCEL148 4s7 s

FLP RETR EO ACCELF=163 ?sz s

SLT RETR EO THR RED5=196 ?s7 s

VFTO0=236 APPR>

Figure 3.2-52

Figure 3.2-52 is an example of the TAKEOFF page as it wouldappear initially - mandatory data fields blank, and Figure 3.2-53 isthe same page after data has been inserted.

6EEOEEGE

EDED60ED6D@

TAKEOFFvl FLEX RHYr

VR SLAT/FLAP THR RED

V2 TRIM ACCEL

FLP RETR ED ACCELF=153 ?a7 s

SLAT RETR EII THR REI)5=196 as7 s

VFTOO=?36 APPR>

c5965S

--SEE TEXTAT@

m.l (PAGE 3.2-5)

EN

Figure 3.2-53

@ V1 - Data entry is for display purposes only, however, V1 isdisplayed on the FMA in lieu of 'SRS' onthe PFD if this datais omitted. Vl is represented by a BLUE -1 moving along theSRS of the PFD. (See @, Figure 3.2-54.) lf no data has beenentered when the flight phase transitions to TAKEOFF, dashesare displayed. Data cannot be entered after the flight phasetransitions out of PREFLIGHT. Entry attempts cause displayof the SP message, "NOT ALLOWED".

Rev 1 Dec/93

Chatvi AP45

p.137


,A

Figure

@

@

@

c59657#

3.2-54

VR - Data entry is for CDU display purposes only - VR isnot displayed on the PFD. Same display and entry rules asV1 above.

V2 - Data is displayed for reference only, and comes fromthe value entered by the pi lot on the FCU. This value cannotbe modified afterthe flight phase transitions from PREFLIGHTto TAKEOFF or CLB.

FLP RETR - The flap retraction speed is calculated by theFMC and displayed for reference. lt is always displayed inlarge font and may be modified by the pilot. lt corresponds toa value of 1 .25 Vs, slats 15 deg/flaps 0 deg, and is representedby a GREEN -F symbol moving along the SRS of the PFD.Displayed 5 seconds after liftoff and onlyrivith the flap/slathandle in the 15/15 or 15120 posit ion. (See (!), Figure 3.2-55.)

SLT RETR - The slat retraction speed is calculated by theFMC and displayed for reference. Same display and entryrules as FLP RETR above. lt corresponds to 1.25 Vs, cleanconfiguration, and is represented by a GREEN -S movingalong the SRS of the PFD. Displayed 5 seconds after liftoffand only with the slaUflap handle in 15/0 position, after theflaps are retracted. (See @, Figure 3.2-55.)

@

3.2-4

Chatvi AP45

p.138


@ VFTO - Velocity final takeoff is calculated by the FMC butmay be changed by the pilot. lt is atways displayed in LARGEfont. lt corresponds to the best lift over drag speed in the cleanconfiguration, and is represented by a GREEN dot (o), orsmallcircle, moving along the SRS of the pFD. GREEN dot isdisplayed onlyrrvith the slaVflap handle in the clean, 0/0position. (See @, Figure 3.2-SS.)

Figure 3.2-bs

Figure 3.2-55 is offered as an example only. The F, S, and O speedsare not displayed on the sRS of the pFD at the same time, eachbeing a function of a different slaVflap configuration.

NOTE: Data lines @ - Gtrt represent the minimum speedsforflap (FLp RETR) and stat (SLAT RETR) retraction,based on present aircraft weight as calculated by theFMC, as well as the minimum clean maneuveringspeed (VFTO). These speeds may also be referred toas F (flaps), S (stats), and O (VFTO or GREEN DOT).

@ TO SHIFT - This field is remains btank if the ACARS ptNfunction is enabled. lf ACARS is not enabled it is blank, untilan origin runway has been defined (See @, Figure 3_S2),which is normally done when the slD is selected on the originLAT REV Page (see Section 3.1 .9.2.1 ,StD/RWY SELECTTON).

200

180

1,40

3.2-5 Rev'1 Dec/93

Chatvi AP45

p.139


Entry attempts before definition of the takeoff runway result indisplay of the SP message, "NOT ALLOWED". After runwaydefinition, the SELECT*prompt is displayed in Figure 3.2-52.Pressing LSK @ , when SELECT* is displayed, activatesthe TO SHIFT function. ACTIVE is displayed in data tine FE]as long as the function is active. TO SHIFT may be canceledby the function manually, or automatically when a new runwayis defined.

The FM assumes the aircraft always enters the runway and beginsthe takeoff at the beginning of the RWY. The FM position bias isautomatically established when the go levers are toggled at T.O. Theposition stored in the nav data base is the threshold (i.e., the end ofthe runway: the interface of the overrun and the runway or theassociated corrected point for a displaced runway threshold). Thistakeoff shift position provides the ability to identity a more precisebias posit ion f ix upon application of TOGA or FLEX Thrust.Simultaneously, the pilot may notice a instantaneous Nav Displayshift as the runway graphic is positioned with the aircraft symbol onthe end of the runway graphic.

NOTE: TO SHIFT, when active, causes the FMC to update theFMC position, when the go levers are toggled attakeoff, to a point 970 meters (3182 ft.) farther downthe departure runway rather than at the runwaythreshold or displaced runway threshold.

@ THR RED - The THRUST REDUCTION ALTITUDE, asdefined in the data base, can only be changed in this fieldwhile the f l ight phase is PREFLIGHT. See THR RED ALT,Appendix B.

@ ACCEL - TheAccelerationAlt i tude(ACCELALT)asdefinedin the data base. Same display and modification rules as THRRED above. See ACCEL ALT, Appendix B.

@ EOACCEL - TheEngineOutAccelerationAltitudeasdefinedin the data base. Same display and modification rules as THRRED above. See EO ACCEL ALT, Appendix B.

Rev 1 Dec/93 3.2-6

Chatvi AP45

p.140


@ EO THR RED - The Engine Out Thrust Reduction Altitude asdefined in the data base. Same display and modification rulesas THR RED above. See EO THR RED ALT, Appendix B.

@ APPROACH> - This prompt is only displayed if a primarydestination has been defined in the active F-PLN. PressingLSK (ml, with the APPROACH> displayed, accesses theAPPROACH page. See APPROACH PAGE, Section 3.6.1.

NOTE: Data fields @ - t$l display dashes untilthe defaultvalues from data base are calculated, or a pilot entryis made. This is one of the few cases where pilot entryis allowed in a dashed data field. Entries are allowedonly in the PREFLIGHT phase. Attempts at any othertime result in the display ol "NOTALLOWED', in the SP.

3.2.1.1 TAKEOFF PAGE ACARS Uplink

The FMC with an ACARS interface presents slightly differentTAKEOFF and GO AROUND pages than those previouslydescribed. OtheTACARS TAKEOFF Page information is availablein Sect ion 7.2.6.2.

Three conditions can cause new V speeds to bedisplayed automatically:

1. An automatic change in the takeoff control mode of the TCC.

2. A pilot entry of a runway in data field [1E'1.

3. Receipt of an ACARS uplink.

Under conditions 1 and 2 above, previously entered data is erasedand boxes are displayed in the data fields. Condition 3 causes newdata to be displayed in the appropriate fields providing conditions 1and 2 are compatible with the new data, otherwise boxes are dis-played requiring manual entry of the correct data (see Figure 3.2-53).All V speeds are either SP entered or data linked.

3.2-7 Rev 1 Dec/93

Chatvi AP45

p.141


Referring to Figure 3.2-56, only the differences will be detailed. Datalines not covered in this section are identical to those presented in3,2.1. TAKEOFF PAGE.

Figure 3.2-56

Vl, VR, V2 - Data is displayed for reference only, and comesfrom the value entered by the pilot on the FCU. lf ACARS isenabled, V2 must be manually set on the FCU to the value indata line 6Tl. Additionally, V1 must be reinserted at data line@ to provide V1 display on the PFD A/S indicator.

FLEX - The FLEX TEMP selected on the TRP is displayed herewhen FLEX TO is adive (Figure 3.2-57), and an ACARS uplinkedFLEX TEMP was received for the runway entered in [t-Fl.

@@@

1C

Y1

VR

v2

FLPF=163

SLATS=196

VFTOO=?36

TAKEOFFl ! : '

SLAT/FLAP-- / --TRII{

RETR

RETR EI)

R}IY

THR REII?47 s

ACCEL437 g

EII ACCEL?s7 s

THR REII?87 s

APPR>

@@@@

Figure 3.2-57

Rev 1 Dec/93 3.2-8

Chatvi AP45

p.142

A3'O FIWS PILOT'S GUTDE

lf a FLEX TEMP is available for the specified runway, butFLEX TO has not been selected on the TRP, AVAIL (Available)isdisplayed. l f no FLEXTEMP isavailable, NONE isdisplayed.lf no runway is specified in linefiEl , dashes are displayed. TheSP message, SET XX deg.C lN TRP, is displayed if a runwayis specified, FLEX TO is active on the TRP, and no FLEXTEMP has been entered in the TRP.

2c SLAT/FLAP - SlaUFlap settings commensurate with aircraftweight and the specified runway, are uplinked by ACARS anddisplayed in this data line. lf SlaUFlap settings are not received,a runway is not specified in FEI , or the FLEX TO mode hasbeen selected and FLEX TO data has not been received forthe specified runway, dashes are displayed.

3c TRIM - Trim settings are displayed when ACARS uplinkeddata is available forthe specified runway. lf a trim setting is notreceived, or FLEX TO is not selected and FLEX data has beenreceived for the specified runway, dashes are displayed.

@ RWY - Boxes are displayed in this field until an ACARSuplink is received or a runway is specified by the pilot. lf anuplink has been received and no runway had previously beenentered, the first runway on the uplink list is displayed, as wellas all other data pertaining to that runway. In this case it maynot be the runway desired for departure, underscoring theimportance of selecting the departure runway before ACARSuplink data is expected.

Figure 3.2-58 is an example of the TAKEOFF page, after receipt ofACARS uplink, with al l data l ines f i l led.

3.2-9

Chatvi AP45

p.143


TAKEOFFVl FLEX RI{Y

too +o47 33L0aVR SLAT./FLAP THR RED

115 O/LO "e7si V? TRII4 ACCEL

t38 +9.4 4s7 EFLP RETR ED ACCEL

F=163 ?a7 sSLAT RETR ED THR REII I

5=196 zez s )vFTo I

O=?36 APPR> |

Figure 3.2-58

3.2.1.2 THR RED/AGGEL Altitudes

The THR RED and ACCEL ALT normally come from the data base,however, they may be modified by the pilot on the TAKEOFF pageonly. See Section 3.2.1, TAKEOFF PAGE.

THR RED ALT is defined as:

. The thrust reduction altitude is the vertical location at which theFMS commands the TCG to reduce the maximum thrust limit fromthe pilot-defined Takeoff/FLEX TO Thrust Limit to the FMS ThrustLimit, (e.9., CLB Thrust). THR RED ALT is also one of the lowestaltitudes at which the PROF mode may be engaged.

. THR RED ALT applies to two-engine operation only. Single-engine operation is indicated by EO THR RED ALT and isactivated after EO is selected by the pilot.

ACCEL is defined as:

. The acceleration altitude is the vertical location, after takeoff, atwhich the FMS can command an acceleration to the desired climbspeed, (e.9., 250/10000).

. ACCEL applies to two-engine operation only. Single-engineoperation is indicated by EO ACCEL and is activated after EO isselected by the pilot.

EE6EEO60GO

@

ED6DED6D@

3.2-10

Chatvi AP45

p.144

AS|O FMS PTLOVS GUTDE

3.2.2 Departure Runway Ghange

There are two ways to accommodate a change of departure runway.Although they both deal with the same SID page, the method issomewhat different.

The first method is a repeat of the SID selection during flight planning(3.1.3.2.1 SID/RWY SELECTION) beginning with a lateral revisionat the departure airport, LSGG. On the LAT REV from LSGG page,press LSK @ adjacent to the <SlD prompt (Figure 3.2-59),

Figure 3.2-59

The SID from LSGG page is displayed, with RWY05 selected. Theonly runway remaining, RWY 23, may be selected by pressing LSK[+F] (Figure 3.2-60)

GDED@l@BED@

LAT REV FRolr LSGG4614.4N/55606.6E

<SID STAR>(AIRHAY HOLD)

PROC T>NE]. I } IPT CO RTE

*[ ] t l *NEI. I RTE TO

LSGG,/I ]*

*ENABLE ALTN RETURN>

3 2-,1'l

Chatvi AP45

p.145


SID FRor.r LSGGSIDS RI. IYS

FRISN <SEL> (SEL> 05TRANS EOSID

NONE EO@s

REI, IAINING REMAININGSIDS R}I YS

DIJ1A ?3

DIJSN

*INSERT RETURN>t

cs9663d

Figure 3.2-60

Pressing the *INSERT prompt, LSK [o-fl, changes the departurerunway to RWY 23 and rctums the display to the accessing F-pLN page.

The other method to affect a change of departure runway is offeredas an operational technique that could be employed anytime arunway change is anticipated.

RecallSection 3.1 .3.7 ,COPYACTIVE, when, again as an operationaltechnique, it was suggested that a copy of the active primary F-PLNbe made after it is completed? Assuming this was done, if adeparture runway change is anticipated, it can already be selectedon the copy of the active primary F-PLN waiting in the SEC F-PLN.The process of runway selection in the sEC F-PLN is identicarto thatalready detailed for the active primary F-PLN (see Section 7.1, SECF-PLN). Allthat remains is to activate the SEC F-PLN - make theSEC the active primary F-PLN (see SectionT.1.1, ACT SEC).

Pressing the ['-.ffi| key of the CDU accesses the SEC INDEX page(see Sect ion7.1.1, SEC INDEX).

GDEEGEEO

6E@

(iD

GDCDED6D(@

3.2-12

Chatvi AP45

p.146


SEC INDEXCO RTE

<SEC F_PLN

COPY ACTIVE

CLEAR SECCRZ FLFL37O

*ACTIVATE SEC

DESFORECAST >

FR0]. t / T0LSGG/LGTS

FUELPRED )

MODE )

GDGEEEEEEE@

[DED

@EDED

sg*

Figure 3.2-61

At the bottom left of the CDU is the {TACTIVATE SEC prompt.Pressing this LSK activates the SEC F-PLN, making it the activeprimary F-PLN, and returning the display to the active primary F-PLNpage. With two button pushes, a runway change has been affected.This is certainly fasterthan the first method, providing the impendingrunway change was anticipated and planned for.

Prudence now should dictate a COPY ACTIVE of the new activeprimary F-PLN.

3.2.3 Speed Ghanges

Changes to the planned departure speed schedule, to accommodatelast minute ATC requests, can be accomplished by doing a VERTREV at the desired waypoint, (e.9., FRI; Figure 3.2-62).

3.2-13

Chatvi AP45

p.147


FRol. t LLS6 )

LSGG sggg --- / t4tg- (seP;(LIM) s4 ?5O/ FLIOO

FRI rs srs/ FLe4su65

], , l IL rs .ss/ FL3a3

(LEVEL) r7 " / FL35g

i /c) ?s " /FL37g1J

GE)EEl3l{l C-2, 11

* st{rEDGE

Figure 3.252

Assume climb speed between FRI and WIL has been changed to,"Maintain 280 kts." The normal climb speed in this segment iscalculated by the FMC to be 315 kts. By reference to Figure 3.2-63,a speed constraint may be created between these waypoints bywriting 280 in the SP and pressing LSK @ .

GD

usHEB6D@

VERT REV AT FRI 'EFoB=8.2 EXTRA=2.4

SPD GI, , IT*[ ] t l *

AT OR ABOVE*[ ]

AT ALT CLB SPD LII . I*[ ] zzs/FLrss*

AT OR BELOHr t [ ]

RETURN >?84

Figure 3.2-63

3.2-14

Chatvi AP45

p.148


The speed for the route segment in question would change from 315kts. to 280 kts. The speed schedule would automatically return tonormal, Mach .80 at WlL, as indicated by reference to Figure 3.2-62.This speed change would only occur automatically with PROFILEengaged. lf PROFILE was not engaged the same change could beaffected manually, directly in the SPEED window of the FCU.

3.2,4 GW and GG Update

After engine start lNlT page B is no longer available, therefore,revisions to GW and CG, made just prior to takeoff, must beaccommodated on the FUEL PRED page (Figure 3.2-64).

FUEL PREDICTIONAT G}IT EFOE

LGAT ITO4 9.1

LGST 6.8

GOGOEOgE

IiDED6D

Gllr?7.4RTE RSV /[email protected]/s.s

ED

G t,lt?7.?RTE RSV/2,O.5/s.s

FOB1 8. 50lFF+Fo

cG'?5.O

FoB l l -18.35/FF+F0 l lGlEJ

zrnca-f l=L925.0 l l t lBj

Figure 3.2-G4

css667#

The GW field is displayed O (Figure 3.2-64)whenever the ZFW hasbeen initialized on lNlT page B. An update to GW made during taxishould be the sum of the ZFW and the present FOB as displayed onthe bottom portion of the left ECAM.

ft is important to realize that both the CG @ lfigure 3.2-64) orZFWCG @ lfigure 3.2-64) fields in Gtr| are only displayed in thePREFLIGHT phase.

ZFWCG is mandatory data for the CGCC to function on A310-300and A300-600 aircraft. CG data is not mandatory on A310-200aircraft as they have no trim tank. After transition to the TAKEOFFphase, the fields are blank.

See Section 3.2.6.3, FUEL PREDICTION PAGE, for a completedescription of page access and details of each data line.

3.2-15 Rev 1 Dec/93

Chatvi AP45

p.149


3.2.5 Manual NAV Radio Tuning

Prior to departure, consideration should be given to the PNFmanually tuning the first leg of the departure route to provide a rawdata cross-check of course information as it is presented on the ND.The following procedure is offered as a technique only.

By reference to F-PLN page A, Figure 3.2-36, it may be seen that thecourse to SPR, the first waypoint in the FRISN SlD, is 048 deg. Manualtuning of a VOR frequency is enabled byqst placing the selectorswitchof the VOR/NAV/ILS SWITCH PANEL QJ (Figure 3.2-65), located onthe COMPLEMENTARY EFIS CONTROL PANEL, in theVOR position,and then manually tuqng the desired frequency and course in the VORCONTROL PANEL @ (Figure 3.2-65).

VOR/NAVNLS SELECTOR/CONTROL PANELS

Figure 3.2-65

Course intercept is reflected in a conventional manner on both theonside (manually tuned) RMI O, and ND @, when the latter isoperating in either the ROSE or ARC mode. (See Figure 3.2-66.)

VOR CRS

o@

Rev 1 Deci93 3.2-16

Chatvi AP45

p.150


ND

Gs 210TAS 2JO cRS 048

300

/

270

oso/20

.{

Figure 3.2-66

Additionally, the manually tuned navaid is indicated on the PROGgqge by the letter M, for MANUAL, adjacent to the frequency for SpRQ). (See Figure 3.2-67.)

NOTE: After raw data verification of course intercept, the PNFmay return to autotuning by placing the VOR/NAV/ILSSELECTOR SWITCH to the NAV position.

3.2.6 PROG Page

The PROGRESS PAGE displays dynamic f l ight informat ionconcerning the active primary F-PLN.

Access to the PROG page is gained by pressing the F"*-l key onthe CDU.

3.2-17

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p.151

A31O FililS PTLOVS GUTDE

@

GEEEGOEE@

Figure 3.2-67

TITLE LINE - The title line displays the performance submode(CSTR), performance mode (ECON), vertical phase (CLB), and thefl ight number (1 150). l f no f l ight number was entered on lNlT pageA, the field is blank.

There are three vertical phases:

1. CLB - is displayed if the aircraft is in PREFLIGHT, TAKEOFF,CLB, or DONE fl ight phase.

2. CNZ - is displayed when the aircraft is in the CRZ flight phase.

3. DES - is displayed when the aircraft is in the DES or APPRfl ight phase.

CSTR EC0N CLB rrsacRz i lAX oPT

FL37g FL37O FL345OFST FUELO[ ] PRED>

BRG /I ! IST---c/ t - - - - To t l

4630. : -N/OO63I .6EDIST I IES1@55 ro DEST FORECAST>

A113.96 NAV - l " l

113.99SPR-SPR R/I . / SPR-SPR

3.2-18

Chatvi AP45

p.152


Performance modes associated with these vertical phases areas follows:

. ECON

o MIN TIME

o MIN FUEL

o MAX CLB (CLB phase only)

. MAX END (CRZ phase only)

o MAX DES (DES phase only)

. SPD

. ENG OUT

Performance submodes, having a direct bearing on the manner inwhich the performance mode is executed, are:

CSTR - Indicates the FMS has deviated from the active performancemode IAS in order to meet a time constraint.

S/C - Indicates a STEP CLIMB is in progress.

S/D - Indicates a STEP DESCENT is in progress.

??? - Indicates the aircraft is between the FMC target altitude andthe FGU altitude, and a conflict exists.

D/D - Indicates a Drift Down procedure is in progress.

Three Additional Situational modes exist to cover specific flightphase situations:

IMM DES (CRZ and DES phase)

IMM CLB (CRZ phase only)

DECEL (DES or APPR phase)

a.t / lo

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A3'O FMS PILOTYS GUTDE

@

@

CRZ - The cruise flight level is displayed to the nearest 100feet, but may not exceed the maximum certificated altitude. Pilotentry is allowed, and follows the same format and display rulesas lNlT page A, except entry is also allowed in the dashed fielddisplayed when the FMC transitions to the DES phase.

OPT - The FMC calculated optimum (OPT) and maximum(MAX) flight levels, based on current performance andatmospheric criteria, is displayed in @ and tc , and followsthe same format and display rules as lNlT page B.

lf the DES oTAPPR phase is active, the OPT field is replacedby the vertical deviation of the aircraft from the predicteddescent path, to a maximum 19900 feet, rounded to thenearest 10 feet O. (S"e Figure 3.2-68.)

Figure 3.2-68

A positive vertical deviation (+) indicates the aircraft is abovethe predicted descent path, and a negative vertical deviation(-) indicates the aircraft is below the predicted descent path.

@ OFST - A parallel offset, left or right of the active flight path,may be entered here when the bracket prompt (*[ ]) isdisplayed. Bracket prompts are only displayed when thecourse being flown is to an active flight plan waypoint ornavaid, and the termination waypoint of that leg is not adestination runway in the active primary F-PLN. (See Section3,4.4, PARALLEL OFFSETS.)

IiDED

DES lrso

OFST*[ ]

Rev 1 Dec/93 3.2-20

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p.154


3.2.6.{ FMG Position Update

@ Aircraft PPOS is displayed in this field as LAT/LONG I@ (Figure 3.2-67). Pressing LSK Gfl , with the SP empty, I

freezes the LAT/LONG values at the then current position,and changes the display to include the label line, "POSFROZEN'. (See Figure 3.2-69.)

CSTRcRz

FL?54OFST

*[ ]BR6 / I I IST___c

/____

POS FROZEN4?47 .AN/O! 138.9EI I IST

I?4 ro

ECON CLB s 6.1 al tAx oPT

FL35O FL?sOFUEL

PRED >

ro t l

UPDATE*DES

DEST FORECAST)NAV Att5.7gR/T TGO_TGO

R1?6.50STU_STU

c59672!

GEEEEEEFI (:7rr

* vtl

6E

rsH

GDEDEO

(ill

Figure 3.2-69

Pressing LSK En a second time unfreezes the display and Iallows the LAT/LONG field to reflect PPOS. FMS PPOS Imay also be updated via this field. The FMC may beupdated to an actual known position by entry, directly into@, of any of the following:

1. LAT/LONG

2. WAYPOINT IDENT

3. NAVAID IDENT

4. PLACEIBRG/DIST

a, t , t l D^., 4 n^^rart

Chatvi AP45

p.155

A37O FIWS PTLOT'S GUTDE

Entry of any of this data into the tZD field causes display of anUPDATEiI$ prompt in GFI after any necessary LAT/LONGcalculat ions are completed by the FMC. Pressing theUPDATE* prompt @, as the aircraft overflies the updateposition, reinitializes the FMC to this position, and the displayreverts to the new PPOS. lf the UPDATE* prompt is clearedvia the @ key, before the UPDATE* prompt is pressed, thedata line is cleared of all entered data and the LAT/LONGdisplay reverts to the previous values. lf aircraft PPOS isinvalid when an update is attempted, the SP message, "NOTALLOWED", is displayed.

The update function impacts the FMCs only and has no affecton inertial position.

NOTE: The update function should only be attempted whenautomatic FMC position updates do not occur due to alackof radio position inputs, and then onlywith extremecare. lt is possible to induce a considerable error intothe FMC should the UPDATE* prompt be pressed atthe wrong time.

@ DIST - Aircraft Distance to Destination, along the activeprimary F-PLN route, is displayed here in LARGE font. Dashesare displayed when no active primary destination exists, orwhen data is not available.

3.2.6.2 NAVAID Tuning

@ This data line contains the tuned navaids; the two stations@ chosen for display on the RMls, the frequency and identifier of

each. and the method used to tune the station. There are threemethods of tuning the NAV radios:

1. Automatical ly (A) by the FMC. See Section 4.3, AUTOMATICTUNING.

2. Manually (M) through the VOR/ILS CONTROL PANELS. SeeSections 3.2.5. MAN UAL NAV RAD lO TUN I NG, and 4.4, MANUALTUNING.

3.2-22

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3. Remote (R) by entry of the navaid identifier, (e.9., STU; Figure3.2-69) into the navaid field by pressing LSK @ . The navaidfrequency is preceded by an "R" when it is remotely tuned, (e.9,,R126.50; Figure 3.2-69). Although the navaid is manuallyspecified, by insertion of the identifier into GD, the FMC stillautomatically tunes the station and no further pilot action isrequired. lt is important to realize that data entry into GD is forVOR 1 and data entry into @ is for VOR 2.

NOTE: In the case of Manual (M) and Remote (R) tuning, theVOR/NAV/ILS SELECTOR SWITCH, on the COM-PLEMENTARY EFIS CONTROL PANEL, must be inthe VOR position, otherwise the desired frequencycannot be tuned on the VOR CONTROL PANEL.

@ FUEL PRED - Pressing LSK@ accessesthe FUEL PREDpage. The prompt is only displayed after the second engine isstarted and before the last engine is shut down. See Section3.2.6.3, FUEL PREDICTION PAGE, fora complete descriptionof all data lines.

BRG/DISTTO - The FMC calculatesthe bearing and distanceto the inserted waypoint, in whole digits, from aircraft PPOS.Entry of a specific format is allowed for a waypoint, navaid,runway, airport identifier, LAT/LONG, or PLACE/BRG/DIST.The BRG/DIST calculation is updated every 3 seconds, and isdisplayed in degrees and nautical miles. In the case of LAT/LONG and P/B/D, which may not have an identifier, the word,"ENTRY', in LARGE font, is displayed in the bracket field.Waypoints defined in this manner have no impact on theallowable list of pilot-defined waypoints. See Appendix B, foracceptable formats.

DES FORECAST - ThisLSKallowsaccesstothe DESCENTFORECAST page. The prompt is only displayed if an activeprimary destination has been defined. See Section 3.4.6.3.',,DES FORECAST PAGE, for a complete description of alldata lines.

@

@

Rarr 4 Dan/Q?

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3.2.6.3 Fuel Prediction Page

The FUEL PREDICTION PAGE displays fuel and time informationpertaining to the active primary F-PLN. (See Figure 3.2-70.)

Manual access is from the PROG page via LSK@ (Figure 3.2-69),with automatic switchlng after the second engine is started if lNlTpage B was displayed.

Much of the data on the FUEL PRED page is identical to that foundin lNlT page B. The stated purpose of the FUEL PRED page then,is to provide fuel planning capability beyond the PREFLIGHT flightphase, after which lNlT page B is no longer available.

FUEL PREDICTIONAT GI. , IT EFOB

LGAT 1A35 T?.?

LGTH 1315 5.eGl.I FOB

I IO.4 23.eslFF+FQRTE RSV/7. ZFJ. |Cot . t /S.O as.sFINAL TII , IE TEN?/TROPOts.a/OO3O -34/s6sssEXTRA TI} . IE CRZ HINIT

g.a/ggtg ggo./6gg

c59673{

Figure 3.2-70

Data line contains predictions for time and fuel at theprimary destination, LGAT. When on the ground, the timelabel is TIME and the predictions are ETE and EFOB at theprimary destination. Airborne the time label is GMT and thepredictions are ETA and EFOB at the primary destination. lf noprimary destination has been specified, NONE is displayed in(lEl and the prediction fields are dashed.

The alternate destination is displayed in IZD with the EFOBin [ZR. lf no ALTN has been specified, NONE is displayed in(Zl-l and the prediction field in @ is dashed.

GE)EE€E@

6E@

ED@DGD@o6D@

@l@

@@

Rev 1 Dec/93 3.2-24

Chatvi AP45

p.158


@

@

GW - Gross Weight is displayed in thousands of kgs., orpounds as the case may be. The field displays dashes andentry is not allowed if FOB is not being calculated, and boxesif FOB is being calculated but ZFW has not been initialized.Entry of a current GW into the bo-es causes the FMC tocalculate the ZFW*thereby initializing the system exactly as itis on lNlT page B. lf the GW revision results in the computationof ZFWbeyond the maxallowable, the SP message, "A/AAAAOUT OF RANGE", is displayed. The AAAM of the messagecan be ZFW, BLOCK, GW, or TOGW.

FOB - Present FOB is displayed, in pounds ortonnes. Whenboth FF and FQ sensors are used in the FOB computations bythe FMC, they are both displayed, as in Figure 3.2-70. Eitheronemay be selected alone by preceding the choice with a slash /.Sensor status is indicated by the SP message, "SENSOR lS|NVAL|D". Entry of CLR into the field, when one sensor isdisplayed, causes both to be displayed again, providing bothsensors are valid. Dashes are displayed when both sensors areinvalid. FOB may be reinitialized by entry of a value into IgRl TheFQ sensor is automatically deleted when the FOB is manuallyentered, providing the FF sensor is valid. lf not, the entry isrejected and the SP message, "SENSOR lS |NVAL|D", isdisplayed. lf the new value is above the max allowable, the SPmessage, 'A/fuAlAA OUT OF RANGE", is displayed.

RTE RSV/o/o, FINAL/TIME and E-TRA/TIME - Theseentries are the same as lNlT page B. See Section 3.1.2.7, lNlTB PAGE.

ZFWCG - This field may either be GG (aircraft without a trimtank), or ZFWCG (aircraft with a trim tank). When the lattercase is true, ZFWCG is a mandatory entry or the CGCC willnot function on aircraft so equipped. In both cases, the fieldis only displayed in the PREFLIGHT fl ight phase, and dataand format are identicalto that displayed on lNlT page B. SeeGF-I, INIT B PAGE.

TEMP/TROPO and CRZ WIND - These fields are the sameas that displayed on lNlT page A. See @ and Gn'l , lNlT A PAGE.TEMP and CRZ WIND are displayed in the CLB phase only.

@@

@

@@

e,t . tE

Chatvi AP45

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3.2.6.4 Bearing/Distance To

As a technique, during the takeoff and initial climb portions of theflight, or anytime during the flight, it may be useful to utilize the BRG/DIST TO function, on the PROG page, to provide continuous BRG/DIST readouts to almost any desired geographical point.

The display of the PROG page by the PNF during f l ight insures theavailability of significant dynamic flight plan data, (See Section3.2.6, PROG PAGE.)

3.2.7 Takeoff Roll

Up to this point, the altitudes, speeds, weights, functions, andmodes, have been selected or loaded into the FMC for one purpose;to initialize the system for flight.

3.2.7.1 Position Update

After initialthrust lever movement, as the takeoff roll begins, the GoLevers are toggled. At that moment, the FMC position updates to thethreshold of the departure runway (See Section 4.1.2, FMCPOSITION), LSGG 05 in this case.

3.2.7.2 FMA Indications

The FMC is coupled to the AFS when NAV and PROFILE areengaged on the FCU, and AUTO engages on the TRP. Afterthe GoLevers are toggled and during the takeoff and climb portion of flightup to the THR RED ALT, the following is representative of the FMAdisplay on the PFD.

Rev 1 Dec/93 3.2-26

Chatvi AP45

p.160


PFD

tt* Ltll, I ntu I I rorI cHsl

I

I

t20

1

c59674#

Figure 3.2-71

This is valid when an appropriate ILS frequency (e.9., LSGG RWY05 ILS) and course are selected on the ILS CONTROL PANEL,eitherTOGA or FLEX TO is selected on the TRP (Figure 3.2-72), andone A/P paddle is in the ON position.

Figure 3.2-72

ILS CONTROL PANEL

CRS --II BBB II

I t t lv

@

3.2-27

Chatvi AP45

p.161


By reference to Figure 3.2-71, it may be seen that:

The ATS control mode is:

THR - The A/THR system is engaged in the THR mode. THR isthe normal engaged mode unti l the THR RED ALT, when PROFengagement is annunciated by P THR changing from the BLUEof the armed status to the GREEN of the engaged status.

The LONGITUDINAL control mode is:

SRS - The speed set on the FCU, Y2 +10 kts for 2-engineoperation. SRS disengages at THR RED ALT if PROF is armed;or upon manual PROF engagement; or selection of anotherLONGITUDINAL control mode.

The LATERAL control mode is:

RWY - The PFD ROLL BAR is replaced by the YAW BAR if theILS frequencyforthis runway istuned. Then the course commandedby the YAW BAR is runway localizer center line to 30 feet AGL,then RWY disengages automatically and the LATERAL controlmode engages in NAV if selected, or HDG if NAV is not selected.

ln Figure 3.2-71, the armed modes are P CLB and NAV, so bothengage at the appropriate time, and the A/P is engaged in CWS.After lift off, the tuP may be engaged (CMD) by activation of the CMDP/B on the FCU.

3.2.7.3 NAV Engagement

At 30 feet Radio Altimeter altitude, RWY disengages and NAV engagesproviding the NAV P/B on the FCU has been pressed; GREEN bars areilluminated in the P/8. Nav is annunciated inGREEN in the third columnof the PFD FMA (see Figure 3.2-73.)

Rev 1 Dec/93 3.2-28

Chatvi AP45

p.162


PFD

THR I sRs I Hnv IlPCLEl I

c59676#

Figure 3.2-73

At THR RED ALT, PROFILE engages (providing it was armed), andthe TRP engages in AUTO with CLB selected. Then the FMA andTRP displays approximate Figure 3.2-74.

PFD

r rHnlecLal NRv I I FDlI CrSl

TAT OC

r-ri l a nrt t l

TL==;=JJTHR LIMIT LIM MODE

Figure 3.2-74

c59677#

Chatvi AP45

p.163


It is important to realize that without NAV engagement, the lateralF-PLN, as specified in data base or manually defined by the pilot (leftside of the active primary F-PLN), is notflown as depicted on the ND.

3.2.7.4 Profile Engagement

Pilot-defined and/or Nav Data Base speed and altitude constraintsare not flown unless profile is engaged. These constraints aredepicted in the vertical profile of the F-PLN (right half of the activeprimary F-PLN.

I NOTE: The AFS is coupled to the FMC by arming NAV andI Profile on the FCU and subsequent automatic engage-I ment of three modes:

1. NAV2. PROFILE3. AUTO on TRP

I Withoutthe engagement of each of these three modes,auto flight does not occur.

3.2.8 Transition to GLIMB Phase

FMS transition from the TAKEOFF flight phase to the CLIMB flightphase occurs when:

1. The aircraft is airborne (oleo strut extended)

2. Ground speed is > 100 kts

In addition:

Two-Engine Operation:1. Aircraft altitude is above the THR RED ALT

Engine-Out Operation:1. An EO condition exists2. Aircraft altitude is > EO THR RED ALT

3. CAS from the ADC > Vfto (GREEN Dot)

Rev 1 Dec/93 3.2-30

Chatvi AP45

p.164


3.3 CLTMB . .3.3-13.3.1 Return To Autotuning . . . . .3.3-43.3.2 Emergency Return - New Destination

Def ined . . . . . . .3.3-53.3.2.1 Engine Out Page . . . . . . . . . . . . . . .3.3-6

3.3.2.1.1 EO F-PLN Pages . . . . .3.3-83.3.2.1.2 EO Strategic Mode Page . . . . . . . . . . . 3.3-103.3.2.1.3 EO Drift Down Situational

Mode . . . . . . .3.3-123.3.2.2 New Route To . . . . . . . . . . . . . . . . " . . .3.3-16

3.3.3 Cl imb Performance Change . . . . . . . . . . . . . . 3.3- '183.3.3.1 Tact ical Mode . . .3.3-193.3.3.2 Strategic Mode .3.3-21


3.3-i

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Chatvi AP45

p.166


3.3 GLIMB

The FMS climb (CLB) phase normally begins when the aircraftclimbs above the thrust reduction altitude and sequences theacceleration altitude with all engines operating, and ends when theTop-of-Climb (T/C) is attained. Speed is normally controlled to V2 +10 knots, until acceleration altitude when the managed vertical climbbecomes active if armed. The system then maintains NAVdata baseor pilot entered limit speed (i.e., 250 knots below 10,000 feet). Above10,000 feet, the FMS target speed forthe active performance modeis selected for the remainder of the climb. Speed constraints areobserved during the climb if they exist. Altitude constraints areobserved in profile.

During the climb phase of operations it may be desirable to makemodifications to the flight plan. These modifications could improveclimb performance, change altitudes and routes, and make destinationchanges as well as accommodate emergency conditions like EngineOut (EO) operations. The FMS operations to accommodate thesechanges are discussed in this section.

During this phase the pilot-defined or database derived THR REDand ACCEL altitudes are sequenced as the aircraft is cleaned up,NAV and PROFILE modes engage (if selected), and aircraft climbperformance is governed by the parameters selected or defineddur ing PREFLIGHT.

For the purpose of demonstration, assume the departure clearancefrom LSGG was changed by the towerto, "Honeywell 1150, runway05, cleared for takeoff, after departure turn left heading 010,maintain FL100.'Figure 3.3-1 is an example of the FCU as it mightappear to conform to this clearance.

SPD/MACH \)-/ ALT sEL HDG sEL v/s FT/Mtr = t00

b tEl"Er-frrl-o-rul' @' [t::-:tl'vdTHR

lftlo Lr-J o

tlqlqlj''@"b

c59679#

Figure 3.3-1

Rev 1 Dec/93

Chatvi AP45

p.167


The engaged longitudinal mode is PROFILE, the engaged lateralmode is HDG SEL, and A/P 1 is in CMD. The SPD/MACH and V/Swindows, of the FCU, are dashed because PROFILE is engagedand speed is held or managed by pitch on elevator (not with variablethrust) to conform to the previously selected active TACTICAL orSTRATEGIC mode.

At THR RED altitude the TRP goes from TOGA or FLEX TO toAUTO, as indicated by Figure 3.3-2, and the TRP TARGET windowchanges to dashes to indicate thrust commands are coming fromthe FMC.

Figure 3.3-2

ln this situation a clearance on course and climb to CRZ ALT may beimplemented by simply pressing the NAV P/B on the FCU, dialing thedesired CRZ ALT (37000) in the ALT SEL window and pulling theknob to activate a longitudinal mode.

TAT OC

l.rf l: l tL

@@E@- - - -

FLX TO TEMP OC

c59680#

Rev 1 Dec/93 3.3-2

Chatvi AP45

p.168

A3'O FMS PILOT'S OUIDE

The following lateral and vertical changes occur:

r The engaged lateral mode changes from HDG SEL to NAV

. lf on intercept heading, the A/P turns the aircraft to intercept theflight planned route

o PROFILE is the engaged vertical mode and is active when the ALTSEL knob is pulled.

. A climb to the previously selected CRZ Alt is initiated

The FMA of the PFD approximates Figure 3.3-3, underthis scenario,as the aircraft climbs to the selected CRZ ALT.

PFD

rtHn I rcra I rnv I

c59681 #

Figure 3.3-3

The FMA indicates the engaged ATS mode is P THR (PROFILETHRUST), and the engaged AP/FD longitudinal mode is P CLB(PROFILE CLIMB). NAV is the Qngaged AP/FD lateral mode. Thealtitude selected altitude index Q), is BLUE. All engaged modes, onthe FMA, display the color GREEN.

? t_? l lav, l l ' \aalOe

Chatvi AP45

p.169

AS1O FMS PILOVS EUIDE

The FCU configuration, to affect the aforementioned climb to CRZALT, is displayed in Figure 3.3-4.

Figure 3.3.4

Dashes are displayed in the SPD/MACH and V/S windows; and37000, the desired CRZ ALT, is displayed in the ALT SEL window.After a turn on course, assuming a crosswind component of zero,pressing the HDG SEL knob slues the heading to course, 048 deg.to SPR, the next waypoint along the route of flight.

3.3.{ Return To Autotuning

After verification of raw data course intercept by the PNF, as detailedpreviously (see Section 3.2.5, Manual NAV Radio Tuning), a returnto autotuning of the NAV radios may be implemented by placing theVOR/NAV/ILS SELECTOR SWITCH in the NAV position on theaffected side, as in Figure 3.3-5.

VOR/NAV/ILS SELECTOR/CONTROL PANELS

Figure 3.3-5

SPD/MACH \>,, ALT SEL HDG SEL V6 FTlxN = IOO '

'@E!EFb[ff i ] '@'63'''@"6

c59682#

@@

3.3-4

Chatvi AP45

p.170


Autotuning is indicated by the display of dashes in both the frequencyand course windows on the VOR/NAV/ILS CONTROL PANEL (seeFigure 3,3-5), and by the letter "A" preceding the NAV frequency onthe PROG page (see Figure 3.3-6).

Figure 3.3-6

The "M", preceding the VOR 2 NAV frequency, @ , would bereplaced by an "A" when the VOR/NAV/ILS SELECTOR SWITCH ismoved to the NAV position, returning the affected side to autotuning.

3.3.2 Emergency Return - New Destination Defined

The FMC is programmed, during PREFLIGHT, to fly from the originairport to the destination airport. Any deviation from the active F-PLNrelating to a destination other than that specified must beaccommodated by redefining the destination. lf this is not done, noSTARs are available forthe new airport, no predictions are available,and the F-PLN page display of the active lateral and vertical situationhas no bearing on the current circumstance.

GD@

EDEDEDGD

CSTR ECON CLB rr5oCRZ I1 AX OPT

FL37@ FL37O F1345OFST FUELO [ ] PRED>

BRG /DIST- - -" / - - - - to t l

4639.IN,/06631 .6E

A113.90SPR-SPR

2 a_E tr,a., , l n^^/Oa

Chatvi AP45

p.171

A37O FIWS PTLOVS GUIDE

For the purpose of demonstrating the steps required of the pilot in asituation requiring a departure from the active primary F-PLN, twoexamples are given. The first example is an engine loss prior to thediversion point and an immediate return to the origin airport. In thesecond example, an enroute diversion is accommodated, and a newdestination is specified.

3.3.2.1 Engine Out Page

Assume the loss of an engine in the CLB flight phase necessitatinga return to the origin airport, and assume also that all emergency/abnormal checklists are complete, by reference to ECAM, andclearance has been received to return to LSGG.

Referring back to Section 3.1.3.2.1, Figure 3.1-14, it may be seenthat an EOSID was automatically specified at the same time theFRISN SlDfora RWY 05departurewas selected during PREFLIGHT.Only one EOSID may be specified for each runway for which a SIDexists. EOSIDS are published as part of the Nav Data Base and maybe included by your supplier.

The EOSID may be displayed manually by pressing the GTI key ofthe CDU. lf another Function or Mode is accessed, the ENG OUTfunction remains active and a subsequent actualengine out discretefrom the TCC is not recognized. In this case, pressing the {-5-F) keya second time returns the display. lt is then necessary to press theCLEAR* prompt to cause the EO function to deactivate andperformance predictions to revert to the two-engine state. lf the*CONFIRM prompt is pressed, under these conditions, a return tothe two engine state cannot occur as the EOSID has been activatedand performance predictions are for EO, even though an enginefailure has not actually occurred.

NOTE: Viewing the EOSID with both engines operating,does not present any operational problems, however,the consequences of CONFIRMing the Engine Outwithout an actual failure wil l result in the FMScommanding MCT on both engines and single-enginespeed targets. This also results in erroneouspredictions and activation of the EOSID if available.

Rev 1 Deci93 3.3-6

Chatvi AP45

p.172

A31O FMS PILOT'S GU'DE

When the TCC detects the loss of an engine, the ATS advancesthrust to maintain current speed target. Additionally, with PROFILEengaged, the engine faildiscrete signal to the FMC causes automaticdisplay of the EOSID.

NOTE: lf the EO occurs priorto PROFILE engagement (belowthe ACCEL ALT), no EO functions are available.When above the EO ACCEL ALT, with PROFILEengaged, the EO must be conf i rmed - ( the*CONFIRM prompt pressed) before all EO functionsare available.

When an airline defined or published EOSID has been placed in theNav Data Base, the EO unique condition page is not displayed.instead, both active F-PLN pages, and the strategic MODE page,are modified to reflect the situation perceived by the TCC.

EOSIDs are not displayed on the FMS until an Engine Out situationexists. An Engine Out situation may be initiated either by the pilotselecting the ENG OUT key on the CDU or by the FMS detecting theTCC Engine Out discrete. lt is important to remember that, if the pilotselects the Engine Out key when no engine out exists, the pilotmust clearthe mode by selecting LS@ (Clear{e). lf the pilot leavesthe page via another function key press, then the Engine Outfunction is left "armed" and the FMS will not respond to the TCCEngine Out discrete should a true engine failure occur.

Definition: EO Diversion point - This is the last point in a departurewhich is identical both vertically and laterally to both the F-PLNdeparture SID and the EO SlD. Both Leg types must be identical (seeSection 2-4).

NOTE: When no EO discrete is detectedpressing the[-EFlkeyprior to the diversion point, causes the EOSID to bedisplayed on whichever F-PLN page is being used.After the diversion point, pressing the [-5Fl key causesdisplay of the strategic MODE page for the specificflight phase.

Rev 1 llee/93

Chatvi AP45

p.173


When the aircraft is past the EOSID diversion point or no EOSIDis def ined in the Data Base for the departure runway and theTCC detects an engine fai lure, the strategic MODE page withthe . :kCONFIRM CLEARiF prompts is automat ical ly displayed.

3.3.2.1.1 EO F-PLN Pages - When an Engine Out discrete occurs,if an EOSID exists in the database for the departure runway, the legtypes are identical, and the aircraft has not yet reached the commonidentical diversion point, then the F-PLN "A" page will be displayed,with the *CONFIRM CLEAR* prompts inserted immediately priorto the diversion point. When the engine out is confirmed, the FMSinserts the EOSID into the active Flight Plan and provides EngineOut performance predictions. lf instead, the Engine Out is cleared,the EOSID is no longer displayed on the F-PLN A page and the FMScontinues with two engine predictions.

Figure 3.3-7 shows an example of F-PLN page A prior to thediversion point after an EO is detected, and before the *CONFIRMprompt is pressed.

FRorl lL5@ )

RNgs A06g --- / LALo

*C0NFIRM--E0SID- CLEAR*EO65

sPR / 300aEOS5

PAS6Oc?4' , .

PASO6+cs4a.

sPR / 45A@TJ

c59685#

Figure 3.3-7

@ The FROM waypoint is displayed at the top of the page.

GEEEEEEtsEE@

GDEDEDEBEB@

Rev 1 Dec/93 3.3-8

Chatvi AP45

p.174


@@

*CONFIRM and CLEAR{* are displayed to give the pilot anopportunity to either confirm that an engine has been lost, orclear the display in the event of a false warning. Pressing the*CONFIRM prompt signifies the agreement of the crew withthe situation, activates the EO performance computations,strings the EOSID into the active primary F-PLN display, andinserts a F-PLN DISCONTINUITY between the last waypointof the EOSID and the diversion point, in this case SPR. (SeeFigure 3.3-8.) Pressing the CLEAR* prompt clears the EOSIDfrom the active primary F-PLN, and the EO performancecomputations are not activated.

When the *CONFIRM prompt is pressed, the EOSID is strung intothe flight plan beginning with the EOSID diversion point. Any part ofthe EOSI D before the EOSI D diversion point is deleted. A discontinuityis strung after the last waypoint in the EOSID. The discontinuity isbetween the last waypoint in the EOSID and the EOSID diversionpoint. The resulting display, Figure 3.3-8, contains the diversionpoint in [2D and Ist) , and the waypoints associated with EOSID forRWY05 at LSGG. The EOSID is also displayed on the ND.

The arrival route for an approach to RWY05 LSGG, may be enteredinto the FMC by doing a LAT REV from either PAS60 or PAS06 bypressing LSKI3T| orGD , and pressing the STAR> prompt, [TFl (seeSection 3.4.6.1, RWY/STAR SELECTION).

GOEEEBEE@

@

FRo|, f tLSg )

Rhr05 0837 ---/ t400cs4a'

SPR+ --- / 3OOOEOS5

PAS60 --- / - - - - - -c?4s'

PAS06) --- / - - - - - -cs4a.

sPR --- / 45gA_-_F_PLN DISCONTINUITY--

FL ABOVE MAX FL IJ

Figure 3.3-8

Parr 4 Daa/O?

Chatvi AP45

p.175

AS|O FME PILOT'S GUIDE

Notice the SP message, O, in Figure 3.3-8, "CRZ FL ABOVE MAXFL", (See Appendix C). The FMC is telling the pilot that the specifiedCRZ ALT is above the MAX ALT of the aircraft due to the loss of anengine. A glance at the PROG page, displayed on the PNF's CDU,confirms that the MAX ALT possible EO, given Eesent aircraftweight and atmospheric considerations, is FL190 e).(See Figure 3.3-9.)

Figure 3.3-9

NOTE: The highest dynamically maintainable EO ALT may beabove the EO MAX ALT identified on the EngineOut Page.

lf EO is confirmed when aircraft altitude is at or below the MAX EOALT, EO ECON mode automatically engages. When CRUISE flightphase is reached, speed and thrust are targeted to maintain EOECON that is equivalent to MIN FUEL.

3.3.2.1.2 EO Strategic Mode Page - When the TCC detects anengine failure and the Aircraft is past the EOSID diversion point orno EOSID is defined in the data base for the departure runway, thenthe strategic MODE page (see Figure 3.3-10) is automaticallydisplayed with the *CONFIRM CLEAR{e prompts at the bottom ofthe page.

FUEL. -FRrn>BR6 /DIST- - - ' / - - - - ro t l

4630. tN/gA63I .6Errsr DES1066 ro DEST F0RECAST>

4113.90 NAV Al13.9SSPR-SPR R/T SPR-SPR

Z FL ABOVE MAX FL

Rev 1 Dec/93 3.3-10

Chatvi AP45

p.176


ECON CLBCOST INI 'EX30

^r l rEsr

G'{T EFOBEC0N rraT 9.O

ol l IN FUEL

ol ' l IN Tl t lE

{ .CONFIRM ENG OUT CLEAR*

Figure 3.3-10

This page may be displayed manually by pressing the[EFl key on theCDU keyboard. A specific EO page does not exist for this condition.

The*CONFIRM promptO, and the CLEAR*@ navethe identicalfunction as when displayed on the F-PLN page. Pressing the LSKadjacent to the iFCONFIRM prompt enables EO functions andpredictions even when an EO fail discrete is not detected.

NOTE: Once an Engine Out Mode has been activated, if thefailed engine is subsequently restarted, this activeMode may be cleared by selecting the [-EFl key, andthen selecting LS @ (CLEAR {r) on the CDU.

The SP message, 'GFIZ FL ABOVE MAX FL'shown in Figure 3.3-9, is displayed on both the PROG and F-PLN pages.

When the aircraft altitude is above the MAX EO ALT, the aircraftinitially attempts to maintain altitude and the ATS advances thrust toMCT as airspeed decays. The TCC EO discrete causes automaticdisplay of the EO Mode page. After EO is *CONFIRMed and MAXEO ALT (FL 190 in this case) is selected on the FCU, a Drift Downcommences towards the FCU altitude (i.e., MAX EO ALT) at GREENDOT speed. When EO Cruise is established at or below the highestdynamically maintainable EO ALT, the speed schedule conforms toMIN FUEL.

3 3-11 Rarr 1 llan/O?

Chatvi AP45

p.177

ASIO FIWS PTLOVS GUTDE

NOTES:

1. EO functions detailed above occur only, if EO is confirmedby pressing the LSK adjacent to the *CONFIRM prompt. lfEO remains unconfirmed, Airspeed decays to Vmin -20 andPROF disengages. Upon PROF disengagement, the aircraftspeed target is FCU speed, during an altitude conservingdescent to an EO maintainable alt itude. See 3.3.2.1.3 forEO Drift Down.

2. A Drift Down descent from CRZ FL cannot occur until a loweraltitude (preferably an EO maintainable alt itude, or analtitude at or below the EO MAX FL on the PROG page) isselected on the FCU, and the ALT SEL knob is pulled.

When the *CONFIRM prompt is pressed on the strategic MODEpage (see Figure 3.3-10), botl prompts disappear and the title linechanges to ENG OUT CLB ((!), Figure 3.3-11). The two-engine andEO pages are identical except for the title line and the *CONFIRMENG OUT CLEAR* prompts in data line 6.

3.3.2.1.3 EO Drift Down Situational Mode - The SP message,'CRZ FL ABOVE MAX FL', on the F-PLN page (O, Figure 3.3-12),warns the pilot that the present altitude cannot be maintained afterloss of an engine. Descent from CRZ ALT to maximum maintainablealtitude, EO MAX ALT or lower may be done manually by the pilot,by using the IMM DES situational mode on the F-PLN page (@,Figure 3.3-12), or automatically by the FMC at GREEN DOT.

GDEDEDED6D(E

ENG OUT CLB *COST INDEX3A Ar DEsr

TIT,IE EFOBECoN Lt@7 9.O

r1, ' l IN FUEL

rl ' | IN Tl l . lE

Figure 3.3-11

Rev 1 Dec/93 3.3-12

Chatvi AP45

p.178


When an Engine Fail discrete is detected by the FMS and the aircraftis above the MAX EO ALT identified, the Thrust Control Computer(TCC) commands the ATS to set MCT. Current altitude is maintainedas IAS decays to GREEN DOT (best Lift Over Drag). After a loweraltitude (preferably a EO maintainable altitude or the EO MAX ALT)is selected on the FCU and the knob is pulled, a drif t downcommences at GREEN DOT,

NOTE: lf the FCU altitude is set lower and the knob pulledbefore the aircraft slows to GREEN DOT, a descentcommences and simultaneously, the TCC wi l lcommand reduced thrust as necessary to slow toGREEN DOT.

The actualddft down continues to an altitude that may be above theFMS displayed EO MAX AlTitude and level off. Then as aircraftGross Weight decreases due to fuel burn, the aircraft attempts toclimb in an attempt to maintain the airframe actual or dynamicMaximum EO altitude. The speed target remains GREEN DOTunless a FCU speed is selected or the system transitions to CruiseFlight Phase. Transit ion to Cruise Flight Phase occurs when FCUaltitude is captured.

NOTE: When the Altitude selected on the FCU by the pilot fordrift down is above the highest maintainable aircraft ormaximum performance capability of the aircraft, theaircraft levels at the selected altitude, slows to Vmin-20 disengages PROF., descends at FCU speedtarget to the highest maintainable alt i tude, andmaintains FCU speed. lf the selected FCU altitude istoo high (i.e., significantly above EO MAX ALT), asecond automated driftdown does notoccur. AsecondDrift Down is not implemented in this software.

Engine Qut Cruise Flight Phase commences when the aircraft is atan FCU altitude that is at or below the highest EO maintainableaircraft altitude and the altitude is captured. In this condition Min Fuel(Max Range) speed is commanded unless otherwise modified.

3.3-13 Rev 1 Dec/93

Chatvi AP45

p.179

A37O FME PILOVS GUIDE

FRor{ tLSg )UG5

, . I IL O85T IMM DES*UG6S

ZUE ss ?43/ FL"7s

(LEVEL) sss 4 ?4s/ FL?63UG6g

KPT ss ?sa/ Flassu8I1. , l

RTTNB ?o es6/ FL?4?UBIl{

VIhl s7 ?os/ FLesgCRZ FL ABOVE MAX FL TJ

Figure 3-3-12

A PROF Drift Down descent is not initiated untilthe EO is confirmedand a lower altitude (preferably the EO highest maintainable altitude,or lower) is selected on the FCU. Alternately, the IMM DES* promptallows descent from the CRZ ALT immediately, rather than waitingfor IAS to decay to GREEN DOT before descent is initiated.

Pressing LSK fTn] Figure 3.3-12, initiates a descent, within 2seconds, to the altitude selected in the FCU. As soon as the IMMDES* prompt is pressed, the display reverts to that shown in O,Figure 3.3-13.

Figure 3.3-13

FRoM L|SA )UG5

, , l IL O85I Y /S=-|OOQuG60

ZUE 58 ?44/ FLaBt

(LEVEL) ssss ?4s/ FL?63UG6S

KPT sa ?sa/ FLessuB11{

RTTNB ?s ?s6/ FL?4?uBlt{

VIhl 36 ?s3/ FLa38CRZ FL ABOVE MAX FL lJ

Revl Dec/93 3.3-14

Chatvi AP45

p.180

A3'O FMS PTLOT'S OUTDE

The lOOO'V/S is maintained until the newly defined vertical profileis intercepted as IAS reaches GREEN DOT. The descent thencontinues at MCT varying the V/S to maintain GREEN DOT.

GDED@

ED@

GE6EEE)EE@

Once descent is initiated, by any means, the strategic MODE andPROG pages both display-Onirr DOWN (D/D) Title lines (@,Figure 3.3-14).

Figure 3.3-14

On the PROG page, a new CRZ FL may be specified, (e.9., FL180),by writing the desired value in the SP and entering it into the CRZdata l ine by pressing LSK @.;{ssuming this is at or below theEO MAX FL, the SP message (€), Figure 3.3-14) disappears.

Summary:

Engine Out Drift Down isfollowing are true:

engaged automatically when all of the

. Aircraft is above Engine Out Maximum Altitude.

. The Engine Out condition exists (CDU entered and confirmed ora TCC reported failure).

D/D ENGCOST INIIEX30

ECON

r l ' l IN FUEL

el l IN TII IE

CRZ FL ABO

AT BESTGI. IT EFOB

DES I rssVIIEV

OFST FUEL*t I PRED)

8RG /DIST- ' - ' / - - - - ro t l

4653. AN/607?4.?EI I IST DESrc?s ro DEST FORECAST)

Att3.99 NAV A113.90SPR-SPR R/I SPR-SPR

CRZ FL ABOVE MAX FL

3.3-15 Rev 1 Dec/93

Chatvi AP45

p.181


o Profile is engaged.

o FCU altitude is lower than aircraft altitude.

o Aircraft is below path or there is no descent path.

There is no test for comparing FCU altitude with Engine OutMaximum Altitude, so engine out drift down may be engaged bylowering the FCU altitude to anything below the aircraft altitude. lfFCU altitude is not changed, the FMS will try to maintain altitude,bleeding off speed, until PROF disengages at Vmin -20 kts.

Engine Out Drift Down continues until one of the following is true:

o PROF is not engaged.

o Descent flight phase is no longer active.

o The FMS is actively capturing or maintaining the FCU altitude ordescent path.

o lmmediate Descent situational mode is engaged.

. Engine Out active mode no longer exists.r Aircraft altitude is below Engine Out maximum altitude.o Aircraft is on path or above path.

3.3.2.2 New Route To

When operational considerations dictate an enroute diversion or achange of destination, then the new destination must be specified.This is necessary because:

1. The active Primary F-PLN does not have waypoints in commonwith the diversion airport until it is specified as a new destination.

2. STARS can not be selected forthe diversion airport untilthe newdestin ation is identifi ed ; therefore the STAR prompt is not d isplayedon the LAT REV page.

3. Predictions are not valid for the new destination; both lateral andvertical profiles are for the original destination only.

Rev 1 Dec/93 3.3-16

Chatvi AP45

p.182

A37O FMS PILOT'S OUTDE

Numerous SP messages are generated as a result of the diversionfrom the original F-PLN, until a new destination is specified.

Normally any diversion from the original F-PLN is due to weather oran emergency and a turn to the new course is desired as soon asclearance is received. Therefore, the LAT REV page accessed fromPPOS displays the most change options to the lateral flight plan,rather than a fixed geographic waypoint. The waypoint chosen forthe LAT REV is immaterial as long as the end result is achieved. lfPF has the active primary F-PLN displayed, then Figure 3.3-15represents the F-PLN page A as it might appear between BOSNAand SAR on UB1.

UElBOSNA

UBISAR

UBlCHILY

gl18

23

e8

)

,aE/ FL37S

" / r l

" / r l

GOEEEE

GBGDED6BEB@

Figure 3.3-15

To enter a LAT REV from PPOS, the LSK adjacent to the FROMwaypoint, BOSNA, is pressed @, resulting in the display of the LATREV from PPOS page.

LAT REV rnor PPOS46r4.4N/f ,9606.68

HOLD>

NEH HPT CO RTE*[ ] t l *

NE}I RTE TOppOs,/ t l **ENABLE ALTN RETURNLSGG

a ai7 Rev 1 Dec-/93

Chatvi AP45

p.183


Notice the label line for @ NEW RTE TO. Qince the LAT REV wasfrom PPOS, PPOS/I ] is in the data tine @.

With the desired new destination in the SP, LSGG for demonstrationpurposes, and pressing LSK [sn-|, the following occurs:

1. The new destination is defined in the FMC.

2. All downpath waypoints from PPOS are erased,

3. F-PLN page A is displayed with a direct leg from PPOS to LSGG,separated by a F-PLN DISCONTINUITY.

4. Predictions are calculated for the destination.

The aircraft does not turn unti l the F-PLN DISCONTINUITY isremoved between PPOS and LSGG. The A/P disengages whena DISGONTINUITY is entered. NAV is disengaged and the AP/FD lateral control mode becomes HDG when the new destinationis defined. Aircraft present heading is maintained unti l changedby the pi lot.

As the direct to leg is flown to LSGG, a new route complete with aSTAR to the active runway can be built directly on the active primaryF-PLN page. (See Section 3.1.2.3, FROM/TO Method.)

As an option the route can also be built on the SEC F-PLN page, bythe PNF, without the necessity of disturbing the PF. When complete,the SEC may be activated and the new route flown back to LSGG.(See Sections 7.1, SEC F-PLN, and7.1.1, ACTIVATE SEC F-PLN.)

3.3.3 Glimb Performance Ghange

As mentioned previously, in the discussion of PERF MODES, oncethe current flight phase is entered, changes to the PERF MODEimpact only that flight phase, e.9., CLB, when the changes are madeon the TACT MODE pages. (See Section 3.1 .3.5.5, PERFORMANCEMODES.)

Rev 1 . Dec/g.q 3.3-18

Chatvi AP45

p.184

AS|O FMS PTLOT'S GUIDE

3.3.3.1 Tactical Mode

Forthe purpose of demonstration, assume ATC requests, "Honeywell1 150 expedite climb through FL220". Compliance with this request,a change to the TACTICAL SITUATION, can either be:

Manually - by deselecting PROFIIE on the FCU (the AP/FDsystem engages in V/S automatically), turning the vertical rate knobto a rate of climb compatible with the urgency of the situation, andthen pulling the knob to engage the AP/FD in the V/S mode. Thepitch bar of the PFD reflects the selected V/S when the knob hasbeen pulled.

Figure 3.3-16 is an example of this action on the FCU O, with thechange in the vertical engaged mode indicated on the FMA @ .Notice also that the ATS engages in SPD @ when the verticalengaged mode is V/S.

Figure 3.3-16

NOTE: lf the situation calls for the absolute maximum possiblevertical rate over the short-term, the ATS may bedisengaged by pressing eitherthrottle button. MAN THRin AMBER is then displayed in the ATS mode window ofthe FMA, and throttle control reverts to the pilot.

t r la. , , t l . \aa/Oa

Chatvi AP45

p.185


Under normal conditions IAS would have to be manually held onelevator, requiring almost constant attention from the PF. Themanual method always allows for the maximum possible rate andangle of climb in the short-term, because IAS can be traded for altitude.

OR

Automatically - by pressing the[TEFlkey on the CDU, and selectingthe MAX CLB TACT MODE by pressing LSK @ . Control of thevertical profile is then automatic, requiring no further pilot input, andthe rate of climb is maximized over the long-term, or as long as MAXCLB is active.

Figure 3.3-17 is an example of the steps required to affect a changein the TACT MODE.

Figure 3.3-17

Two button pushes are allthat's required: O @ key, @ - MAXCLB prompt. Reversion back to the ECON STRATEGIC mode maybe affected by pressing LSK f2Tl.

ln this situation priority is given to V/S - rememberthe 70%vs30%mentioned earlier in Section 3.1.3.5.3.1.

A complete discussion of this page may be found under Section3.1.3.5.5.2. TACTICAL MODE PAGE.

CLBPRED TO

FL?79TIME DIST

ECON

*MAX CLBSPD

r l

Rev 1 Dec/93 3.3-20

Chatvi AP45

p.186

ASIO FMS PTLOVS GUTDE

3,3.3.2 Strategic Mode

The STRATEGIC mode may also be changed at any time on theSTRATEGIC mode page, by pressing the Fooel key on the CDU. Byreference to Figure 3.3-18 it may be seen that ECON is the activemode, with options on MIN FUEL and MIN TIME.

ECON CLBCOST INDEX54O

^r oEsr

GI.IT EFOBECoN t?30 ?O.?

r l l IN FUEL

ol l IN Tl l , lE

c59696#

Figure 3.3-18

The active mode makes up part of the title line on the STRATEGICmode page, and is displayed in LARGE font on data lines (Zllthrough GD respectively.

A complete discussion of this page may be found under Section3.1.3.5.5.1, STRATEGIC MODE PAGE, pages 3.1-64,

EE)EEEOEO6EGts

[E)EDGDEB6D@

3 3-2,1

Chatvi AP45

p.187


3,3.4 Direct to NAV

DIR TO is a lateral navigation function by which the pilot mayproceed from PPOS to a selected fixed waypoint by a direct route.

The affect this action has on the down path waypoints of the activeprimary flight plan is determined by the position of the DIR TOwaypoint in the f l ight plan.

There are two possibilities:

1 . lf the DIR TO waypoint is a part of the active primary flight plan. ADIR TO leg is strung from PPOS to that waypoint when the DIR TOfunction is invoked.All originalflight plan waypoints, between PPOSand the DIR TO waypoint, are deleted from the flight plan. TP(TURNING POINT) becomes the FROM waypoint, followed by aDIR TO leg, and the F-PLN page and ND reflect the new navigationsituation.

2. lf the DIR TO waypoint is not a part of the active primary flightplan, a DIR TO leg is strung from PPOS to thatwaypointwhen theDIR TO function is invoked. The DIR TO waypoint is followed bya F-PLN DISCONTINUITY, fol lowed by the original f l ight plan inits entirety. None of the waypoints are deleted. TP becomes theFROM waypoint, followed by a DIR TO leg.

Access to the DIR TO function is gained by pressing 15ga;l mode keyon the CDU. This access is only allowed if the aircraft position is valid.The SP message, 'NOT ALLOWED", is displayed when aircraftposition is invalid (i.e., the FMS aircrafr position is undetermined).

Rev 1 Dec/93 3.3-22

Chatvi AP45

p.188


There are two "DlR TO" Program Pin Options available:

1. This Pin Option allows the pilot to view the DlRect TO routing onthe Nav Display priorto execution (known as Soft DIR TO). In thismode of operation the waypoint identifier must reside in the LSKfiE| brackets. The LSK fin* must be pressed again to executethe event. When a left LSK is pressed, adjacent to any fixedwaypoint, with the SP empty, a soft DIR TO is initiated anddisplayed as the identifier is inserted in the brackets. An additionalpress of the LSK@ causes an immediate DIR TO maneuver bythe aircraft to that waypoint.

2. This Pin Option causes the insertion of the desired waypoint intothe brackets and execution of the DIR TO function with only oneLSK button push. This completes the action as the DIR TO pagedisappears and F-PLN page A is displayed. There is no opportunityto preview the DIR TO and it is immediately initiated.

lf an attempt is made to select any waypoint other than a fixedwaypoint, the SP message, "NOT ALLOWED", is displayed and theDIR TO is not init iated.

NOTE: Data modification, insertion, or horizontal slewing arenot allowed on the DIR TO page (the "Next Page" doesnot exist). Additionally, access to both lateral andverticalrevision pages is notallowed. Initiation of a DIRTO is the only function allowed.

3.3-23 Rev 1 Dec/93

Chatvi AP45

p.189


Figure 3.3-19 is an example of the DIR TO page.

Eg*

Figure 3.3-19

Although referred to as the DIR TO page, it is identical in appearanceto the F-PLN page; there are a few noted exceptions:

The most apparent difference from the F-PLN page is the DIR TObracket prompt in data line (lf|.

@ DIR TO - The bracket prompt (rte[ ]) allows selection of thedesired fixed waypoint. This fixed waypoint may be selectedfrom the active primary flight plan by pressing the adjacent leftLSK if the SP is empty, or it may be manually entered into FDfrom the SP. Vertical sluing may be used to scroll to thedesired waypoint in the active primary flight plan. When thewaypoint is entered into LSK []El via the SP, the DIR TOprompt with the identified waypoint remains in data line FE|until activated, cleared, or another page is accessed withoutactivating the function. The subsequent implementation ispredicted on the Pin Options identified above. In cases wherethe waypoint is manually entered and is not part of the flightplan, it may be specified by ident., LAT/LONG,PlBlD, etc., aswith any waypoint . (See Sect ion 3.1.3.2.6, WAYPOINTINSERTION/F-PLN A and B PAGES.)

@

GEEEEE60@

GDEDGDEDED

I I IR TO*[ ]

BITGRNB

tLSA

t tg? ?8?/ FL169

s6 ?5O/ FLTOO

B9 ?55/ FLO6l

rz ??@/+ 3AAg

15 ?gg/ ?5OgTJ

([ i f iJ'EGNNB

c130.EGN13

c065.BRAV

Rev 1 Dec/93 3.3-24

Chatvi AP45

p.190


@@

These data lines are identical to F-PLN page A.

Referring back to Figure 3.3-19, an example of selecting a DIR TOwaypoint from the active primary flight plan is illustrated. PressingLSK @ , initiates an immediate DIR TO EGNNB, and the displaychanges to Figure 3.3-20, F-PLN page A with the DIR TO leginserted in the flight plan.

FRolr ILSA )

T-P rO3? ?55/ FL37A(I /D) 4s .ss/ FLsTs. (sPD)(LIM) rrss ?5O/ FLIOO

B s6 ?ss/ FLs6sg.

3 ss ??O/+ 3gAO

r? ?g@/ "5gOfJ

EGNNc13

EGNlco6

BRAV

cs96g8#

Figure 3.3-20

Notice the FROM waypoint is TP, TGRNB (Figure 3.3-19) has beendeleted because it is positioned between PPOS and the DIR TOpoint, and EGNNB is the TO waypoint.

As mentioned previously, a DIR TO a waypoint not contained in theactive primary flight plan, entails the same steps as a DIR TO a flightplan waypoint except the DIR TO point is followed by a F-PLNDISCONTINUITY.

@

@

6EEE6EGE

GDEDEBED6D@

3-3-25 Rev 1 Dec/93

Chatvi AP45

p.191


Figure 3.3-21 is an example of a DIR TO a Place Bearing Distance(PBD01) waypoint not in the active primary fl ight plan.

Figure 3.3-21

ln the above case, a PIBID waypoint was defined in the SP, e.9.,ARXl125l30, and inserted into the brackets on the DIR TO page bypressing LSK @ . The FMC names the waypoint PBD01 (the firstpilot- defi ned waypoint) and it is followed by a F-PLN DISCONTI N U ITYbecause it is not along the flight plan route.

The F-PLN DISCONTINUITY is deleted with the CLR function (O,Figure 3.3-21), the flight plan is now reconnected, and the aircraftflies from PPOS (TP) to PBD01, to EGNNB, and is back on theoriginal route of flight.

NOTE: The discontinuity must be cleared prior to sequencingPBD01 or the A/P disconnects. A F-PLN DISCON-TINUITY is readi ly apparent on the ND and isrepresented as a gap in the GREEN course linebetween PBD01 and EGNNB in this case.

GE]EEGD@o6E@

FRor,r LISA )

T-P s??s ?77 / FLrTs

(I /D) ?t " / FLttB(SPD)

(LIM) ?? ?5O/ FLIOO

PBD0I ss ??O/ 3OOO

---F-PLN DISCONTINUITY__cr36'

EGNNB 3s L7g/ 25AgCLR ?J

Rev 1 Dec/93 3.3-26

Chatvi AP45

p.192

A31O F*IS PILOT'S GUIDE

3.3.5 Transition to Gruise Phase

FMS transition from the CLIMB PHASE to the CRUISE PHASEoccurs when:

1. Actual aircraft altitude equals the CRZ FL defined in theFMC+or-50ft .

2. The CRZ FL defined in the FMC equals the altitude set in theFCU + or- 50 ft.

NOTE: lf the aircraft is leveled off at an intermediate altitudeprior to the CRZ FL specified in the FMC, and thespecified CRZ FL is never reached, for whateverreason, the FMC does not transition to the CRUISEPHASE.

3.3-27

Chatvi AP45

p.193

Chatvi AP45

p.194

CRUISE

3.4


cRUrsE . . . . . . . . . . . . . . . . . .3.4-13.4.1 Si tuat ional Modes . . . . . . . . . .3.4-1

3.4.1.1 IMM DES Mode . . . . . . . . . . , . . . . . . .3.4-23.4.1.2 Decel Mode . . . . . .3.4-33.4.1.3 IMM CLB Mode . . . . . . . . . . . . . . . . . .3.4-53.4.1.4 Engine Out Drift Down (D/D) Mode .....3.4-7

3.4.2 CRZ ALT Changes.. . . . . . . . . . . . . . . . . . . . . . . . . .3.4-83.4.3 Cruise Performance Change.. . . . . . . . . . . . . . 3.4-10

3.4.3.1 Wind Entry in Cruise 3.4-123.4.4 Parallel Offsets 3.4-153.4.5 Fuel Predictions 3,4-183.4.6 Descent Preparat ions. . . . . . . . . 3.4-19

3.4.6.1 R\ ^flSTAR

Selection ........3.4-203.4.6.2 R\M/ Change Option 3.4-233.4.6.3 DES Forecast Page 3.4-24

3.4.7 Transition to Descent Phase 3.4-26

3.4-i Rev 1 Dec/93

Chatvi AP45

p.195

Chatvi AP45

p.196


3.4 GRUISE

The FMGS cruise is the phase of flight between T/C and T/D. TheCRZ ALT defined in the FMC during PREFLIGHT must have beenreached, or redefined to match the present altitude, otherwise theFMC does not transition into the CRZ phase. The CRZ phase isactive then, when the aircraft reaches the CRZ ALT defined in theFMC. During cruise, the pilot may be required to make navigationchanges, position updates, position reports, monitor flight progress,change cruise altitudes, and prepare for descent into the destinationairport. Preparing for descent can include STAR selection, DESCENTFORECAST wind entry and review of approach and go-around data.These are the subjects that will be covered in this section. Furtherinformation about planning and nacigation can be found in Sections4,7 and8.

NOTE: The aircraft will accelerate to cruise speed and ignorethe 10,000 ft. speed limit if cruise altitude is below1 0,000 ft. A tactical intervention may be required it 250knots is to be flown.

Functions not covered previously, which are likely to be encounteredin cruise. are discussed in this section.

3.4.1 Situational Modes

Situational modes allow the pilot to deviate from the vertical profilewithout affecting a vertical flight plan change. Situational modes areusually invoked to respond to a temporary situation with the intent tolater return to the defined vertical profile, e.9., descent from the CRZALT immediately, in compliance with an ATC request, ratherthan waitfor the flight plan to intercept the defined vertical profile T/D point.

There are four Cruise Flight Phase situational modes: IMM DES,DECEL, IMM CLB, and EO Drift Down modes. These modes mayeither be manually selected or automatically engaged.

3.4-1 Rev 1 Dec/93

Chatvi AP45

p.197


3.4.1.1 IMM DES Mode

The lmmediate Descent Mode provides a constant rate of descent(1000 fpm), until the defined vertical profile is intercepted, at theselected Strategic or Tactical Performance mode speed. Verticalguidance initiates descent within 2 seconds of mode activation.IMM DES is displayed and may be activated when the followingconditions exist:

1. PROFILE is engaged.

2. CRzflight phase is active and vertical guidance has acquired orcaptured the defined CRZ FL.

3. The FCU altitude is at least 250 ft, below the defined CRZ FL.

4. A STEP DES or destination exists in the flight plan.

NOTE: lt is important to realize that the IMM DES* is onlydisplayed when #3 and#4 (STEP DES or a destination)above are accomplished.

I Manual Engagement of IMM DES: occurs when the IMM DES*,LSK @ on the F-PLN page, is pressed.

FRorl t lsg )UB 1

OMA 8950 IMM DES*(S/D) E7 .so/ FL37s

UB1BOSNArsso"/FLssT(LEVEL) sr " /FL33O

uB ISAR g6 " /

r l

UB1CHILY rs " / r l

fJ

c59700*

Figure 3.4-1

@

EE@)gE

EE6E

GDEDGDED

Rev 1 Dec/93 3.4-2

Chatvi AP45

p.198

A31O FMA PILOT'S GUIDE

Automatic Engagement of IMM DES: by the FMS occurs when allof the following conditions are met:

1. Aircraft altitude above CRZ FL.

2. Vertical guidance is not actively capturing the FCU altitude,

3. Maximum Descent Tactical Mode is not engaged.

Automatic Disengagement of IMM DES: by the FMS occurs whenany one of the following conditions are met:

1. Maximum Descent Tactical Mode is engaged. See Section3.5.2,1, MAX DES TACTICAL MODE.

2. PROFILE is not engaged.

3. Vertical guidance has acquired or captured the FCU or FMSdefined CRZ FL to which the aircraft has been descending.

4. DES or APPR flight phase is active and the vertical guidancedescent state is abovepath or onpath. (See Section 3.5,DESCENT.)

5. CRZ phase is active and STEP DES is not active.

6. EO D/D Situational Mode is active. (See Section 3.3.2.1.3, EODRTFTDOWN STTUATTONAL MODE.)

7. A HOLD leg with a manualtermination (HM) is active or next in theF-PLN, and TTG is < 3 minutes. (See Section 3.5.4, HOLDING.)

3.4.1.2 Decel Mode

The DECEL function is intended to allow the AFS to reintercept thevertical profile after the T/D point has been passed. The DecelerationMode provides for a decrease in IAS from present speed to minimumspeed (Vmin), limited by the FAC to maneuvering speed for theconfiguration. Vertical guidance initiates speed control to the newtarget speed two seconds after mode selection. DECEL Mode ismanually selectable only, no auto engagement by the FMC is provided.

Rev 1 Dec/933.4-3

Chatvi AP45

p.199


DECEL* is displayed adjacent to LSK fiE] on the F-PLN page(Figure 3.4-2) under the following conditions:


2. Vertical guidance has acquired or captured the FCUselected altitude.

3. DESCENT or APPROACH flight phase is active.

4. Vertical guidance descent state is above path.

5. Tactical SPD mode is not active.

| 6 A HOLD leg with a manualtermination (HM) is not active or next

I in the F-PLN, and TTG is > 3 minutes. (See Section 3.5.4,I HOLDTNG.)

DECEL mode is selected by pressing LSK @ when the DECELtIIprompt is displayed.

FRO}IUBl

OMA(s/D)

UB1BOSNA( LEVEL )

UBISAR

UBlCHILY

tL50

O95O DECEL *

57 .85/ FL37g

lsss " / FL337

sr " / FL33Og6tt / r l

rg t t

/ r l

IJ

Figure 3.4-2

After the DECEL* prompt is pressed, it disappears and the displayreverts to the F-PLN page.

GE)GEGOEE6E@

GDGDEDEDEOGD

Rev 1 Dec/93 3.44

Chatvi AP45

p.200


The DECEL mode disengages automatically for any one of thefollowing conditions:


2. DESCENT or APPROACH phase is not active.

3. Tactical SPD mode is engaged.

4. Strategic MODE is changed.

5. The vertical guidance descent state is onpath or belowpath.

6. An EO condition has been detected by the TCC.

DECEL* prompt is displayed when the aircraft has overflown theT/D pseudo waypoint on the F-PLN page, usually as a result of thedescent altitude not having been selected in the ALT SEL window ofthe FCU. lf the descent altitude is not set in the FCU ALT SELwindow, with PROFILE engaged, the automatic descent does notoccur. lf PROFILE is not engaged, it is necessary to pullthe altitudeset to engage LVL CHANGE to begin descent - in this case, theDECEL* prompt is not displayed.

3.4.1.3 IMM GLB Mode

After a STEP CLB has been entered into the vertical F-PLN, thelmmediate Climb Situational Mode enables cl imb to a new CRZ FLprior to sequencing the defined STEP point in the lateral F-PLN.Vertical guidance initiates a climb two seconds after mode selection,at the defined cruise target speed. Climb IAS may be modified on theTACT MODE or Strategic MODE page. (See Sections 3.1.3.5.3.1,STEP ALTITUDE/PREDICTION PAGE. and 3.3.3. CLIMB PER-FORMANCE CHANGE.)

Parr 'l I'lan/O?

Chatvi AP45

p.201


The IMM CLBIF prompt is displayed on the F-PLN page under thefollowing conditions:


2. CRUISE flight phase is active.

3. The FCU selected altitude is more than 250 ft. above thecurrent CRZ FL,

4. A HOLD leg with a manualtermination (HM) is not active or nextin the F-PLN, and TTG is not < 3 minutes. (See Section 3.5.4,HOLDTNG.)

The IMM CLB mode is engaged by pressing LSK @ , IMM CLB*.

FRor.r |LSO )uB I

OMA O95g IMM CLB*(S/D) a7 .as/ FL37s

UBTBOSNArsss"/FLssT

(LEVEL) or " /FL336UBT

SAR sB n / t r t

UBlCHILY rs " / r l

IJ

c59702#

Figure 3.4-3

A climb is initiated within two seconds of mode selection, the IMM CLB*prompt disappears, and the display reverts to the F-PLN page.

GOEE@

@

6E@

(iD

GDGDEDED(d)

? d.-B

Chatvi AP45

p.202


The IMM CLB mode automatically disengages for any one ofthe following:


2. An EO is detected by the TCC.

3. The STEP CLB is deleted from the vertical F-PLN.

3.4.1.4 Engine Out Drift Down (D/D) Mode

Engine Out Drift Down Mode provides a means for a single goodengine at MCT power, to maintain Altitude as long as possible whileairspeed decays to GREEN Dot speed (Best L/D). As GREEN Dotis approached, set the FCU to the appropriate lower altitude (SeeSection 3.3.2.1.3.) and minimum altitude loss occurs as GREEN Dot(L/D MAX) is maintained.

When best descent rate is desired, e.9., ETOPS: while clearingNorth AtlanticTrack System and clearof yourtrack, MAX DES modeon the TACT MODE page will provide best descent rate. MAX DESmode will reduce thrust on the good engine to idle and commandVmo - 10 (or Mach equivalent), providing the steepest angle ofdescent possible wi thout spoi lers. Once below the tracks,commanding a tactical speed of 330 kts gives the quickest time tothe alternate airport. The FMS will limit thrust to MCT, so the aircraftmay not attain 330 kts. Thus the FMS will command a speed targetbased on the maximum thrust available at the current altitude fromthe good engine.

3.4-7 Rev 1 Dec/93

Chatvi AP45

p.203


3.4.2 GRZ ALT Ghanges

There are three methods of affecting an altitude change while thefuP is engaged: Manually through the FCU, Manually via the PROGpage, or Automatically through the Step Climb function.

1. Manually - through the FCU; an immediate climb/descent isinitiated by selecting the desired altitude in the ALT SEL window,and either pulling the set knob or pressing the LVL/CH P/B toengage the LVL CHANGE mode. Pressing the LVL/CH P/B alsodisengages PROFILE, however, if PROFILE is engaged, pull ingthe set knob does not disengage it, rather it initiates an immediateclimb/descent to the altitude selected on the FCU. The exceptionsare: where a STEP CLIMB is active in the vertical profile, or ifaircraft PPOS is just prior to the T/D point. Then pulling the setknob in these cases, arms P CLB or P DES BLUE. V/S mode mayalso be utilized, and may be more desirable if the altitude changeis only 1000 to 3000 feet. Regardless of the mode selection, e.9.,in a climb, whether PROFILE, LVL CHANGE, orV/S engages, CLis annunciated on the TRP. While climb power is applied by theATS, THR/SPD/NAV in GREEN and ALT BLUE is displayed onthe FMA. lf LVL CHANGE was engaged (see Figure 3.4-4), theA/P initiates a climb to the new altitude selected in the FCU. lfPROFILE is engaged, the ATS and Longitudinal engaged modesin the FMA are preceded by a P, e.9., P THR and P SPD. WithPROFILE engaged, pull ing the set knob also causes display ofthe Situational Modes IMM CLB/IMM DES, depending on thefl ight phase, on the F-PLN page, allowing the pilot to init iate animmediate climb or descent as desired.

Figure 3.44c59703#

3.4-8

Chatvi AP45

p.204


2. Manually - via the PROG page, a climb or descent may beatfected

-by changing the CRZ attitude in data line O (see Figure

3.4-5). For demonstration purposes, assume level at FL330, anda climb to F1370 is desired at PPOS.

usH

Figure 3.4-5

A manual climb to FL370, utilizing the PROG page to input data tothe FMC, is affected in the following manner:

o Write 370, or FL37O, in the SP (O, Figure 3.4-5)o Press LSK t-t-f)r Select 370 in the ALT SEL window of the FCU

NOTE: With or without PROFILE engaged, the cl imb isimmediately initiated when the set knob is pulled,exceptin cases involving a STEP CLIMB ora PROFILEdescent when aircraft PPOS is prior to the T/D point.

3. Automatically - through use of the STEP CLIMB function analtitude change may be affected. (See Section 3.1.3.5.3.1, STEPALTTTUDE/PREDTCTTON PAGE. )

GB@

EO@

6EGE

3.4-9

ECON CRZcRz i lAx

FL33O FL37OOFST

*[ ]BRG DIST337" /55 ro TSL

3935. ?N/O?3?4.7EDIST I IES

tst ro DEST FORECAST>A113.40 NAV Att3.4gSKL-SKL R/T SKL-SKL

Rev 1 Dec/93

Chatvi AP45

p.205

AS|O FMS PTLOVS GUTDE

3.4.3 Gruise Performance Ghange

Modifications to the defined cruise target speed may be accom-modated on either the TACT Mode page, affecting the current flightphase only, or the Strategic Mode page, affecting all the remainingflight phases.ln flight, the TACT MODE page is the more useful of thetwo, because changes in targetspeed are very likely involve a choicebetween ECON or an IAS dictated by a tactical situation, such as theneed to reduce to turbulent air penetration speed, or an increase/decrease specified by ATC.

Access to the TACT MODE page is gained by pressing the ['TFl keyon the CDU (see Figure 3.4-6).

Assume ATC requests, "Honeywell 1 150, can you increase speed toMach .82 tor spacing?"

Figure 3.4-6

Writing .82 in the SP and pressing LSK Gn twice (first entry sMALLfont with asterisk) is all that is required to implement this request.

The return to normal cruise target speed is accomplished by pressingthe *ECON prompt in @ . (See Section 3.1.3.5.5.2, TACTICALMODE PAGE.)

GOGEEE@

6EGO

cRzPREII TO

FL37OGMT DIST

ECoN r?36 ?5r f . lAX END t??S ??

SPDt l

3-4-10

Chatvi AP45

p.206


Cruise target speed may also be modified on the Strategic Modepage. Pressing the CDU [".;l ksy causes display of this page.

Figure 3.4-7

Three choices are available, affecting the remainder of theflight phases:

1. ECON - The current selected performance mode.

2. MIN FUEL

3. MIN TIME

Normal cruise target speed is achieved with the ECON mode.MINIMUM FUEL represents a speed reduction from ECON, andobviously MINIMUM TIME represents a speed increase. Thesemodes are avai lable at anyt ime. (See Sect ion 3.1.3.5.5.1,STRATEG|C MODE PAGE.)

NOTE: During Engine Out Cruise all strategic modes (MinFuel, Min Time, Econ), have no effect on aircraftspeed. The system operates in strategic Mode EngineOut MIN FUEL that sets the cost index to zero.

@

EEEE6E6E@

ECON CRZCOST INIIEX54O Ar nEsr

GI,IT EFOBECoN t"3@ ?4.3

r l , l IN FUEL

r1{IN TII ' lE

3_1-11 Rev 1 Dec/93

Chatvi AP45

p.207


Manualspeed selection is always available on the FCU. Figure 3.4-8,a portion of the FCU, demonstrates the steps required to make amanual speed change on the FCU when PROFILE is engaged.

\a t*r*.r t-/ *t."\ffi't3s-o1ffilo

Figure 3.4-8

First disengage PROFILE by pressing the i l luminated PROFILEP/B O, then iurn the SPD/MACH set knob to .820 Mach @. fneATS increases power to acquire the new target speed.

3.4.3.1 Wind Entry in Gruise

During PREFLIGHT the forecast CRZ WIND was entered on lNlTpage A. This is your Top-of-Climb Wind. lf no other winds areentered forthe cruise flight phase, this value is also used for a cruisefl ight value. During cruise fl ight phase, actual sensed winds at theFROM waypoint are used to interpolate winds to the next waypointwhich if not updated by the pilot, remains the lNlT A page cruise wind.

Actual winds for each route segment, may be entered to make thevertical profile, and the predictions based on that profile, as accurateas possible. The validity of the FMS predictions is only as accurateas the information provided.

eH

Flav 1 Dec/93 3.4-12

Chatvi AP45

p.208


Temperature, and wind direction/velocity may be entered or revisedon the following pages:

1. VERT REV page B. (See Sect ion 3.1.3.5.2.1,VERT REV PAGES A & B.)

2. STEP PRED page. (See Sect ion 3.1.3.5.3.1,STEP ALT/PRED PAGE.)

3. lNlT page A (PREFLIGHT ONLY). (See 3.1.2.1, lNlT A PAGE.)

4. F-PLN page B. (See Section 3.1.3.4, F-PLN PAGE B.)

5. FUEL PRED PAGE. (See Section 3.2.6.3, FUEL PRED PAGE.)

6. DES FORECAST PAGE. (See Section 3.4.6.3.)

Figure 3.4-9 is an example of F-PLN page B with the actualwind atthat position entered into data line @ at TSL. Entries at theremaining F-PLN waypoints are made in l ike manner.

Figure 3.4-9

EEDEDED@

GD

FRor.r Drsr tL5@BI 'C } I INI)

TSL -50 945" /A?O3g

(T/D) -50 s74' /ssrE 1 3/ r57'

SKL -4s " / ' '81 5l

TGRNB -18 " / r '

_(sPD) e3(LIM)

t4EGNNB s s7 4 ' / sss

TJ

3.4-13 Rev 1 Dec/93

Chatvi AP45

p.209


Pilot-entered temperature and wind values are displayed in LARGEfont. Without pilot-entered values, the temp/wind at the FROMwaypoint is the actual memorized wind at that position. Wind entryon F-PLN page B cannot be made following CDU calculationsprecipitated by a page update, until the T/C and T/D point calculationshave been completed. On long over water flights, it is a goodtechnique to input updated winds atoceanicwaypoints approximatelyone hour apart. This makes the fuel predictions as accurate aspossible. The cruise wind profile is based on a linear interpolationbetween T/C, each waypoint or pseudo waypoint, and T/D waypointswhere forecast winds are entered. The FMC uses this wind profilefor predictions.

Proper format for these entries may be found in APPENDIX B, pagesB-10 and B-11. lf wind alone is entered, the value must be precededby a slash /. PPOS wind values are available on the ND 1@, figure3.4-10), and the ISDU (@, Figure 3.4-11). (See Section 3.1.3.5.4,WI ND/TEMPERATURE ENTRY.)

ISL232'

?6 l3t|ltl23tx

210230

1\

c59709#

Figure 3.4-10

Rev 1 Dec/93 3.4-14

Chatvi AP45

p.210

ASIO FMS PILOVS GUTDE

S mlETT4 r-n-il-rT6l 2rDSPL sEL- @

PPOS WINDr(cs )/,th.HDc/srsrcs{ lUl l

\y@ rSYS OSPL-

.2_

"*ilf['\_/

c5971 0#

Figure 3.4-11

3.4.4 Parallel Offsets

A Parallel Offset, a lateral flight plan function, is a course exactlyparalleling the active flight plan course, and offset to the left or rightof that course a selectable distance up to and including 99 nauticalmiles. The function is especially useful to provide traffic separationsubsequent to an ATC request, or when deviating around enroutethunderstorms.

Parallel Offsets are allowed on four F-PLN leg types (see Section 2-4for leg definitions:

1. CF - Course to a Fixed Waypoint is a great circle course fromPPOS to a downpath waypoint.

2. TF - Fixed Waypoint to Fixed Waypoint is a great circle coursebetween two fixed waypoints.

3. DF - Directtoa FixedWaypointisacombination ofagreatcirclearc path from PPOS, tangent to and including a computed greatcircle course to the desired termination waypoint - a DIR TO leg.

4. FM - Course from a Fixed Waypoint with a Manual Terminationis a great circle course starting at a fixed waypoint that isterminated by a flight plan revision.

This means that a Parallel Offset is allowed on all legs between fixedwaypoints, courses to a fixed waypoint, and DIR TO legs to a fixedwaypoint.

3.4-15 Rev 1 Dec/93

Chatvi AP45

p.211


An Offset cannot be inserted on a short leg with a distance remainingbelow a prescribed minimum, or when the next waypoint is thedestination. An Offset is automatically canceled when the leg typeor next waypoint does not meet the above criteria. The SP message,'CANCELING OFFSET", is displayed, and indicates that the Offsetis canceled at the next waypoint.

By reference to Figure 3.4-12, an Offset of 5NM right of courseis desired.

Figure 3.4-12

With 5R written in the SP O, pressing LSK @ inserts the Offsetdistance into the brackets and the Offset function is immediatelyactivated. Figure 3.4-13 is an example of how the ND would appearafter insertion of a 5R Offset, and before a turn to intercept isexecuted.

cRzFL33O

OFST*[ ]

FUET- pnEn >BRG /DIST---o/ t - - - - To t l

4ta2. tN/o7398.?^DIST DESA4t7 ro DEST FORECAST>

Altg.4s NAvTSL-TSL I

5R

Chatvi AP45

p.212

A31O FMS PTLOVS OUTDE

SKL

f eilfliEOI{NB

c59712#

Figure 3.4-13

The original active primary flight plan course is represented by thedashed line, and the Offset course by the solid line. A 45 degreeintercept would be flown to the new course, by the FMS, providingNAV is engaged. After interception of the Offset course, the NMdisplacement from the original course is displayed in the lower leftportion of the ND next to PPOS wind @, and the Offset data fieldis displayed just above @. ffris data fieY is only displayed when anOffset is active. The OFST annunciator, on the right lower portion ofboth CDUs, is illuminated as long as the Offset function is active.

3.4-17

Chatvi AP45

p.213


CDU

Figure 3.4-14

Clearing an Offset may be accomplished by:

1. A DIR TO a downpath waypoint.

2. By using the CLR function - With the SP empty, write CLR in theSP by pressing the @ key on the CDU and entering it into the IZDdata field.

lf the CLR function is used, the aircraft turns to a 45 degree interceptto reintercept the original course, provided that NAV is engaged. lfNAV is not engaged a manual intercept may be performed using theHDG bug.

3.4.5 Fuel Predictions

Cruise fuel predict ions may be found on the FUEL PRED page, withaccess provided from the PROG page.

Refer back to Figure 3.4-12, the sample PROG page, notice that theFUEL PRED> prompt in data field [ZF-I. Pressing LSK @ causesdisplay of the FUEL PRED page (see Figure 3.4-15).

3.4-18^f

rha iFj^r6ar i^6 ^h

rhi . h-â i - . , 'h ia^t l^ lha ract . i^ t i^h€ ^h

tha l i t la h.â ^f

th i . d^^ ' rmanr

Chatvi AP45

p.214

AS|O FMS PILOT'S OUIDE

FUEL PREDICTIONAT TII . IE EFOB

LGAT tO54 ?L.T

LGTS 15.3GH FOB

364.7 93.95/FF+F0RTE RSV/7. ZFIÎCGo.a/o.@ ?6.7FINAL TI l . IE TEAP/TROPO

c.r IOA3O -Es/s6sssEXTRA/f IAE CRZ I . I INI)

r t .?/gr?? ??s. /s4s

Figure 3.4-15

See Section 3.2.6.3, FUEL PREDICTION PAGE, fordetailed explanation.

3.4.6 Descent Preparations

Just prior to the T/D the ATIS information should be obtained, andthe STAR and/or active runway modified to reflect the expectedapproach, assuming a STAR/RWYwas selected during PREFLIGHT.

NOTE: The prediction accuracy is only as reliable as theinformation entered. Complete routing from DepartureRunway, SlD, Cruise, Steps, Descent, STARs,Approach type, Landing Runway, and Winds (T.O.,Climb, Cruise, Descent, and Landing) must be enteredor updated during flight when precise planning data isrequired,

The vertical path is recomputed for each revision entered after T/Dand the aircraft attempts to recapture path.

3.4-19 Rev 1 Dec/93

Chatvi AP45

p.215

ASIO FMS PILOVS GU'DE

3.4.6.1 RWY/STAR Selection

The mechanics of selecting a STAR are identical to the selection ofa SID (see Sect ion 3.1.3.2.1, SID/RWY SELECTION), and beginswith a LAT REV at the destination or lAF, Figure 3.4-16 shows theLAT REV from EGNNB page. EGNNB is a IAF for LGAT.

LAT REV FRor.r EGNNB3745.9N/S?3e5.5E

STAR >

( A I R],.IAY HOLD >

PROC T>NEH HPT CO RTE

*[ ] t l *NEX RTE TO

EGNNB,/ I ] *

*ENABLE ALTN RETURN>

Figure 3.4-16

Pressing LSK [-1-R-1, the STAR> prompt, results in the display of theSTAR to LGAT page, Figure 3.4-17.

(iD

EDGDEDED@

@ q-}r

* trt+l

EOEE)EOGE

H€[EEGD

@D@

GD

3.4-20I lse nr.lie.l^cr rF 6f th. inf^rm.ti^n

^n thi. n2da i. cr rhiad t^ tha E.td^ri^n.

^h tha filla

^râ ^{ rhi. d^^,,mahl

STAR T o LGATSTARS APPRS

ARG1D ILS33R

ARG1E VORl5L

KOR1D VOR33R

KOR1E 15L

KRS1K 15R

RETURN >TJ

Figure 3.4-17

Chatvi AP45

p.216


ILS approaches are in progress to RWY33R at LGAT' so pressing

Lsrc6 setects nwvg'3nirom the tist. TLe display then changes to

Figure 3.+-18, showing, <SEL> lLS33R @, and "-l':Loi::tpatible

sinns on the teft siie of the disptay. The list of sTARS may be

scrolled, by pressing the scroll l-l key in an up direction, to reveal

the desired arrival, in this case the TGR1A'

[gH

Figure 3.4-18

GD@

EilED

STAR T O LGAT

NRlifr ' <sEL> tig55;RIPlK

SITUiK

SOKlD

TGRlA

*INSERT RETURN>TJ

.r. a-tl

Chatvi AP45

p.217


The process of selecting the arrival route and active runway is nowcomplete, as indicated by Figure 3.4-19.

Figure 3.4-19

Pressi ng the{el NSERT prompt is all that remains to insert the TGRl ASTAR into the active primary ftight plan.

As soon as the{eINSERT prompt is pressed, the display reverts to F-PLN page A, Figure 3.4-20. As you scrolling down [l-l, to the- - - END OF F-PLN - - - marker, you are shown the arrival routeand the missed approach route for RWY33R strung in the F-PLN.

When a Runway and Star are strung, a subsequent runway changewillcause restringing of the srAR. Thisrestringing of the Nav DataBase srAR means that all pilot-entered constraints along theSTAR are deleted and must be reentered.

STAR To LGATSTARS APPRS

TGRlA <SEL> (SEL> tLSS3nTRANS

NONE REltArNrNo

REr,r^rNrNG 06f i i t rSTARS

ARG1D VOR33R

ARG1E 15LrT I NSERT RETURN >

?J

Rev 1 Dec/93 3.4-22

Chatvi AP45

p.218


|LSA )c333'

HKNB s?ss l7g/ "5Ogc333' -?.7 '

RN33R s7H333'

600<

c?4?.EGNNB ?oo/ 40gg

F-PLN------1J

- - - - - -END 0F

tss/ ?5@g

2@O/------

Figure 3.4-20

3.4.6.2 RVYY Ghange Option

Many times an approach is programmed into the FMC only to changeat the last minute. This occurs frequently at airports with parallelrunways or more than one possible landing runway, given that thesurfacewind condit ions permitsuch operations. In anticipation of thispossible change, it is suggested, as an operationaltechnique duringa non-critical fl ight phase, that the other possible runway and approachbe entered into the SEC F-PLN by the PNF.

The SEC F-PLN may be accessed from the SEC INDEX by pressing thef,ttTl key on the CDU. The active flight plan may be copied and modifiedin this SEC F-PLN without impacting the active flight plan. The processof selecting anotherapproach runway on the SEC F-PLN is identicaltothat already detailed for the active primary flight plan.

Should i t become necessary, during the init ialapproach, the SECF-PLN may be activated, becoming the active primary f l ight planwith the runway change already inserted. (See Sect ions 7.1.2,SEC F-PLN A AND B, and 7.1.1, ACTIVATE SEC.)

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A31O FMS P'LOT'S GUIDE

3.4.6.3 DES Forecast Page

The DES FORECAST PAGE is accessed by pressing LSK@ on thePROG page. (See Figure 3.4-5.) This page should be accessed, andthe destination wind inputs made priorto beginning descent so as tomake the descent profile predictions as accurate as possible. Figure3.4-21 is an exam ple of the DES FOR ECAST page as it would appearinitially, with the destination defined and before data input.

Figure 3.4-21

The purpose of this page is to allow the pilot to enterwind values fortheDESCENT and APPROACH phases of the active primary flight plan.

@ WINDS - Pilot input in these data l ines impact the FMC wind@ model. A maximum of three different altitude/wind combinations

may be specified. The rules governing this data input are:

o Alt i tude and wind data must be supplied as a single entry i fthe fields are blank, otherwise the SP message, 'FORMATERROR', is displayed (see APPENDIX B-2, ALTAIVIND).

. To replace existing data in either field, only the new valueneed be entered. For only a wind entry, the preceding slashis optional.

DES FORECAST

ALT , / } . I INI)I l / t f ' / l l

I l /L 7 ' / l l

| ) / t 7 ' / l l

LGAT / t 7 ' / t l

7.A-2t

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Once entered, the altitude values are sorted by altitude, by theFMC, and the resulting display is in a descending order,regardless of the order entered by the pilot, (e.9., the lowestaltitude specified is on the bottom).

@ WIND AT DESTINATION - The destination surface wind,from ATIS, is entered into this field, lt is identical to the pilotentered wind values appearing on VERT REV page B andF-PLN page B. Thedestination airport, asdefined on lNlT pageA during PREFLIGHT, is displayed first in the data l ine,followed by brackets allowing onlythe insertion of awind value,(i.e., direction/velocity). The destination specified cannot becleared on this page; the entry of CLR into the data field clearsonly the wind value.

NOTE: lf the primary destination waypoint is cleared orchangedto other than a runway at the primary destinationairport, all previous wind values on this page aredeleted.

Figure 3.4-22 is an example of the completed DES FORECAST page.

GDEDEDEDED@

DES FORECAST

ALT , / l { INIIFL?30/O99" / rO5

FL?|O/078" /069

50aa/ t30" /o?9LGAT /O37',/O45

Figure 3.4-22

3-4-25

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3.4.7 Transition to Descent Phase

FMS transition from the CRUISE phase to the DESCENT phaseoccurs when:

1. A new FL or altitude is specified on the PROG page that is morethan 250 ft. below aircraft altitude identified as Cruise altitude inthe FMC. (i.e., A loweraltitude is specified in preparation for initialdescent).

2. The altitude set in the ALT SEL window of the FCU is more than250 ft. below the aircraft cruise altitude.

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DESCENT

3.5


DESCENT . . . . . . . . . . . . . .3.5-13.5.1 Dese,ent Vertical Profile Guidance ....3.5-13.5.2 DescentVert ical Revis ions . . . . . , . . . , . . . . .3.5-o

3.5.2.1 MAX DES Tactical Mode ....3.5-83.5.3 Along Track Offsets ........3.5-8

3.5.3.1 ATOWaypoints. . . . . . . . . . . . . , . . . .3.5-83,5.4 Holding . . . . . . . . . . . . 3.5-10

3.5.4.1 Holding Pattern Types . . . . . . . .3.5-103.5.4.2 Hold Page 3.5-113.5.4.3 Holding Pattern Exi t . . . . . . . . . . . .3.5-17

3.5.5 Transition ToApproach Phase 3.5-18

3.5-i

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3.5 DESGENT

The DESCENT flight phase normally begins when the aircraftdeparts the entered cruise altitude and ends when the approachflight phase is activated with slat extension. The managed descentprofile is built backwards from the destination to the Top-of-Descent.It is built assuming idle thrust (with a small delta), followed bygeometric segments between constraints and all known speed andaltitude constraints during descent and approach. This is optimizedwith an appropriate deceleration distance for landing configurationpreparations prior to approach.

Therefore the vertical profile, in the DESCENT and APPROACHphases, is constructed of level and descending flight path segments.These flight path segments occur in a sequence allowing the aircraftto meet the vertical profile as it has been defined in the FMC.

With PROFILE engaged and descent unrestricted, the verticalprofile is exactly as computed by the FMC as the aircraft descendsto the altitude set on the FCU.

The ECON performance mode, with PROFILE engaged, plans adescent at idle thrust, which saves approximately 500 pounds of fuelper descent. Adjust cost index as necessary in pre-QlP aircraft topreclude overspeed conditions.

3.5,1 Descent Vertical Profile Guidance

To monitorthe aircraft progress on the vertical profile, while atthe sametime adhering to the selected speed, thrust, and altitude targets, theFMC considers three main vertical guidance descent states:

1. On-Path - When vertical guidance is actively capturing ormaintaining the vertical profile descenVapproach path.

2. Below-Path - When vertical guidance is not actively capturingor maintaining the vert ical profi le descent/approach path, andthe aircraft alt i tude is less than the alt i tude associated withthat path.

3.5-1 Rev 1 Dec/93Use or disclosure of the information on this page is subject to the reslr ict ions on the t i t lc naaF

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A31O FMS P'LOT'S GU'DE

3. Above-Path - When vertical guidance is not actively capturingor maintaining the vertical profi le descent/approach path, andthe aircraft alt itude is greater than the altitude associated withthat path.

Once the descent begins, On-Path means the descent profile is onthe vertical path defined in the FMC, and no action is required of thepilot, however, Below-Path and Above-Path cause changes invertical rate and IAS that the pilot should be aware of.

Below-Path - The FMC commands the AP/FD to level off the aircrafiuntilthe vertical path is recaptured. The level off maneuver is at a rateof change of .059. Speed is maintained on thrust and equates to thevalue previously defined in the FMC. Once target speed is reached thethrust levers modulate toward idle in accordance with target IAS andvertical rate changes necessary to maintain target.

Above-Path - The FMC commands the AP/FD to increase thevertical rate untilthe vertical profile is recaptured. This is accomplishedby accelerating to the target descent speed +20 kts., 290 KIAS,whichever is higher, Iimited to MMO minus 0.02, and increasing thevertical rate in an attempt to reintercept the descent path. lf the aircraftis still above the descent path when this speed is reached, themessage, "MORE DRAG", is displayed on the PFD (O, Figure 3.5-3).'MORE DRAG", indicates that speed brakes are required to maintainthe existing speed schedule. The SP message, "LESS DRAG", directlyassociated with the deployment of the speed brakes, indicates anunderspeed condition exists as a result of the target speed decreasing10 kts. below target.

The following chart is intended to assist in identifying the parametersfor speed control when the aircraft is either BELOW PATH, ONPATH, or ABOVE PATH.

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TlD


MACH TARGET

MACH/CAS TARGETSET BY

ALTITUDEABOVE PATH

MACH/CAS TARGETSET BY

ALTITUDE

TI

IU

5tsIFIL

(EoEa

CAS TARGET

MACH TARGET(DEFAULT 250 KTS CAS CONVERTED TO MACH)

<2500 FT

II speeo l'nrrALTTTuDE

_lDESCENT PATH lS CAS TARGET + 20 KTS CAS OR 290 KTS WHICHEVER IIS GREATER, AND LIMITED TO VMO - 10 KTS CAS. IWHEN ATRCRAFT tS LEVEL THEN DESCENT CAS TARGET ONLY tS FLOWN. I

t lr lJ--

a

a

WBELOW PATH

MACH/CAS TARGET+ SETBY +

DISTANCE TO DESTINATION

- (10,@O FT DEFAULT)

CAS TARGET(DEFAULT 250 KTS)

i - - - - - - - r - - - -t l

CASTARGE-I+5KTS(MAX SPEED 250 KTS CAS)

cotllFtGMIN VAPP

SPEED

VePPCONFIGSPEED

TARGETT

AIRCRAFT DISTANCE TO DESTINATION +NOTE: PRE-QIP AIRCRAFT - WHEN ABOVE THE MACH CROSSOVER ALTITUDE AND IN AN ABOVE PATH CONDITION, A TARGET AIRSPEED MAY BE COMPUTED- wHtcg ts NEAR oR AT THE LrMrrNG MAcH. A porENTrAL ovERSpEED coNDrroN MAy RESULT rN AN AUToMATtc DtscoNNEcr oF THE AUToptLor.

PROFILE MODE MAY BE MAINTAINED IF PRIOR TO OR AFTER COMMENCING DESCENT A LOWER COST INDEX IS SELECTED WHICH PRODUCES A F-PLNMACH/CAS WHICH IS BELOW THE LIMITS.

G3641-06-001#

3.5-3Usa or disdooure of the intormation m this page is subjecl to lhe r€stric{ions on lhe tiue page of this document.

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A3'O FMS PTLOVS OUIDE

In the following example ((i;, Figure 3.5-1), the FMC has computedthe T/D between TSL and-SKL.

(iD

@mEDED6D@

Figure 3.5-1

For demonstration purposes assume an ATC clearance to FL70:

1. 7000 is selected in the ALT SEL window of the FMC.

2. The altitude knob has been pulled.


The IMM DES* prompt @ is displayed after the ALT SEL knob hasbeen pulled. lf no further action is taken by the pilot, the aircraftautomatically descends, to the altitude set on the FCU, when theT/D point is reached. lf descent is desired prior to the T/D, the IMMDES mode may be activated (see Section 3.4.1 .1 , IMM DES MODE).

On the FMA portion of the PFD, P DES is displayed in BLUE underP ALT, to indicate to the pilot that the AP/FD is armed to capture thevertical profile defined in the FMC (O, Figure 3.5-2).

Rev 1 Dec/93

(T /D)EI

SKL'BtTGRNB- (sPD)(LIM)

EGNNB

s?s? IMM

os " / r l

r s ?5O FL?76

?? ?55 FLl40

zs .?5O/ FLIOO

t4 " / r l

t0

3.5-4

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PFD.FMA

c59729#

Figure 3.5-2

"P DES" in BLUE begins to flash just prior to the T/D point, to alertthe pilot to the impending descent.

NOTE: lt is important to realize the difference betweenPROFILE and ALT HOLD insofar as the ALT SEL knobis concerned. lf PROFILE is not engaged, the AP/FDbegins an immediate descent when the ALT SEL knobis pul led - LVL CHG engages. lF PROFILE isengaged, however, the descent does not occur untilthe aircraft sequences the T/D point. In both cases, thelower altitude must have been set in the ALT SELwindow of the FCU.

The progress of the descent may be monitored on the PFD andPROG page. The displayed vertical deviation represents thedifference between aircraft altitude and the altitude of the verticalprofile descenVapproach path.

Vertical deviations from the descent path are displayed on the PFDVertical Deviation Scale (@, Figure 3.5-3), and the PROG page (O,Figure 3.54). Deviations over 1000 ft., are not displayed on the PFD.

3.5-5 Rev 1 Dec/93

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A3'O FMS PTLOVS GUIDE

sPD It0RE 0Rn0

tE0

o140

120

100

I)H100

a

:- 2100 _,2

Y/||EVo

0;o

c59730#

Figure 3.5-3

Figure 3.54MODE PAGE

3.5.2 Descent Vertical Revisions

Speed changes are accommodated eithervia the FCU manually, orif PROFILE is engaged, on either the TACT MODE (see Section3.1.3.5.5.2, TACTICAL MODE PAGE), or the strategic MODE page(see Section 3.1.3.5.5.1, STRATEGIC MODE PAGE).

When the descent to landing is required at a tactical speed, anavailable technique from cruise flight phase is to dial down thealtitude on the FCU, select an lMMediate DEScent on the F-PLNpage, access the TACT MODE page, and enter/confirm the desiredspeed/mach into IZD. This will cause the construction of a new path,which the aircraft will attempt to intercept. Remember that althoughenroute altitude constraints will be complied with, airspeed limits andconstraints will be ignored in Tactical mode, i.e., the 10000 foot

CBGB

Rev 1 Dec/93 3.5-6^, , r i^^r

r^ rh6 ra-r . i^r ;^^6 ^^

raa r i r la ^-â ^,

rh; . d^-,rnaat

DES rrsoVDEV

PRED >

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speed limit. Compliance with the Speed Limit and return to strategicflight mode may be used, if sufficient time, distance, and othervertical management techniques and monitoring are used. Thisincludes monitoring the Vertical Deviation from profile on thePROGress page, @ Figure 3.5-4. Therefore, to allow the aircraft toslow, the pilot must get out of the Tactical Speed mode, and selectECON on the TACT MODE page.

Another technique involves the use of a modified Cost Index. Byselecting a Cost Index on the MODE page that yields a descentmach/CAS that approximates the desired profile, the entire profilemay be flown in the Strategic mode. This provides for smoothtransitions and decelerations to limits, constraints, and the approach.

Figure 3.5-5 is an example of the displayed page when the filtTEl keyis pressed on the CDU.

[gE

DESPRED TO

FLl5g61,IT DIST

rECON

r]{AX I IES l3?g ??SPD

?50 134rj ?8

c59732#

GO

EEGOEEEEGF

@D

6D(il

Figure 3.5-5

This page was covered in detail in theexception of the MAX DES mode.

previous section, with the

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3.5.2.1 MAX DES Tactical Mode

MAX DES is intended to allow the pilot to, "expedite descent", whenrequested by ATC, without having to disengage PROFILE. PressingLSK@ activates the MAX DES mode, causing a pushoverto attainM,o -.02 MACH, V.o -10 kts, or 340 kts, whichever is lower. Thevertical guidance thrust target is idle; however, speed is held with acombination of thrust and vertical rate. This maneuver results in theaircraft being considerably below the FMC calculated descent path.The exact amount of the vertical deviation, to a maximum of 9990 ft,is indicated on the PROG page.When MAX DES is deselected, byselecting another mode, the aircraft levels off until the descent pathis re-intercepted.

NOTE. When ATC requests cause significant deviation fromthe defined vertical profile, it is recommended thatPROFILE be disengaged and the altitude and speedchanges be accommodated manually on the FCU. lfdesired, after the change is init iated manually, theFMC data can be changed accordingly and PROFILEre-engaged.

3.5.3 Along Track Offsets

The Along Track Offset (ATO) waypoint, is a pilotdefined lateralnavigation waypoint that may be entered directly into the activeprimary flight plan only on the F-PLN pages. A waypoint defined asan ATO is included in the list of 20 possible pilot-defined waypoints.Operationally this type of waypoint is especially useful when theclearance is received to cross a point before or after a waypointalong the route of flight.

3.5.3.1 ATO Waypoints

An ATO waypoint, entered as a PLACE/DISTANCE (PD), is writtenin the SP to comply with an ATC crossing restriction that is not partof the selected STAR. During descent an ATC clearance is receivedto, "Cross 10 north of TGRNB atorbelow FL12O, maintain FL70". Toenter this altitude constraint into the flight plan:

1. On either F-PLN page write TGRNB/-10 in the SP (Display (A),

@, Figure 3.5-6).

Rev 1 Dec/93 3.5-8

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UTA

ITS

BSK

BTG

((L

EG

EL

LI

LIRc

I

1AS srs4

g ?s?

g?r2

NB 13PD)M) ??

TLsO )

.at / FL37g

?77 / FL?e4

/ F L27 6

?59/ FLl48

?3? / ?5AONNB ?eTGRNB/- 1 O

TSL sasa

(T/D) toE1

SKL t?

PDOL LoEI

TGRNB ?g(SPD)

(LIM) ?4

l I50 )

?77/ FL3S9

" /FLI

" z FLt53

?50/ FLTOOt.t

EEEE

60@

Figure 3.5-6

2. Press LSK GD - the crossing restriction is, "north of TGRNB',so must occur before the waypoint identifying the crossing point.When entering ATO waypoints, press the LSK adjacent to thewaypoint to which the crossing restr ict ion or constraint isreferenced. The FMC automatically places the ATO before,- sign, or after, + sign, the referenced waypoint, depending onwhich symbol was used to define it. In this case, TGRNB/-10(PDO1 ), occurs before TGRNB, exactly where we want it. (Display(B), €)) See APPENDIX B, for proper formats.

3. Write the altitude constraint, FL12O, in the SP as,1120, and pressLSK @ . (Display (B), G)).

In (Display (B), Figure 3.5-6), the ATO waypoint is identified by theFMC as PDO1 , the first of 20 possible pilotdefined waypoints. Noticethe ATO occurs 1ONM before TGRNB, and the altitude constraint,

3.5-9 Rev 1 Dec/93

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Fl12O, is displayed in large font, to indicate it is a pilot entry and doesnot come from the FMC. lf the ATC clearance also included a speedrestriction at TGRNB, that could also be placed in data line En-) , e.g.-2101FL120. See 3.1.3.2.6 - WAYPOINT INSERTION/F-PLN Aand B pages.

3.5.4 Holding

In practice, holding is a simple matter of flying a racetrack courseover a prescribed waypoint or position while awaiting furtherclearance. The FMC, however, makes extremely complexcomputations to cause the AFS to fly this simple maneuver.

The path of all holding pattern legs, regardless of the type, isbasically the same. The inbound course to the fix, turn direction, legdistance, or leg time, are all as they are defined in the flight plan. Theleg time of an FMS hold, as for any hold, is for the inbound leg only,and conforms to ICAO directives.

Holding pattern entries, flown by the FMS, are identicalto the threeaccepted entries that any pilot is familiarwith. The pilot has no choiceof the entry maneuver - the correct entry is a matter of mathematicalcalculation within the FMC. NAV must be engaged forthe FMS to flyany type hold.

3.5.4.{ Holding Pattern Types

There are three types of very different holding patterns used as legsin a flight plan. See Section 2.4 for format definitions. The maindifference between them is in the manner in which they are terminated:

1 . Holding paftern to a fixed waypoint (HF): A fixed waypoint holdterminates when the aircraft first sequences the holding fix afterthe hold becomes active. Theaircraft must make one circuit in thehold, and then exit automatically along the route of flight.

2. Holding pattern with an altitude termination (HA): This holdtermination is dependent on the altitude specified in the flightplan, and is most often used when terrain is a considerationduring the CLIMB phase. lf the aircraft reaches or exceeds the

Rev 1 Dec/93 3.5-10

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AS|O FMS PILOVS GUIDE

altitude sgecified in the flight plan before the HA leg is active, theaircraft does not enter the hold. Lateral guidance sequences tothe next leg and the aircraft continues along the route of flight. lfthe specified altitude is reached while in the hold, the hold isterminated when the aircraft next crosses the fix, and the flightplan route is continued.

3. Holding paftern with a manual termination (HM): A Hold isterminated manually wheneverthe IMM EXIT prompt is pressed.When the IMM EXIT function is active, the aircraft flies direct tothe holding fix, regardless of the heading at the time of activation,and exists the hold along the flight plan route.

All this means to the pilot is:

o HF and HA holds are: Data Base derived (normally ProcedureSpecified, or necessary due to flight conditions) and the pilotcannot manually enterthem into the flight plan, although they maybe deleted if desired. These two types of holds come from DataBase, usually with a CO RTE, and are intended to cover departureor arrival contingencies for the defined origin/destination.

. HM holds are pilot-entered or defined holding patterns, and arethe type most often encountered. Manual holds may be done atany waypoint, except the TO waypoint, including PPOS, and arealways followed by a F-PLN DISCONTINUITY, and is manuallyentered by a lateral flight plan change.

3.5.4.2 Hold Page

The HOLD page is accessed from the LAT REV page by pressingLSK @ . The point selected for the LAT REV becomes the revisepoint, or in the case of a Hold, the Holding Fix.

The title line is reflection of the revise point selected forthe LAT REV.There are three possible title lines:

1. DATABASE HOLD AT NNN - Hold parameters are databasederived, are a reflection of published or procedure specifiedparameters, and have not been changed by the pilot (Figure 3.5-8).

3.s- l1 Rev 1 Dec/93

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2. COMPUTED HOLD AT NNN - Indicates a published hold doesnot exist for NNN. The inbound course displayed is the actualaircraft course inbound to the fix (Figure 3.5-8).

3. HOLDATPPOS - Hold pagewithsystemcomputed parameterswhich have been changed by the pilot (Figure 3.5-9).

The following three examples are generic HOLD pages, and areintended to demonstrate page contents that may be encountered.

To clarify the difference between a DATABASE and a COMPUTEDHOLD, Figure 3.5-7 is a diagram of the holding fix showing theinbound radial and the DATABASE HOLD on the 300 deg. radial.The COMPUTED HOLD, being a Direct entry, is not shown.

Figure 3.5-7

Assume the course inbound to the fix is the same in both cases, 200deg. In the case of the DATABASE HOLD, the entry would be aParallel Outbound on the non-holding side (Figure 3.5-7).

The COMPUTED HOLD however, is a Direct entry, because theholding radial is being tracked inbound to the holding fix.

3.5-12

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Figure 3.5-8 is a combination of a DATABASE HOLD at NNN, anda COMPUTED HOLD at NNN pages.

DATABASEINB CRSt?o"TURNL

HOLD ^

r NNNTII lE/DIST

I .O/te.s

TRIP9.2

RTEr . t /F I NA

3.8

@--@

Figure 3.5-8

Notice that the only difference in page content is the title, FEI , andIZD . Once again, a DATABASE HOLD is the published or procedurespecified hold for the revise point, and the COMPUTED HOLD iswhen the revise point does not have a published holding procedure.

TITLE - DATABASE HOLD AT NNN/COMPUTED HOLD at NNN-The hold comes from the database or is computed for the fix.

@ INB CRS - The pilot can modify the inbound course. Thedefault is the course to the holding fix from the precedingwaypoint. l f the holding point is the FROM waypoint (meaningthe hold is at present position), the present track is the defaultvalue of the inbound course. In the DATABASE hold, theparameters are published on the enroute or approach charts.The GOMPUTED hold INB CRS is the actualaircraft headinginbound to the fix. lf dashes are displayed, because presenttrack is invalid, data entry is still allowed.

EDEO6DGD@

@EEEEEB

I

I

COMPUTED HOLI)INB CRS?oo'TURNRTRIP LI I . I IT

9.2RTE RSV /Zt . r /5.6FINAL/TINE

s . e/OO3O

AT NNNTII . IE, / I I IST

L.O/tz.s

G1.ITlFUELt?37 / 17 .8ALTN FUELLGTH/ 3.7

NO ALTN*

*INSERT RETURN)

3.5-13 Rev 1 Dec/93

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@

@

@

TURN - Displays the turn direction (TURN). The pilot mayspecify a right or left holding pattern by entering a R or L viathe scratchpad. Right-turn direction is the default value.

TRIP - The FMC calculated fuel burnoff from the holding fixto the destination is displayed in this field.

RTE RSV/% - This represents the route reserve expressedas actual fuel and percentage of trip fuel from the holding fixto the destination.

FINAUTIME - Same as lNlT page B.

*INSERT - The*INSERT prompt inserts the holding patterninto the flight plan, and returns the display to the accessingF-PLN page. This prompt is displayed only when @ , @ ,and Fnl have been completed and the hold is not an existingmanual termination hold (HM) in the flight plan at the selectedholding fix. lf an HM is already in the flight plan, at the selectedholding fix, a pilot modification is required at FE| , @ , @,or @ , before the prompt is displayed again. ln other words,unless changes are made to a hold, there is nothing to insert.

l f the hold is at PPOS, the holding f ix is the aircraft LAT/LONG at the moment the *INSERT prompt is pressed, andis labeled TURNING POINT (TP) by the FMC.

lf the hold page is left prior to activation of the *INSERTprompt, all entered data is erased. Prior to activation of the{6INSERT prompt, any entered data can be cleared by the @function. (@, Figure 3.5-8).

@

@

@ TIME/DIST - This is the time in minutes and the distance innautical miles, of the holding pattern leg. Time is the legdefining value, the distance is calculated accordingly, andmay be modified by the pilot. The time field defaults to theICAO value for the altitude, e.9., 1 .0 minute at or below 14000MSL. and 1.5 minutes above 14000 MSL.

Rev 1 Dec/93 3.5-14

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@

@

@


Instead of entering a time, a distance may be specified, forinstance, a DME hold. In this case the distance becomes theleg defining value, and time is calculated for the leg distance.A distance entry must be preceded by a slash (/ ). A pilot entryof both time and distance causes display of the SP message,'FORMAT ERROR', and the entry is rejected.

lf a default time cannot be calculated by the FMC becauseaircraft altitude is invalid, the TIME/DIST, field is dashed,however, entry is allowed.

The leg defining value of TIME/DIST is displayed in LARGEfont, the calculated value in strlntt font. Any pilot-enteredvalue becomes the defining parameter, and is thereforedisplayed in LARGE font.

REVERT TO - This field is displayed anytime a new holdingleg is defined by the pilot. The [Zn] data line is eitherCOMPUTED or DATABASE depending on display logic. Theappearance of this prompt indicates that the holding patternhas been modified by the pilot. (See @, Figure 3.5-9.)

LIMIT GMT/FUEL - The time the hold should be exited, andthe fuel remaining at that time, to arrive at the destination withplanned reserves intact. These are calculated values, andpilot entry is not allowed.

ALTN/FUEL - The alternate destination is displayed inLARGE font, unless no alternate is defined, and then NONEis displayed. The calculated fuel burnoff to the alternate isdisplayed in stunll font. Pilot entry of a value is allowed, if noalternate is defined, and is displayed in LARGE font. Analternate destination cannot be defined on this page - lNlTpage A only - SP message, "NOT ALLOWED", is displayedif entry attempt is made.

3.5-15 Rev 1 Dec/93

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@

@

NO ALTN - This prompt is only displayed if an alternatedestination exists and the revise point (holding fix) is in theprimary portion of the flight plan. Pressing LSK@ , when theNO ALTN* prompt is displayed, deletes the alternate legs,and the alternate fuel calculations. This is useful when additionalholding fuel calculations are desirable, and alternativecalculations are no longer necessary.

RETURN - Pressing this LSK returns the display to theaccessing LAT REV page. lf the RETURN> prompt is pressedbefore the *INSERT prompt, all entered data on the page iserased (@, Figure 3.5-8).

Figure 3.5-9 is an example of a PPOS hold in which the computeddata is modified by the pilot.

Figure 3.5-9

ln this case, a 20 mile DME leg is specified @, and the turns are tothe left@ ratherthan the standard right pattern. When this type holdis inserted into the F-PLN, PPOS becomes TURNING POINT (TP).See Figure 3.5-10. Pressing LSK @ , in Figure 3.5-9, returns themodified values to their default state.

Holding patterns with termination at a waypoint or altitude are onlyavailable in CO RTEs, SlDs, and STARS. There are no provisions forpilot-entered holding pattern constraints.

RTE RSV/ ' / .r . r /5.6FINAL/TINE

s . a/O63O

* I NSERT

HOLD ^r

PPOSCRS TI} IEI I I IST

.8/?O.OREVERT TOCOMPUTED

LI l . I IT GI, ITlFUELt?37/17.8ALTN FUELLGTH/ s.7

N0 ALTN*

RETURN >

3.5-16

Chatvi AP45

p.240


3.5.4.3 Holding Pattern Exit

The F-PLN page is displayed when the*INSERT prompt is pressed,with the HOLD inserted. Once inserted in the active flight plan, aHOLD is displayed in the F-PLN with the inbound course to the fix(label above the fix ident), the turn direction ("HOLD R or L")followed by the inbound course to the Holding fix while in the HOLD.

In the case of an HM hold, the holding fix is followed by a F-PLNDISCONTINUITY (Figure 3.5-10). The display remains unchangedas the aircraft flies to the holding fix. However, the moment the fix issequenced, as the holding entry maneuver begins, the prompt IMMEXIT* appears in data line (lE-|.

GDEDGDEDEDGD

FRolr 5512 )

T-P 1253 IMM EXIT*cl t3 '

HoLD R --- / - - - - - -

T-P --- / - - - - - -


EGNNB --- / - - - - - -ct1g.

D160P --- / - - - - - -1J

c59737!

@ qfir

EE v{I

EE6E6EGE

Figure 3.5-10

Pressing LSK [TFl, when the IMM EXIT* prompt is displayed,causes the aircraft to immediately exit the hold by flying directly backto the holding fix, and continuing along the route of flight. In the caseof an HM hold, i f the F-PLN DISCONTINUITY is not cleared, theA/P will disconnect when the aircraft crosses the holding fix into theDISCONTINUITY.

3.5-17 Rev 1 Dec/93

Chatvi AP45

p.241

A3'O FMS PTLOTYS GUTDE

When the IMM EXIT* prompt is activated, it is replaced by aRESUME HOLD* prompt, which will be displayed until the aircraftleaves the holding fix. lf the RESUME HOLD prompt is pressed,anytime priorto leaving the holding fix, the hold defined in the F-PLNis re-entered the next time the aircraft crosses the holding fix.

NOTE: Any holding pattern may be exited by doing a DIR TO adown track waypoint. This action eliminates the hold fixand allwaypoints between PPOS and the DIR TO point.

3.5.5 Transition To Approach Phase

FMS transition from the DESCENT flight phase to the APPROACHflight phase occurs:

1. When a destination exists in the lateral flight plan.

2. When the active or next lateral flight plan leg is not an HM leg.

3. When the slaUflap configuration is not clean/zero.

3.5-18

Chatvi AP45

p.242

APPROACH


3.6 APPROACH.. . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-13.6.1 Approach Page . . . . . . . . . . . . . .3.6-13.6.2 FMA lndicat ions . . . . . . . . . . . . .3.6-43.6.3 Procedure Turns . . . . . . . . . . . .3.6-6

3.6.3.1 Procedure Specified PROC T ............. 3.6-63.6.3.2 Manual Terminat ion PROC T.. . . . . . . . . . . . .3.6-7


3.6- i

Chatvi AP45

p.243

Chatvi AP45

p.244

A37O FIWS PTLOT'S OUIDE

3.6 APPROAGH

The APPROACH phase extends from slaUflap extension to thetouchdown point,and is composed of level and descending flightpath segments, with lateral guidance responding to the selectedSTAR, or radar vectors from Approach Control. Flaps/slats extension(e.9., not clean) initiates aircraft deceleration to the associatedapproach flight phase speeds if a destination exists and the nextevent is not a Hold. (See Section 3.5.5).

The APPROACH phase includes the missed approach procedureapplicable for the selected runway.

Lateral and vertical guidance control switches to the selectedapproach as NAV disengages at localizer intercept, and PROFILEdisengages at glide slope intercept.

3.6.1 Approach Page

During, or just prior to the beginning of the APPROACH phase, theAPPROACH page is accessed to review the approach parameters.Access to this page is gained by pressing the [-^"-4.) key on the CDUkeyboard.

Figure 3.6-1

GDEDGDEBED

APPROACHLANDING L], l=128.3CONFIG

VFTOt?6/?g O=??8

SLT RETR3q/49 5=194

FLP RETRY tpp=144 F=159

l . I IND CORRs MDA=365

<G0 AROUND FINAL APPR*[g*

3.6-1

Chatvi AP45

p.245


The APPROACH page is displayed when the [^'.3.1 key is pressedproviding the flight phase is CLB, CRZ, DES, orAPPR, otherwise theTAKEOFF page is displayed. In this case, the APPROACH pageaccess is via LSK from the TAKEOFF page. lf there is no primarydestination when the LSK @ is pressed, the SP message, "NODESTINATION", is displayed instead of theAPPROACH page. SeeSection 3.2.1, TAKEOFF PAGE.

The purpose of the APPROACH page is to allow selection of alanding configuration, MDA, display selected approach speeds, andprovide access to the GO-AROUND page.

@ LANDING CONFIG - This data line is the title line for thelanding configurations displayed in tZD and [5f1. No dataentry is allowed.

@ The landing configurations - slat/flap settings - available for@ selection are displayed on these two data lines. The select-

ed configuration is displayed in LARGE font. 30140 is thedefault value.

VAPP - The CAS final approach lAS, or VREF, is displayedhere in LARGE font. The value is calculated by the FMC andcannot be modified by the pilot.

WIND GORR - The wind correction defaults to zero and maybe modified by the pilot. lt is always displayed in LARGE font,and the value is used to calculate VAPP.

GO-AROUND - Provides access to the GO-AROUND pagewhen LSK @ is pressed. Prompt is not displayed unless thefl ight phase is CRUISE, DESCENT, or APPROACH. SeeSection 3.7, GO-AROUND.

tlU - The predicted landing weight is displayed in this labelline. No pilot entry is allowed.

VFTO - Velocity Final Takeoff - GREEN DOT - u0" -Clean Maneuvering speed.

@

@

@

@

@

Rev 1 Dec/93. 3.6-2

Chatvi AP45

p.246


@ SLT RETR - usu - SLAT RETRACTION speed.

@ FLP RETR - uFu - FLAP RETRACTION speed.

The values in data line [Zn-|, IgE-|, and GR-|, are calculated by the FMCbut may be modified by the pilot. Values are always displayed inLARGE font. The default state is the FMC calculated value.

@ MDA - This data line is displayed and pilot entry is allowedunder the following conditions:

1. The fl ight phase is DESCENT or APPROACH.2. A Non-Precision approach is selected.3. A destination runway is selected.4. The destination runway is not preceded by a F-PLN

DISCONTINUITY.

\Mren all of these conditions are satisfied, MDA = [ ] isdisplayed in stunll font until a numericalvalue is input andconfirmed by pressing the FINAL APPR* prompt adjacentto LSK @. lf above conditions are not met, the field isblank. lf any of the above conditions occur after data isentered, the data field blanks nothing is displayed. TheF I NAL APPR* prompt disappears after LSK @ is pressed,the brackets disappear from data line FF-|, the input valueis displayed in LARGE font (Figure 3.6-1,O). Use of theCLR function in this field deletes the input value and thedisplay reverts to bracket prompts.

@ FINAL APPR* - This prompt is displayed after data is inputin data line [En-|. Pressing LSK @ confirms the MDA input indata line 6n-1, the FINAL APPRif prompt disappears and thebrackets disappear from around the MDA value.

Rev 1 Dec/933.6-3

Chatvi AP45

p.247


3.6.2 FMA Indications

Selection of the RWY/STAR, to LGAT 33R, was covered in Section3.4.6.1. Aircraft PPOS on the STAR, for demonstration purposes, isbetween TGRN B, the FROM waypoint, and EGNN B, the TO waypoi nt(see Figure 3.6-2).

Figure 3.6-2

By reference to F-PLN page A it can be seen that the aircraft crossedTGRNB at 311 KIAS at 16800MSL@, and a speed reduction to 250kts. is to occur at 10000 at 1 1OSGMT@ tt necessary, speed can befurther modified directly on this page, br manually on the FCU afterPROFILE is disengaged.

LAND is armed on the FCU, allowing intercept of the LOC and G/S.

Data line GD displays the (LEVEL) pseudo waypoint @, indicatinga level vertical segment for glide path intercept at 2300MSL. IAS is200K|AS, at this point, and the aircraft is being configured forlanding.

3.6.4I l .A

^. di.. l^."ra

^f tha i^f^m.ti^n

^h rhi.

^.â ic et'hiat t^ iha h.r;di^^c

^h rha l i l la

^-^- â lhi-

FRor{ t IsO )B1

TGRNB TTQI 311,/ FL168. (sPD)(LIM) as ?5O/ FLIOO

EGNNB sa ?ss/ FLSB Ic13g'

EGN13 rr ??O/+ 3OOOc965.

BRAV 14 ?OO/ ?560

(LEVEL) rs ess/ , r41

Chatvi AP45

p.248


Example EFIS FMA indications, at this point on approach, may beseen in Figure 3.6-3. The AFS is in the LOC TRACK mode, NAV hasdisengaged, and the G/S is armed for capture.

Figure 3.6-3

PROFILE is engaged, as indicated by P SPD and P ALT, andremains engaged until G/S* CAPTURE.

A late configuration of the aircraft for landing may result in theapproach being flown at a higher than normal speed. The aircraftbegins to slow to the flap associated target speeds when the flap/slatconfiguration init iated. A t imely execution of the f inal landingconfiguration allows deceleration to Vapp. lf the aircraft cannotcomplete the deceleration to the final configuration Vapp prior toGlide Slope capture, then the approach is flown at the speed existingat Glide Slope intercept.

Figure 3.6-4 is an example of G/S{e CAPTURE (A), PROFILE isdisengaged, and G/S TRACK (B).

c60259#

c59740#

Figure 3.64

3.6-5 Rev 1 Dec/93

Chatvi AP45

p.249


3.6.3 Procedure Turns

There are two types of procedure turns used as legs in a flight plan(see Section 2.4 tor Waypoint Formats):

1. PROC T to intercept a course (Pl) - The procedure comesfrom data base when the approach runway is selected. lt must befollowed by a Course to Fix (CF) leg back to the PROC T fix, whichis also the FAF in most cases. The inbound course for the CF legis defined by the flight plan, and corresponds to the approachprocedure specified PROC T for the landing runway.

2. PROC T with a ManualTermination (PM) - This procedure ismanually defined by the pilot, and is always followed by a F-PLNDISCONTINUITY, which cannot be cleared from the flight plan bythe CLR function.

The purpose of a PROC T is to accord the pilot the time to configurethe aircraft for approach and landing, while performing a coursereversal maneuver to align the aircraft on the final approach course.A PROC T is normally only flown in a non-radar environment.

Basically, the FMS flies a PROC T as a great circle course from thePROC T fix, or revise point, to the initialturn point. The FMS thenmakes a 180 degree circular arc turn back to a course parallel to theoutbound course to affect an intercept to the final approach courseinbound to the PROC T fix - a course reversal in simpler terms.

3.6.3.1 Procedure Specified PROG T

Figure 3.6-5 is an example of a PROC T specified by an approachprocedure.

Rev 1 Dec/93 3.66Usc or dbdo8uE of ltre infomalion on this me b subect to the Estriciid. on lh. tith dm. nf lhir dmrm.6t

Chatvi AP45

p.250


;*,

PROC T FIXFAF

INBOUND COURSE INTERCEPT POINTTO FAF

Figure 3.6-5

This terminal area procedure is defined in the NAV Data Base andprovides for course reversal when required. lf a procedure turn is notdesired for the selected approach, it may be cleared from the F-PLNwith the CLR function, at any time prior to beginning the approachprocedure.

3.6.3.2 Manual Termination PROG T

A PROC T with a manual termination (PM) may be defined at anywaypoint in the flight plan by first doing a LAT REV at the desiredprocedure turn fix. As with any LAT REV, this fix or point becomesthe revise point. Figure 3.6-6 is the LAT REV from PBD01 page.

(iD

EDED6D6D

LAT REV FRolr PBDOIl fKR/345.5' /e.g

STAR >

HOLD >

PROC T>NEI{ I {PT CO RTE

*[ ] t l *NE}I RTE TO

PBDOI/t l *

RETURN>

c59742t

GOEElSl(l qJz -llglEO6E@GD

Figure 3.6-6

D^..4 n^^rao

Chatvi AP45

p.251

A3'O FMS PTLOT'S GI'TDE

Pressing LSK [3-R-t, the pRoc r> prompt, results in display of thePROC T at PBD01 page. Two possibilities exist for this page.

Figure 3.6-7

lf a PROC T already exists for the revise point, data lines @, @,and [.il contain the d_ata pertaining to this defined pRoc-T ((A),Figure 3.6-7). l f a PRoc rdoes notalreadyexistforthe revise point,these same data lines display boxes ((B), Figure 3.6_7).

In the case of Display (A) above, any of the data is modifiable at theoption of the pilot.

The purpose of the PRoc r page is to allow the crew to insert ormodify a procedure turn to a manual termination (pM), in the activeprimary flight plan, at the revise point.

PROC T Ar PBDOI

OUTB CRS300'

INB DIST5.A

INB CRS165.

*INSERT RETURN>

PROC T ^r

PBDOL

OUTB CRSlTr-1.

INB I I ISTEl.tr

INB CRSlTf-].

RETURN )

3.6-8

Chatvi AP45

p.252


Referring again to Figure 3.6-7, (A) and (B):

TITLE - Revise point, or PROC Tfix, atwhich the procedureturn is inserted, in this case PBDO1.

@ OUTB CRS - Gourse flown outbound from the revise point.

@ INB DIST - Distance, in nautical miles, of the inbound legfrom the FinalApproach Course intercept to the revise point.

@ INB CRS - Course flown inbound to the revise point (FinalApproach Course).

@ INSERT - Pressing LSK GLl, inserts the PROC T into theactive primary flight plan. This prompt is only displayed whendata lines @, @, and GD contain data, and the PROC Tdoes not already exist at the revise point. lf the PROG Talready exists at the specified revise point, any one of thethree data lines must be modified before the*INSERT promptis displayed. Once inserted, the display revertsto the accessingF-PLN page. lf any other mode key is pressed before the*INSERT prompt, the newly entered data is erased.

@ RETURN - Pressing LSK @ returns the display to the LATREV page.

NOTE: CDU SP message, "ENTRY OUT OF FIANGE", isdisplayed if the geometry of the pilot-entered PROC Tcannot be flown. To ensure that this does not occur,make certain that the lnbound and Outbound PROC Tlegs have an angularrelationship of lessthan 90 degrees.

In addition to the maximum specified angle, the manual PROC Thas a slightly different pattern than the Nav Data Base PROC T(see Figure 3.6-8).

I

2ao E ^, , a la^^/ao

Chatvi AP45

p.253


FAF INB CRS cssTrg,#

Figure 3.6-8

Notice there are no parallel Outbound and Inbound courses. The180 degree change of direction, and the intercept of the courseinbound to the revise point, is done in a constant turn.

When the desired parameters are input on the PROC T page, andthe *INSERT prompt activated by pressing LSK GD (see Figure3.6-7, (A)), the display reverts to the F-PLN page with the PROC Tinserted, followed by a F-PLN DISCONTINUITY.

ILSO +

PBDOTPROC T

MANUAL

---F-PLN DISCONTINUITY-_

TSLNBc165.

Rr,l17Ht8g.

I NTCPTTJ

c59745{

Figure 3.6-9

EE60EEED@

GDeoEDEBGDtil

Rev 1 Dec/93 3_6-,t0

Chatvi AP45

p.254


This DISCONTINUITY cannot be removed with the @ function. Inthe example, afterthe inbound turn is completed, a DIR TO TSLNB,is the only way to remove the manual PROC T and theDISCONTINUITY from the fl ight plan. This is the "manualtermination"of the PROC T that is required to exit this type procedure turn.

A normal complete procedure turn pattern is displayed on the EFISND provided:

1. The PROC T is part of the active or next leg of the active primaryfl ight plan.

2. The ND range selected on the EFIS CONTROL PANEL is 15, 30,or 60NM.

Otherwise the PROC T is depicted on the ND as a curved arrowsymbol, indicating the direction of turn of the PROC T only. Figure3.6-10 displays an example of each for demonstration purposes @a full PROC T pattern, @ a curved arrow symbol.

Figure 3.6-10

2? t2,a 2s

3.6-11 Rev 1 Dec/93

Chatvi AP45

p.255


For clarity, both symbols are depicted larger than would be normalon this range scale.

The F-PLN DISCONTINUITY, following the ABC waypoint, indicatesthe PROC T displayed has a manual termination (pM) leg

3.6.4 Transition To Go-Around Phase

FMS transition from APPROACH flight phase to GO-AROUNDoccurs:

1. When aircraft altitude is at least 25O ft below the altitude setin the FCU.

2. The active flight phase is APPROACH.

3. The GO LEVERS are toggled.

3.6-12

Chatvi AP45

p.256

APPROACH

3.7


GO-AROUND .. . . . . . . . . . . . . . . . . . . . . . . . . .3.7-13.7.1 Go-Around Pa9e.. . . . . . . . . . .3.7-13.7.2 Missed Approach Route . . . . . . . . . . . . . . . . . .3.7-23.7.3 Second Approach To Destination ....3.7-63.7.4 Diversion To Alternate ...3.7-63.7.5 Transi t ion To the DONE Fl ight Phase.. . . . . . . . . . . . . .3.7-9

Chatvi AP45

p.257

Chatvi AP45

p.258

A3'O FMS PILOVS OUIDE

3.7 GO-AROUND

There is no operational requirement to access, check, make entries,

or review the GO-AROUND page prior to an approach'

3.7.1 Go-Around Page

ln addition to the access provided by the <GO-AROUND prompt on

the APPROACH page (See Figure 3.6-1), the GO-AROUND page

may be accessed under the following conditions:

1. The @ key when the flight phase is TAKEOFF due to a

Go-Around.

2. CLIMB following the sequencing of the destination, after a

Go-Around, and then only until a new destination is defined in

the FMC.

3.LSK@,ontheAPPROACHpage,whenthef l ightphaseisCRUISE, DESCENT, or APPROACH.

NoTE: If the Go-ARoUND page is disp|ayed when the f|ightphase transitions to CLIMB or CRUISE, the page does

not automatically change to the APPROACH page'

Figure 3.7-1 is the Go-AROUND page for RWY33R at LGAT, the

primary destination for FLT 1150.

EBGE6B60@

AROUND

THR RED157 e

ACCEL157 6

FLP RETR EO ACCEL

F=159 167 eSLT RETR EO THR REI}

5=195 r57 eVFTO

0=?29 APPROACH>

Figure 3.7-1

3.7-1 Rev 1 Ded93

Chatvi AP45

p.259


@ RWY - The selected approach runway is displayed in this@ data line underthe page title. lf no approach runway has been

defined, dashes are displayed. When the ACARS PIN functionis enabled this field @ is blanked.

@ FLP RETR - Flap retraction speed. Same asAPPROACH page.

@ SLT RETR - Slat retraction speed. Same asAPPROACH page.

@ VFTO - Final Takeoff Velocity, GREEN Dot. Sameas APPROACH page.

@ THR RED - The thrust reduction altitude.

@ ACCEL - The acceleration altitude.

@ EO ACCEL - The engine out acceleration altitude.

@ EO THR RED - The engine out thrust reduction altitude.

@ APPROAGH - Allows accesstotheAPPROACH page. Thisprompt is only displayed if a primary destination is defined inthe active primary flight plan.

Entries can only be made on the GO-AROUND page if the flightphase is CRUISE, DESCENT, or APPROACH. Once the fl ightphase transitions to TAKEOFF or CLIMB, the SP message, 'NOTALLOWED", is displayed if an entry attempt is made, and the entryis rejected.

3.7.2 Missed Approach Route

The actual missed approach is a combination of the TAKEOFF andCLIMB phases as far as the FMS is concerned. To the pilot it is simplya planned and briefed procedure to follow when a missed approachis executed, for whatever reason.

3.7-2Rev 1 Dec/93

Chatvi AP45

p.260

A3'O FMS PTLOT'S OUTDE

Figure 3.7-2, F-PLN page A, shows the published missed approachprocedure for R\ttfY33R at LGAT.

Figure 3.7-2

The procedure begins after the runway, with a climb to 600 ft on aheading of 333 degrees @, then a left turn to a heading of 212degrees @, to intercept a course of 242 degrees to EGNNB @.

The 242 degree radial, in this case, happens to be the publishedholding radial for EGNNB. The FMS flies the aircraft to EGNNB,along the missed approach path, and executes the correct holdingpattern entry, a Teardrop, based on the angular relationship betweenaircraft heading and the holding radial (see Figure 3.7-S, @). fnedashed line, in Figure 3.7-5, is the missed approach path-5nd thehold at EGNNB. Referring back to Figure 3.7-2, @, the altitude of600 e, with the arrow, means the aircraft turns to a heading of 212degrees after passing an altitude of 600 ft. The arrow is a SpecifiedTurn arrow, in the direction of the turn - the point or altitude mustbe sequenced before the turn is executed. (See Section 2.2.)

FRcs

BRAc3

HKNc3

RtÎ3H3

600H2

INTc?

EGN

ot{65'V33'B33'3R33.€t?.CPT4?.NB

LLSO )

1113 ?41/ ?366r s 176/ ?5gO

-?.7 '16 tee/ ?5gA

3.7-3

Chatvi AP45

p.261


Most missed approaches include a Hold at the clearance limit,EGNNB in this case.

IiDEDEDED6D(il

EEGE606E(Eo

FROl. lH333.

60@e

( r /c)H2t?'

I NTCPTc?4?'

EGNNB

HOLD Rcs62'

EGNNB

I ISI )

1163 ?o9/ 70q

sa ees/ FLO4O

s6 ?8A/ 4SgO

oa ?OO/+ 4OAgLII{ IT HOLI)

l43O sPEED ars

| | sa s?a / 4gggf0

c59749#

Figure 3.7-3

Scrolling down [-T-l two positions reveals the Hold is already a partof the missed approach procedure. lf desired, the HOLD page couldbe accessed to make necessary changes.

3.7 -4I l.a

^r dic.l^.'r. dt lh. infd.mtlktn dn lhis D.m i6 subiect to ths restrictions on lhe titl€ oaoe of thb document.

Chatvi AP45

p.262


LAT REV FRoH EGNNB3745.5N/s?3e5.5E

( A I R]ÎAY HOLD >

PROC T>NEI{ I {PT CO RTE

*[ ] t l *NEl{ RTE TO

EGNNB/t l *

ENABLE ALTN RETURN>

GDEOEDEO6D

[g*

Figure 3.74

For example, 20NM legs have been requested and approved fromATC (O, Figure 3.7-4). Pressing LSK @ , inserts the change intothe flight plan. Notice also that the published hold for EGNNB is the242 degree radial - INB CRS in the hold is 062 degree.

DATABASE HOLD TT EGNNBINB CRS TI} |EIDISTs6?. - . - /?O.OTURNR

I l l l Lrr{rr \ ! ! '_i '_y'_'_RTE RSV/ ' I ALTN FUEL- . - / - . - LGTS/ ?.4FINAL/TINE

z.z/OO3O N0 ALTN*

*INSERT RETURN>

3.7-5

Chatvi AP45

p.263


3.7.3 Second Approach To Destination

lf another approach is flown to the primary destination, it needs to beredefined in the FMC, because it is no longer part of the remainingflight plan. To have the various approaches available for selection,the destination airport must be redeflned in the FMC.

Refer back to Figure 3.7-4, @, note the NEW RTE TO field in dataline [sE-|. The aircraft is presently holding at EGNNB. This fieldalways reflects PPOS as the FROM point, therefore EGNNB/[ Iis displayed.

To redefine the primary destination, write LGAT in the SP and pressLSK [sR-|, LGAT is now part of the flight plan, the approach runwaycan be selected, and another approach can commence. LGAT, asthe new destination, occurs in the flight plan after the EGNNBholding fix, so flight planning from that point can occur withoutimpacting the hold.

The aircraft continues to hold at EGNNB until another approachclearance is received, and hold exit is performed in the normalmanner - IMM EXIT or DIR TO.

3,7.4 Diversion To Alternate

lf continued holding is impractical, from a fuel standpoint, or thedefinite possibility of another approach being unsuccessful exists,diversion to the alternate airport must be considered.

Figure 3.7-5 shows the primary destination of LGAT (1), the hold atEGNNB @, and the alternate route to LGTS @,-th" alternateairport.

3.7-6

Chatvi AP45

p.264

A31O FMS PILOT'S GU'DE

(L-LG)

11.0 MKR

IIKR-LGTS RW17TSL

ATH.LGAT RW33R

VO

c61 209#

Figure 3.7-5

During PREFLIGHT, LGTS was selected as the alternate, however,no specific route was available from the data base to this alternate(see Sect ion 3.1.2.1, lNlT page A).

The process of flying to the alternate begins with a LAT REV at thepoint you wish to leave current routing and proceed FROM. In thiscase the LAT REV would be FROM EGNNB, the holding fix.

3.7-7

Chatvi AP45

p.265


Referring back to Figure 3.7-4, @;, notice the prompt *ENABLEALTN. This function is used to indorporate the alternate portion ofthe flight plan into the primary flight plan. See ENABLE ALTERNATE,Sect ion 3.1.3.2.

The rules governing the activation of the ENABLE ALTN function areas follows:

1. The flight plan must have an alternate destination, and the revisepoint must be part of the active primary flight plan.

2. When the ENABLE ALTN function is activated, all waypoints inthe original primary flight plan, downpath of the revise point, aredeleted; this includes the primary destination and the entiremissed approach.

3. The alternate destination is redesignated the primary destination,and the former primary destination becomes the new alternateorigin waypoint.

4. The alternate flight plan is strung into the primary flight plan witha DISCONTINUITY between the revise pointand thefirstwaypointin the alternate route.

5. The FROM waypoint may be the revise point; in which case NAVdisengages - The AP/FD engages in HDG.

6. All SPD and ALT descent constraints, as well as TIME constraintsbetween PPOS and the former primary destination, including theformer primary destination, are deleted.

7. The alternate CRZ FL, if one has been specified from a CO RTE,orspecified during PREFLIGHT by the pilot, becomes the primaryCRZ FL.

Since no alternate route was specified, during PREFLIGHT, whenLSK @ is pressed, enabling the alternate, LGTS, the F-PLN pagewill contain the FROM waypoint, EGNNB, followed by a F-PLNDISCONTINUITY, and the new primary destination, LGTS.

3.7-8

Chatvi AP45

p.266


Referring again to Figure 3.7-5, the route can be built by the PNF,using the enroute waypoints TGRNB, SKL, and TSL. At the sametime the PF can establish the aircraft on an intercept to the route, withthe FMS engaged in HDG, or do a DIR TO TGRNB, and then stringthe other two waypoints into the flight plan.

Within a few seconds after the flight plan is completed, predictionsto the new primary destination are available.

3.7.5 Transition To the DONE Flight Phase

See Section 3.8, DONE PHASE.

3.7-9

Chatvi AP45

p.267

Chatvi AP45

p.268

DONE PHASES

3.8 DONE PHASE

After landing the FM transitions to the DONE phase when the FMSsenses that the aircraft is not airborne and 15 seconds after the secondengine is shutdown with fuelflow less than 220PPH.Atthistime alldataentered for the flight is erased. At shutdown, if the active and SECF-PLN share a common leg, the SEC F-PLN is erased with the activeF-PLN. The MCDU, afterashortdelay, displaystheA/C STATUS page.Exit from the DONE phase is accomplished by pressing thefil,r I orF R'lmode key, sequencing the flight phase to PREFLIGHT. In the case ofa through flight, a quick align of the lRUs is necessary, to level theplatforms and zero the ground speed values.

To retain a flight plan for immediate or future use after landing, theactive F-PLN may be copied into the SEC F-PLN and the active legaltered to prevent SEC F-PLN leg sequencing. After landing, the SECF-PLN is preserved and may be activated for immediate use.

NOTE: For training flights, where another takeoff is plannedand Done Phase has not accurred, the previous flightplan is lost after touchdown; however. it is still in theSEC F-PLN and may be activated, making it unnec-essary to go through the entire flight planning procedurebefore another takeoff can be accomplished.

3.8-1 Rev 1 Dec/93

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NAVIGATION

4.0

4.1

4.2

4,3

4.4

TABLE OF GONTENTS

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NAVIGATION

4.0 NAVIGATIOI{

OVERVIEW:

The FMC computes and displays aircraft position utilizing inputfromADC, lRS, VOR, DME, and lLS. Aircraft position determination isarrived at independently by each FMC, utilizing a mix of theavailable input data.

Signals from the three lRUs are used to compute inertial position,while signals from VOR, DME, and ILS facilities compute radioposition, provide navigation updates, and takeoff/approach g u idance.

Radio tuning is performed automatically by the FMC, utilizing facili-ties capable of furnishing the highest obtainable accuracy levels.Provision is also made for manual tuning, via the PROG page of theCDU, and VOR CONTROL PANELS.

While radio tuning by the FMC may occur either on the ground orinflight, radio position updating only occurs inflight.

4.1 NAVIGATION FUNCTION

To compute an accurate position, and provide the crew with areliable accuracy level assessment, the FMC tunes the best avail-able NAVAIDS, and selects the most efficient navigation mode tocompute a precise position. The navigation mode combinationsenroute are:

. IRS-DMEs

. IRS-VOR/DMEs

. IRS only

and on approach:. IRS-DMEs

. IRS-VOR/DMEs

o IRS-ILS/DMEs

Rev 1 Dec/93

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4.1.1 IRS Position

The three lRUs are initialized, on the ground, normally through oneof the two CDUs. Departure coordinates are automatically specifiedby the selection of a route (CO RTE), or an airport of origin (FROM/TO). Coordinates from Data Base may be further adjusted manuallyto conform to a specific gate position, which is sent to the three lRUswith activation of the ALIGN IRS prompt on the lNlT A page. (SeeSection 3.1 .2.5, PREFLIG HT). I nitialization may also be accomplishedon the ISDU with identical results. (See Section 6.2.4,ISDU.) Afterthe initialization process, each FMC uses the three IRU positions tocompute a mean position called the IRS position. (See Figure 4-1.)

MIXED IRS POSITION C59T

Figure 4-1

4.1.2 FMG Posit ion

Each FMC uses the IRS position as its own position until the thrustlevers are advanced and the GO LEVERS are toggled at takeoff. Atthis time the FMCs are updated to the runway threshold positionstored in Data Base. The difference between the mixed IRS positionand the FMC threshold position is called the BIAS. This computeddifference is then added to subsequent FMC positions.(See Figure 4-2.)

IRU 1

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A/C AT RWYTHRESHOLD

c59599#

Figure 4-2

4.1,3 Radio Updating FMG Position

There are four distinct aircraft position update modes utilized by theFMCs for navigation. These modes are automatically selectedbased on internal accuracy level criteria, and no pilot action isrequired in the selection process.

In the order of priority they are:

o RADIO/INERTIAL (R/l)

. INERTIAL only ( l)

. RADIO only (R)

. DEAD RECKONING (DR)

NOTE: lf no navigation mode is possible in a given situation,air or ground, (NONE) is displayed in the NAV field ofthe PROG page.This indicates the complete fai lure ofa navigation mode to engage (See DEGRADEDPERFORMANCE, Section 8.6).

The position update mode selected by the FMC is annunciated onthe PROG page, in data line 6 under the "NAV" label (See Figure 4-7and PROG page, Section 3.2.6).

Rev 14-3 Dec/93

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In the RADIO/INERTIAL navigation mode, (R/l), the FMC computesa radio position from DME/DME, VOR/DME, or ILS/DME (approachonly). The radio position is used for FMC position updating, and theoriginaltakeoff BIAS correction is no longer used in the computation.

A new BIAS is computed using a filtered radio position. The FMCposition is then gradually slewed from the IRS position to the radioposition, creating a new BIAS. This process typically takesapproximately 2 minutes in the terminal area and 7 minutes enroute.This new BIAS continues to be computed as long as the radioposition is valid. lf radio position is lost, the existing BIAS is frozenand applied to the IRS position.

In thisway, FMC position is continuously corrected forany IRS driftthatoccurred up to the time the radio position was lost. (See Figure 4-3.)

RADIO UPDATING

IRSPOS

NEW BIAS . RADIO POS

c59600#

Figure 4-3

4.1.4 IRS.DME/DME

The FMC searches around the aircraft present position, untilat leasttwo DMEs are located which furnish the highest accuracy level ofthose available from the Data Base file. ldeally, one DME would bepositioned directly ahead, and the other abeam. Since this is notalways the case, the best available are selected (see Figure 4-4)forthe DME/DME position, based on their angular relationship TO(geometric criteria), and distance FROM, the aircraft (FIGURE OFMERIT). Utilization of at least two facilities, for aircraft radio position,is based solely on these parameters. The fact that a station is withinrange does not necessarily mean it will be used. However, the pilotmay remotely or manually tune any desired station. (See MANUALTUNING, Sect ion 4.4.)

FMCPOS

44

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IRS-DMgDME

c59601#

Figure 44

4.1.5 |RS-VOR/DME

lf two separate DMEs are not available, the FMC uses an availablecollocated VOR/DME, if the potential radio position error is lowerthan the FMC estimated error. (See Figure 4-5,)

COLLOCATEDVOR/DME

Figure 4-5

DME 1

Y

III

I

DME 3

+DME 2

+

4-5

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NOTE: When radio position differs from the IRS position bymore than SNM, with the FMCs operating in DUAL andthe IRS-DME/DME or IRS-VOR/DME mode in use, theCDU scratchpad message, "FMC POSITION MIS-MATCH', is displayed. The message is automaticallyerased when the difference is less than 3NM. Aposition difference of more than 1ONM causes theFMC to go into the I N DEPENDENT MODE of operation.(See INDEPENDENT MODE, Sect ion 1.2.1.2and DE-GRADED PERFORMANCE, Section 8.1.) Resolutionof this system disagreement is left up to the crew usingconventional crosscheck procedures to determinewhich is correct.

4.1,6 |RS-ILS/DME

The localizer is used, on approach, to provide an additional cross-track position correction, utilizing DME distance and center beamdeviation, to eliminate any existing error between the FMC positionand the center of the localizer beam, although no course correctionis applied.

IRS-ILS/DME

DME DISTANCE LOC DEVIATION

LOC BEAM

c59603#

Figure 4-6

4-6

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Aircraft position may be updated by localizer corrected positionwhen the following conditions are met:

. A destination runway with an ILS is a part of the active F-PLN, andthe correct frequency has been identified by the FMCs.

e The aircraft PPOS is within 20NM of the localizer beam.

o Localizer deviation is less than 2 deg.

. APPR or LAND track is engaged.

. An IRS position is computed.

. Localizer intercept is less than 45 deg.

lf these criteria have been met within the FMC, position updateoccurs automatically without any pilot action.

4.1.7 INERTIAL Only

The INERTIAL Only navigational mode, ( | ), is used when no reliableradio facilities are available, and at least one IRS is in the NAV modesupplying valid position and ground speed velocity data. The BIASexisting between the radio position and the inertial position, at thetime transition to the INERTIAL Only mode occurs, is frozen at thecurrent value until such time as the FMCs transition back into RADIO/INERTIAL as radio position data is again available. lf the positionupdate mode has been INERTIAL Only for a period of more than 10minutes, and remains so, the message, "lRS ONLY NAVIGATION",is displayed 10 minutes after transition to the inertial update mode.

lf the FMC transitions out of the INERTIAL Only mode, the messageis automatically cleared. (See Section 8.4.2.)

4.1.A RADIO Only

The RADIO Only mode, (R), is active when no inertial position isavailable and valid radio data is being received.

In this mode, the primary NAVAIDS are utilized to compute aircraftposition based on slant range, ground range, and bearing informationfrom a combination of DME/DME and VOR/DME inputs.

4-7

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I As in the INERTIAL mode, the BIAS existing between radio andinertial positions is frozen at its current value, at the time of transitionfrom RADIO/INERTIAL to RADIO Only, so that a valid BIAS exists incase the FMCs transition back into the R/l mode.

The RADIO Only navigation mode is also indicated by the SPmessage; "RADIO ONLY NAVIGATION."

4.1.9 DEAD REGKONING

The DEAD RECKONING navigation mode, (DR), becomes activewhen at least one IRS is in the ATTITUDE mode and no IRS is inNAV. In other words, as the name implies, no current position datais available from any source.

For DEAD RECKONING to be available the following conditionsmust be met:

. One IRS in the ATTITUDE mode.

. No IRS in NAV.

o No computed radio position.

. A valid TAS from an ADC.

The DEAD RECKONING position is then calculated from the lastknown position, taking into account IRS magnetic heading, ADCTAS, and the last known wind, to estimate the present track andground speed of the aircraft. From these inputs a DEAD RECKONINGposition is calculated.

This mode is also indicated by the SP message:'DEAD RECKONING NAV."

Figure 4-7 illustrates typical examples of navigation modes @ thatmay be encountered on the PROG page during cruise.

Rev 1 Dec/93 4-8lle dr.liscldsrrra 6f lh. infom2lidn dn this nede ic eiltlird td lhe hslri.Jinns nn lhF tille n^da

^f thic d^.'rm-nr

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cRzFL37g

OFST" t l

1150OPT

BRG /I ! IST- - -o/---- ro t l

47?3.3N/60823.?EI IES

DEST FORECAST>A1S9.6gKPT-KPT

NAV 4109.60

- I KPT-KPT

@

Ets€EEE)EEGts

@

EtsEOgE

6DGE

199.66 N A109.60KPT-KPTKPT_KPT

Figure 4-7

4.2 NAVIGATION AGGURACY

The accuracy of the computed radio position, and the FMC updatedradio position, is solely dependent on the NAVAIDS used, and theirgeometry. When no radio position is available, the FMC positionaccuracy (lRS + BIAS) depends on the amount of time since lastupdate.

The FMC estimates position, by reference to accuracy levelcriteria,based on the airspace the aircraft is in:

o Terminal Area - 2NM

o Enroute - 3 to 4NM

o Approach - .3 to .5NM

AV/ I

4-9

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4.3 AUTOMATIG TUNTNG

NAVAIDS are automatically tuned by the FMC, based on the beforementioned accuracy level criteria. lt is important to realize thatautotuning can only occur if the VOR/NAV/ILS switches (@ seeFigure 4-8), on the FCU, are selected to either NAV or ILS

Figure 4-8

Autotuning is further indicated by dashes displayed on the VORControl Panels. The tuned frequency is not visible, on the VORControl Panels, in the autotuning mode.

NAVAIDS selected by the FMC for autotuning, are indicated by theletter "A" (AUTO) preceding the frequency in l ine 6 of the PROGpage (See Figure 4-7.)

Each FMC may select up to four DME frequencies to be tunedautomatically from the data base, or from the list of NAVAIDSentered by the crew on the NEW NAVAIDS page (See NEWNAVAIDS, Section 7.2.5). Station selection is based on the FIGUREof MERIT, or range capability, of that particular station.

FIGUREof MERIT: 0=40NM'. 1 = 70NM.2=130NM: 3 = 250NM

4-10llse or disclosure of lhe information on this bade is subiecf to the restdcjions on tha title nede of lhis d^.'rmFnt

413VU

tONOFF

PFD

/6'ott

rot*t

/A\rv/

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A3'O FMS PILOT'S OUIDE

a

a

o

The FMC autotunes.

VOR and DME for display.

DME for navigational computation.

The FMC does not autotune the lLS.

These NAVAID types, in the order of their tuning priority are:

VOR/DME

o Procedure specified (SlD, STAR, etc.)

o TO waypoint NAVAID

o FROM waypoint NAVAID

. Any other down path NAVAID

o Nearest NAVAID

4.4 MANUAL TUNING

Manual tuning may be accomplished by one of two methods:

1. By manually selecting the desired frequency on the VOR ControlPanel - the VOR/NAV/ILS switch must be in VOR. The resultsof manually tuning are indicated by the letter 'M" (MANUAL)preceding the frequency listed on the PROG page.

2. On the PROG page, by writing the desired frequency sr identifierin the SP and transferring it into the appropriate field on line 6.This method is referred to as remote tuning and is indicated by theletter "R" (REMOTE) preceding the frequency on line 6 of thePROG page.

a-,1,1 Rarr 4 [laa/O?

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Examples of AUTO (A), REMOTE (R), and MANUAL (M) may beseen in the accompanying i l lustration@. Noticethatany combinationof the three methods is available at the option of the pilot.


utL7.7S NAVDOL_DOL R/I

Figure 4-9

Both AUTO and REMOTE tuning require the NAVAID be containedin the data base or defined by the pilot, othenrvise the SP message,'NOT lN DATA BASE,' is displayed. MANUALtuning however, doesnot require that the NAVAID be contained in the data base, as it ispurely a manual function. (See SectionT .2.5, NEW NAVAIDS, for adescription of pilot-defined NAVAI DS. )

WARNING

Refer to the 4310 approved flight manual forspecific data concerning operation of the ElS,comm u n ications systems, flig ht instruments, andother related navigational systems.

t t?.79OL_DOL

GEEE€EEE6EGts

@

EE@

EE@

@

ECON CRZ 1r lscRz l . tAx oPT

FL37O FL37O F1345OFST FUELO [ ] PRED>

BRG /DIST3LI ' /?3 ro VIr , l

4633. IN/OI4I3.7EDIST DES

7OG ro DEST FORECAST>Att?.79 NAV -R11a.9S-DOL R/T/V I l , , I -VI1,. I

L-4t

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NAVIGATION

TABLE OF GONTENTS

5.0 oVERVTEW .. ...: l?=

5.1 PERFORMANCE DATA BASE . . . . . . . . . . . . . . . . . .5-1

5.2 NAVIGATION DATA BASE ......5-15.2.1 Naming Convent ions. . . . . . . . . . . . . . . . . . . . . . .5-2

5.2.1.1 Fix ldent i f iers . . . . . . . . . . . . . . . . . . . .5-2

5.3 DATA BASE LOADER . . . . . . . . . . . . .5-85.3.1 Loader Operat ion. . . . . . . . . . . . . . . , . , . . . . . . . . . . .5-8

5.3.1.1 Data Base Crossload . . . . . . . . .5-10

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NAVIGATION DATA BASE

5.O OVERVTEW

The Data Base is the embodied memory of the FMC. As such, it isdivided into the Performance Data Base and the Navigation DataBase. The Navigation portion is revised every 28 days, with twoconsecutive2S-day cycles always available. Selection of the currentcycle is accomplished on theAIRCRAFT STATUS page of the CDU.(See PREFLIGHT, Section 3.1.1.) Should the selected cycle notconform to the current clock date, the scratchpad message, "GHEGKDATA BASE CYCLE," is displayed.

5.{ PERFORMANGE DATA BASE

Consists of:

. Aerodynamic and engine data

5.2 NAVIGATION DATA BASE

Consists of:

o NAVAIDS

. Airports

o Runways

o Airways

. Waypoints

. Airport Procedures

o Company Routes

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Data contained in the data base is tailored to individual airlinerequirements, and the pilots have the option of modifying, adding to,or deleting, certain elements on a per flight basis. (See PREFLIGHT,Section 7.2.1.) However, actual modification or deletion, of apermanent nature by the flight crew, to either data base cycle, is notpossible. In all cases, crew-entered data is automatically deletedfrom the data base after Long-Term Power Interrupt, (e.9., engineshutdown).

5.2.1 Naming Gonventions

The following rules are used to identify or name fields whengovernment sources do not provide ldentifiers or names within therule established by ICAO Annex 11. (This data is extracted fromARTNC SPECtFTCATION 424.)

ICAO Annex 11 defines the international standards for codeddesignators of Navaids, Waypoints, Ainruays, Standard InstrumentArrival Routes, and Standard lnstrument Departures.

5.2.1.'l Fix ldentifiers

Fix identifiers are assigned to all Waypoints. The identifier is limitedto five characters.

A. VOR, VORDME, VORTAC, TACAN, and Non-DirectionalBeacons(NDB) take on the identifier of the facility, (i.e., Los AngelesVORTAC becomes LAX, TyndallTACAN becomes PAM, and Ft.Nelson NDB becomes YE).

B. Non-Directional Beacons used as a waypoint are identified by theuse of the station identifier followed by "N8", (i.e., Ft. Nelson,Canada becomes YENB and Newark, NJ becomes EWRNB).

C. Named RNAV Waypoints, Intersections, and Reporting Pointsmay be assigned unique five-character names and the identiferisthe same. Forwaypoints notso named, identifiers aredevelopedusing the following identifiers:

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One-Word Names

1. lf five or less characters are involved. use the full name,(i.e., Logan).

2. lf the name is more than five characters:

a. Reduce to five by eliminating double letters, (i.e., KIMMELbecomes KIMEL).

b. Keep the first letter, the first vowel, and the last letter,dropping vowels from right to left, (i.e., ADOLPH becomesADLPH).

c. Drop consonants, starting from rightto left, (i.e., ANDREWSbecomes ANDRS).

Multiple Word Names

3. The first letter of the first word is used and the last word isshortened using the rules for One-Word Names, (i.e., CLEARLAKE becomes CLAKE).

Phonetic Letter Names

4. Waypoints named by ICAO Phonetic alpha character, use theOne-Word Naming rules or unique idents.

a. When more than one name is used a unique identifier isdeveloped, (i.e., NOVEMBER becomes NOVMR).

b. Two waypoints with the same identifler are numbered, (i.e.,CHARLIE becomes CHARI, CHAR2).

c. When a double phonetic is used the Multiple Word Rule isused, (i.e., Tango India becomes TINDA).

d. When a phonetic alpha character followed by a number orother alpha character, it is coded as stated.

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D. UNNAMED WAYPOINTS use the following rules:

1. When over a Named Waypoint that name is used.

2. When not coincidental with the Waypoint, the nearestWaypoint, Intersection name with the distance is used. lf thedistance is over g9 miles the last two digits of the distanceprecedes the identif ier, i.e., Fix at INW 18NM becomeslNW18, Fix at CSN 106NM becomes 06CSN.

3. FlR, UIR and Controlled Airspace Reporting Positions unlessotherwise designated, are identified as follows:

a. FIR uses the three characters plus a unique 2-digitnumeric for the geographic area.

b. UIR uses the three characters plus a unique 2-digitnumeric for the geographic area.

c. FIR/UIR use "FlR" and the numeric.

d. Controlled Airspace uses the three-letters forthe airspacetype plus a numeric, (i.e., TMA = TerminalArea, CTR =Control Zone, ATZ-- Aerodrome Traffic Zone, CTA =Controlled Area, andTlZ = Traffic lnformation Zone).

E. Reporting Positions Defined by Coordinates use thefollowing rules:

1. Latitude always precedes longitude.

2. The letter "N" is used for North latitude and West longitude.

3. The letter "E" is used for North latitude and East longitude.

4. The letter "S" is used for South latitude and East longitude.

5. The letter "\A/' is used for South latitude and Westlongitude.

i.e., North latitudeMest longitudeN52 004ru075 00 = 5275N

North latitude/East longitudeN50 00/E020 00 = 5020E

South latitudeAl/est longitudeS52 004ru075 00 = 5275W

South latitude/East longitudeS50 00/E020 00 = 50205

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F. Terminal Waypoints:

1. The following two-letter prefixes are added to the runwaynumber to identify:

FF = FinalApproach FixlF = Init ialApproach Fix

OM = Outer MarkerMM = Middle MarkerlM = Inner Marker

BM = Back Course MarkerRC = Runway Centerline InterceptCF = FinalApproach Course FixMD = Minimum Descent AltitudeRW = Runway ThresholdMA = Missed Approach Point (not runway)TD = Touchdown Point inboard of threshold

A(+ an alpha) = Step Down Fix

5-5 Rev 1 Dec/93

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A31O FMg PILOT'S GUIDE

WAY.POINTTVPF

PROCEDURE TYPE(SEE PARAGRAPH 5.7, ROUTE TYPE CODE)

FACFFAFMAPIAPMDATDPRCI

rLS(r)UI

FIPIt lDITIRI

rLS(L)tJL

FLPLILDLTLRL

rLS(B)t t t

FBPBIBDBTBRB

voR(D)

FDPDIDDDTDRD

voR(v)CVFVPVIVDVTVRV

voR(s)CSFSPSISDSTSRS

EAAE

FAFMAPIAPMDATDPRCI

NDB(N)CNFNPNNNDNTNRN

NDB(O)

FQPQIQDQTQRQ

MLS(M)CMFMPMIMDMTMRM

RNAV(R)CRFRPRIRDRTRRR

TACAN(T)

FTPTITDTTTRT

LORAN(C)

rUPCtc

n^

TCRC


rGS(G)CGFGPGIGDGTGRG

LDA(X)CXFXPXIXDXTXRX

sDF(z)czFZPZtzDZTZRZ


c-T-L(E)CEFEPEIEDETERE

c-T-L(F)CFFFPFIFDFTFBF

c-T-L(J)CJFJPJIJDJTJRJ

c-T-L(K)CKFKPKIKDKTKRK

G3641-06-007#

Figure 5-1

NOTE: .C-T-L" is Circle to Land approach. lf a fix is used fortwo or more approaches as defined in the table above,then the procedure type prefix is changed to "Y"indicating multiple use.

Rev 1 Dec/93 56llse or disclosrrre of lhe infdrmalion nn fhis nede is $rhia.:l l^ lhe hslridi^ns dn lhe tilla nade

^f thic d^.rrmFnt

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2.

3.

4.


Bearing and Distance Waypoints are identified with a preceding"D", followed by the radial on which the waypoint lies, and finallyfollowed by the DME arc radius expressed in a equivalent letterofthe alphabet, (i.e., A= 1 NM, G = 7NM etc). lfgreaterthan 26NMthe unnamed convention is used.

Along Track Distance Waypoints uses the whole number dis-tance with the tenths decimal removed. When a tenths decimalhas been removed from the identifier, then "NM" precedes thedistance. lf no decimalfraction is involved then the "NM" followsthe distance.

Constant Radius to a FIX Waypoint uses three fixes to assist indefining the arc, (i.e., ARC -- ARC Center Waypoint, AIF = ARClnitialWaypoint, AEF = ARC Ending Waypoint). These identifiersmay require a numeric suffix to ensure a unique waypointidentifier.

5-7 Rev 1 Dec/93

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5.3 DATA BASE LOADER

The size of the Data Base and the type of loader used, determine thetime required to complete the loading process. Transfer from theloader to each FMC is via two receptacles on the cockpit lateralpanel. One data transfer is done at a time. The QIP software doesallow crossload capability. The time required to load the second FMCis reduced to several minutes. The capability has unique functionalutility for both aircrew and maintenance. When the Nav Data Basediffers between the two FMCs. then the Crossload Function is activeif enabled and Pin Selected.

Two types of loaders are currently used on A310 aircraft:

1. ARINC 603, a cassette tape loader, taking up to 30 minutes perFMC for the data transfer. This type is gradually being replacedby the disk loader.

2. ARINC 615, a disk loader, transfers data in approximately9 minutes per FMC.

5.3.{ Loader Operation

Before connecting the loader, both CBs, FMC1 and FMC2, must bepulled. Reason: the FMCs perform a safety check to determine if theloader is properly connected. lf it is not, loading is not permitted. Toload the new data base cycle:

1. Verify FMC CBs are pulled.

2.Verify CDUs are powered. (Loader receives powerfrom the CDU)

3. Remove cover from Load Panel.

4. Connect loader to Side 1 data base Load Connector.

5. Loader - 'ON".

6. Insert disk in loader.

7. FMC 1 CB - Push ln.

8. Activate loader.

Rev 1 Dec/93 5€l he dr .lis.l6s"re .f the infnrmatinn dn lhir nedr is silhiad t^ thr rFstridinns nn tha ti'lF nane

^f rhi. dn.rmant

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NOTE: The CDU will display, "FMC FAIL', after a 3O-secondtimeout, as the FMC has no communication with theCDU during the loading process.

9. Loading process complete - loader "OFF'.

10, FMC 1 CB - Pul l .

11. Disconnect loader from Side 1.

12, FMC 1 CB - After more than 10 seconds - Push In, (Long-Term power interruption)

NOTE: When power is restored to the FMG, the AIRCRAFTSTATUS page is automatically displayed. lf data loadhas not been successful, the FMC fails and the CDUSP message, "NAV DATA BASE LOAD INCOM-PLETE', is displayed. See Figure 5-2. lt data loadingis successful, the new data base cycle is reflected inthe second data base data line.

13. Repeat ltems 1-12tor Side 2, or utilize Crossloading if available.

ln the event data transfer is unsuccessful, a CDU message isgenerated indicating the present status of the loading process.(See Figure 5-2.)

NAV DATA BASE

LOAD INCOMPLETE

c5s625#

Figure 5-2

GE]EEGE6E6E@

EDEDEDEB6D@

5-9 Rev 1 Dec/93

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NOTE: CDU displays the AIRCRAFT STATUS page, atpowerup, afterthe FMC 1 CB is pushed in. Successfuldata load may be verified by reference to the two database cycles.

5.3,1,{ Data Base Grossload

lf Crossloading is available in your current software, the data basecycle may be transferred to the other FMC by Crossloading, withoutthenecessity of using a loader for the data transfer to the second FMC.

Crossloading is initiated on the MAINT page of the CDU by pressingthe F;l key, accessing the REF INDEX page, and selecting theMAINT> by pressing LSK@. (See Figure 5-3.) The MAINT> is onlydisplayed when the fl ight phase is PREFLIGHT or DONE.

Rev 1 Dec/93 5-10

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GBGEGEEO

GDEDGDEDEDGD

(ioEE€EEE6E

EO@

EDED

REF INDEXI }EFINEI)

< HAYPO I NTS

<,.IAYPO I NTSCLOSEST

<AIRPORTS

DEFINEI)NAVA I DS >

NAVA I DS >

(SENSOR STATUS AIDS>

<A/C STATUS MAINT> *€[

Figure 5-3

Data Crossloading is initiated by the following steps:

1. Write 'ARM' (D, in the SP of both CDUs and transfer into thebrackets by prEssing LSK tEFl. "ARM' must be in data line [s-n-l tocontinue the Crossload.

2. Press'TRANSMIT'@, on the CDU of the FMC being the sourceof the Crossload the FMC already loaded with the new database cycle.

3. Press'RECEIVE'@, on the CDU of the FMC being the recipientof the Crossload the FMC not having the new data base cycle.This action initiates the data transfer.

MAINT

SELF TEST

ANN TEST<TEST PATTERN

<KEY TEST IRS MONITOR>DATA BASEAB?860tOgt t l

TRANSMIT RECEIVEARM

5-1,1 Rev 1 Dec/93

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ISDU

6.0

6.1

6.5

6.7

6.8

6.3

6.4

6.2

6.6


rsDU oPERATION . . . . . . . . . . . . . . . . . .6-1

rRS DESCRIPTION . , . . . . . . . . . . , . . . . .6-16.1.1 lnert ia l Systems Display Uni t ( ISDU) . . . . . . . . . . . . . . . . .6-16.1.2 Mode Select Uni t (MSU) . . . . . . . . . . . . . . . . .6-26.1.3 On-the-Ground Displays. . . . . . . . . . . . . . . . .6-36.1.4 Act ion Codes . . . , . . . . . . . . . . . . .6-56.1.5 Flashing Annunciators . . . . . . . . . . . , . . . . . , . .6-5

oPERATING PROCEDURES . . . . . . . . . . . . . . . . . . .6-66.2.1 IRS Modes . . .6-66.2.2 Navigat ion Mode - System Turn-On . . . . . . . . . . . . . . . .6-66.2.3 Test . . . . . . . . . . . . .6-86.2.4 IRS Ini t ia l izat ion. . . . . . . . . . . . .6-9

LATITUDE/LONGITUDE INSERTIONS PROBLEMS.. 6-1 1

PROBLEMS AFTER LATITUDE/LONGITUDEHAVE BEEN ACCEPTED.. . . . . . . . . . . . . . . . . . . . . , . . .6-13

NAV MODE _ 3-MINUTE REALIGN OPTION.. . . . . . . . . . .6-136.5.1 Real ign Opt ion Problems . . . . . . . . . . . . . . . .6-14

ATTITUDE MODE ..6-15

oFF MODE . . . . . . . . . . . .6-17

SYSTEM OPERATTON DTAGRAM .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 I6.8.1 Off Mode - System Turn Off . . . . . . . . . . .6-186.8.2 NAV Mode . . .6-186.8.3 Att i tude Mode . . . . . . . . . . . . . . . .6-18

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ISDU

6.0 ISDU OPERATION

This section describes the operation of the Inertial ReferenceSystem (lRS) through the use of the Inertial Systems Display Unit(ISDU) and the Mode Select Unit (MSU).

6.{ IRS DESGRIPTION

The components of the three-channel IRS are located as follows:

r The ISDU and three MSUs are mounted in the overhead panel.

o The three lRUs are located in the equipment bay.

6.1,1 Inertial Systems Display Unit (ISDU)

o Display:- Readout displays selected system data.

o SYS DSPL switch:- Allows pilot to select one of three systems or OFF.

. DSPL SEL switch:- Has four positions to select operation modes and one position

to test lamps.

. Keyboard:- Used to input data.

6-t

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-DSPL SEL- @

PPOS WINO

@ -SYS

OSPL-DISPLAYSELECTSWITCHSYSTEMDISPLAYSWITCH

DISPLAY

ISDU

KEYBOARD

CUELIGHTS

c59557#

Figure 6-1Inertial Systems Display Unit

6.1.2 Mode Select Unit (MSU)

e Mode select (OFF/NAV/ATT) switch. (switch has a detent in theNAV position)- OFF: System off position.- NAV: Navigation and system alignment position.- ATT: Attitude erection position. Heading may be entered or

displayed.

. Annunciators:- Provide system function information.

MODE SELECTSWITCH ANNUNCIATORS

SWITCH HAS A DETENT INTHE NAV POSITION

Figure 6-2Mode Select Unit

6-2

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A31O FMS PILOVS OUTDE

6.1.3 On-the.Ground Displays

TK/GS: Displays ground track direction in degrees on the leftdisplay, and ground speed in knots on the right.

Displays true heading from 6.5 minutes into align untilground speedis greater than 50 knots. Then track angle is displayed.

Figure 6-3On-the-Ground Display

PPOS: Displays present position of the aircraft. Latitude on the leftdisplay and longitude on the right.

Displays the entered latitude and longitude during align. Displaysthe PPOS (latitude and longitude) after align is completed.

LATITUDE LONGITUDE


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6-3

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p.302


WIND: Displays wind speed in knots on the right and wind directionin degrees on the left.

NOTE: Display is blank if TAS <100 knots.

c59561 #


HDG/STS: Displays true heading after 6.5 minutes of align.

WINDDIRECTION(0-359DEGREES)

MAGNETICHEADINGAVAILABLEIF INITIALLYENTEREDBY PILOT

WINDSPEED(0-2s6KNOTS)

ACTIONCODE

TIME UNTILNAV MINUTES

c59562#

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ATT MODE

6.4

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6.1.4 Action Godes

Action codes are used to inform piloUmaintenance of action desired.

CODE ACTION

1 REMOVE IRU (SEE NOTE)2 DELAYED MAINT3 ENTER PPOS4 SELECT ATT (IN THE AIR)5 EXCESS MOTION6 SWITCH ADC7 CHECK CiB8 REMOVE ISDU9 ENTER HEADING

TIMEUNTIL NAVMINUTES

ACTIONCODE

NOTE:OPEBATOR ERROR CAN ALSO CAUSE ACTION CODE 1 TO OCCUR (i.e.. IMPROPERPPOS INITIALTZATION). THE CREW SHOULD POWER UN|T OFF, THEN POWER UN|TON (LONG TERM ALIGNMENT) FOR A FULL ALIGNMENT TO CONFIRM THE FAULT, C59563#

Figure 6-7Action Godes

6.{.5 Flashing Annunciators

A flashing annunciator requires pilot action.

During ALIGN

o ALIGN MODE flashing (action code = "3")- Enter PPOS.

. ALIGN MODE flashing (action code = "5")- Excess motion detected. Make sure aircraft is stationary. (A

new alignment begins in 30 seconds.)

o IRS WARN flashing (action code = "1") and ALIGN MODE steady- Pilot and IRU disagree on latitude. Retry the full alignment

procedure and ensure that you input the correct LAT/LONG. lfthe same condition persiststhe second time, the unit is probablythe cause of the failure.

During NAV

. IRS WARN flashing (action code = "4")- Select ATT mode.

. IRS WARN flashing (action code = "1")- IRU is most likely faulty.

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A37O FIWS PILOVS GUIDE

6.2 OPERATING PROGEDURES

This procedure assumes that the IRS is turned off. To operate fromthe off condition, this procedure should be followed in the orderpresented (through the navigation [NAV] mode).

The three basic IRS modes that are used during operation aredescribed below.

6.2.1 IRS Modes

. OFF: IRS off.

o NAV: Normal operation. Pilot enters present position (PPOS)during 1O-minute alignment with aircraft stationary onground.

o ATT: Reversionary aftitude mode to provide aircraft attitude andheading information when the NAV mode has failed.Selected either on ground or in air. Pilot inserts referenceheading.

The following paragraphs describe pilot action required to operatethe lRS. Actions to be taken by the pilot are in bold lettering.

6.2.2 Navigation Mode - System Turn-On

Pilot Action:

GAUTION:Do not move aircraft during align.

NOTE: Any excess motion in the x or y axis that exceeds anaverage velocity of 0.01 1 fUsec due to accidental GSEbumps or severe ground wind buffeting, causes theIRU to trigger the excess motion response.

1) Set three MSU mode select switches to NAV (initiates a10-minute align).

2l Set |SDU SYS DSPL switch to IRU channel 1,2, or 3.

Rev 1 Dec/93

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MSU: BAT OPER annunciator is lit for 5 seconds. Then ALIGNMODE annunciator is lit.

LIT FOR APPROXIMATELY 5 SECONDS

LIT AFTER BAT OPER GOES OUT C59564#

Figure 6{Inertial Reference SYstem

lsDU: lsDU display data is controlled by the position of the sYSDSPL switch:

o Blank display indicates that the sYS DSPL switch is set to anunenergized channel.

o Set of six dashes, decimal points, and degree lights, indicate thatchannel is active, but valid data is not yet available.

6-7

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o rrrHl rrriHl or , L i : l -4: j | | l - l l - lJ- l / -

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Figure 6-9

6.2.3 Test

Pilot Action:

3) Set and hold ISDU DSPL SEL switch to TEST (fully ccw).

ISDU: Display lights and keyboard cue lights are energized(all segments).

4l Gheck all displays l ights and cue lights to ensure that noneare burned out-

MUST HOLDDSPL SELSWITCH INSPRING.LOADEDTEST POSITION

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-oser sa- @

Figure 6-10

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p.307

AS|O FMS PTLOT'S GUTDE

"'@"ANNUNCTATOR ')LAMPTEST IAND DIMMING )

. LAMP TEST VIA COCKPIT MASTER TEST SWITCH

. BRIGHT/DIM CONTROL VIA AIRCRAFT DIM CONTROL

TIME UNTILNAV INMINUTESACTION CODE3 APPEARS(3 = ENTEBPPOS)

c59568#

Figure 6-11

Pilot Action:

5) Activate cockpit master test switch.

MSU: Annunciator lights are energized.

6.2.4 IRS Initialization

Pilot Action:

6) Set ISDU DSPL SEL switch to HDG/STS.

ISDU: After the 8-second power-up, the right display shows timeuntil NAV and existing action codes. The left display showsthree dashes.

VERIFY SAMEDATA FROMOTHER lRUs

-osPL sEr- @

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Figure 6-12

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p.308


Note:oAl l three (1 , 2, 3) lRSs wi l l be

simultaneosly initialized with thelatitude/longitude entered

.Either latitude or longitude canbe entered lirst

oAlign mode annuncialor flashesafter 10 minutes align if latitude/longitude have not been entered

Pilot Action:

7) Set ISDU DSPL SEL switch to PPOS.

8) Enter present position latitude.(Press E o. El r"y.)

ISDU: N or S, degree markers, decimal point, zero light, ENT, andCLR cue lights wil l l ight.

9) Press numberkeys to enterdegrees, minutes, and tenths ofminutes.

ISDU: Data appears on ISDU as it is entered.

10) Press B f"y to enter data, ffi key to change and reenter

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Figure 6-13

data.

6-10

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p.309

A37O FITilS PILOVS GUIDE

111 Enter present position longitude.(Press Elor E r"y.)

ISDU: E orW, degree markers, decimal point, zero light, ENT, andCLR cue lights wil l l ight.

121 Press numberkeys to enterdegrees, minutes, and tenths ofminutes.

13) Press ffi or ffi f"y as in Step 4, above.

ISDU: Displays present position latitude and longitude input data.

6.3 LATITUDE/LONGITUDE TNSERTIONSPROBLEMS

lf ALIGN MODE annunciator flashes (action code "3"), re-verifyairport latitude/longitude. Reenter latitude/longitude.

Repeat procedure untilAL|GN MODES annunciator ceases to flashor IRS WARN flashes (action code "4"),

Pilot Action:

1) Set ISDU DSPL SEL switch to PPOS.

2l Set SYS SEL switch to positions 1,2, and 3 to verify all threelRUs are initialized to the latitude/longitude entered.

VERIFY ALL THREElRSs ARE INITIALIZEDTO LATITUDE/ .--LONGITUDE ENTERED

@\

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Figure 6-14c59570#

6-11 Rev 1 Dec/93

Chatvi AP45

p.310


ISDU: Latitude/longitude data appears on display corresponding tosystem selected.

Pilot Action:


4l SetSYS SELswitch to positionsl,2,and 3toverify respectiveIRU time unti lNAV.

5) Gheck MSUs to verify that all annunciatons are off and thethree lRUs are in NAV.

ISDU: ISDU displays time unti l NAV in minutes, in addition to aircrafttrue heading.

AIRCRAFT TRUE HEADINGWILL BE DISPLAYED

NOTE: MAGNETIC HEADING lSDISPLAYED IN ATT MODE

-- VERIFY ALL THREE lRUs ARE lN NAV!

c59571 #

Figure 6-15

MSU: All annunciators are extinguished as the systems go into NAV.

"ffi" [ilALL ANNUNCIATORS OFF

AIRCRAFT CAN BE MOVED (TAXIED OR TOWED) IF ALL ALIGNANNUNCIATORS ARE OFF.

Figure 6-16

WAIT FOR TIME TO NAVTO REACH ZERO

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@ TIME TO NAV - 4

6-12

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6.4 PROBLEMS AFTER LATITUDE/LONGITUDE HAVE BEEN AGGEPTED?

l f ALIGN MODE annunciatorflashes (action code H "5"), the IRU hasdetected aircraft motion. Make sure aircraft is stationary as a newalignment automatically begins in 30 seconds.

6.5 NAV MODE - 3.MINUTE REALIGN OPTION

Pilot Action:

(Assuming IRU already operating in NAV mode)

1) Pull MSU mode select from detent before going from NAV toOFF, and back to NAV (within 5 seconds, each MSU).

MSU: ALIGN MODE annunciator is off during S-second option timeand will be on during 3-minute realign period.

Figure 6-17

ISDU: During first 5 seconds, "OFF' and seconds remainingselect realign option are displayed on ISDU.

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to

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Chatvi AP45

p.312


2l Set DSPL SEL switch to HDG/STS. Right display shows timeuntil NAV (in minutes) and action code "3."

ACTIONCODE

TIME UNTILNAV MINUTES

Figure 6-19

3) Pilot must enter new PPOS.

NOTE: Following the 3-minute realign, the system auto-maticallygoes intothe navigation mode. ALIGN MODEannunciator flashes after 3-minute realign if latitude/longitude have not been entered.

6.5.{ Realign Option Problems

1) IRU only accepts latitude/longitude data if:

r Latitude < 0.5 deg from existing latitude at time of realign.

. Longitude < 1.0 deg from existing longitude at time of realign.

2) lf ALIGN MODE annunciator cannot be extinguished by sub-sequent latitude/longitude insertions, turn IRU off and start over.

3) lf excess motion is detected during realign, the ALIGN MODEannunciatorflashes and action code "5" is sent. After30 seconds,the system starts a full alignment. lt is not necessary to reinsertlatitude/longitude, if it was correctly entered before excessmotion occured.

-6PL SEL-

PPOS WIND

*1/4v

@ -ss

6PL-.2 -

arr@'

Rev 1 Dec/93 6-14

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p.313


@) .-----r)--O

\ | | rJrJr iJ ' l

-DsPr sEL- @

PM WINO

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Figure 6-20

NOTE: Recall that the flashing annunciator requiresaction. ACTION CODES indicate the requiredaction.

6.6 ATTITUDE MODE

Pilot Action:

1 ) Set MSU modeselectswitch toATT (pull switch outof detent,each channel).

MSU: ALIGN MODE annunciator is on during 2O-second attitudeerection. Aircraft must stay straight and level during this time.

ln the event that the ATT mode is engaged with the aircraft not inlevel flight, an erection cut-out function within the IRU delaysplatform erection when the yaw rate exceeds 0.5 deg/sec andpermits erection to continue when yaw rate drops below 0.25 deglsec. Twenty seconds of flight with the yaw rate below this threshold(the cut-out function disengaged) is required to erect attitude.

Figure 6-21

ISDU: "Att" appears as right three characters in display.

fifi |

orr Ntv on

@c59578#

6-15 Rev 1 Dec/93

Chatvi AP45

p.314


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c59579#

Figure 6-22


3) Press E f"y.

ISDU: Degree marker, zero decimal point, ENT, and CLR cue l ightswil l l ight.

4l Enter heading (magnetic). (Press number keys to enterdegrees and tenths of degrees.)

5) Press ffi f"y to enter data, and ffi f"y to change data.

ISDU: After entering heading, heading is displayed on left display.

NOTE: Magnetic heading may be periodical ly entered duringfl ight to update magnetic heading to compensatedfor drift.

6-16

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A37O FMS PTLOVS GU'DE

6.7 OFF MODE

PilotAction:

1) Set MSU mode selectposition of the switchbefore rotating.)

switch to OFF. (NOTE: The NAVhas a detent and requires pulling

Figure 6-23

ISDU: NAV to OFF results in a S-second countdown (realign option)followed by a 20-second countdown for the built-in testequipment (BITE) memory service cycle.

5.SECOND REALIGN OPTION

IF MODE SWITCH IN OFF GREATER THAN5 SECONDS, THEN LEFT DISPLAY STARTS20 SECOND COUNTDOWN TO POWER OFF.(B|TE MEMORY SERVTCE CYCLE)

NOTE: REALIGN OPTION BYPASSEDIN ATT MODE

c59581#

Figure 6-24

ATT to OFF results in a 2O-second countdown.

NOTE: Circuit breakers must not be pulled untilAFTER the2O-second countdown.

PLACE MSU MODE SWITCH TO OFF. (PULL SWITCHFROM NAV DETENT TO SELECT OFF)

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6-17118

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Chatvi AP45

p.317


6.8 SYSTEM OPERATION DIAGRAMThe IRS has three basic modes: OFF, NAV, and ATT. Also, flveoperational submodes (mode states) are used in going from oneprimary operation mode to another. Their interrelationships areshown in the mode state diagram below.

NORMAL OPERATION

MODES:. Off. Navigationo Attitude

SUBMODES:o lnit ial ization. Align. Erect Attitude

t-_-___-ta."@"6'on f f i 'o- .

@s -6o Realign. Power-Off

6.8.1 Off Mode - System Turn Off

The OFF mode may be entered from any mode or submode. Thesystem switches to the 20-second power-off countdown, exceptfrom NAV or realign, where it first goes through the S-second realigndecision point and then to the 2O-second power-off countdown.

Once the OFF mode is entered, the BITE test function (transferringof any failure data from the random access memory to the nonvolatilememory) is accomplished.

6.8.2 NAV Mode

Selection of the navigation (NAV) mode causes the IRU to utilize twosubmodes (init ialization and align) before entering the actualnavigation mode.

o Initialization Submode - During this two-minute period, thesystem is energized, (BITE) test functions are performed, and a"AutoCal" function makes minor adjustments to sensor coefficients.

. AlignSubmode - Duringalignsubmode, thesystem goesthroughan eight-minute align.

. Realign Submode - With the aircraft not in motion, the pilot mayelect to refresh the IRS system with a shorterthan usual alignmentat an intermediate stop.

6.8.3 Aftitude Mode

The attitude (ATT) mode is a reversionary mode used in case the IRSexperiences a total power shutdown, or in case of certain BITEdetected failures (lRS WARN annunciator lit). The ATT mode can beentered at any time, both on the ground or during flight. Attitudereference is established during the 2O-second erection time.

CHANGING MODESDURING THESUBMODE STEPIS POSSIBLE

ATTITUDE OPERATION

II

@f t lal. t l

I

a ll la lar la l l

! tat lat la ' l

a lar la l

: t l! l lat l! t l

III

III

III

II

AND IS SHOWN BY

NAVIGATION MOOE ATTITUDE MODE

K.'}DECTStON

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i t l

IIII

\

IIII

I

I

Ia

SUB MODE !aaa

l lt ll l

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Figure 6-25

6-19Use or disclosure of the infomation on this page is subjec{ to the Estriclions on the title page of this document

---------<-

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ADDITIONAL FEATURES

7.O

7.1

7.2


ADDTTIONAL FEATURES . . . . . . . . . . . . . . . . . . . . . . . . .7-1

SECoNDARY F-PLN . . . . . . . . . . . . . . .7-17.1.1 SEC INDEX Page . . . . . . . . .7-27.1.2 SEC F-PLN Page A and B . . . . . . . . . . . . . .7-37.1.3 SEC FUEL PREDICTION Page . . . . . .7-57.1.4 SECONDARY MODE Page.. . . . . . . . . . .7-67.1.5 SEC DES FORECAST Page . . . . . . . . . .7-T

REFERENCE TNDEX . . . . . . . . . . . . . . .7-97.2.1 Def ined Waypoints . . . . . . . .7-10

7.2.1.1 LoadingA/erifying Oceanic Waypoints 7-147.2.2 WAYPOINTS/NEW WAYPOINTS Page ..........7-167.2.3 Closest Airports . . . . . . . . . . . . .7-197.2.4 SENSOR STATUS Page . . . . . . . . . . . . . . . .7-207.2.5 DEFINED NAVAIDS/NEW NAVAIDS Page ......7-227.2.6 ACARS . . . . . . . . . . . . . . . . . . . . . . . . . .7-24

7.2.6.1 ACARS Page.. . . . . . . . . . . . . . . . . . . .7-247 .2.6.2 ACARS TAKEOFF Page . . . . . . . . . . . . . . . . . . . . . .7 -267.2.6.3 ACARS Messages . . . . . . . . . . . . .7-30

7.2.6.3.1 Upl ink Messages (MU to FMC) . .7-317.2.6.3.2 System Message Logic . . . . . . . . . . . . . .7 -317.2.6.3.3 Fl ight Plan (FPR) (Upl ink) . . . . . . . . .7-327.2.6.3.4 Predicted Wind Data (PWD)

(Upl ink) . . .7-337.2.6.3.5 Enroute Winds (ER). . . . . . . . . . . . . . , . . 7-337.2.6.3.6 Descent Winds (DW) . . . . . . . . . . . . . . . . 7-337.2.6.3.7 Predicted Wind Data Requests

7 2 7 AIDS ,"n" 1'1:l 1":':]llll +-3t7.2.8 MAINT Page .7-36

7 .2.8.1 TEST PATTERN Page . . . . . . . . . . . . . . . . . . . . . . . . .7 -377.2.8.2 KEY TEST Page.. . . . . . . . . . . . . . .7-387.2.8.3 IRS MONITOR Page . . . . . . . . . .7-40

7-a

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AS|O FMS PILOT'S GUIDE

7.3

Rev 1 Dec/93 7-aa

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ADDITIONAL FEATURES

7.1 SEGONDARY F.PLN

The SEC F-PLN feature is a design and storage tool used toaccomplish addit ional or alternate f l ight planning without disturbingthe active and alternate flight plan. Flight planning features availablein the active f l ight plan are also available in the secondary f l ight plan.The pi lot has the option to str ing a secondary f l ight plan manually,or copy the active flight plan and modify it. Examples of thesecondary f l ight plan uses include:

o Anticipatory preparations for an alternative departure runway,SlD, or other pre-takeoff considerations.

. CopyActivejust priorto a DIR TO, then displaythe secondaryflightplan to observe relative abeam waypoints. (Don't Activate).

o Anticipatory preparations for an alternative arrival and landingrunway at the destination.

. Stringing a route to the alternate destination.

. Special performance flight planning with full predictions.

. Stringing a route completely different from the active flight plan,(e.9., the next departure and f l ight routing).

A description of the secondary F-PLN functions follows. Refer topage 7-8 for a SEC F-PLN tree diagram.

As a rule, entry and display rules described for the active flight planwork exactly the same forthe secondary flight plan. Where differencesexist, they will be specifically noted in the following explanations.

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7.1.1 SEG INDEX Page

The SEC F-PLN'INDEX'page is accessed by theGF.Tl key. The SECINDEX page provides access to the SEC F-PLN and functionsrelated to it (see Figure 7-1).

@)

EE€E

GD@D6D@

@

GD GDEB6DEDED@

sEcCO RTE

t l

<SEC F-PLN

COPY ACTIVE MODE >

Figure 7-1

CO RTE - Fietd defaults to entry prompts ([ ]) when no CORTE or FROM/TO is defined. lf any modification to the CORTE is made, this field is blanked (see Figure 7-1). lf the activeflight plan is copied into the SEC F-PLN, then the CO RTE isreflected here if it exists in the active F-PLN.

SEC F-PLN - Provides access SEC F-PLN page A Figure 7-1.

COPY ACTIVE - Copies Active flight plan into the secondaryfl ight plan. See Figure 7-1.

I NDEXFROl. t / TO

r t / t lFUEL

PRED >

@

@

@

SEC INDEXCO RTE FRON/ TO

LSGG/LGATFUEL

<SEC F-PLN PRED>

COPY ACTIVE MODE>

CLEAR SECCRZ FL DES

FORECAST >t l

*ACTIVATE SECLSGG,/LGAT

7,2

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@

@


@ CLEARSEG - Displayedonlyifthereisatleastonewaypointin the SEC F-PLN, Clears all lateral and vertical elements ofthe secondary flight plan and defaults to:

PPOSEND OF F-PLN

CRZ FL - Displayed only if there is at least one waypoint inthe SEC F-PLN. This value is Pilotalterable. (See Figure 7-1.)

ACTIVATE SEC - Function activates the secondary flightplan by copying the SEC F-PLN to the active flight plan. lf NAVis engaged, the first leg of the SEC must be laterally identicalto the active leg, to get the ACTIVATE SEC prompt displayed.NAV must be deselected if this identical leg does not exist, toget this prompt. At least one waypoint must exist in the SECflight plan for the ACTIVATE SEC prompt to be displayed.

FROM/TO - Defined by copying active flight plan, enteringorigin/destination or defaults to entry prompts with no entry.

FUEL PRED - Provides access to the FUEL PRED page.

MODE - Provides access to the SEC MODE (Strategic) page.

DES FORECAST - Provides access to the descent forecastwind entry page. This prompt is displayed only if a primarydestination has been defined.

@

@

@

@

7.1.2 SEG F-PLN Page A and B

Pressing IZD in Figure 7-1 accesses the SEC F-PLN page A (seeFigure 7-2). SEC F-PLN page B is accessed via the ["-Ell functionkey. All LSKs function identically to the active F-PLN LSKs exceptthat EOSID is not available for selection and the asterisk (rF) is notdisplayed. Vertically, TO/APPR parameters, MDA and MAX SPDare assumed to be identical to the active flight plan and cannot bechanged in the SEC F-PLN. CRZ ALT is entered on the SEC INDEXpage instead of lNlT Page A and the MODE select is made via LSK@ on the SEC INDEX page.

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AS|O FMS PTLOT'S GUTDE

(SEC INDEX Page)

FROM

RN05 TLQOSPD

(LIM) s4co4a

SPR sEFRl8N

FRI 11I IAF

NIL 15

(f /C) ls

Figure 7-2

SEC F-PLN Sequencing - Sequencing of the SEC F-PLN occursat the same time as the ACT F-PLN if the active leg of the ACT F-PLNis identical to the first leg of SEC F-PLN. lf at any time after the copyis made, a flight plan revision occurs so that the active leg of the SECF-PLN and the f irst leg of the ACT F-PLN are no longerthe same, al lSEC F-PLN leg sequencing ceases. lf conditions for secondary flightplan sequencing exist at DONE phase, then the SEC F-PLN revertsto its initial default state of PPOS followed by an END OF F-PLN.

Flight Plan Memory - F-PLN Memory Space in the FMC is sharedamong ACTive (ACT) F-PLN, ALT F-PLN and SEC F-PLN bothprimary and alternate. The ACT F-PLN has priority in occupyingmemory with the ALT F-PLN next and SEC F-PLN having lowestpriority. When a revision is attempted and an overflow is encountered,the secondary F-PLN is cleared and the revision reattempted exceptif attempted to the SEC F-PLN, then it is not allowed. lf activation ofthe SEC F-PLN causes an overflow, then activation willstill occur butthe secondary flight plan will subsequently be deleted. lf a company

SP

(t-

FRU

NI

( rU

ZU

Drsr SEC )I . I INI '

- t4 sss' /ggsI

ee/ seg'-33 gOg'/sss

37-56 " / "

-5o t t

/ t t l

43r i l / r ,

IJ

7-4

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A37O FMS PILOVS OT'IDE

route is being entered when an overflow is encountered, then routelegs will be entered up to the point where the overflow occurs, witha discontinuity being strung to the destination airport. cDU Messagesencountered during overflows include: F-PLN FULL, ALTN F-PLNCLEARED, and SEC F-PLN CLEARED.

7.1.3 SEG FUEL PREDIGTTON page

Fuel predictions are only displayed if the conditions necessary forsecondary flight plan predictions are satisfied, othenrvise dashes aredisplayed.

GDEOCDEDEBGD

EO

H€UEE6E@

Figure 7-3

For the sEc FUEL PRED page in Figure 7-3, differences from theactive FUEL PRED page include:

GW and FOB - Aircraft gross weight and fuel on board aredisplayed but cannot be changed. Before engine start, thisfield displays dashes. After engine start, the values in theactive flight plan are displayed (see Figure 7-3).

TEMP/TROPO - A cruise temperature can be entered onlyif a CRZ FL has been defined forthe SEC F-PLN. Entry of theTROPO altitude is not allowed.

@@

SEC FUELAT

LGAT

LGTS6l{

I to.4RTE RSV/Zr . s/5.8FINAL/TTTlErs.z/36EXTRA/TINE

s.8/gstg

PREDICTIONTII{E12r35

23.25,/FF+E0?5.Oce

oTENP/TROPO-34/360I9r/

CRZ l . I INI)3t8' /060

@

7-5

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@ CRZ WIND - A cruise wind can be entered only if a CRZ FLhas been defined for to the SEC F-PLN.

@ CG - Center of Gravity cannot be changed.

For predictions to be calculated, the following conditions must bemet for both the ACT F-PLN and SEC F-PLN:

1. Laterally, during preflight, the origin airports must be the same.During flight phases, the SEC F-PLN must be made by a COPYACTIVE and the first leg of the SEC F-PLN must be identical tothe active leg of the F-PLN.

2. Vertical profiles must be identical, during takeoff or climb. Duringcruise, the cruise flight levels must be identical and predictionsare not available when descent or approach is the active phase.

The following items are modifications that may be made specificallyto the secondary flight plan:

. Speed constrainUlimit

. Altitude constraint

. Cruise flight level (preflight phase only)

. Forecast wind/temperatures

. Cost indexo Strategic mode

Any of these modifications will cause the secondary flight planpredictions to be recalculated.

7.1.4 SEGONDARY MODE Page

The SECONDARY MODE page is shown in Figure 7-4. Strategic modeselection and predictions for the SEC F-PLN are made on this page.

For engine out predictions (copying engine out active F-PLN) the titleSEC ENG OUT MODE is displayed. The COST INDEX may bechanged via the SP and FE| of Figure 7-4. lf the Cl is undefined,brackets ([ ]) will be displayed. The company route or a pilot entrydefines this field. All other information remains unchanged.

7-6

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SECONDARY MODEINIIEX

AT DESTEFOB

?3.?5

FUEL

TI}IE

GOEEGE60@

@

Figure 74

7,1.5 SEG DES FOREGAST Page

This page is identicalto the active flight plan. (See Section 3.4.6.3.)

NOTE: lf the primary destination is cleared or changed toother than a runway at the destination airport, allprevious wind entries on this page are deleted.

Figure 7-5

GOEE6EEE)6Em

SEC DES FORECAST

ALT . / } I INIII J/E ) . / t l

t 1/ l 7" /E l

I J/E 7"/ t l

LGAT , / I ] ' / I 7

7-7 Rev 1 Dec/93

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SEC F-PLN Tree

SEC INDEXCO RTE FROil / TO

LSGG/LGATFUEL

<SEC F-PLN PRED)

COPY ACTIVE MODE)

CLEAR SECCRZ FL DESFL31 FORECAST>

*ACTIVATE SEC

FRor SEC )

Rf^t05 0@g@ --- / tALg(SPD)

(LI f l ) s4 ?5Ot FLI6Oco48.

SPR ss 3rs/+ TOOOFRISN

FRI r l " t rL?4su65

,. l IL 15 eo/ r tgee

(I /C) rs " / FL37O1J

co48'5FK

(SPD)(LIM)

FRISN

FRIu65

HIL

( r /c)u66A

ZUE

Drsr SEC )HIND

-r4 g9g. /sgsI

3s/sBs.-33 ggg. /g5g

37-5e " / "

e-5e " / "

4e

1t

EBEOEOEO@

EE)EE@

60@

@

GEEEGDGOu||

@

EDGD606D6D

FUEL PREDICTIONAT 6i lT EFOB

LGAT 1tO4 9.1

LGTS 6.80i FoB

L?7.4 1A.50/FF+F8RrE RSV/Z9.5/s.sF I IALET I } IE IE I{P/TROPO

e . z/OO3O --- / sesgs€xtRA/Ttf iE CRZ t{ lND

4 , g, / oosS --- ' / - - -

SECONDARY I '4ODECOST INDEXlO

^T DEST

TI}, IE EFOSECON 12135 ?3.?5

r I I FUEL

ItN r t f fE

SEC I ]ES FORECAST

ALf / ! l tND

r ) / t ) ' / t 1

t ) / t - ) ' / t l

t J / t ) ' / t l

LGAT , / t ) ' / t I

Figure 7-6

7-8

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-a

a

a

a

a

a

o

a


7,2 REFERENGE INDEX

In the REF INDEX section the following items will be covered:

DEFINED WAYPOINTS to include oceanic waypointsWAYPOINTS and NEW WAYPOINTSCLOSEST AIRPORTSSENSOR STATUS

DEFINED NAVAIDS/NEW NAVAIDSACARSAIDSMaintenance

Accessing the [*;l key selects Figure 7-7. From the REF INDEXpage, pressingFEl (DEFI NED WAYPOI NTS) accesses the DEFI N EDWAYPOINT page where pilot-defined waypoints are displayed andmay be deleted.

GE]EEEBEEEEGE

Figure

From the [*;l pagemay be accessed by

7-7

the AIRCRAFT STATUSpressing [sT].

REF INDEXI IEFINEI! I IEFINED

<,. IAYPO I NTS NAVA I DS >

<HAYPOINTS NAVAIDS>CLOSEST

<AIRPORTS ACARS>

(SENSOR STATUS AIDS>

<A/C STATUS MAINT>

NOTE:

7-9

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7.2.1 Defined Waypoints

The Place/Distance (PD) waypoint (also known as an along trackoffset waypoint) is a pilot-defined point, a given distance before orafter an existing flight plan waypoint, and on the existing flight plantrack. A PD waypoint is located before the waypoint if a minus (-) isused and after the point if a plus (+) is used. For example, by typingZUEI-\O in the SP and pressing the left LSK abeam ZUE, the PD01point 10 NM short of ZUE is generated and inserted into the F-PLN.See Figures 7-8 and 7-9. PD01 is the first (01) of 20 possible pilot-definable waypoints.

rsH

Figure 7-8Place/Distance Waypoi nt

Figure 7-9

EDED

EDGD

@

EE@gE

@

EDEDEDEDED

GD

7-10

@

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A31O FMS PILOT'g GUIDE

The referenced waypoint may not be the "From" waypoint. Also,when proceeding "DIRECT TO" a waypoint, a PD waypoint cannotbe created short of the TO waypoint. A discontinuity is never insertedsince the point is along an established route. The PD point cannotbe created closerthan 1NM to a waypoint or less than SNM from theaircraft present position.

A Place/Bearing/Distance (PBD) point (i.e., ZUEl36Ol17) may becreated in a similar manner as a PD point. The PBD02 pointbecomes one of the pilot-definable waypoints. For example, PBD02is created in Figures 7-10 and 7-11.The EFIS should be reviewedwhen clearing the DISCON and establishing further routing.

rsH

GDEDGD

GD

GEGEGO60GE(m

GDEDEDED

Figure 7-11

Figure 7-10

@)

7- 11 Rev 1 Dec/93

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A LAT/LONG waypoint (i.e., 4730.3N/00810.1E) may be generatedthe same as a PD or PBD point. lt will be called a LL point and usesthe next number in sequence when entered directly on the F-PLNpage. For example LL03 is generated and displayed in Figures 7-12and 7-13. Another DISCON must be cleared.

Figure 7-13

Individualwaypoints may be deleted by using @ in the SP and FE|unless they are in the F-PLN. With only one waypoint to delete thedisplay changes to the WAYPOINT page (see Figure 7-14). PressingtEE-l DELETE ALL will delete allwaypoints not strung in a flight plan.

GDEDEDED6D@

Figure 7-12

DEFINED hIAYPOINTIDENT

PBDO 1LATlLONG

4037 .ON/O??56.5EPLACE/ BRG . / I t ISTMKR/345 .O" /6.O

NAYPO I NT >

DELETE ALL

7-12

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HAYPO i NT

l"IAYPO I NTIDENTZUE

LATlLONG374?.ON/O?351 .4E

Figure 7-14

Access to the other pilofdefined waypoints in Figure 7-13 must bemade through (Zn-t and [gR't LSKs. Figures 7-15 ind 7-16 show 2/3and 3/3 pilot-defined waypoints.

CDED@

EB@

GD

DEFINED NAYPOINT ?/3IDENT

PBDO?

A7slihI.,t ibEdEs.er NEXr>Zbt iEt ts .612 t i :A ' pREV >

hAYPo if i l >DELETE ALL

Figure 7-15

H€[EE@

GE

7- '13

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6DGO

(iD

EDEDED@

@

GE)EOGE

DEFINED , , IAYPOiNT 3/gI I !ENT

LLg3LAT LONG

4730.3N/OAUO. tE NEXT>

PREV>

NAYPO IfrI >DELETE ALL

c6031 i #

€r

Figure 7-16

Up to 20 pilot-defined waypoints may be created using entryprocedures and/or the NEW WAYPOINT LSK @.

7.2.1.{ Loading/VerifXring Oceanic Waypoints

For oceanic flights, over-ocean waypoints should be loaded by onepilot and verified independenily by the other pilot. proceed as follows:

e All oceanic waypoints are entered through the Defined waypointspage that is accessed through fhg I REF I ksy.

o AII oceanic waypoints are "named" with a 5-digit name whendefining each waypoint. For example, the waypoint N5300.0/W1 500.0 should be named 53N 1 S; the waypoint NSSOO.OAru2OOO.Oshould be named 55N20. In this way, meaningfulwaypoint nameswi l l appear on the f l ight p lan page and on the ND rather thanLLO1, LL02, etc.

o when defining oceanic waypoints, be sure to load minutes digitseven though they are zero. Forexample, to load N5300.0Aff1S00.0,i t is necessary to press N,5,3,0,0,/,W,1,S,0,0.

7-14

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lf the tenths of a minute digit is not zero, it must also be entered,preceded by a decimal point. The N or S and W or E may be enteredeither before or after the digits.

o After all oceanic waypoints are loaded and named on the DefinedWaypoints page, they should be entered into the Flight Plan page,in proper sequence using the waypoint names.

. The pilot who verifies each oceanic waypoint must check the exactlatitude and longitude of each waypoint using the DefinedWaypoints page.

NOTE: lt is a good technique to have the waypoints verifiedby the other pilot prior to entering them on the FlightPlan page. ln this way, if an errorwas made in defininga waypoint, the waypoint can be deleted and re-entered correctly. A waypoint that has been enteredinto the active or secondary flight plan cannot bedeleted from Defined Waypoints unless it is firstremoved from the Flight Plan.

Figure 7-17

lf a non-collocated VOR/DME is entered as a waypoint within theflight plan, always use the LAT/LONG of the VOR Navaid as the fixedwaypoint. Attempted entry of more than 20 points results in the firstpoint entered being dropped unless it is in the active flight plan.

GOEE@

EE@

(m

GDED6DED6DGD

7- 15 Rev 1 Dec/93

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7.2.2 WAYPOINTS/NEW WAYPOINTS Page

Pressing the [-"*-l key selects Figure 7-18. From the REF INDEXpage, pressi ngfitr| (DEF I N ED WAYPOI NTS) accesses the DEFI N EDWAYPOINT page where pilot-defined waypoints are displayed andmay be deleted. Pressing DELETE ALL ( @ on Figure 7-16)deletes all waypoints previously defined by the pilot whereupon thedisplay changes to the WAYPOINTS Page (shown in Figure 7-14).lf any defined waypoints are within the active F-PLN or SEC F-PLN,they are not deleted and message F-PLN WPT/NAV RETAINEDis displayed.

usH

Figure 7-18

Pressing [4n-l on the DEFINED WAYPOINT page provides access tothe NEW WAYPOINT page found in Figure 7-19.

@

GBEEgE)

6EGE

@

EDED@

REF INDEXDEFINED I}EFINEI)

<,. IAYPO I NTS NAVA I DS >

<,. IAYPO I NTS NAVA I DS >CLOSEST

(AIRPORTS ACARS>

<SENSOR STATUS AII ]S>

<A,/C STATUS MAINT>

7- 16

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f4Tl (DEFINED WAYPoTNT Page)or

Figure 7-19

On this page, instead of using PD, PBD or LL for the IDENT, the pilotmay name the waypoint with any combination of alphanumerics. lfa duplicate name is generated, the DUPLICATE NAMES displayappears when the waypoint is next accessed.

When a LAT/LONG is entered in tZD via the SP, the PLACE/BRG/DIST field is no longer displayed. lf a PLACE/BRG/DIST is enteredin @, then the LAT/LONG is calculated and displayed in@ above.

lf a runway is entered in the format of RW16R, then the boxesassociated with LSK iZn (ELV), @ (LENGTH), and GD (CRS) aredisplayed and must have data entered to become a defined runway.lf the runway length is displayed in meters, a small "M" appears tothe right of the number. Figures 7-20 and 7-21 show all RW datainserted and the ENTER Gnl prompt which creates the point as oneof the 20 pilot-definable waypoints.

rsrg

EBEEEEgE)

EO@

(REF INDEX, no waypoints defined)

NEH HAYPOINT

LATlLONGrTTT.E/PLACE/ BRG /DISTrTrTn,/ErE.E. /ETTE. E

7- 17 Rev 1 Dee/93

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ASIO FMS PTLOT'S GUIDE

rsH

Figure 7-20

NE'.I ' . . IAYPOINTIDENT

Rl,. l16RLAT/LONG

4754.5N/OO845. IE

ELV?580

LENGTH?760

cRs157' ENTER

Ftgure 7-21

The defined runway may be used as an origin or destination, butthere will not be any SlDs or STARs available for the runway. Theassociated LAT/LONG of the RW is assumed to be the runwaythreshold point. Defining a runway in this manner may be used toestablish an airport not in the NAV DATA base for arrival anddeparture operations.

@

EE@

EE6E@

@@D6D

GD

@

EEEE6EEE@

EDEDEDED6D(o

NE'. I ' . IAYPOINTIDENT

Ril16RLAT,/LONGrrrn.E/

PLACE/ BRG /DISTrrrff-]/rrT-I. tr. /rrrrl. tr

ELV

LENGTHfTTTlN

cRsrT-[-'loRr.t 16R

7-18

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REF INDEXDEFINEI ' DEFINEI)

<,. IAYPO I NTS NAVA I DS )

<NAYPOINTS NAVAIDS>CLOSEST(AIRPORTS ACARS>

<SENSOR STATUS AIDS>(A,/C STATUS MAINT>

Figure 7-22

7.2.3 Glosest Airports

The CLOSEST AIRPORTS page of the REF TNDEX provides ameans of reviewing the flve airports in the navigation data base thatare closest to the current aircraft position. pressing @ of FigureT-22selects the CLOSEST AIRPORTS page shown in Figure 7-23.

CLOSEST AIRPORTSBRG DIST

LFLL ?38' /53

LFLS ?L5' /6?

LFSA 6?6. /93

LFSB O38" / rOO

LIMC TTO'/L16

RETURN >

Figure 7-23

7- 19

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ICAO identifiers of those airports and their bearing and range arelisted in order of increasing distance with the closest airport in @Only airports that are between 2 and 2000NM from the aircraft willbe displayed. lf no airports are found within 2000NM then NONEWITHIN 2000NM is displayed on the CDU. No entries or changes areallowed on this page.

7.2.4 SENSOR STATUS Page

The SENSOR STATUS page of the REF INDEX provides informationon the status of the devices that provide sensor inputs to the FMC.The status of each sensor for the current flight leg and the previoussix flight legs in which a failure occurred may be viewed by using the@ key The left two-digit number in the title field denotes the flightleg during which a failure occurred. In @ data field, 1 = left side ofaircraft, 2 = right side of aircraft, and 3 = center. (See FiguresT-24and 7-25.)

rsH

GOEDED

GD

EE)EE€EEEGE@

Figure 7-24

REF INDEXDEFINED I}EFINEI)(HAYPOINT NAVAIDS>

<HAYPOINT NAVAIDS>CLOSEST

< A I RPORTS


<A,/C STATUS

7-20

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IRSFFFO

SENSOR STATUS )13?

FAILFAIL

FAIL

INDEPENDENT OPERATION

c6121 1{

Figure 7-25

Sensor types are listed in the order of their display priority:

SENSOR SENSOR

IRS/AHRS Inertial Reference ILS lnstrument Landing System 1

ADC Air Data Computer 2 VOR VHF omni-directional ranoe 'I

EFIS-CP EFIS Control Panet z', CLOCK GMT 1 2

TCC Thrust Control data bus DME Distance Measuring Equip. 1

FAC Flight Augmentation Computer 1 CDU Conkol Oisolav Unit fault 1

FF Fuel Flowfrom EMUX 2 FMC FMC tault 1

FQ Fuel Quantity FMC S/!V FMC Software fault I

FCU Flight Control Unit J DIS-IN FMC inpul discretes I

I INDICATES ONLY THE ONSIDE SENSOR IS DISPLAYED IF FAILED c61210#

lf the SENSOR STATUS page is accessed while the FMC is inindependent operation, the message INDEPENDENT OPERATIONis displayed and automatically cleared when exiting the SENSORSTATUS page.

7-21Ltse or disclosure of the information on this bade is slrbie.J l^ thA '-

@

EEGBGts6EGE

GD@

GB6D

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7.2.5 DEFINED NAVAIDS/NEW NAVAIDS Page

A new NAVAID may be added to the data base using DEFINEDNAVAIDS fiE-lof the REF INDEX and then selecting NEW NAVAIDl?trI. lf there are no navaids defined, pressing IrE-lgoes directly to theNEW NAVAID page. Up to 20 navaids may be defined by the pilotand added to the data base (see Figure 7-27).

| ' i -

-gt !6J \+/ I I

* trt{l

EEEE]6E@

[gH

@

EEGEEE)6E@

GDED6DED

Figure 7-26

NEIÎ NAVAIDIDENT

ZUELATlLONG

4735.6N/9984?. LEFREO

t |s .OA

CLASSVORTAC

Figure 7-27

REF INDEXDEFINEI! I IEFINEI)

< NAYPO I NTS NAVA I I ]S )

<NAYPOINTS NAVAIDS>CLOSEST

( A I RPORTS


<A,/C STATUS MAINT>

7-22

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NOTE: When the 20 navaids or20 waypoints are defined, themessage LIST OF TWENTY lN USE is displayed onthe CDU.

While data lines, @, @, and [gD are self explanatory, [dl'|, theCLASS is entered as a:

VOR VOR only ILSDME Collocated ILS and DME

DME DME oT TACAN VORTAC Collocated VOR and TACAr\

VORDME Collocated VOF/DME LOC Localizer

c61261#

Figure 7-28

ln Figure 7-29 after the CLASS is entered, @ ELEV is displayed(except VOR) and Gfl FIG of MERIT is displayed (except LOC) andmay be entered. For Figure of Merit information see Figure 7-29.

Figure 7-29

lf no FIG of MERIT is entered, 2 is used as a default value. lf theSTATION DEC (magnetic variation) is displayed as it is for a VOR,VORTAC, orVOR/DME, a value must be entered. When all requireddata entries are made, theGF) ENTER prompt is shown (see Figure7-29) and when pressed the data is entered into the data base.Leaving this page without pressing ENTER, deletes entered data.

7-23Use or disclosure of the infomation on this oaqe is subiect to fhe ra.lddi^-- ^- 'L-

t:''-

NEIÎ NAVAIDIDENT STATION DEC

ZUE LgELATlLONG

37 42.ON/O?351 .4EFREO

r15.gaELV

t?oocLASS

VORTACFIG OF }, IERIT

I?1 ENTER

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7,2.6 AGARS

General: The Aircraft Communications Addressing and ReportingSystem (ACARS) is a means of transferring data to and from aircraftvia exist ing communication l inks, ( i .e., VHF and HF radio). Thissection describes the ACARS interface for the Honeywell A310/4300-600 Flight Management System (FMS). See Section 3.2.1.1.

This FMS/ACARS interface definition involves the following:

1 . The ground station's abil i ty to uplink the f l ight plan, load, predictedwind, and position request information to the FMS aboard theaircraft.

2. The FMSs ability to downlink the flight plan, load, predicted windrequests, and position reports to the ground station.

7.2.6,1 AGARS Page

An example ACARS page is shown in Figure 7-30.

1. Access - Line select key @ on the Reference page.

2. Purpose - To initiate ACARS downlinks, display status of FMCACARS interface, and display and modification of certain data tobe present in ACARS downlinks.

3. Data Fields:

ROUTE - Pressing this LSK initiates an ACARS Flight PlanRequest (FPR) downlink. l f a val id entry has not been madein [tFl, the downlink shall not be init iated. l f an ACARSdownlink is in progress, the downlink shall not be init iated.

T/O DATA - Pressing this LSK initiates an ACARS LoadInformation Data (LlF) request downlink. l f a val id entry hasnot been made in [ZR], the downl ink shal l not be in i t iated.l f an ACARS downl ink is in progress, the downl ink shal l notbe init iated.

@

@

7-24

Chatvi AP45

p.344


ACARS

ROUTE

T,/O DATA

POS REPORT

hIIND PLAN

*IÎ IND CH6

CO RTELSGGLGATE9

Rl. IY33L

F-PLN,/FLACT FL37O

STATUSREADY

GDEEEOEE6EGE

[DEDEDED6DGD

@

@

Figure 7-30

POS REPORT - Pressing this LSK initiates an ACARSPosition Report (AEP) downlink. lf an ACARS downlink is inprogress, the downlink shall not be initiated.

WIND PLAN - Pressing this LSK init iates an ACARSPredicted Wind Data (PWD) request downlink. Selecting [+u]generates a PWD downlink to request wind data for planning.lf an ACARS downlink is in progress, the downlinkshallnot beinitiated. lf a valid entry has not been made in [7-n], thedownlink shall not be initiated.

@ WIND CHG (*WIND CHG) - Pressing this LSK init iates anACARS PWD request downlink. Selecting fsti generates aPWD downlink to request wind data for incorporation into theselected fl ig ht plan. lf [4n-] contai ns "ACT", the prompt d isplayedforGD is "{rWlND CHG'and thewind data requested shallbeused in the active flight plan. lf Gn-l contains "SEC", the promptdisplayed for[sT] is "WIND CHG'and the wind data requestedshall be used in the secondary flight plan. lf a valid entry hasnot been made in @, the downlink shall not be initiated. lf anACARS downlink is in progress, the downlink shall not beinitiated.

7-25I lc.

^r dic.l^crrF

^f ihA i^hm+i^n

^n thi.

^.da i. at rhiad ra th^

-^_rr_a:- -

Chatvi AP45

p.345


@

@

@

@

CO RTE - The company route input by the pilot to betransmitted in FPR downlinks when this LSK is pressed.

RWY - The runway input by pilot to be transmitted in LIFrequest downlinks.

F-PLN/FL - The flight plan type and flight level input by pilotto be transmitted in PWD request downlinks. lf @ displaysbrackets, a flight plan type and a flight level must be entered;otherwise, a flight plan type and a flight level may be enteredindividually or together. Flight plan type entries are either'ACT" or "SEC".

STATUS - This line identifies the status of FMGACARS interface.

7.2.6,2 AGARS TAKEOFF Page

Example TAKEOFF pages are shown in Figures 7-31 and 7-32.

1 . Access - @ keywhen the aircraft is in the DONE, PREFLIGHT,TAKEOFF phases. lf this page is displayed when the flight phasetransitions to CLB, the page will not automatically change to theAPPR page.

2. Purpose - To display or modify necessary takeoff parameters.

3. Data Fields:

These fields' contents may be altered by a change in takeoffparameters, a runway being entered in @, or a LIF uplinkbeing received. See sections below for specific operations ofthese fields. Manual entries in these fields shall be cleared whenthe takeoff mode is changed or a runway is entered in @ lfvalues exist for the new takeoff mode or runway, these valuesare displayed; othenuise, boxes are displayed in these fields.

@@

7-26

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p.346


When a LIF uplink is received and values from a previousuplink are displayed in these fields, boxes or values frofn theuplink are displayed. lf the uplink just received contains valuesfor the lt-R]runway, but did not contain values for the currenttakeoff mode, boxes shall be displayed in these fields. lfvalues for the current takeoff mode and fiE] runway arereceived in the uplink, the values received forthese fields shallbe displayed.

lf an LIF uplink is received when a runway has not beenentered in [1r-l and the first runway in the uplink has data forthe current takeoff mode, the first runway's values for theseflelds shall be displayed.

v1

VR

v2

FLPF=163

SLATS=195

VFTO0=236

TAKEOFFl ! : '

SLAT/FLAP- - / - -TRI}I

RETR

RETR EO

RIIY

THR REI)?87,,

ACCEL437 g

EO ACCEL?a7 g

THR REO247 S

APPR >

Figure 7-31

7-27llse or disclosrrre df thc infarmati^n

^n fhi< d.da ie e"hiAd 1^ rh^ -^-r_:_^r-

Chatvi AP45

p.347


TAKEOFFVl FLEX R]. IY

Lgg +O47 33L02VR SLAT/FLAP THR RED

115 6/ tg ?87sV? TRII . I ACCEL

l3g +O.4 437 sFLP RETR ED ACCEL

F=163 ?a7 sSLAT RETR ED THR REO

5=196 ?s7 sVFTO

0=236 APPR>

c60328#

Figure 7-32

Vl - The airspeed input by pilot or received in an ACARS LIFuplink. Entries received via an ACARS uplink shall besuperseded by manual entries. This parameter is output onthe EFIS bus for display on the PFD.

VR - The airspeed input by pilot or received in an ACARS LIFuplink. Entries received via an ACARS uplink shall besuperseded by manual entries.

V2 - The airspeed input by pilot or received in an ACARS LIFupl ink. Entr ies received via an ACARS upl ink shal l besuperseded by manual entries.

FLP RETR - Flap Retraction Speed. This value is calculatedby the FMC but may be changed by the pilot. lt is alwaysdisplayed in LARGE font.

SLT RETR - Slat Retraction Speed. This value is calculatedby the FMC but may be changed by the pilot. lt is alwaysdisplayed in LARGE font.

VFTO - Final Takeoff Velocity. This value is calculated bythe FMC but may be changed by the pilot. lt is alwaysdisplayed in LARGE font.

GEEE@

EE}@

@

@

EDED

EDED(ED

@

@

@

@

@

@

7-28

Chatvi AP45

p.348


@ RWY - Runwayinputbythepilotorreceived inan LIF uplink.This field displays boxes until a pilot entry is made or a LIFuplink is received. lf an LIF uplink is received and [Tn-l does notcontain an entry, the first runway in the uplink shall be input.

@ THR RED - Thrust Reduction Alt i tude (THR RED ALT)rounded to the nearest 10 feet.

@ AGCEL - AccelerationAlt i tude(ACCELALT) roundedtothenearest 10 feet.

@ EO ACCEL - Engine Out acceleration altitude (EO ACCELALT) rounded to the nearest 10 feet.

@ EO THR RED - ENG OUT Thrust Reduction altitude (EOTHR RED) rounded to the nearest 10 feet.

@ APPR - This LSK allows access to the APPROACH page.This prompt is only displayed if there is a primary destinationin the active F-PLN.

@ These fields display dashes until either the default values or@ a pilot entry is made. The pilot may enter these values and

once the pilot has entered the value, the FMC will not changethe entered value to the default value unless the field iscleared.

Entries are al lowed only while the f l ight phase if PREFLIGHT. Oncethe flight phase transitions from PREFLIGHT, entries are rejected.

1c FLEX - Flex temperature shall be displayed when the flextakeoff mode is selected and an ACARS uplinked flextemperature was received for the runway entered in [1il. lf aflex temperature is available for the runway in IrFl, but the flextakeoff mode is not chosen, "AVAIL" shall be displayed. lf aflex temperature is unavailable, "NONE" is displayed. lf arunway has not been entered in [TF-!, dashes shallbe display-ed. The flex temperature in tc shall be displayed when a flextemperature is received for the runway in @ and the flextakeoff mode is chosen.

7-29

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AS|O FMS PILOVS GUIDE

2c SLAT/FLAP - Slat and flap settings shall be displayed whenACARS uplinked values are available for the runway enteredin @. lf slat and flap settings were not received, a runway hasnot been entered, or the flex takeoff mode is selected and flexdata was not received for the runway in FE-|, dashes aredisplayed.

3c TRIM - Trim settings are displayed when ACARS uplinkedvalues are available for the runway entered in @. lf a trimsetting was not received, a runway has not been entered, orthe flex takeoff mode is selected and flex data was notreceived for the runway in @, dashes are displayed.

7.2.6.3 ACARS Messages

An ACARS message, uplink or downlink, can contain only onemessage type. The message types are identified by three-characterlmbedded Message ldentifiers (lMl), which precede the messagecontents. A message can have several data elements. Theseelements are identifled bytwo-character lmbedded Element ldentifiers(lEl), which precede the element data. lmbedded elements areseparated by a slash ( / ) preceding the lEl.

lMl Downlink Message Content Uplink Message Content

AEP Fixed Format Position Request for Position ReportReport with Time, Alt i tude, Downlink at waypoints inTemperature, Wind anda variable flight plan lengthmessage

FPR Request for Flight Plan, Flight Plan and Performancei.e., Company Route and InformationFlight Level

LIF Request for Load Informa- Load Information and Take-tion at a Runway off Reference Information

PWD Request for Cruise Winds Cruise winds at waypointsfor Flight Plan Waypoints and/or descent winds at

alt i tudes

7- 30

Chatvi AP45

p.350


lf an FPR message containing performance data is received whileNOT AIRBORNE, the advisory scratchpad message ACARS PERFDATA is displayed. The ACARS PERF DATA message can becleared by pressing the@ key. The ACARS ROUTE DATA messageis displayed after the ACARS PERF DATA message is cleared.

All applicable pilot-entered performance values are overwritten byACARS values.

The FPR data shall propagate into other CDU pages, programpredictions, and calculations in an identical manner to CDU-entered data.

lf the FPR message is received while in the air, the ACARS PERFDATA message appears onlywhen any of Cruise Temperature (CT),Cruise Altitude (CL), Cruise Wind (CW), and Tropopause Altitude(TA) elements are sent.

7.2.6.3.1 Uplink Messages (MU to FMC) An uplink message canbe received by the FMC as a result of an unsolicited initiation by theground station or as a response to a crew-initiated flight planrequest, via the CDU ACARS page. An ACARS message cancontain one of four message types, each of which willbe discussedindividually.

7.2.6.3.2 System Message Logic When a FPR uplink is received,the FMC loads flight plan data derived from the RT data into the SECF-PLN. lf the SEC F-PLN has existing flight plan data, the ACARSflight plan data will replace it.

A CDU alerting scratchpad message shall be generated, after theintegrity of the message block has been established and beforeindependent text processing begins on a received FPR, to alert thecrew about the RT data. This message shall be:

"ACARS ROUTE DATA''

The message can be manually cleared using the @ key.

7-31Llse or disclosu'e of lhc informelidn dn lhis mde is

'rrhid r^ rtsa _-';_!:--_

Chatvi AP45

p.351


lf an error in the RT data is detected by CDU software, the dataprocessing ceases and the proper error message is displayed. lf anerror is encountered, the crew should request the FPR uplink againvia the CDU ACARS page.

7.2.6.3.3 Fl ight Plan (FPR) (Uplink) The FPR uplink can be re-ceived both on ground and in air. lt consists of flight plan datafollowed by performance data. lt can be an unsolicited uplink fromthe ground station or a response to a crew-initiated request. Anunsolicited uplink will be ignored unless the flight phase is DONE, orPREFLIGHT before "Engine Start". To request a flight plan, a crewmember accesses the ACARS page and selects the appropriateoptions. FPR requests will be further discussed in the downlinksection.

The FPR uplink is a variable format message using several lmbeddedElement ldentifiers (lEl), following the imbedded message identifierFPR. The only required element for an FPR uplink is Route (RT).Optional elements consist ot Zero Fuel Weight (ZF), Cruise Altitude(CL), Cost Index (Cl), Alternate Destination Airport (AN), CruiseTemperature (CT), Cruise Wind (CW), Performance Factor (PF),Zero Fuel Weight Center of Gravity or Gross Weight Center ofGravity (if no trim tank) (CG), Block Fuel (BF) and Taxi Fuel (TG) inany order after an RT.

lf the FPR message does not contain the required element, themessage is processed up to the point of error detection, and theINVALID ACARS DATA message is displayed. l f any of theperformance quantities (zero fuel weight, cruise altitude, etc.) exceedthe entry ranges, the INVALID ACARS DATA message will bedisplayed and processing of the FPR will cease. lf any of theperformance parameters is included several times in the sameuplink, then only the final one is used. The valid processed portionof any FPR containing invalid data wil l be included in the FMC fl ightplan or performance data.

When on the ground (NOTAIRBORNE) performance data elementsare accepted. The exceptions are Performance Factor (PF), CostIndex (Cl) and Block Fuel (BF), that are only al lowed if the onsideTCC is valid, and the flight phase is DONE, or PREFLIGHT before"Engine Start". When AIRBORNE, only Route, Cruise Flight Level,

7-32

Chatvi AP45

p.352

A3'O FMS PILOT'8 GUIDE

Cruise Temperature, Cruise Wind and Alternate Destination Airportare processed. Therefore, the accepted lmbedded Element ldentifiers(lEl)fol lowing an FPR in the airare RT, CL, TL, CT, CW, and AN. Anyadditional performance data included in the uplink is ignored.

7.2.6.3.4 Predicted Wind Data (PWDI(Uplink) The PWD uplinkcan be received while either on the ground or in the air. lt can be anunsolicited uplink from the ground station or a response to a crew-initiated request. An unsolicited uplink will be ignored unless theflight phase is DONE, or PREFLIGHT before "Engine Start". Torequest a PWD, a crew member would have to access the ACARSpage, and select the appropriate options. PWD requests will befurther discussed in the downlink section.

The PWD uplink consists of two PWDs: the Enroute Winds (ED)and the Descent Winds (DW)

The CDU advisory message ACARS WIND DATA will be displayedin response to a PWD uplink. Uplinked wind data is entered intoeither the ACT or SEC F-PLN only at pilot selection on the ACARSpage. The data is entered only into the primary part of the flight planand not the alternate.

7.2.6.3.5 Enroute Winds (ER) ER text defines wind velocity andbearing at cruise waypoints. ER data is assumed to be at the currentcruise altitude. An optimal message (215 free text characters) allowsthe maximum number of ER waypoints to be 19 if DW text is notappended or 15 with DW data for four flight levels.

The variable field consists of text that has been entered in thescratchpad prior to manually-initiated downlink. The variable field isnull for automatic position reports.

7.2.6.3.6 Descent Winds (DW) DW text defines wind velocitiesand bearings at specified flight levels.

The DW text element is a fixed format field consisting of ninecharacters per flight level. The flrst three characters define the flightlevel (units: hundreds of feet). The next six characters define thewind vector; the direction the wind is coming from, in degrees,followed by the wind magnitude, in knots.

7-33

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7.2.6.3.7 Predicted Wind Data Requests (PWD) (Downlink) AnACARS downlink PWD can be transmitted while eitheron the groundor in the air, A PWD downlink will request wind data at a selectedaltitude for flight plan waypoints. The message can request eitherwind for actual use orwind for planning. The response to a planningrequest will go to the aircraft printer and not to the FMC. The responseto an actual request will go to the FMC for use on the ACT or SEC F-PLN pages (accessed vis thsfil-lkey orthefffi] key and SEC F-PLNprompt on the SEC INDEX page) orthe DESCENT FORECAST page(accessed via the DES FORECAST prompt on the PROG page) asappropriate.

From the ACARS page, a F-PLN type (ACT or SEC) and three-character flight level, separated by a slash, is entered into [a-Fl.

Examplel ACT/350Active F-PLN. F1350

Example2 SEC/090Secondary F-PLN, FL090

lf an entry has already been made, a F-PLN type alone orfl ight levelalone will also be accepted as a valid entry. For example, if field [ZnldisplaysACT/350 and /370 is entered, the displaywillchangetoACT/370. This identifies the flight plan and flight level for which data isbeing requested.

Pressing[?D or@ (Wind Plan orWind Change) init iates an ACARSdownlink PWD.

lf no F-PLN/FL exists in @, pressing @ or GD causes a "NOTALLOWED" message to be displayed at the CDU.

The lastentry intoGn] is retained unti lf l ightcompletion, orunti la long-term power interruption occurs.

7-34

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A31O FMS P'LOT'S GUIDE

A PWD message consists of the entered flight level and theremaining waypoints (maximum of 39) in the flight plan selected inl?tr|. lf there are more than 39 waypoints in the flight plan that satisfythe PWD downlink criteria, the first 39 waypoints will be used,

7.2,7 AIDS Page

An example AIDS page is shown in Figure 7-33.

1. Access - LS key on REF INDEX page

2. Purpose - Allowsflight crewto enterdata into theA|DS systemthrough the scratchpad.

3. Data Fields:

@ DAY/MONTH - lf the date transmitted by the clock is valid,then it is the default value for this field. Otherwise, the fielddefaults to boxes. ln either case, a pilot entry of DAY/MONTHreplaces the default value. Clearing the field reverts thedisplay to the appropriate default. Leading zeros are displayedon both day and month. For example, an entry of 1/1 wouldresult in a display of 01101. lf a date is displayed on this page,then it is also transmitted on the General Output bus.

GOEE@

@

@

@

DAYlI . IONTHs5/sr

AIDS I IATAt l

Figure 7-33

7- 35Llse or disclosurc of lhe informafidn on this nada is silhia.J h rha

Chatvi AP45

p.355


@ AIDS DATA - Data entered in this field is transmitted on theGeneral Output bus as documentary data. The entry remainsdisplayed and can be updated by a subsequent entry.

7.2.8 MAINT Page

An example MAINT page is shown in Figure 7-34.

1. Access - @ LSK from REF INDEX page.

MAINT

SELF TEST

ANN TEST

<TEST PATTERN(KEY TEST IRS MONITOR)DATA BASEAB?860tOOt t l

TRANSMIT RECEIVE

c60331#

Figure 7-34

lf the MAINT page is displayed when the flight phase transitions fromPREFLIGHT or DONE to TAKEOFF, CLB, CRZ, DES, orAPPR, thedisplay changes to the F-PLN A page.

2. Purpose - Toallowmaintenancepersonneltoselectand performcertain test functions.

3. Data Fields:

@ SELF-TEST - Pressing this LS key initiates the internal self-test of the FMC. During the test, the CDU display is blank. Aftercompletion of the test, (PASS) is displayed adjacent to SELF-TEST. Once this page is exited, the (PASS) is no longerdisplayed on subsequent accesses.

@

GEEEEO6E@

[D@D6DEDEDGD

7- 36

Chatvi AP45

p.356


@ ANN TEST - Annunciatortest. Pressing this LS key lights allfour annunciators on the CDU front panel and the promptCANCEL is displayed in line [7n1. Pressing LS key [Zn-twhileCANCEL is displayed turns off the four annunciator lights andremoves the CANCEL prompt. lf the annunciator test is notcanceled manually, the annunciator lights are automaticallyturned off after 8 t 2 seconds.

TEST PATTERN - Pressing this LS key causes the CDUTEST - TEST PATTERN page to be displayed.

KEY TEST - Pressing this LS key will cause the KEY TESTpage to be displayed.

7.2.8.1 TEST PATTERN Page

An example TEST PATTERN page is shown in Figure 7-35.

1. Access - @ LSK from MAINT page

Figure 7-35

lf the TEST PATTERN page is displayed when the ftight phasetransitions from PREFLIGHT or DONE to TAKEOFF, CLB, CRZ,DES, or APPR, the display changes to the F-PLN A page.

7-37L/se o. disclosure of the infdrmefion on lhis hrde i. s"hiad t^ thA r^^lriJ^

@

@

CDU TEST--TEST PATTERN

ArBsCcDoEeFrGaHx I r J. lKxLr-

MnNr0 oPpSoRnSsT r Uu V vNxXx

Y,r 7z t t ?a3 g 4 c5 sB e7 z 8 e9 s@s< RETURN

7.?=*t l+.c i OOor. t l l t7.?=*[ ]+*e;" / - . ' otra> < ( )1J

Chatvi AP45

p.357


2. Purpose - This page allows maintenance personnel to checkalphanumeric presentation on the CDU and verifo allfields of theCRT and that it can be written on.

3. Data Fields.

This page displays all available symbols on the CDU in LARGEand stvtRtt font. All alphanumeric characters are written on lines@ -@ throughI gn -@ The special characters are displayedon line @ - [e-n-] and in the scratchpad.

@ RETURN - Pressing [?D returns the display to theMAINT page.

7.2.8.2 KEY TEST Page

Example KEY TEST pages are shown in Figures 7-36 and 7-37.

1. Access - Access is from the MAINT page LSK hT).

lf the KEY TEST page is displayed when the flight phase transitionsfrom PREFLIGHT or DONE to TAKEOFF, CLB, CRZ, DES, orAPPR, the display changes to the F-PLN A page.

PRESS LS KEY

c60333#

Figure 7-36

6E]EtsGts6B6E(B

GDEDGDEDEDGD

7- 38

Chatvi AP45

p.358


Figure 7-37

2. Purpose - To allow maintenance personnel to verify correctkey operation on the CDU front panel.

3, Data Fields:

@ Throughout this test, PRESS is displayed in LARGE fontfollowed by a key identifier, which is displayed left-justified.

The first part of the Key Test checks the operation of the LineSequence Keys (LSKs). During this part of the test, the keyidentifier is fixed at LSK and a LARGE font arrow is displayedon the left or right side instructing the maintenance personnelto press the associated LSK. When that particular LSK ispressed, the arrow sequences to the next LSK (flCl throughGD and then fiE]through Gnl ). Correct operation of the LSKsis verified by the arrow sequencing with the button pushes. Anexample of the KEY TEST page when first accessed is shownin Figure 7-36. (The position of the arrow indicates that the testis ready to begin.)

The second part of the Key Test checks the operation of themode keys, and begins after Gn] is pressed at the end of theLSK test sequence. At this point, the arrow is removed and thekey identifier becomes DIR (see Figure 7-37). Pressing the[-orn ] kgy changes the key identifier to MODE. Thus, using thekey titles as prompts, the mode keys are sequenced left to

7- 39

Chatvi AP45

p.359


right by rows with the down slew arrow.l,' as the last key tested.Unassigned keys are not tested. On pressing the down slewarrowf-il key, the display returns to the MAINT page. Correctoperation of the mode keys is verified by the key identifiersequencing with the button pushes.

lf a LSK or mode key is pressed out of sequence, then the keyprompt does not increment. The only exception to this rule isthe down slew arrow [-1-l key.

Pressing the down slew arrow [I-l fey at any time during theKey Test terminates the test and returns the display to theMAINT page.

7.2.8.3 IRS MONITOR Page

The IRS MONITOR page provides IRU drift rates and terminalground speed readings at the end of a flight. The page may beaccessed on the ground only by pressing the [-"*-l key selecting themaintenance @ (see Figure 7-38) and pressing [4n] associatedwith the IRS MONITOR prompt (see Figure 7-39). The page cannotbe accessed during flight and if displayed when the transition frompreflight is made, the F-PLN page A is displayed.

EDED€DEO6D

EEEEGEEEf f i6n

* gt{l

Figure 7-38

REF INDEXDEFINED I IEFINEII

<NAYPOINTS NAVAIDS)< I,. IAYPO I NTS NAVA I DS >

CLOSEST<AIRPORTS ACARS>


<A/C STATUS MAINT>

@

7- 40

Chatvi AP45

p.360

ASIO FNilS PTLOT'S GUTDE

MAINT

SELF TEST (PASS)

ANN TEST CANCEL<TEST PATTERN(KEY TEST IRS MONITOR>

Figure 7-39

IRS MONITOR

DRIFT RATEIRU1 O.?

IRUE O.3

IRU3 O.I

RETURN >

Figure 740

After the pilot has begun his takeoff roll and the ground speed isgreater that 120 kts or the oleo strut indicates that the aircraft isairborne, the takeoff time and the bearing and distance from theFMC position to each IRU position are stored in FMC memory. Afterthe aircraft has landed and the ground speed is berow 60 kts and theoleo strut indicates on the ground, the FMC once again measuresthe land time and bearing and distance from the FMC position toeach IRU position and records it in memory. By resolving the twobearings and ranges for each IRU into total drift and then dividingby the trip time, the average drift rate for each IRU is calculated anddisplayed. The value is rounded up to the next whole tenth of aNM/hour.

7- 41

Chatvi AP45

p.361

A37O FMS PILOT'T GUTDE

Since drift rate, Radial Position Error Rate (RPER) is Radial PositionError (RPE) divided by time in flight, a Figure of Merit (FOM) for driftrate "evaluation" is a non-linear decreasing function of time. lt is alsostatistical in nature and therefore should be considered over twoflights if practical to establish reliability criteria. Since the FMSsnapshots the data for the drift rate calculations (at liftoff andtouchdown), T is flight time only. The following chart represents driftrate removal criteria for the Honeywell lRU. (See Figure 7- 41.)

1 2 3 4 5 6 7 I 9 10 11 12 13 14 15 16 17 18NAV TIME (hours)

NOTE:Drift Rate is not used as a pedormance criteria for flightsless than one hour. RPE is used instead.

I

c€6E

uJ&4t; -3LL

E2o

1

0

c61212#

Figure 741

The ground speed (GS) displayed on the CDU is the residualgroundspeed for each IRU at engine stop rounded to the next whole NM/hour. lf a valid ground speed is not being received at engine stop,dashes wil l be displayed.

lf ground speed error exceeds 20 knots, the 3-minute Rapid Realignmode is disabled, and the IRU will need to be cycled thru a full 10-minute al ignment. Since ground speed errors continue to build aslong as an IRU remains in the NAV mode, this total time should beconsidered when the pilot evaluates the lRUs performance at theend of a power-on period. lf ground speed exceeds 15 knots for twoflight legs in a row, a full realignment has been performed in betweenthose legs, and total NAV time since full alignment doesn't exceed18 hours, then the IRU should be investigated.

Entries may not be made on this page.The RETURN prompt in @returns the operator to the MAINT page.

Rev 1 Dec/93 7-42

Chatvi AP45

p.362


7.3 ALTERNATE FLIGHT PLAN

The alternate flight plan vertical revisions are similar to the primaryflight plan vertical revisions. However, the following revisions can bemade to the primary flight plan but not to the alternate flight plan.

THR RED ALTACCEL ALTEO ACCEL ALTEO THR RED ALTSTEP PREDTO/APPR parametersTIME CSTRALT CSTRSPEED CSTR

Revisions to the primary flight plan are totally independent of revisionsto its alternate flight plan, with the exception of the following items:

1. Enable Alternate - This is the special revision function thatincorporates the alternate into the primary flight plan.

2. Alternate Origin - The alternate flight plan origin is also theprimary destination.

Additionally the following lateral revisions are allowed in the primaryflight plan but not in the alternate flight plan:

1. SlDs are not strung in the alternate fl ight plan.

2. EOSIDS are not strung in the alternate flight plan.

Lateral revisions are made to both the primary and alternate flight plansin identical manners except for the above restrictions. lf the revise pointis in the ALTN flight plan, the revision is made to the ALTN.

Figure 7-42 is an example of the steps necessary to string thealternate flight plan manually. The process is essentially identicaltostringing the primary flight plan except the last step.

As indicated by the LAT REV from LSGG display, pressing LSK GDwill ENABLE ALTN. The alternate flight plan becomes the primaryflight plan and the display reverts to the F-PLN page.

7-43

Chatvi AP45

p.363


---------+ GDGD@

r9

---"-/

--------->

rg

@---------+

--"--"-

ra--------+

--"-'---

--------l>

ug

Figure742

1750 ,

(r /c) / FL??o

SKL

( r /D)TSL

MKR

---F-PLN DISCONTINUITY--MKR,/345/6 tJ

1150 i

( r /D)TSL

IlKR

PBDO 1_-_F_PLN DISCONTINUITY--

L6TS1J

LAT REV FRoi PBDo1tRR/?46.6' /6,6

STAR>

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PBD@I/C l*

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STAR TO LGTSSTARS APPRS

FSKTH <SEL> ILS1Z

FSKIL REi^rxrNcAPPRS

SKL1H 10

TALS1H 17

TALS1L A8

< INSERT RETURN>t

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TSLNBc 165.

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TENABLE ALTN RETURN>

7- 44

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7.3.1 Alternate Flight Plan Prediction

The Performance function calculates an estimate of the fuel re-quired to f ly the alternate lateral f l ight plan assuming MIN FUELmode operation. The alternate flight plan prediction is calculatedwhen the associated primary flight plan has satisfied the necessaryconditions to be invoked and a destination exists forthe primary flightplan. The alternate flight plan prediction does not require anymatching of flight plan defining parameters to be invoked as does thesecondary primary flight plan predictions, except that the origin ofthe alternate flight plan is the destination of the primary flight plan.Therefore, the alternate flight plan prediction allows for the modifi-cation of the following defining parameters 1 through 4:

1. Alternate Cruise Flight Level - This assumes a default valueof FL200 if the great circle distance between the origin anddestination is less than 300NM and FL300 if the distance isgreater than 300NM.

The pilot has the option of entering an altitude constraint at thealternate top-of-climb (T/C) pseudo waypoint. This is treated asa pilot-entered alternate cruise flight level.

2. Constraints - Noaltitude, speed ortimeconstraintsareallowed,except forthe alternate top-of-climb used to enter alternate cruiseflight level. No speed limit entry is allowed, butthe equations usedfor climb and descent are based on the default speed limit.

3. Winds - The pilot is able to enter a single wind magnitude andbearing at the alternate top-of-climb pseudo waypoint. This isresolved along the great circle course from the origin to thedestination to obtain the headwind or tailwind component. Fortailwinds, 50 percent of the value is used in the predictions, whilefor headwinds, 150 percent of the value is used.

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A31O FfiIS PTLOVS GUIDE

4. Temperatures - The pilot is able to enter a single temperatureat the alternate top-of-climb pseudo waypoint. This is convertedto a deviation from standard day at the cruise altitude. This valueof AISA is used for all alternate flight plan predictions. lf the pilotsubsequently enters a new cruise altitude for the alternate flightplan then the value of AISA is retained. lf no temperature isentered at the alternate top-of-climb, then the value of AISA atthe primary destination is used.

A recalculation of the alternate flight plan prediction occurs whenany of the above defining parameters 1 through 4 are modified.

Predictions for the alternate flight plan use simplified techniques(and data obtained from off-line computations), rather than thefull prediction techniques used for the primary flight plan. Thealternate fight plan length is computed from default leg distancesand is not corrected due to leg transitions. The technique used foreach flight phase is described in detail in the following paragraphs.

7.3.1.{ Takeoff (Go-Around)

The airport pressure altitude used for the alternate origin is theprimary destination airport elevation, the final altitude is 3000 feetabove the primary destination airport and the starting gross weightat the alternate origin is the estimated landing weight at the primarydestination.

7.3.1.2 Gl imb

Predictions for the climb flight phase use a tabular data to obtaintime, distance and fuel burn for a nominal weight and origin elevation,then modify these predictions to allow for actual weight and originelevation.

7.3.1.3 Gruise

This uses a range equation and a single estimate of optimum speed(based on the alternate top-of-climb weight).

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1.

2.

A31O FfrIS PILOVS GUIDE

7.3.1.4 Descent and Approach

The combined descent and approach flight phase use a simplifiedcomputation based on descent at the MINIMUM FUEL speed.

7.3.2 Enable Alternate Function

This function is used to incorporate the alternate portion of the flightplan into the primary portion.

The rules for the enable alternate function are as follows:

The revise waypoint must be in the primary portion of the flightplan and there must be an alternate destination.

All waypoints in the original primary portion of the flight planbeyond the revise waypoint are deleted. (This includes theprimary destination and missed approach.)

The alternate destination is redesignated as the primary destina-tion. This primary destination becomes the new alternate originwaypoint.

The alternate flight plan is strung into the primary flight plan witha discontinuity between the revise point and the first waypoint inthe alternate (always the alternate origin waypoint, no altitudeconstraint exists here).

The FROM waypoint can be the revise point.

All SPD and ALT descent constraints, as well as TIME con-straints at waypoints between the present fuC position and theprimary destination (including primary destination) are deleted.

The alternate CRZ FL is assigned as the primary CRZ FL inaccordance with the rules.

3.

4.

5.

6.

7.

7-47

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8.0

8.1

8.2

83

8.4

DEGRADED PERFORMANCE


DEGRADED PERFORMANCE . . . . . . . . . . . . . . . . . .8-1

DUAL AND INDEPENDENT OPERATION . . , . . , , . . . . . . . . . . . 8-1

cRoss-TtED MoDE . . . . . . . . . . . . . . .8-3

SINGLE FLIGHT MANAGEMENT.. . . . , . . . . . . .8-5COMPUTER

DEGRADED NAV|GAT|ON.. . . . . . . . . . . . . . . . . . . . . .8-58.4.1 IRS Degraded . . . . . . . . . . . . . . . . .8-68.4.2 IRS Only Navigat ion . . . . . . . . . . . . . . . . . . . . . . . . .8-78.4.3 Att i tude (ATT) Only Nav.. . . . . . . . . . . . . . . . . . .8-88.4.4 (NONE) Navigat ion Mode . . . . . . . . . . . . . . . .8-8

FMC MALFUNCTTONS . . . . . . . . . . . .8-98.5.1 FM Reset . . . . . .8-98.5.2 FM Re-synchronization ...8-108.5.3 Locked CDU ..8-108.5.4 FMC Fai lure Dur ing Engine Start . . . . . . . . . . . . . . . . . . . . . . .8-118.5.5 Independent Operation - Possible Fix ............... 8-1 1

ENGINE OUT.. . . . . . . . . . . . . . . . . . . . . . . . . .8-128.6.1 Engine Out Without a SID . . . . . . . . . . . . . . . .8-138.6.2 Engine Out SID and Route . . . . . . . . . . .8-14

MAINTENANCE WRITE-UPS - FMS . . . . .8-15

8.5

8.6

8.7

8-i Rev 1 Dec/93

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DEGRADED

8.0 DEGRADED PERFORMANGE

The FMS is a rugged navigation and flight aid. The normal loss ofsensors orcapability impact little on overall performance and missionaccomplishment (See Section 1.2.1, OPERATIONAL MODES). Tounderstand and still use the system when it is degraded, thefollowing topics will be covered.

o Degraded Navigation

o FMC Malfunctions

Additionally, FMS assistance provided during Engine Out Operationswill be discussed.

8.1 DUAL AND INDEPENDENT OPERATION

The FMS is operable when electrical power is applied to the aircraft.Built-ln Test (BITE) is performed at this time and after any short-termpower transients. Pilot-entered flight data is retained during powertransients through battery-powered memory in the FMS.

When powered, the FMS supports Dual, Independent, Single andCrosstied operational modes. Dual mode is the normal mode of theFMS. In Dualmode, thetwo FMCs communicatewith each otherandeach CDU communicates with it's FMC.

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Dual operation involves both FMCs operating together with one ofthem picked to act as master FMC and the other as slave. Upon initialpower-up (within 0.5 seconds), when FMC-1 is designated as themaster, initialization and cross-talk (or synchronization) of FMCresident data begins to include:

. Nav Data Base ldentification

. FM Operational Program Software Part Numbers

. Aircraft and Engine Type Program PlNs

o Non-Aircraft and Engine Type PlNs

. Nav Data Base Load Complete

. Side 1 Indicator (from program PlNs)

. Source lD

An FMC change could cause the FMS to operate in Independentmode if the data in each installed FMS is not identical. Any discrepancyin the I isted data causes a C D U message, "A/G STATUS MISMATC H'.The system then reverts to Independent mode. A failure of the Inter-System Bus (lSB) or a re-synchronization failure results in themessage, ' INDEPENDENT OPERATION'.

In Dual mode operation three parameters, aircraft present position,gross weight, and target CAS airspeed are computed independentlyby each FMC. Individually computed data is compared with anysignificant errors annunciated with a CDU SP message.

. Present positions differ by more than sNM, CDU message, "FMCPOSITION MISMATGH" is displayed. This is automatically can-celed when the difference is less than 3NM.

. Gross Weight differs by more than 1 Tonnes or 2204 pounds, themessage, "GROSS WEIGHT MISMATCH" is displayed. This isautomatically canceled when the difference is less than 0.5Tonnes or 1102 pounds.

NOTE: ln some dynamic conditions, vertical and lateralcomputations may temporarily disagree and may beevident on the ND. In this case, the fl ight director andauto-flight system use the master FMC for tracking.

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While synchronization of data is in progress, the CDU SP message,"PLEASE WAIT" is displayed. The same message is displayed fora power interrupt of longer than 4 seconds (Very Long-Term, VLT).In this case, the FMC in question becomes the slave and re-syncsitself to the masterwhile establishing dual mode operation. While the'PLEASE WAIT" message is displayed, CDU key inputs from eitherCDU are not accepted for processing. The message is automaticallycleared when re-synchronization is attained.

. The PROGRESS page displays a blanked offside tunednavaid field.

. Only the onside radios are shown tuned.

When re-synchronization is attempted and fails (5 re-synchs within5 minutes), each FMC reverts to lndependent mode of operationwithout cross-talk. The message "INDEPENDENT OPERATION" isdisplayed in the CDU SP until it is cleared or the FMC reestablishesdual. lf the pilot desires to force reestablishing cross-talk, he mayattempt to do so. See Section 8.5.2 tor FM re-synchronizationrecovery.

NOTE: Flight operations in the INDEPENDENT MODE arenot recommended. The system may be forced tooperate in the SINGLE MODE by pull ing one FMC CB,then selecting the CROSS-TIED MODE.

8.2 CROSS-TIED MODE

The CROSS-TIED MODE is uti l ized when one FMC fai ls. l t providesthe capability to connect both CDUs to the one operational FMC(Figure 8-1), al lowing data input and cross-talk in a normal manner,except the following:

1. Both CDUs display the same page.

2. Button pushes are processed in the order in which theyreceived - there is no master/slave relationship as inDUAL mode.

3. Data changes to one CDU are reflected on the other CDUsimultaneously.

4. All SP messages are displayed on both CDUs.

arethe

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ECDU 2

ECDU 1

c59722#

Figure 8-1

The CROSS-TIED MODE is enabled by pressing the switch labelled,FMC (Figure 8-2), O on the SWITCHING PANEL, located to the leftor right side of the respective fonrvard INSTRUMENT PANEL.

Figure 8-2

When pressed, the P/B illuminates WHITE on the affected side andGREEN on the operating side, e.9., Capt. P/B pressed - switch capdisplays F/O/1 SYS 2, FIO switch cap displays CAPT/2 SYS 1.

ll F/o/l ll

@tll F/o/1 ll

@tll Fiol3 llt@lll F/on llt@lil F/O/1 tl

@l

ANHDE

ADC INST

FD

EFISSGU

voR

ILS

FMC

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CAPT. SIDE F/O SIDE

c59724#

Figure 8-3

8.3 SINGLE FTIGHT MANAGEMENTGOMPUTER

The FMS Buift-ln Test (BITE) is composed of a combination of internalsoftware and hardware monitors within the FMC and CDU. The built-in test was designed to detect and isolate 95 percent of all failuresin the attempt to correct the situation via hardware/software resets.

lf the Master FMC fails, the fact is detected by itself and the slaveFMS. The slave FMS then functions as the master FMC and thefailed side CDU displays'FMC UNAVAILABLE" after25 seconds oflost communications.

lf a CDU failure is detected, the display is blanked and the top leftFAIL annunciator on the left side of the keypad lights up.

8.4 DEGRADED NAVIGATION

Detailed normal navigation information can be found in Section 4.From the normal mode of both radio and inert ial navigation,degradation of the individual and combined navigation modes arediscussed in the following sections. For review, the highest priorityposition update mode is Radio/lnertial, followed by lnertial only.

Due to inherent drift rates in the lRUs or noisy radio inputs, there aretimes when the IRS position and the FMS-computed radio positionare different. This condition may indicate faulty lRUs or radio inputs

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to the FMS position computation. When the radio position is differentfrom the IRS position by more than 12NM, the following events occur:

1. lf possible, different radios are selected and tuned and the newradio position compared to the lRS. lf the difference is less than12NM, no further corrective actions occur.

2. lf the position difference remains 12NM or greater, the CDUmessage, "VERIFY A/C POSITION" is displayed.

The pilot must now resolve the discrepancy between the twopositions. lf it is not possible to select different navaids and resolvethe discrepancy, the position update mode changes from Radio/lnertial to lnertial.

The "VERIFY A/C POSITION" message is automatically cleared ifthe difference between IRS and mean radio position falls below8NM. The pilot may also clear the message. lf the lRUs are mis-aligned during preflight to a location outside the 12NM tolerance, themessage is not displayed and radio tuning/position updating will notcommence. See Section 4.1.8, RADIO ONLY NAVIGATION.

4.4.1 IRS Degraded

lnertial Position is normally computed in the FMS at the rate of tenper second by combining three independent IRU positions. EachIRU position is normally compared to the previous position and afterpassing the comparison test, is combined into the new inertialposition using a weighted average. For the comparison test,differences of more than 30NM or 20 knots result in other thannormal mode operation and each FMS reverts to and uses a singleIRU for position inputs. The IRU failure and use combinations arefound in Table 8-1.

TABLE 8.1IRU FAILURE AND FMS USE SELECTIONS

IRU 3 Fails IRU 2 Fails IRU 1 Fails

FMC 1 uses IRU 1 FMC 1 uses IRU 1 FMC 1 uses IRU 3

FMC 2 uses IRU 2 FMC 2 uses IRU 3 FMC 2 uses IRU 2

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Inertial Ground Speed is also computed in the FMS at a 1O-per-second rate by a simple average after they pass a comparison test.lf the comparison test is failed or any IRU is operated in other thannormal mode, the FMS receives as single ground speed input perTable 8-1.

When two IRU platforms are operated in other than normal modes,the FMCs both use the single remaining IRS for position and groundspeed inputs.

Inertial Nav is declared on the PROGress page, 2 minutes after radioposi t ion updat ing has ceased. The message ' lRS ONLYNAVIGATION" is displayed when the position update mode hasbeen inertial for 10 minutes. The message automatically clearswhen a radio update is obtained. l f cleared, this message isimmediately re-displayed when transitioning from cruise to descentand the IRS condit ion remains.

All three IRU positions are averaged and compared to the FMposition. When an IRU position differs from the Radio position bymore than 12NM, then the CDU SP message "VERIFY AIGPOSITION" is displayed.

Loss of all IRU inputs to the FM results in an "A/G POSITIONINVALID'message in CDU SP.

8.4.2 IRS Only Navigation

IRS Only Navigation occurs when NAVAIDS are out of range (e.9.,flying over water), or do not meet the FM radio tuning criteria. ln thismode of operation, the masterand slave FMC positions displayed onthe progress page are identical to the mixed IRS position. Thescratchpad message.lRS ONLY NAV" is displayed until radio inputis again available, orthe message is manually cleared from the CDUwith the @ key.

Radio navigation is normally accomplished by either DME/DME orDME/Bearing calculations of aircraft position. Position errors of upto 0.35NM for DME/DME and a calculated error based on DME forDME/Bearing are used in the acceptance and comparison tests.

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[VOR/DME threshold = 0.25NM + (navaid ground distance t imes2.5 I 57 .3).1 A once-per-second confidence check is accom pl ishedon new radio data to verify radio posit ion data. Radio deviationoutside the al lowable range declares the radio posit ion invalidand reverts navigation to inert ial or in i ts absence, no navigation.The message "lRS ONLY NAVIGATION" is displayed on the CDUSP. Retuning occurs every 2 seconds while airborne, i f navigationis via " lRS ONLY'.

No navigation is declared upon transition to descent or not later than2 minutes after both a radio and inertial position calculation cannotbe made. The message "A/C POSITION INVALID' is displayed toindicate a complete failure to achieve any navigation mode. Unlessresolved, this No Navigation condition leads to "ATT" (Attitude OnlyNavigation) or "None" navigation mode. See Section 4.1.7, RADIOONLY NAVIGATION.

8.4.3 Attitude (ATT) Only Nav

ATT is a reversionary attitude mode to provide aircraft attitude andheading information when a NAV fault causes the navigation data tobe invalid, but leaves pitch, rol l , and heading inputs val id. Selectableeither on the ground or in flight via the ISDU, data input, with thisfailure, must be made from a wings level attitude. See Sections 6.6and 6.8.3, ATTITUDE MODE.

8.4.4 (NONE) Navigation Mode

Entry into this condition indicates a complete failure of a navigationalmode to engage. The two cases to be considered are:

1. Ground - The aircraft position is considered valid as long as atleast one IRS is in the align mode. The position becomes invalidshould a long-term power interrupt (> 10 seconds) occur. The(NONE) navigation condition continues until an IRS positionbecomes available; at which time the INERTIAL (l) Only modeactivates.

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2. Airborne - The last known aircraft position is considered validfor the first two minutes of the (NONE) navigation mode. Duringthis period a re-acquisition of valid radio data and/or the return ofIRS data would cause the engagement of a navigational modeconsistent with the sensors available, e.9., R/l or L After twominutes in the (NONE) navigational mode, the aircraft position isconsidered invalid. ln this case, a transition to INERTIAL (l) modecan only be achieved by the return of at least one valid IRSposition. lf Attitude Only Mode (ATT) is the only mode available onone or more lRUs, a valid True Air Speed is available, and no radioposition is available, then Dead Reckoning (DR) is declared. (SeeSect ion 4.1.9.)

No pilot action is necessary or possible in the (NONE) navigationalmode. As with all other navigational modes, the (NONE) navigationalmode is disptayed in data line 6 of the PROG page under the NAVlabel. See Section 4.1.3. RADIO UPDATING - FMC POSITIONand Figure 4-7.

8.5 FMG MALFUNGTIONS

The mostoften encountered FMC problem areas, aswellas problemsobserved with systems depending on the FMC for input data, arecovered in this section.

8.5.1 FM Reset

A reset may occur each time the FM senses that it cannot workproperly. When a reset is performed, a re-synchronization with theother FM (if available) follows, In most cases, a FM reset lasts roughly30 seconds during which time nothing can be done. lf several resetsfollow one another, this may lead to an overall memory cleanupwhich causes the failing FMC to completely reload its flight planinformation from the other side. The system may be inoperative forabout 3 minutes.

The following describes the recovery procedure.

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8.5.2 FM Re-synchronization

An FM re-synchronization occurs each time a self-comparisonbetween FM1 and FM2 reveals a discrepancy. Most occur after areset of one FM. lf 5 re-synchronizations occur within 5 minutes,Independent mode operation commences.

A reset may occur each time the FM senses that it cannot workproperly. When a reset is performed, a re-synchronization with theother FM (if available) follows. In most cases, an FM reset lastsroughly 30 seconds during which time nothing can be done.Occasionally, several resets follow one another, and may lead to thesystem being inoperative for about 3 minutes.

Recovery procedure:

An FM RESET/RESYNCH is identified by the ND message "MAPNOTAVAIL". The CDU reverts to theAIRCRAFT STATUS page withthe message "PLEASE WAIT' in the scratchpad.

NOTE: Do not attempt data input during display of the'PLEASE WAIT" CDU message.

Recovery procedure (dual FMC loss):

Pull both FMC 1 and FMC 2 CBs for 10 seconds or more; thenreinstate them to recover the systems.

8.5.3 Locked GDU

ln certain remote cases the CDU appears to be locked up and datainputs are not accepted, although the MAP on the ND is availableand everything appears normal. This condition may appear after areset has been completed, or following a CDU internal problem.

Recovery procedure:

Pull the affected FM/CDU CB for more than 5 seconds; thenreinstate it. The scratchpad message "PLEASE WAIT" will then bedisplayed, indicating that a reseVre-synchronization is in progress.

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AS|O FMS PILOT'S GI'TDE

8.5.4

lf an FMC fails after electrical power transfer during engine start, itmay be restored by pulling the affected FMc cBs for approximately10 seconds, causing an FMC reseUresynch.

8.5.5 x

It is sometimes possible to affect a return to the DUAL mode, fromthe INDEPENDENT mode, by performing a sELF-TEST of the FMC.This function is available on the ground via the MAINT page that isin turn accessed from the REF INDEX page (Figure g-a) bylressingLSK @.

REF INDEXI IEFINED DEFINEI}

< IÎAYPO I NTS NAVA T D5 >

<,. IAYPO I NTS NAVA I DS >CLOSEST

< A I RPORTS

<SENSOR STATUS AIDS><A,/C STATUS MAINT)

INDEPENDENT OPERATION

c59725#

Figure 8-4

The MAINT page is displayed as shown in Figure g-5.

(E)

ED6DED@

GDGEGEEE60 axg{ltrE

8-11I Isa 6r di(.|êr,ra

^f tha ihh'--ri^^

Rev 1 Dee/93

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A37O FfiIS PILOT'S GUTDE

@

ED6D@D6D@

Figure 8-5

The SP message "PLEASE WAIT" is displayed after the SELF-TEST is initiated by pressing LSK [-1T1, and remains displayed untilthe test is complete. The successful conclusion of the SELF-TESTis indicated by the work (PASS) beside the SELF-TEST prompt.

The FMCs should now be operating in the DUAL mode.

NOTE: The MAINT page can only be accessed while theaircraft is on the ground and the flight phase isPREFLIGHT or DONE.

8.6 ENGINE OUT

The FMS incorporates an Engine Out mode of operation thatincludes performance integration (EO MAX altitude; decelerationanticipation's for holding, speed limits and speed constraints; andfuel at destination) designed around the loss of one engine and theincorporation of emergency Engine Out (EO) SID routing. TheEOSID routing is incorporated into the Nav Data Base at airlinerequest and may or may not exist for every departure runway. lfEOSID routing exists for a selected departure runway, it isautomatically selected when selecting the runway.

When an Engine Out condition is detected, the MODE page data line6 displays {rcoNFlRM/CLEAR{i.

MAINT

SELF TEST

ANN TEST

<TEST PATTERN

<KEY TEST

PLEASE IÎAIT

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A31O FIWS PILOT"S GUIDE

The Engine Out speed target is the speed obtained at time of lossof the engine (between V2 and V2 + 10) until the ENG OUTACCeleration altitude. Then, an aircraft level off is commanded andaccelerates to GREEN dot. After this acceleration the aircraft willclimb to FCU altitude, or True EO MAX Altitude unless constrained.The Target speed remains GREEN dot unless further constrained,limited or tactically designated by the pilot.

TOGA thrust is maintained for Engine Out operation until GREEN dotor above is attained, the aircraft is in a clean configuration, and thealtitude is above the allengineACCEleration altitude. Normally, whenthese three conditions are satisfied, MCT is called for on the FMA.

8.6.1 Engine Out Without a SID

lf no EOSID is identified in the data base or the engine failure isbeyond the EOSID/Active F-PLN diversion waypointforthe selectedrunway, the original SID and flight plan are flown at EO speeds andaltitudes. In this condition, both CDUs display the MODE page withthe "{$CONFIRM/CLEARTF" prompts at data line 6. (See Figure 8-6.)

STEP: Detected EO

ENG OUT CLBCOST INITEX756 Ar DEsr

6}, IT EFOEECoN @156 13.8

r l ' l IN FUEL

el l IN TI l . lE

*CONFIRM ENG OUT CLEAR*CRZ FL ABOVE MAX FL

Figure 8-6NO EOSID MODE Display

8-i3 Rev 1 Dec/93[Jse or disclosure of the information on this oade is subie.J f^ fha racr'irr^-- -- ! "

EtsGE@

@

@

GDEDGDEDEDGD

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STEP: !g@

ENG OUTcRz r . tAx

FL35O FLA55OFST

*t l

CLBOPT

FUELPRED >

BRG /DISl- - -c/---- ro t l

435?.4N/@sO54 .3EDIST DES553 ro DEST FORECAST>Alt4.8g NAV ALl4.8gAGN-AGN R,/ I AGN-AGN

CRZ FL ABOVE MAX FL

c61266*

Figure 8-7PROG Page

The SP message, 'CRZ FL ABOVE MAX" is shown because the twoengine CRZ FL was FL 370. The PROG page displays the REC MAXaltitude for single engine operations and OPTimum ALT is dashed.The REC MAX altitude is that altitude that may be maintained withone engine operating at MCT.

Pressing LSK [TR], clears the EO request and causes performancepredictions return to normal.

8.6.2 Engine Out SID and Route

lf the Nav Data Base contains an EOSID for the selected runway, itis automatically selected when the departure runway is selected. ltmay be previewed on the ND orif the pi lotwishestoscrol l the EOSID,it may be selected and inserted as the departure SID on thesecondary F-PLN.

The EOSID is displayed if an engine-out condition is detected beforepassing the EOSID diversion waypoint. This EOSID is automatical lypresented for insertion or erasure. To land using FMS guidance, thepilot must {TCONFIRM to init iate the EOSID. Then the destination isthe departure airfield. lf a different airfield is more appropriate, thedestination must be changed in order to get proper approach andrunway selection for the arrival. Of course the pilot may choose to

EE)EE@

GEGE@

(iD

@

GD@

ED@

8-14Rev 1 Dec/93

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manually fly the aircraft without employing the FMS functions. Oncethe Engine Out is confirmed, the EOSID is automatically insertedand the original F-PLN is lost. However, if the active F-PLN is copiedinto the secondary F-PLN prior to the EO situation, it remainsavailable for use,

lf the EO condition occurs after the EOSID diversion waypoint or theEngine Out is not CONFIRMED prior to the EOSID diversionwaypoint, the EOSID is deleted and the MODE page is displayed onboth CDUs. The EOSID is no longer available for pilot insertion.

8.7 MAINTENANGE WRITE.UPS - FMS

Io assisf Engineering in determining the cause of operationalproblems encountered with FMS, the following data should beincluded in every maintenance logbook write-up.

o Position - (aircraft LaVLong)

. Flight Phase (Takeoff, CLB, CRZ, etc.)

o Configuration (Flaps, slats, gear)

o F-Plan data (SlD, STAR, AIRWAY, pilot-defined WPTs andconstraints, CRZ FL, G.W., Cost Index)

. Leg Type (HOLD, DIR TO, Manual Heading, etc.)

. AP Status (FMA Indications, FCU Altitude)

. Speed (lAS and Target)

. Guidance (ENGAGED, ARMED OR DISENGAGED)

NOTE: Pilot action on the CDU, priorto the stated malfunction,should also be noted.

8-15 Rev 1 Dec/93Us or disclosure of the infomation on this oaoe is subiect to tha r6alri*i^-^ -- 1L - ' '

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Chatvi AP45

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APPENDIGES


Appendices

A Abbreviat ions & Acronyms . . . . . . . . . . .A-1

B Data Formats . . . . . . . . . . . . . B-1

C Scratchpad., . . . . . . . . . . . . . . . C-1

D Terminology.. . . . . . . . . . . . . D-1

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

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ABBREVIATIONS &ACRONYMS

The following abbreviations and acronyms may be used by the FMSor may be found throughout the manual. Some abbreviations mayalso appear in lowercase letters. Abbreviations having very limitedusage are explained in the section where they are used.

AACARSACCELACTACTVTADCAFCSAFMCSAFSAIDSALTALTNANNAPAPPRARINCARPTAiTHRATOATSATTAWY

AutotuneAircraft Communications and Address Reporting SystemAccelerationActiveActivateAir Data ComputerAutomatic Flight Control SystemAdvanced Flight Management Computer SystemAutomatic Flight SystemAircraft Integrated Data SystemAltitudeAlternateAnnunciatorAutopilotApproachAeronautical Radio IncorporatedAirportAutothrottleAlong Track OffsetAutothrottle SystemAttitudeAirway

Built-ln Test EquipmentBearingBright

CelsiusCalibrated AirspeedCounter ClockwiseControl Display Unit

BITEBRGBRT

CCASccwCDU

A-1

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A3'O FMS PILOT'S GUTDE

CF Course to a Fixed WaypointCG Center of GravityCGCC Center of Gravity Control ComputerCl Course to an InterceptCLB ClimbCLR ClearCLR ALT Clearance AltitudeCMD CommandCONFIG ConfigurationCORR CorrectionCO RTE Company RouteCRS CourseCRT Cathode Ray TubeCRZ CruiseCSTR ConstraintCW ClockwiseCWS Control Wheel Steering

DA Drift AngleD/D EO Drift Down PointDEC Declination (Magnetic)DECEL DecelerationDES DescentDEST DestinationDFA Delayed Flap ApproachDH Decision Height (same as ICAO DA Decision Altitude)DIR Direct, DirectionDIR TO Direct ToDISCON Discontinuity (F-PLN)DIST DistanceDME Distance Measuring EquipmentDR Dead ReckoningDSPY DisplayDTG Distance To Go

E EastECON EconomyECAM Electronic Centralized Aircraft MonitorEFIS Electronic Flight Instrument SystemEFOB Estimated Fuel On Board

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ELVENGEOEOSIDEPRETAETE

ElevationEngineEngine OutEngine Out SIDEngine Pressure RatioEstimated Time of ArrivalEstimated Time Enroute

Flap Retraction SPeedFlight Augmentation ComPuterf inatnppioach Fix (same as ICAO FAP FinalApproach

Point)Flight Control ComPuterFlight Control UnitFlight DirectorFuel FlowFigureFlight LevelFlightFlight Mode AnnunciatorFlight Management ComPuterFlight Management Computer System (FMC and CDU)f tigfrt Management System (FMCS, AFCS, and sensors)Fuel On BoardFlight PlanFeet Per MinuteFlaps, Slats, VFTO (Green Dot)Fuel QuantitYFrequency

Go AroundGreenwich Mean TimeGlide SlopeGround SpeedGross Weight

HourHeadinghecto Pascals (same as millibars)

FFACFAF

FCCFCUFDFFFIGFLFLTFMAFMCFMCSFMSFOBF-PLNFPMF,S,OFQFREQ

GAGMTG/SGSGW

HHDGhPa

A-3

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ASIO FMS PTLOT'S OUIDE

I lnertialIAF Initial Approach FixIAS Indicated AirspeedIDENT ldentifierlF lntermediate FixIMM lmmediateINB InboundlNlT lnit ializationINOP InoperativeINTCP InterceptVP Intercept ProfileIRS Inertial Reference SystemIRU Inertial Reference UnitISDU Inertial Systems Display Unit

KG KilogramsKG/H Kilograms Per Hour

L LeftLAT LatitudeLAT REV Lateral RevisionLIM LimitLOC LocalizerLONG LongitudeLSK Line Select KeyLW Landing Weight

M Manual Tune, Minute(s), Meters, MachMAG Magnetic

DEC Magnetic DeclinationVAR Magnetic Variation

MAX MaximumCLB Maximum ClimbDES Maximum DescentEND Maximum Endurance

Mb Mill ibarsMCT Maximum Continuous ThrustMDA Minimum Decision Altitude (same as ICAOMDH Minimum Decision Height)

A4

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MINFuelTime

MLWMMOMSGMTOGWMZFW

NNAVNDNDBNMN/P

oOATOFSTOPTOUTB

PIBPIBIDPIDPERFPFDPPHPPOSPREDPREVPROC TPROFPROGPT

MinimumMinimum FuelMinimum TimeMaximum Landing WeightMach Maximum OperatingMessageMaximum Takeoff Gross WeightMaximum Zero Fuel Weight

NorthNavigationNavigation DisplayNon Directional BeaconNautical MilesNexVPage

VFTO, Green DotOutside Air TemperatureOffsetOptimumOutbound

PushbuttonPlace/Beari n g/D istancePlace/DistancePerformancePrimary Flight DisplayPounds Per HourPresent PositionPredictionPreviousProcedure TurnVertical ProfileProgressPoint

Altitude referenced to Station (airport) PressureAltitude referenced to Standard Pressure (29.92TTHgl

1013.25 mb and Hpa)Altitude referenced to Sea Level PressureQuality lmprovement Package

QFEQNE

QNHQIP

Rev 1 Dec/93

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RTERWY

Ss/c

RREDREFREPRREVRMIRNAVRNGRSV

S/DSECSELSIDSPSPDSRSSTARSYS

TACTTtcTCCT/DTEMPTHRTOTOGATOGWTPTRANSTROPOTRPTTG

Remote TuneReductionReferenceRepressurizationRevisionRadio Magnetic IndicatorArea NavigationRangeReserveRouteRunway

SouthStep ClimbStep DescentSecondarySelectStandard Instrument DepartureScratchpadSpeedSpeed Reference SystemStandard Terminal Arrival RouteSystem

TacticalTop of ClimbThrust Control ComputerTop of DescentTemperatureThrust, ThrottleTakeoffTakeoff/Go Around ThrustTakeoff Gross WeightTurning PointTransitionTropopauseThrust Rating PanelTime To Go

A-6

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UTC Universal Time Coordinated (same as Greenwich andZulu time)

VAPP Approach SpeedV1 Takeoff Decision SpeedV2 Takeoff Safety SpeedVDEV Vertical DeviationVERT VerticalVFTO Final Takeoff Speed, "O" Speed, Green Dot SpeedVR Takeoff Rotation SpeedVREF Reference SpeedV/S Vertical Speed

W WestWPT Waypoint

ZFW Zero Fuel WeightZFWCG Zero Fuel Weight Center of Gravity

A-7

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DATA FORMATS

CDU DATA FORMAT LIST

The following list gives all the data the pilot may enter on the CDU.

Also provided are the related acceptable format, acceptable range,units of entry and the CDU pages on which the data can be entered.Units of measure are program pin dependent at the carriers option(English or Metric).

The following codes are used to indicate various data formats:A - Alphabetic entryN - Numeric entryX - Alphanumeric entry<l> - Below or equal to/above or equal to

DATANAME FORMAT

RANGE(X is input) UNITS

DISPLAYPAGE

ACCELALT +NNNNNlf+or- isnot input, +

assumed; leading zeros maybe omifted.

AIDS DATA NNNNNN where Nis an octalcharacter (07).

ALT NNNN orNNNNN(leading zerosmust beincluded).

ALTN FUEL SeE BLOCK

ALTN RTE Same as CO RTE

AIDS

Max Alt = 35000- ft (MSL) F-PLN A41000 byS.N. VERT REVAEntry is SEC F-PLN Arounded to thenearest 10 feet.

See BLOCK See BLOCK

Same as CO RTE N/A

Ref Alt +3000'< Thr Red Alt< Accel Alt< Max Cert AltPinable Ref Alt+1 500'

N/A

ft (MsL) TAKEOFFGO-AROUND

INIT BHOLD

INIT A

B-1

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A3'O FI"S PILOVS OUIDE

DATA RANGE DISPLAYNAi/lE FORMAT (X is inputl UNITS PAGE

ALTMIND ALT or Flight See ALT or ft (MSL) / DES FORECASTLevel/NNN/NNN FLIGHT LEVEL. degrees / SEC DES

FORECASTEntry must be kt

NNN - leading greater thanzero not neces- destinationsary. An entry elevation.of WIND DIR = WIND DIR360 is displayed 0-360as 0. WIND VEL

0-200

ARPT AAAA lf AA,/AA is not lNlT Ain data base file. LAT REV..NOT IN DATA FUEL PREDICTIONBASE" message F-PLN A and Bis displayed. SEC F-PLN A and B

WAYPOINT DIR TO

BLOCK fuel NN.N (KG) 0-65.5 Tonnes Thousands lNlT Bor NNN.N of kg or(LBS); leading thousandszeros may be of pounds,omitted. resDec-

tively.

CG NN.N '10.0 to 40.0 % MAC lNlT B

CLASS AAAAAA VOR N/A NEW NAVAID(navaid) (refer to range DME

for exact in- VORDMEputs allowed) VORTAC

LOCNDBILSDME

CO RTE XXXXXXX lf CO RTE is N/A LAT REVnot in the NAV lNlT Adata base, "NOTIN DATA BASE''message isdisplayed.

CO RTE XXXXXXXXXX N/A ACARSACARS

B-2

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DATANAME FORMAT

RANGEfi is input)

DISPLAYPAGEUNITS

CO RTE/FLT

COST INDEX

CRS

CRZ FL

CRZ WIND

DAY/MONTH

DIST

See CO RTE andFLT. May beentered as:CO RTE/FLTCO RTE/FLTCO RTE may beentered aloneaSXXXXXXX.FLT may beentered aloneas /NNNN orboth may beentered asXXXXXXX'UXX.

NNN KGand LBS. Maybe enteredas 1-3 digits;leading zerosmay be omitted.

Same as INB CRS

Must be enteredas FLIGHT LEVEL.

See WIND

DD/MM whereDD is day ofmonth and MMis month ofyear. Leadingzeros may Deomitted but willbe displayed.

NN.N (leadingand trailingzeros may Deomitted).

TNNNNif+or- isnot input,assume +;leading zerosmay be omitted.

0-999

Same as INB CRS

See FLIGHTLEVEL

See WIND

DD: 1-31MM: 1-12

0.99.9in.1 NMincrements

-1000 to +20470

(Ratio)See Section3.1.2.4

INIT AMODESEC MODE

lf CO RTE is N/A lNlT Anot in the NAVdata base, "NOTIN DATA BASE''message isdisplayed.FLT: 09999

degrees

hundredsoff i(MSL)

See WIND

N/A

NEW WAYPOINT

lNlT A and BSEC INDEXPROG

INIT AFUEL PREDSEC FUEL

AIDS

NM HOLD

NEW NAVAIDNEW WAYPOINT

B-3

ft (MSL)

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DATA RANGE DISPLAYNAME FORMAT (X is input) UNITS PAGE

EOACCEL SameasACCEL MAXALT=41000 ft (MSL) TAKEOFFALT ALT Entry is rounded GO-AROUND

to the nearest10 feet.

EOTHR RED SameasACCEL MAXALT=41000 ft (MSL) TAKEOFFALT ALT Entry is rounded GO-AROUND

to the nearest10 feet.

FF + FQ One or both N/A N/A FUEL PREDSensors may be entered.

BOth: /FF + FQor /FQEFFFuel Flow: /FFFuel Quantity:/FO

FIG OF N O-3 N/A NEW NAVAIDMERIT

FLIGHT FLNNN or NNN NNN has range hundreds F-PLN A and BLEVEL Leading zeros of MAX ALT to of ft (MSL) PROG

on NNN may be = 41000. VERT REVAomitted. lNlT A and B

SEC INDEXSEC F-PLN ASEC F-PLN BALONG TRK OFSTALT INTCPSTEP PRED

FLP RETR Same as SPD Same as SPD kt (CAS) TAKEOFFAPPRGO-AROUND

FLT /NNNN 0-9999 N/A INIT A

FOB NN.NN KG See BLOCK See BLOCK FUEL PREDor NNN.NN LBS:leading zeros maybe omitted.

FREQ NNN.NN 108.00 - 117.95 MHz NEW NAVAID

FROM/TO AAAAA/AAAAA AAAAA must be N/A lNlT Ain data base See INDEXor message, "NOTIN DATA BASE''is displayed.

FINAL/TIME FINAL {see See BLOCK See BLOCK lNlT BBLOCK), TIME and GMT and GMT HOLD(see GMT) FUEL PRED

SEC FUEL PRED

B-4

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A31O FMS PTLOTS GUTDE

RANGE

HHMMwhere: HH arehours and MM areminutes. Leadingzeros may Deomitted. l or2digitentry is interpretedas minutes.

NNN 0-360Leading zeros maybe omitted. Anentry of 360 isdisplayed as 0.

Same as DIST 0-99.9, seerange on OUTBCRS for PROC Trestriction.

DDMM.MB or B: N or SBDDMM,M O<DD<90DD=degrees 0<MM.M <59.9MM.M = minutesB = direction. Leadingzeros may be omittedbut the direction (B)is required. Latitudeis displayed asDDMM,MB.

VERT REV A

PROC T

INIT A

PROGF-PLN A and BNEW WAYPOINTNEW NAVAIDSEC F-PLN A and BDIR TOLAT REV

NEW WAYPOINT

HH:023MM: 059

noursminutes

INB CRS

INB DIST

LAT

LENGTH

degrees PROC THOLD

oegreesminutestenths ofminutes

LAT/LONG LAT/LONG Same as LAT and Same asSame as LAT and LONG LAT andLONG excePt LONGboth must beentered with "/"in between.

NNNNMeters orNNNNNFeet; leadingzeros may Deomitted.

1000-8000 meters Meters orfeet,respec-tivelY.

B-5

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DATANAME FORMAT

RANGE(X is inputl UNITS

DISPLAYPAGE

LONG

MACH

MACH/SPD

MDA

NAVAID

DDDMM,MB orBDDDMM.MDDD = degreesMM.M = minutesB = direction.Leading zerosmay be omittedbut the direction(B) is required.Longitude isdisplayed asDDDMM.MB.

.NNThe decimal pointis necessary.Trailing zerosare notnecessary.

MACH and SPDmust be enteredwith "/'in between(see MACH andSPD formats).

TNNNNlf+or- isnot input,assume E; lead-Ing zeros maybe omitted.

XXXX

B:EorW0<DDD<1800<MM.M<59.9

3 to .84

Same as MACHand SPD

-1000 to+8000

Any alphanumeric, ifentry not foundin the database NAVAIDfile, message.'NOT IN DATABASE" iSdisplayed.

B:LorR1<NN<99

oegreesminutestenthsof minutes

MACHnumber

Same asMACH and

ft (MSL)

N/A

INIT A

TACT MODE(CLB or DES)

TACT MODE(CLB or DES)SPD

APPR

PROGNEW NAVAIDNAVAIDWAYPOINTF-PLN A and BLAT REVSEC F-PLN A and BDIR TO

PROGNMOFST NNB or BNNNN = offsetNN = distanceB = directionLeading zeroon distance maybe omitted. OFSTwill always be dis-played as BNN.

B-6

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ASIO FMS PILOVT GUIDE

DATA RANGENAME FORMAT (X is inout) UNITS

DISPLAYPAGE

OUTB CRS Same as INB CRS. 0-360 degrees PROC TAn entry of360 Selected courseis displayed as 0. must be <90' of

aircraft heading ormessage, "ENTRYOUT OF RANGE''is displayed.

PERF N.N (leading or -9.9 to 9.9 Percent (%) A/C STATUSFACTOR trailing zero

may be omitted).

PLACE/BRG/ PLACE can be PLACE - if not F-PLN A and BDIST any data base in data base, SEC F-PLN A and B

ARPT, NAVAID message "NOT LAT REVor WAYPOINT. lN DATA BASE" NEW WAYPOINT

is displayed. PROG

BRG must be a BRG 000-360.0 BRG -3-digit entry. degreesDecimal olacemay be omitted.An entry of BRG= 360.0 isdisplayed as 0.0"

DIST is NNN.N DIST - 0-999.9 DIST-NMLeading zerosmay be omitted;all 3 parametersmust be enteredwith "/" inbetween.

PLACE/DIST PLACE - Any PLACE - if not F-PLN A and Bnavaid, way- in data base, SEC F-PLN A and Bpoint, airport, message "NOTor runway in lN DATA BASE"the data base. is displayed.

DIST - tNN.N -99.9 to +99.9 NMlf + or - is not in .1 NM incre-input, assume +; ments.leading zerosmay be omitted.

PRED TO Same as ALT or See ALT and See ALT CLBFLIGHT LEVEL FLIGHT LEVEL. and DES

In CLB: Entry FLIGHTmust be greater LEVELthan present A,/Caltitude.

In DES: Entry mustbe less than presentA/C altitude.

B-7

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ASIO FMS PTLOT'S GUIDE

DATANAME FORiIAT


DISPLAYPAGE

RTE RSV

RWYWAYPOINT

RWY(ACARS)

May be enteredas fuel or per-centage of tripfuel but notboth.

FUEL - N.N for FUEL - SeeKG and LBS Para. 6.3

% - enter/N.N %: 0-9.9where the trail-ing N and deci-mal point maybe omitted.

AAAANND

where: AAAA issame as ARPT.

NN is runwaynumber (2 digitsmust be entered).D is runwaysuffix.

D is L or R if thereis more than onerunway with the samenumber at the airport.D is not includedunless there is morethan one runway withthe same number atAAA/A

AANNDII

AA is'RW. AA is anoptional portion ofthe entry.

NN is runway number00-36 (2 digits mustbe entered).

D is runway suffix(see RVI|Y above). Dis an optional portionof the entry.

Thousandsof kg orthousandsof pounds2I1d o/o.

INIT BHOLDFUEL PREDSEC FUEL PRED

Same as

ACARS, TAKEOFF

B-8

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A31O FMS PTLOVS OUTDE

DATA RANGE DISPLAYNAME FORMAT (X is input) UNITS PAGE

RWY On the Takeoff page,(ACARS) ll is an optional(cont.) portion of the entry.

ll may be composedof any alphanumericcharacters, except 0.On the ACARS pageentry of ll is notallowed.

SLT RETR Same as SPD Same as SPD kt (CAS) TAKEOFFAPPRGO-AROUND

SPD NNN 85-Vmo kt (CAS) F-PLN A(must be 3 SEC F-PLN Anumerics) VERT REV A

SPD LIM SSS/NNNNN SSS same as kt/ft F-PLN AsPD. NNNNN (MSL) SEC F-PLN A

SSS is a soeed must be < VERT REV A and B(see SPD for rules).41000.

NNNNN is an ALT orFLIGHT LEVEL(see ALT andFLIGHT LEVEL).

SPD and ALTmust be enteredwith "/" inbetween.

SPD/MACH See MACH/SPD Same as MACH Same as CLB TACT MODEand SPD MACH

and SPD

STATION NND NN: 01-99 degrees NEW NAVAIDDEC where: NN is the D: E or W

declination andD is the direc-tion. Leadingzeros may beomitted. D isnot reouirecfor an entry ofzero delination.

STEP TO Same as FLIGHT Same as FLIGHT See FLIGHT STEP PREDALTITUDE LEVEL LEVEL except LEVEL

that entriesmust be withint8000 feet ofCRZ FL.

B-9

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DATANAME FORMAT


DISPLAYPAGE

STEP TOWIND

TAXI

TEMP

THR REDALT

TIME

TOGW andGW

TROPO

WIND

FORECAST

WIND CORR

V/S

V1

VFTO

Same as WINDDIR/MAG

N.N-KGNN.N-LBS.

rNNlf no sign,assume +

See ACCEL ALT

N.N

NNN.N for KGand LBS leadingand trailingzeros may beomitted.

Same as ACCELALT

NNN/NNNBoth must beentered; leadingzeros may beomitted.

WIND DIR = 360is displayed as 0.

NNLeading zerosmay be omitted.

TNNNNLeading zerosmay be omifted.

Same as SPD

Same as SPD

Same as WIND

0 to 5.0 Kg.0 to 11 lbs.Leading ortrailing zerosmay be omitted.

Ref Alt +1500'< Thr Red Alt< Accel Alt< Max Cert Alt

0-9.9

60.0 to 255.0

Same as ACCELALT

Direction: 0-360Magnitude: 0-200

degreescentigrade

ft (MSL)

minutes

See BLOCK

ft

oegreeskts

F-PLN BSEC F-PLN BVERT REV BINIT AFUEL PREDSEC FUEL PRED

TAKEOFFGO-AROUND

HOLD

rNrT B (TOGW)FUEL PRED(GW)

INIT AFUEL PREDSEC FUEL PRED

F-PLN BSEC F-PLN BVERT REV BDES FORECASTSEC DES

APPROACH

F-PLN AF-PLN B

TAKEOFF

TAKEOFFAPPRGO-AROUND

Same as STEP PREDWIND

See BLOCK lNlT B

0-30

-€000 to +6000

Same as SPD

Same as SPD

fUminute

kts (CAS)

kts (CAS)

B-10

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p.406


DATA RANGE DISPLAYNAME FORMAT (X is inout) UNITS PAGE

VR Same as SPD Same as SPD kts (CAS) TAKEOFF

WAYPOINT XXXXX - may Must be in NAV N/A WAYPOINTbe from 1-5 data base unless NEW WAYPOINTcharacters for LAT/LONG or F-PLN A and Bwaypoint. PLACE/BRG/DIST; SEC F-PLN A and BAcceptable as if not in data LAT REVwaypoint IDENT: base, message PROGARPT "NOT IN DATA DIR TORWY BASE" isNAVAID displayed.WAYPOINT

For F-PLN A and B,SEC F-PLN A and B,LAT REV pages andLAT/LONG, PLACE/BRG/DIST may beentered to definea waypoint.

ZFw NNN.N for KG 60.0 to 190.0 See BLOCK lNlT Band LBS.Leading andtrailing zerosmay be omitted.

ZFWCG See CG See CG See CG lNlT BFUEL PRED

B-11

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SGRATCHPAD

GDU MESSAGES

Two types of messages are displayed in the scratchpad of the CDU:

Type 1 messages are displayed as a direct result of pilot action, e.g."ENTRY OUT OF RANGE". This type of message exists only whenit is displayed in the scratchpad - there is no message queue. Type1 messages are displayed immediatelywhen received and overwritesany entry in the scratchpad. The original entry reappears when themessage is cleared. Type 1 messages are cleared automatically byentering new data into the scratchpad, or by pressing any LSK orMODE key.

fype 2 messages are displayed automatically as information, or toprompt a pilot action. Five messages of this class may be stored ina lastin/flrstout message queue, and only one occurrence of a givenmessage is allowed in the queue at any one time. The existence ofa Type 2 message illuminatesthe MSG annunciatoron the rightsideof the CDU and display the legend 'MSG', in amber, at the 1 o'clockposition on the ND. The scratchpad must be empty to display a Type2 message and they are overwritten by pilot entries, reappearingwhen the pilot entered data is transferred or cleared. Type 2messages are cleared automatically when they no longer apply.

NOTE: Except for "PLEASE WAIT", any message may becleared by pressing the CLR key of the CDU. Thisaction does not clear the message from the otherCDU.

* Indicates the acronym "MSG", or the full plain English message, isalso displayed on the ElS.

Message Type Gondition

An ACARS uplink has beenreceived by the system,containing takeoff data.

ACARS TAKEOFF DATA 2*

c-1

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p.409


Message

ACARS ROUTE DATA

Condition

An AGARS uplink has beenreceived by the system,containing the requested flightplan route data, and it has beenloaded into the SEC F-PLN.

An ACARS uplink has beenreceived by the system,containing predicted wind dataalong the route of flight, whichavailable for insertion in the

active or secondary F-PLN atthe pilots option.

Aircraft position is invalid duringHOLD or Dl RECT TO operation.

Applicable during dual systeminitialization, and indicative ofdiffering A/C Statuses.

An IRU is in the align phase andlNlT A page was left withoutpressing theALlGN IRS prompt;or regardless of the CDU pagedisplayed, an IRU has gone intothe align phase.

An active flight plan revisionhas exceeded the storagecapacity of the FMC, making itnecessary to clear the otherfl ight plans.

The altitude constraint entered,exceeds the maximumcertificated aircraft altitude, orthe maximum altitude capabilityof the aircraft under the presentconditions.

Type

2*

IS

ACARS WIND DATA 2*

A/C POSITION INVALID

A/C STATUS MISMATCH 2*

ALIGN IRS

ALTN F-PLN CLEARED

ALT CSTR ABOVEMAX FL

2*

c-2

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p.410

A3f O FII'S PILOT'S GUTDE

Message Type

ALT ERROR WWWWW 2*t NNNN

BLOCK OUT OF RANGE 2*

BUSY-WAIT FOR READY 1

BUTTON PUSH IGNORED 1

CANCELING OFFSET

CHECK ALT CSTR- WWWWW

CHECK ALTITUDES

CHECK DATA BASECYCLE

CLB ALT CSTRSDELETED

Gondition

Altitude constraint at waypointwil l not be metwithin

t200 feet (NNNN).

Block fuel entry is either belowor above allowable range.

System is busy an ACARSdownlink is in progress andanother downlink has beeninitiated by the flight crew.

FMC computation capacity isoverloaded processing flightplan changes, and the systemcannot respond to inputs.

Offset route will be canceled atthe next waypoint.

An inconsistent altitudeconstraint exists at waypointWWWWW.

An altitude conflict existsbetween FCU altitude settingand the active vertical profile.

Date on the AIDS page is notwithin the effectivity dates ofthe active data base.

Climb constraints are clearedautomatically when thespecified altitude does notconform to the active verticalsituation, e.9., constraintalt i tudeis below A/G or FCU altitude,and the f l ight phase is cl imb.

2*

2*

2*

2*

c-3

Chatvi AP45

p.411


Message

CLOCKS DO NOTMATCH

CLOCKS INVALID

Gondit ion

Time difference between thetwo clocks is two minutes ormore.

A sensor failure, causing clockdata to be invalid, has beendetected by the FMC.

The A/C has entered theDESCENT PHASE and the CRZALT, as defined on the PROGpage, is above the actual aircraftalt i tude.

A cruise flight level has beenselected that is above themaximum certificated aircraftalt i tude.

lnertial and radio positions arenot available. A dead reckoningposition has been calculatedfrom the last known aircraftposit ion.

Following a Long-Term PowerTransient, all pilot-entered datais erased. Only default valuesare available unti l the FMC isreinit ial ized.

A discontinuity wil l beencountered within 30 seconds(NAV mode only).

Indicates that the data format,data field width, or data type,has exceeded the allowableentry range of the data field.

Indicates thatthe data field widthhas been exceeded, orthe dataformat or type is incorrect.

Type

2*

2*

2*CRZ ALT INVALID

CRZ FLABOVE MAX FL 2*

DEAD RECKONING NAV 2*

DEFAULT STATEASSUMED

DISCONTINUITYAHEAD 2*

ENTRY OUT OF RANGE

2*

FORMAT ERROR

c-4

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p.412

AS|O FME PTLOVS GUTDE

Message

FMC POSITIONMISMATCH

Gondition

Aircraft position differencegreater than five NM existsbetween the two FMCs whenoperating in dual.

The storagecapacity ofthe FMChas been exceeded due to thesize of the active primary flightplan.

A lateral flight plan changehas obviated the step point, orthe step point has been passed.

DELETE ALL prompt has beenpressed and a WPT/NAV iseither part of the active flightplan or is being used by theFMC for display or positioncomputations.

A GW difference greater thanone tonne exists between thetwo FMCs when operating indual mode.

Gross weight entry is eitherbelow or above the allowablerange.

Results when the two FMCsare unable to maintain dualoperation due to the inability ofthe slave to process requestsfrom the master.

Cruise altitude has not beendefined before engine start.

Enter the Cost Index on eitherthe lNlT A page or the strategicperformance MODE page, asappropriate.

Type

2*

F-PLN FULL

F-PLN STEP REMOVED 2*

F-PLN WPT/NAVRETAINED

GROSS WEIGHTMISMATCH

GW OUT OF RANGE 2*

2"INDEPENDENTOPERATION

INITIALIZE CRZ FL 2*

2"

INITIALIZE COST INDEX 2*

Chatvi AP45

p.413


Message Type

INITIALIZE WEIGHTS 2*

INITIALIZE ZFWCG 2*

IRS ONLY NAVIGATION 2*

INVALID ACARS DATA

request

LESS DRAG

LIST OF TWENTY IN USE 1

Gondit ion

Eitherthe Zero Fuel Weight hasnot been entered in the FMC, orthe Fuel Quantity sensor isinvalid.

The Zero FuelWeight CenterofGravity must be entered on thelNlT B page, otherwiseperfor-mance predictions will not runand PROFILE wil l not engage.

A valid radio position cannot becomputed. At leastone IRS is inthe normal mode and validi nertial position and velocity datais available.

Flight crew has made anACARS f l ight p lan upl ink

in which is contained data orformat errors, or flight plan datanot found in the navigation database.

Speed brakes are deployed andCAS is at least 10 kts below thedescent speed target, or 5 ktsbelow the FAC VMIN.

Displayed when 20 pilot-definedwaypoints or NAVAIDS havealready been entered into thedata base, and all 20 are beingused in the active flight plan.

An ACARS downlink has beeninitiated and a communicationproblem exists between theFMC and the MU (ManagementUnit) .

2*

2*

MSG NOT SENT 2*

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Message

NEW CRZ ALT _HHHHH

NO DESTINATION

NOT ALLOWED

NOT IN DATA BASE

PLEASE WAIT

RADIO ONLYNAVIGATION

REF NAVAIDDESELECTED

REF NAVAIDUNTUNABLE

Condition

The cruise altitude has beenautomatically changed, in theFMC, to HHHHH(FL???)toremove i nconsistency betweenthe CRZ ALT in the FMC, andthe FCU altitude entered by thepilot.

An altitude or speed constrainthas been entered on the F-PLNA page, the DES* flight phaseprompt has been pressed, andno destination has been definedin the FMC.

Button push orattempted actionis not allowed by the FMC dataentry rules.

The identifier of the requestedNAVAID is not in the data base.

Displayed during resychroniza-tion of the master and slaveFMC. Button pushes are notaccepted from either CDU.

Valid radio position data isbeing received, however, inertialposition is not available.

The referenced NAVAID hasbeen deselected by the flightcrew on the NAVAID page.

The referenced NAVAID,selected by the FMG for tuning,has not responded within theallotted 1O-second period andis classified as untunable.

Type

1

2*

2*

2*

2*

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p.415

A37O FilS PTLOT'S GUTDE

Message

SEC F-PLN CLEARED

Gondition

An active flight plan revisionhas exceeded the storagecapacity of the FMC, making itnecessary to clear other flightplans.

A FLEX TEMP has beenreceived via ACARS for theselected runway, FLEX TO isengaged, and the displayedtemperature is to be set on theTRP.

Displayed when the crew haselected to manually choose thesensor type (FF or FQ) used tocompute FOB, and the sensorof choice is invalid; or bothbecome invalid as a choice isentered.

Speed constraint at waypointXXXXXwill not be metwithin +5kts. XXXXX (waypoint), NNN(error in knots CAS).

With PROFILE engaged andthe aircraft below the speed limitaltitude, it indicates the speedlimit has been exceeded by 15knots.

Informs crew that FMC stepaltitude predictions have beencompleted and are available onthe STEP PRED page.

The active situation has causedthe automatic deletion of thetime constraint.

Type

1

SELECT XX C ON TRP 2*

SENSOR IS INVALID 1

SPD ERRORXXXXXINNN

SPD LIM EXCEEDED 2*

STEP PRED AVAILABLE 2*

2*

TIME CSTR REMOVED 2*

c-8

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p.416

ASIO FINS PILOVS GUIDE

Message

TIME ERROR[fiXXtHHMM

Gondition

Time constraint at waypointX)fiXXwillnot be metwithin +2minutes of the specified time.HH (hours) MM (minutes).

Takeoff gross weight entry iseither below or above theallowable range.

Data base crossloads havefailed three consecutivecomparison tests.

Data base crossload has beencompleted.

Data base crossload is inprogress and FMC outputs aredisabled until the transfer iscomplete.

The NAVAID is procedurespecified and cannot be tunedby the FMC because anotherNAVAID is being manual lyby the f l ight crew. AAA

- FFF.FF (frequency).

Displayed when a landingconfigurationof 2Q120 had beenpreviously selected, a DFA issubsequently armed orengaged, and the systemautomatically reverts back tothe 30/40 configuration.

Type

2*

TOGW OUT OF RANGE 2*

TRANSFERABORTED 2*

TRANSFER COMPLETE 2*

TRANSFER INPROGRESS

TUNE AAA - FFF.FF 2*

tuned(identifier)

USING LDG CONFIG30t40

2*

2*

c-9

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Message

VERIFY A/C POSITION

ZFW OUT OF RANGE 2*

Condition

A difference greater than 12NM exists between radioposition and IRS position.Aircraft position should beverified using conventionalmeans.

Zero tuel weight entry is eitherbelow or above the allowablerange.

Type

2*

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TERMINOLOGY

TERMINOLOGY

The following is a list of terminology used in this guide, some of whichis unique to the FMS,

ACCELERATION ALTITUDE is that altitude atwhich acceleration toinitial climb speed is initiated as slats/flaps are retracted.

ACTIVE FLIGHT PLAN is the route between a ORIGIN/DESTINA-TION as defined by the pilot in the FMC. May also be referred to asthe ACTIVE PRIMARY FLIGHT PLAN.

ALTITUDE CONSTRAINT refers to an altitude crossing restriction.

AUTO FLIGHT SYSTEMS (AFS) comprises the FlightAugmentationComputer (FAC), Thrust Control Computer (TCC), Flight ControlComputer (FCC), and the Flight Control Unit (FCU).

CLASS is a measure of NAVAID transmitter range capabilitypresentedasT - Terminal, L - LowAltitude,andH - HighAltitude,(e.9. TVOR, HVORTAC, LDME, etc).

COMPANY ROUTE comprises the entire route, with the exception ofthe destination STAR, between the origin/destination, including costindex, and cruise flight level.

CONSTRAINT is an altitude, speed, or time restriction.

COST INDEX is a factor representing the cost of operating theaircraft in dollars per hour divided by the cost of fuel in cents perpound.

CROSSTALK is the communication of information between the twocomputers (FMCs).

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DATABASE is the navigation and performance-related informationthat is stored in the non-volatile memory of the Flight ManagementComputer.

DATA FIELD refers to a data line on the CDU where specificinformation is displayed or entered.

DEFAULT refers to data, from the FMC, that is automaticallydisplayed when no previous entries have been made, or whenentered data is manually cleared.

DELTA is a term which describes a vadable.

DESELEGT refers to the action of inhibiting a NAVAID from beingautomatically tuned.

DISCONTINUITY identifies a break in the lateral flight plan wheretwo successive path terminat ions (waypoints/navaids) aredisconnected.

EGONOMY CLIMB refers to an IAS/Mach schedule which results inminimum operating cost per mile.

FIGURE OF MERIT is a number between 0 and 3 that rates aNAVAID with respect to useable reception range. ,

FIX is a reference waypoint from which an approach or maneuverprocedure is begun (i.e., Final Approach Fix).

FLIGHT MANAGEMENT SYSTEM is an integrated control andinformation system which provides automatic navigation, guidance,map displays, and in-flight performance optimization. The systemcomprises two Control and Display Units and two Flight ManagementComputers.

HOLD is a specified flight maneuver utilized to maintain a relativegeographical position.

INSERT refers to the act of transferring data previously typed in thescratchpad to the desired data line, or in the case of the INSERTprompt (rF), to enter page data into the FMC.

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IRS ALIGNMENT refers to the process of ensuring that the lRUsstart their computations at a known geographical latitude andlongitude.

LEG is one of 16 possible navigational path terminations, used in theFMC, to deflne a lateral flight plan.

MAP mode is a format of the Navigation Display where a heading-up presentation of the route moves relative to a fixed aircraft symbol.

MAXIMUM ALTITUDE is a computed value which considers thrustlimitations, speed envelope constraints, and load factor margins.

MAXIMUM CLIMB refers to a speed-altitude schedule which resultsin a maximum climb fl ight path angle.

MAXIMUM ENDURANGE is a speed target which results in best liftover drag ratio.

NAV is an Automatic Flight System mode which couples the FlightManagement Computer guidance signals to the Flight ControlComputer.

NAVAID is a VHF radio station that is used to determine aircraftposition.

OPTIMUM ALTITUDE is the altitude at which performance factors offuel, time, and cost are optimized according to the current strategiccruise mode.

PERFORMANCE OPTIMIZATION refers to the determination ofspeed/altitude schedules which will minimize cost, fuel consumptionor elapsed time.

PLAN MODE is a format of the Navigation Display where the aircraftsymbol moves relative to a fixed north-up presentation of the routecentered at the TO waypoint.

PROCEDURE TURN is a course reversal maneuver to align anaircraft on the final approach course.

Chatvi AP45

p.421


PROFILE is an AFS mode which couples the FMC verticalguidancesignals to the FCC and the TCC.

PROMPT refers to a symbol displayed on the CDU, adjacent to a lineselect key, to select data ( < or > ), or modify the active flight plan (*).

PSEUDO WAYPOINT is a point inserted into the Primary Flight Planreflecting a change in the vertical profile.

REMOTE TUNING is the manualselection of a station, on the CDU.to be auto tuned by the FMC.

SCRATCHPAD isthe bottom line of the CDU reserved forthe displayof system messages, and the typing of alphanumerics for initializationand fl ight planning.

SCROLLING refers to the act of moving the CDU display up or downon the screen to accommodate additional data on the page.

SECONDARY FLIGHT PLAN is an optional route that may beinserted into the Flight Management Computer for later activation.

SELECTED ALTITUDE refers to the altitude selected on the FCU.

SEQUENCED refers to passing a F-PLN waypoint - TO to FROM.

SITUATIONAL MODES (lMM DES, DECEL, IMM CLB, and ENGOUTDRIFTDOWN) allow the pilot to deviate from the vertical profilewithout necessitating a verticalflight plan change. These modes areeither manually or automatically engaged.

SPEED LIMIT is a maximum speed specified by regulation.

SPEED TRANSITION is the point or altitude at which a speedchange occurs.

SPEED CONSTRAINT refers to an airspeed restriction at aspecified point.

Rev 1 Dec/93 D-4

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p.422


STEP ALTITUDE POINT is a predicted point of the route where thecruise altitude is changed.

STRATEGIC MODE pertains to vertical performance parametersaffecting all phases of a flight.

TACTICAL MODE pertains to vertical performance parametersaffecting only the current flight phase.

THRUST REDUCTION ALTITUDE is that altitude where take-offthrust is reduced/increased to climb thrust.

TONNE refersto metricton (1000 kg). TONNESx2.2046 = POUNDS.1 TONNE = 2204.6 POUNDS.

TOP OF CLIMB is a predicted point of the route where the cruiseflight level entered by the crew, into the FMC, is reached.

TOP OF DESCENT is a predicted point of the route from whichoptimum descent performance to the destination may be achieved.

VAPP is final approach speed in the landing configuration and hasa modifiable default value of VREF +5 KTS.

VFTO is final takeoff speed, Green Dot, or best lift over drag speed.

WAYPOINT is a geographically-fixed position, along the route offlight, either contained within the data base or defined by the pilot.

WRITE refers to typing alphanumeric characters in the CDUscratchpad for transfer into the desired data line on a page.

D-5

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E-1

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E-2

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E-3

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Company Route . . .3.1-4coMpurED HoLD AT.. . . . . . . . . . . 3.5-12CONFIRM Prompt . . . . . . . . . . . . . . . . . .3.3-6Constraint Al t i tude . . . . . . . . . . . . . . . . .3.5-9

Alt i tude Entry. . . . . . . . . 3.1-51Time Entry . . . . . . . .3.1-39,3.1-42

Constraints ALTN F-PLN .......7-45Copy Act ive. . . . . . . . . . . . . . . 3.1-74,7-2co RTE 3.1-23,3.1-30CO RTE ACARS ..7-26co RTE SEC tNDEX.. . . . . . . . . . . . . . . . . . . . . . . . . . , . . .7-2Cost lndex 3.1-6. 3.1-66Cross-Tied Mode . . . . . . . . . . . . . . . . . . .8-3Crossload Data Base 5-8. 5-10Crossover Altitude 3.1-36cRUtsE . . . . . . . . . . . . . . . .3.4-1Cruise ALTN F-PLN . . . . . . . . . . . . . . .7-46Cruise Performance Change . 3.4-10Cruise Wind Entry 3.4-12,3.4-13,

3.4-14cRz.. . . . 3.1-14

ALT Change . . . . . . . . . . . . . . , . . . . . . . .3.4-8FL . . . . . . . . . . . . . . . . . . . .3.1-7Page Tact ical . . . . . . . . . . . . 3.1-67,3.1-69PROG Page.. . . . . . . 3.2-17,3.2-20Wind.. . . . . . . 3.1-8, 3.2-25

cRz FL ALTN F-PLN . . . . . . . . . . . . .7-46CRZ FL SEC INDEX Page . . . .7-3cRz wtND sEc F-PLN . . . . . . . . .7-6

D/D.. . . . . . . . . . 3.3-15Dashes . . . . . . . . . . . . . . . . .2-gDATABASE HOLD AT.. . . . . . . . . . . 3.5-11Data Base (Nav)

Crossload . . . . . . . . .5-10Loader . . . . . . . . . . . . . .5-8Operat ion . . . . . . . . . .5-8Overview . . . . . . . . . .5-1Select ion . . . . . . . . . . .3.1-2

Data Format List CDU.. . . . . . . . . . . B-1

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DAY/MONTH.. . . . . . . . . . . . . . . . . . . . . . . . .7-35DEAD REcKoNtNG.. . . . . . . : . . . . . . . : : . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-8Decel Mode . . . . . . . . . .3.4-3DEFTNED NAVATDS . . . . . . . . . . . . . .7-22Defined Runway ..7-18Def ined Waypoints . . . . . . . . . . . . . . . .7-10Degraded Navigat ion . . . . . . . . . . . . .8-5Degraded Performance . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1Departure Runway Change ...3.2-11DESCENT . . . . . . . . . . . .3.5-1

Path . . . . . . . . . 3.5-1. 3.5-3Phase Transition 3.4-26Preparat ions . . . . . . . . . . . . . . . . . . . . . . .3.4-19Vertical Profi le Guidance ...3.5-1Vert ical Revis ions . . . . . . . . . . . . . . .3.5-6

Descent ALTN F-PLN . . . . . . . . . . . .7-47Descent Speed Targets 3.5-2, 3.5-3Descent Winds ACARS .........7-33DES FORECAST .3.2-23DES FORECAST Page . . . . . . . . .3.4-24DES FORECAST SEC INDEX Page . . . . . . .7-3DES Page Tactical 3.1-67,3.1-70Dest inat ion Wind . . . . . . . . 3.1-63DF Leg 3.4-15,2-17Direct To NAV . . . . . .3.3-22Discont inui ty. . . . . . . . . . . . . . 3.1-33Display . . . . . . . . . . . . . . . . .2-3DIR TO 3.3-24

Pin Opt ion . . . . . . . .3.3-23Diversion to Al ternate . . . . . . . . . . . .3.7-6DONE PHASE . . . . .3.8-1DONE Transition ..3.8-1Dri f t Down 3.3-12.3.4-7DSPY Annunciator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6DUAL IRS NAV . . . .8-1Dual Mode . . . . . . . . . . . .1-6

ECON .3.1-69,3.1-70ECON Strategic ...3.1-65EFIS ND . . . . , . . . . , . . . . .1-3

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EF|S PFD . . . . . . , . . . . . 1-3EFIS PLAN Mode .3.1-72Emergency Return . . . . . . . . . . . . . . . . .3.3-5ENABLE ALTERNATE . . . . . . . . . . . . . . 3.1-24.3.7-8.

7-47Engine Ou1.. . . . . . . . . . 3.3-O, B-12

EO ACCEL . . . . . . .3.2-6ACCEL Go-Around . . . . . . . . . . . . .3.7-2Drift Down Situational Mode 3.3-12Dri f t Down . . . . . . . . .3.4-7F-PLN Pa9e.. . . . . . . . . . . . . . . . . . . . . . .3.3-8sfD.. . . . . . . . . 8-12,8-14Strategic Mode Page . . . . , . . . .3.3-10Takeoff . . . . . . . . . . . 8-13THR RED . . . . . . . . . .3.2-6THR RED Go-Around . . . . . . . . .3.7-2

Engine Out Fl ight P1an.. . . , . . . . . .3.3-8Enroute Winds ACARS . . . . . . . . .7-33EO ACCEL ACARS . . . . . . . . . . . . . . .7-29EO THR RED ACARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29ET4.. . . . . . . . . 3.1-35ETE.. . . . . . . . . 3.1-35Exit Holding Pattern 3.5-17EXTRA/TIME Fuel 3.1-14

F-PLN A Page . . . . .3.1-34F-PLN B Page . . . . . .3.1-37F-PLN Discontinuity .3.1-33F-PLN/FL ACARS . . . . . . . . . . . . . . . . . .7-26FAIL Annunciator . . . . . . . . . . . . . . . . . . .2-6Field . . . . . . . . . . . . . . . . . . . . .2-3FINAL/TIME Fuel .3.1-14FINAL/TIME HOLD 3.5-14FINAL APPR Prompt . , . . . . . . . .3.6-3FLAP/SLAT . . . . . . . . . . . . . . . 3.2-9. 7-30FLEX . .3.2-8FLEX ACARS . . . . . . .7-29Fl ight Control Uni t . . . . . . . . . . . . . . . . . .1-2Fl ight Phases . . . . . 3.1-1Fl ight Plan Check .3.1-71

E-6

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Fl ight Plan Memory Space . . . . .7-4Fl ight Planning . . . . .3.1-17Flight Plan Uplink .7-33FLP RETR . . . . . . . . . . . .3.2-4FLP RETR ACARS . . . . . . . . . . . . . . . .7-28FLP RETR Approach Page . . . . . . . . . . . . . . . . . . . . .3.6-3FLP RETR Go-Around . . . . . . . . . . .3.7-2FMA lndicat ions . . . . . . . . . 3.2-26

Indications Approach .., . . . . . .3.6-4Fai lure Dur ing Engine Start . . . . . . . . . . . . . . . . . .8-11lndependent Operat ion Fix . . . . . . . . . . . . . . . . . .8-11Malfunct ions . . . . . . . . . . . . . . . . . . . . . . .8-9Posit ion 4-2.4-3Position Update 3.2-21

FM Leg 2-20,3.4-15FM Reset. . . . . . . . . . . . . .8-9FM Resynchronizat ion . . . . . . . . . . .8-10FMS APPROACH . . . . . . . . . . , . . . . . . .3.6-1

CDU Keyboard.. . . . . . . . . . . . . . . . . .2-2CDU Overview.. . . . . . . . . . . . . . . . . . .2-1Components . . . . . . . . . . . . . . 1-1, 1-4cRUlsE . . . . . . . . . . . .3.4- ' lDegraded Performance.. . . . . . . . . . . . . . . . . . . . . . . 8-1Display . . . . . . . . . . . . . .2-3Dual Mode . . . . . . .1-6lndependent Mode 1-7,8-1lNlT A Page.. . . . . . . . . . . . . . . . . . . . . . .3.1-3lNlT B Pa9e.. . . . . . . . 3.1-11Ini t ia l izat ion . . . . . . .3.1-3Lateral Funct ions . . . . . . . . . . . . . . . .2-1Major Funct ions . . . . . . . . . . . . . . .1-1Master Slave . . .1-6Operat ional Modes . . . . . . . . . . . . .1-6Power-up . . . . . . . . . .3.1-1Pref l ight . . . . . . . . . . . .3.1-1Single Mode . . . .8-5System Conf igurat ion. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5Takeoff . . . . . . . . . . . . .3.2-1Vert ical Funct ions . . . . . . . . . . . . . . .2-1

FMS Fix ldent i f iers . . . . . . . . . . . . . . . . .5-2

E-7

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FOB.. . . . . . . . 3.2-25FORECAST DES .3.2-23Format Waypoint .2-17FROM/TO . . . . . . . . . . . . .3.1-5FROM/TO SEC INDEX Page . . . . . . . . . . . . . . . . . .7-3Fuel Planning.. . . . . . . . . . 3.1-11FUEL PRED 3.2-24

Predict ion Pa9e., , . . . . , . 3.2-24Predict ions . . . . . . . .3.4-18Weight Entry . . . . . . . . 3.1-12

FUEL PRED SEC |NDEX . . . . . . . . . . . . . . . . . . . . . . . .7-3Funct ion Keys . . . . . . . . . . . . . . . . . . . . . . . .2-4

General Overview . . . . . . . . . . . . . . . . . .1-1GMT.. . . . . . . . 3.1-47GO-AROUND... . . . . . . . . . 3.6-2, 3.7-1Go-Around Page.. . . . . . . . 3.7-1Go-Around Transition 3.6-12Green Dot . . . . . . . . . . . .3.1-65,3,3-11GW... . . . . . . . 3.2-25GW and CG Update 3.2-15GW and FOB SEC F-PLN . . . . .7-5

HDG/STS |SDU . . . . . . . . . . . . . . . . . . . . .6-4HOLD .3.1-23HOLD AT PPOS . .3.5-12Holding 3.5-10

Pattern Exi t . . . . . . . . . . . 3.5-17Pattern Types ...3.5-10HOLD Pa9e.. . . . . . . . 3.5-11Tit le Line 3.5-13To Al t i tude (HA). . . . . . . . . . . . . . . . . .2-21, 3.5-10To Fix (HF). . . . . . . . . 2-21,3.5-10To Manual Terminat ion . . . . . . . . . . . . . . . 2-21. 3.5-11

VP.. . . . . . . . . . . . 3.1-16IMM CLB/IMM DES 3.1-61

CLB Mode . . . . . . . .3.4-5DES Mode . . . . . . . .3.4-2

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rNB CRS HOLD . . .3.5-13cRS PROC T . . . . . . . . . . . . . . . . . . . . .3.6-6DtsT PROC T.. . . . . . . . . . . . . . , . . . . .3.6-6

Independent Mode 1-6, 8-1TNDEPENDENT OPERATION . . . . . . . . . . . . . . . . .7-21Independent Operat ion Fix. . . . . . . . . . . . . . . . . . . . . .8-11INERTIAL Only NAV . . . . . . . . . . . . . .4-7lNlT A Page . . . . . . . . .3.1-3lNlT B Page . . . . . . . . .3.1-11Ini t ia l izat ion . . . . . . . . . .3.1-3Ini t ia l izat ion IRS . . . , , . . . . . . . . . . . . . . . ,6-9TNSERT HOLD . . . . .3.5-14

PROC T.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-9Step.. . . . . . . . 3.1-60

IRS/FM Posit ion Verif ication ..3.1-5f RS-DME/DME Navigat ion. . . . . . . . . . . . . . . . . . . . . . .4-4IRS-lLS/DME Navigat ion . . . . . . . . . . . . . . . . . . . . . . . .4-6IRS-VOR/DME Navigat ion . . . . . . . . . . . . . . . . . . . . . . .4-5IRS Al ign . . . . . . . . . . . . . .3.1-7

Att i tude Mode ...6.6-15Descr ipt ion . . . . . . .6-1lni t ia l izat ion . . . . . . .6-9Modes . . . . . . . . . . . . . . .6-6OFF Mode . . . . . . . .6-17oNLY NAV . . . . . . . . . . . . . . . . . . . . . . . . .8-7Posi t ion . . . . . . . . . . . .4-2

IRS MONITOR Page . . . . . . . . . . . . . .7-41IRU Al ign Submode . . . . . . . . . . . . . . .6-18

Att i tude Mode ... 6-18Ini t ia l izat ion Submode . . . . . . . .6-18lNlT Prob1ems.. . . . . . . . . . . . . . . . . . . .6-11Mode Select Uni t . . . . . . . . . . . . . . . ,6-2NAV Mode . . . . . . . .6-18Problems After lNlT . . . . . . . . . .6-13Quick Re-Align .6-13Quick Re-Align Problems ...6-14Real ign Submode . . . . . . . . . . . . . . ,6-18System Operat ion Diagram . . . . . . . . . . . . . . . . . .6-18System Turn Off . . . . . . . . . . . . . . . . .6-18Test. . . . . . . . . . . . . . . , .6-8

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E-10

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E-l1

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p.435


New Route To.. . . . . . . . . . . . 3.3-16NEW WAYPOINT 3,1.23NEW WAYPOINT Funct ion . . .3.1-27NO ALTN HOLD . .3.5-16None Navigat ion Mode . . . . . . . . . .8-8Numeric Keys.. . . . . . . . . . . . . . . . . . . . . . . .2-6

Oceanic Waypoints . . . . . . . . . . . . . . . .7-14oFST.. . . . . . . 3.2-20OFST Annunciator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-6On-Path Descent .3.5-1Operat ional Modes . . . . . . . . . . . . . . . .1-6OPT Alt i tude . . . . . . . . . . . . . . 3.2-20oPT FL 3.1-14ouTB cRS PROC T.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-9Overf ly . . . . . . . . . . . . . . . . . .2-9Overview CDU . . . . . . . . . . . . . . . . . . . , . . .2-1

Data Base . . . . . . . . .5-1Navigat ion . . . . . . . .4-1

Page Number. . . . . . . . . . . . . . . . . . . . . . . . .2-9Page Prompts. . . . . . . . . . . . . . . . . . . . . . . .2-9Page Trees . . . . . . . . . . . . . . . 2-11112,

2-12t13,2-13114,2-15116

Parallel Offset ......3.2-20,3.4-15PtBtD . .3.3-26PBD Waypoint . . . . . . . . . . . . . . . . . . . . . . .7-11PD Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . .7-10Performance Change Cruise . 3.4-10

Data Base . . . . . . . . .5-1Degraded . . . . . . . . . .8-1Modes 3.1-65

PFD.. . . . . . . . . . . . . . . . . . . .1-3Place/Bear ing/Distance Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 -1 1Place/Distance Waypoint . . . . . . . . . . . . . . . . . . . . . . . .7-10Position Update ...3.2-21,3.2-26

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A31O FMS PILOVS OUTDE

Posit ion Ver i f icat ion . . . . . . . . . . . . . . .3.1-5POS REPORT ACARS . . . . . . . . . .7-25Power-up . . . . . . . . . . . . . .3.1-1PPOS |SDU . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3Predict ions ALTN F-PLN . . . . . . .7-45Prediction Step ......... 3.1-49Prefl ight 3-1,3.1-1,7-2PRED TO . . . . . . . . . . . . .3.1-68,3.1-70Preparation Descent 3.4-19Procedure Turns ..3.6-6PROC T.. . . . . . . . . . . . . . .3.1-23

Manual Terminat ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-7Procedure Speci f ied . . . . . . . . . . .3.6-6

Prof i le Engagement. . . . . . . . . . . . . . .3.2-30PROG Pa9e.. . . . . . . . 3.2-17Pseudo Waypoints 3.1-15

Quick Re-Al ign . . . . .6-13Quality lmprovement Package 1-1, 3.1-3,

3.1-5,3.1-8,3.1-10

RADfO Only NAV . . . . . . . . . . . . . . . . . . .4-7Radio Updat ing-FMC Posi t ion. . . . . . . , . . . . . . . . . . . . . . . . .4-3Re-Al ign IRU . . . . . . . . . . . . . . . . . . . . . . . . . .6-13REFERENCE INDEX . . . . . . . . . . . . .7-9Resynchronizat ion FM.. . . . . . . . . . . . . . . . . . .8-10RETURN 3.1-24,3.1-48

HOLD 3.5-16PROC T.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-9Step.. . . . . . . . 3.1-60

RETURN MAINT Page . . . . . . . . . .7-38Return To Autotuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.3-4REVERT TO HOLD 3.5-15ROUTE ACARS . . ,7-24Route Select ion Page . . . . . . . . . . . . 3. 1 -1 0RTE RSV/% Fuel . . . . . . . . . . 3.1-13

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Speed Changes ...3.2-13Constraint Entry . . . . . . . . 3.1-43Limit . . . . , . . . . 3.1-47,3.1-49

SRS Mode 3.2-28STAR.. . . . . . . 3.1-22STAR Selection ...3.4-20STATUS ACARS .7-26Step Al t i tude/Predict ion Page A.. . . . . . . . . . . . . 3.1-53

Cl imb 3.1-16,3.1-53Descent 3.1-16.3.1-53PRED.. . . . . . 3.1-48PRED F-PLN 8.. . . . . . . . . . . . . . . . . .3.1-49T|ME/DIST . . . . . . . .3.1-59TO FL 3.1-58WIND at FL . . . . . . . . 3.1-59

Strategic Mode ... . .3.3-21Mode Pa9e.. . . . . . . . 3.1-65

Symbols (+ or -) . . . . . . . . . . . . . . . . . . . ,2-9System Conf igurat ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5

T/O DATA . . . . . . . . . . . .7-24Tactical Mode Automatic .. . . . . .3.3-20

Mode Manual . . . .3.3-19Mode Pa9e.. . . . . . . . 3.1-67

Takeotf . . . . . . . . . . . . . . . . .3.2-1FMA Indicat ions. . . . . . . . . 3.2-26Page.. . . . . . . . . . . . . . . .3.2-2Page ACARS Upl ink , . , . . . . . . .3.2-7Position Update 3.2-26Rol l . . . . . . . . . . . . . . . . . . .3.2-26Transit ion 3.1-74

Takeoff ALTN F-PLN . . . . . . . . . . . . .7-46TAKEOFF Page ACARS . . . . . . . . . . . . . . . . . . . . . . . . .7-26TAXI Fuel 3.1-12TEMP/TROPO .. . . . . . . . . . 3.1-7, 3.2-25TEMP/TROPO SEC F-PLN ...7-5Temperature . . . . . . . . . . . . . 3.1-38Temperature ALTN F-PLN ... . .7-46TEMP Vert Rev . . . .3.1-49Terminology . . . . . . . . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . . . . D-1

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TEST PATTERN Page . . . . . . . . . .7-37TF Leg 3.4-15,2-17THR ATS Mode . . . .3.2-28

RED/ACCEL Alt i tudes . . . . . . . .3.2-10RED . . . . . . . . . . . . . . .3.2-6RED Go-Around . . . . . . . . . . . . . . . . .3.7-2

Three-Minute Re-al ign IRU . . . . . . . . . . . . . . . . . . . . . .6-13THR RED ACARS . . . . . . . . . . . . . . . . . .7-2eThrust Reduct ion Al t i tude . . . . . .3.1-50TIME/DIST HOLD 3.5-14TIME/DIST 3.1-59Time Constraint Entry 3.1-39Tit le Field . . . . . . . . . . . . .2-3

Line F-PLN 4.. . . . . . . . . . . . . . . . . . . . .3.1-35Line HOLD . . . . . . . .3.5-13Line PROG Page . . . . . . . . . . . . . . .3.2-18PROC T.. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.6-9

TOGW... . . 3. 1 -1 3Top-of-Cl imb . . . . . . . . . . . . . . . 3.1-16Top-of-Descent. . . . . . . . . . . . . . . . . . . . . .3.5-1TO SHTFT . . . . . . . . . . . . .3.2-6Transition Takeoff 3.1-74

to Approach . . . . . . . . . . . . . . . 3.5-18to Cl imb Phase .3.2-30to Cruise Phase 3.3-27to Descent Phase 3.4-26to DONE . . . . . . . . . . .3.8-1to Go-Around.. . . . . . . . . . . . 3.7-12

TRIM . . .3.2-9TR|M ACARS . . . . . . .7-30TRIP/TIME Fuel . . . . . . 3.1-13TRIP HOLD 3.5-14TROPO 3.2-25Tuning Automatic .4-10Tuning Manual . . . . .4-11Tuning Navaids . . . .32-22Turn Arrow . . . . . . . . . . .2-9TURN HOLD . . . . . . . .3.5-14

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A300-600 FMS Pilot's Guide

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