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HighlightsPage 1 of 1

September 2005

Honeywell International, Inc.Commercial Electronic Systems21111 N. 19th AvenuePhoenix, AZ 85036--1111U.S.A.(CAGE Code 55939)

TO: HOLDERS OF THE FLIGHT MANAGEMENT SYSTEM (FMS)FOR THE AGUSTA BELL AB139 HELICOPTERSOFTWARE VERSION NZ 7.01 PILOT�S MANUAL,HONEYWELL PUB. NO. A28--1146--181

REVISION NO. 01 DATED SEPTEMBER 2005

HIGHLIGHTS

This manual has been extensively revised to reflect changes and addedinformation. The List of Effective Pages (LEP) identifies the currentrevision to each page in this manual.

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

Please replace your copy of this manual with the attached completerevision. The Record of Revisions page shows Honeywell has alreadyput Revision No. 1 dated Sep 2005 in the manual.

Printed in U.S.A. Pub. No. A28--1146--181--01 August 2004Revised September 2005

Honeywell International, Inc.Commercial Electronic Systems21111 N. 19th AvenuePhoenix, AZ 85036--1111U.S.A.(CAGE Code 55939)

FlightManagementSystem(FMS)

for theAgusta Bell AB139

HelicopterSoftware Version

NZ 7.01

Pilot�s Manual

ASSOCIATEMEMBER

Member of GAMA

General AviationManufacturer�s Association

E

SPEX is a U.S. registered trademark of Honeywell International, Inc.

AFIS is a U.S. trademark of Honeywell International, Inc.

Copyright E 2005 Honeywell InternationalInc. All rights reserved.

PROPRIETARY NOTICE

This document and the information disclosed herein are proprietarydata of Honeywell International. Neither this document nor theinformation contained herein shall be used, reproduced, or disclosed toothers without the written authorization of Honeywell International,except to the extent required for installation or maintenance ofrecipient�s equipment.

NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) ANDDISCLOSUREOFCONFIDENTIAL INFORMATIONGENERALLY (18USC 1905)

This document is being furnished in confidence by HoneywellInternational. The information disclosed herein falls within exemption(b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.

All rights reserved. No part of this book, CD, or PDFmay be reproducedor transmitted in any form or by any means, electronic or mechanical,including photocopying, recording, or by any information storage andretrieval system, without the written permission of HoneywellInternational, except where a contractual arrangement exists betweenthe customer and Honeywell International.

S2005

Flight Management System (FMS)

A28--1146--181REV 1, Sep/05

Record of RevisionsRR--1/(RR--2 blank)

Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.

Record of Revisions

Upon receipt of a revision, insert the latest revised pages and disposeof superseded pages. Enter revision number and date, insertion date,and the incorporator�s initials on this Record of Revisions. The typedinitial H is used when Honeywell is the incorporator of the revision.

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Table of Contents

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Introduction

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1--3/1--4 1

System Description

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System Components

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Operational Example

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Operational Example (cont)

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Performance

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Navigation (cont)

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Flight Plan

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Progress

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Direct/Intercept

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Multifunction Control Display Unit(MCDU) Entry Format

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Messages

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Maintenance

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Acronyms and Abbreviations

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Index

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A28--1146--181REV 1, Sep/05

Table of ContentsTC--1


Table of Contents

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

Honeywell Product Support 1-2. . . . . . . . . . . . . . . . . . . .FMS Product Support 1-2. . . . . . . . . . . . . . . . . . . . . . . . .Customer support 1-3. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Honeywell Aerospace Online Technical PublicationsWeb Site 1-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Customer Response Center (CRC) 1-3. . . . . . . . . .

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

Functional Description 2-3. . . . . . . . . . . . . . . . . . . . . . . .Flight Planning 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Database 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Navigation (LNAV) 2-4. . . . . . . . . . . . . . . . . . . . .Vertical Navigation (VNAV) 2-4. . . . . . . . . . . . . . . . . . . .Performance 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Displays 2-4. . . . . . . . . . . . . . . . . . . . . . . . . .Technical News Letter 2-5. . . . . . . . . . . . . . . . . . . . . . . .

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

Multipurpose Control Display Unit (MCDU) 3-1. . . . . . .MCDU Display 3-2. . . . . . . . . . . . . . . . . . . . . . . . . . . .Alphanumeric Keys 3-3. . . . . . . . . . . . . . . . . . . . . . . .Scratchpad 3-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Line Select Keys (LSK) 3-4. . . . . . . . . . . . . . . . . . . . .Clear (CLR) Key 3-5. . . . . . . . . . . . . . . . . . . . . . . . . .Delete (DEL) Key 3-5. . . . . . . . . . . . . . . . . . . . . . . . . .Function Keys 3-6. . . . . . . . . . . . . . . . . . . . . . . . . . . .Accessing Any FMS Function 3-10. . . . . . . . . . . . . . .Annunciators 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Brightness Control 3-14. . . . . . . . . . . . . . . . . . . . . . . . .

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

Predeparture 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Power--up 4-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Position Initialization 4-7. . . . . . . . . . . . . . . . . . . . . . . . . .Active Flight Plan 4-9. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Waypoint Entry 4-11. . . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Initialization 4-17. . . . . . . . . . . . . . . . . . . . . .Departure Selection 4-22. . . . . . . . . . . . . . . . . . . . . . . . . .Takeoff Data 4-26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Runway Position (RW POS) 4-29. . . . . . . . . . . . . . . . . . .Takeoff 4-32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Climb 4-36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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Table of Contents (cont)En Route 4-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Descent 4-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arrival 4-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Approach 4-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Landing 4-45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Missed Approach 4-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alternate Flight Plan 4-48. . . . . . . . . . . . . . . . . . . . . . . . . .Clearing of Flight Plans 4-49. . . . . . . . . . . . . . . . . . . . . . .

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

Performance Index 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Initialization 5-3. . . . . . . . . . . . . . . . . . . . . .SPD/FF and Current Groundspeed/FF Method 5-7. . .

Pilot Speed/Fuel Flow (SPD/FF) Method 5-7. . . . .Performance Plan 5-18. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Wind and Temperature Pages 5-19. . . . . . . . . . . . . . .Takeoff Pages 5-22. . . . . . . . . . . . . . . . . . . . . . . . . . . .Landing Pages 5-25. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Management 5-27. . . . . . . . . . . . . . . . . . . . . . . . . . . .Aircraft database 5-29. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

Defining Stored Flight Plans 6-5. . . . . . . . . . . . . . . .Deleting Stored Flight Plans 6-7. . . . . . . . . . . . . . . .

Flight Plan Select 6-8. . . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot Waypoint List 6-11. . . . . . . . . . . . . . . . . . . . . . . . . . . .Data Base 6-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Airports/Heliports 6-17. . . . . . . . . . . . . . . . . . . . . . . . . .Surfaces/Helipads 6-22. . . . . . . . . . . . . . . . . . . . . . . . .Navaids 6-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Instrument Landing Systems 6-27. . . . . . . . . . . . . . . .Intersections 6-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multiple Waypoints 6-29. . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot Defined Waypoints 6-29. . . . . . . . . . . . . . . . . . . .Undefined Waypoints 6-29. . . . . . . . . . . . . . . . . . . . . .

FMS database 6-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Database 6-30. . . . . . . . . . . . . . . . . . . . . . .Custom Database 6-31. . . . . . . . . . . . . . . . . . . . . . . . .Temporary Waypoints 6-31. . . . . . . . . . . . . . . . . . . . . .

Departures 6-32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arrival 6-40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Approach 6-50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Missed Approach 6-52. . . . . . . . . . . . . . . . . . . . . . . . . .


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Table of Contents (cont)Position Sensors 6-55. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navigation Modes 6-55. . . . . . . . . . . . . . . . . . . . . . . . .FMS Position Update 6-58. . . . . . . . . . . . . . . . . . . . . .Sensor Status Pages 6-68. . . . . . . . . . . . . . . . . . . . . .

Notices To Airmen 6-83. . . . . . . . . . . . . . . . . . . . . . . . . . . .Sensors Being Used by the FMS 6-84. . . . . . . . . . . .Position Sensor Deselection 6-85. . . . . . . . . . . . . . . .

Tuning NAV Radios 6-87. . . . . . . . . . . . . . . . . . . . . . . . . . .Autotune 6-91. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VOR Tuning 6-92. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Remote Tuning 6-92. . . . . . . . . . . . . . . . . . . . . . . . . . . .Manual Tuning 6-92. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conversion 6-93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Patterns 6-102. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Pattern Definition 6-102. . . . . . . . . . . . . . . . . . . . . . . . . .Pattern Review 6-104. . . . . . . . . . . . . . . . . . . . . . . . . . . .Holding Pattern 6-105. . . . . . . . . . . . . . . . . . . . . . . . . . .Procedure Turn 6-117. . . . . . . . . . . . . . . . . . . . . . . . . . .Flyover Pattern 6-123. . . . . . . . . . . . . . . . . . . . . . . . . . .Orbit Pattern 6-124. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Radial Pattern 6-127. . . . . . . . . . . . . . . . . . . . . . . . . . . .Multiple Patterns 6-129. . . . . . . . . . . . . . . . . . . . . . . . . .Suspend 6-130. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Navigation Identification 6-137. . . . . . . . . . . . . . . . . . . . . . .Maintenance 6-139. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Active Operating Modes 6-139. . . . . . . . . . . . . . . . . . . .Failed Sensors 6-141. . . . . . . . . . . . . . . . . . . . . . . . . . . .True/Magnetic Selection 6-143. . . . . . . . . . . . . . . . . . . .High Latitude Flying 6-144. . . . . . . . . . . . . . . . . . . . . . .Return To Service 6-145. . . . . . . . . . . . . . . . . . . . . . . . .FMS Setup Pages 6-146. . . . . . . . . . . . . . . . . . . . . . . . .Flight Configuration 6-148. . . . . . . . . . . . . . . . . . . . . . . .Engineering Data 6-153. . . . . . . . . . . . . . . . . . . . . . . . . .

Position Initialization 6-154. . . . . . . . . . . . . . . . . . . . . . . . . .Crossing Points 6-157. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Present Position (PPOS) Direct 6-159. . . . . . . . . . . . .Point Abeam 6-160. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crossing Radial 6-161. . . . . . . . . . . . . . . . . . . . . . . . . . .Latitude/Longitude Crossing 6-162. . . . . . . . . . . . . . . .

Data Load 6-163. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crossloading Custom or Aircraft Database 6-164. . . .

Flight Summary 6-168. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. FLIGHT PLAN 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Definition of Terms 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . .


A28--1146--181REV 1, Sep/05



Table of Contents (cont)Creating/Changing Flight Plan 7-9. . . . . . . . . . . . . . . . .

Recall a Previously Stored Flight Plan 7-10. . . . . . . .Store a Flight Plan and Activate 7-12. . . . . . . . . . . . .Build a Flight Plan by Entering Waypoints 7-13. . . . .

Lateral Navigation 7-21. . . . . . . . . . . . . . . . . . . . . . . . . . . .General LNAV Rules 7-21. . . . . . . . . . . . . . . . . . . . . . .LNAV Submodes 7-22. . . . . . . . . . . . . . . . . . . . . . . . . .

Vertical Navigation 7-22. . . . . . . . . . . . . . . . . . . . . . . . . . .General VNAV Rules 7-23. . . . . . . . . . . . . . . . . . . . . .VNAV Submodes 7-23. . . . . . . . . . . . . . . . . . . . . . . . . .VNAV Operation In Flight 7-24. . . . . . . . . . . . . . . . . . .VNAV Special Operations 7-26. . . . . . . . . . . . . . . . . .VNAV Approach Temperature Compensation 7-27. .VNAV Operational Scenarios 7-36. . . . . . . . . . . . . . . .

Speed command 7-46. . . . . . . . . . . . . . . . . . . . . . . . . . . . .General Speed Command Rules 7-46. . . . . . . . . . . .Automatic 7-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Waypoint Speed Constraint 7-48. . . . . . . . . . . . . . . . .Manual 7-50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Speed Protection 7-51. . . . . . . . . . . . . . . . . . . . . . . . . .

8. PROGRESS 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lateral Offset 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Air Data 8-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .RNP 8-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. DIRECT/INTERCEPT 9-1. . . . . . . . . . . . . . . . . . . . . . . . .

Direct--To 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pattern 9-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Intercept 9-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Intercept Using Radial/Course 9-5. . . . . . . . . . . . . . .Intercept Using Heading Select 9-11. . . . . . . . . . . . . .Intercepting an Arc 9-16. . . . . . . . . . . . . . . . . . . . . . . .

10. MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)ENTRY FORMAT 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . .

List of Entries and Definitions 10-1. . . . . . . . . . . . . . . . . .


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Table of Contents (cont)

11. MESSAGES 11-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Message List and Definitions 11-1. . . . . . . . . . . . . . . . . .

12. MAINTENANCE 12-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

MCDU Parallax Adjustment 12-7. . . . . . . . . . . . . . . . . . . .

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

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


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List of Procedures

Procedure Page

3--1 Scratchpad Editing Mode 3-4. . . . . . . . . . . . . . . . . . . . . .3--2 Accessing Any FMS Function 3-10. . . . . . . . . . . . . . . . . .6--1 Stored Flight Plans 6-6. . . . . . . . . . . . . . . . . . . . . . . . . . .6--2 Deleting a Stored Flight Plan 6-7. . . . . . . . . . . . . . . . . . .6--3 Select and Activate a Stored

Flight Plan 6-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--4 Stored Waypoints 6-12. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--5 Departure Selection 6-34. . . . . . . . . . . . . . . . . . . . . . . . . .6--6 Arrival Selection 6-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--7 FMS Manual Position Update

by Flyover 6-59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--8 FMS Position Update to Long Range Sensor 6-65. . . . .6--9 NOTAM Entries 6-83. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--10 Position Sensor Deselection 6-85. . . . . . . . . . . . . . . . . . .6--11 VOR/DME Deselection 6-86. . . . . . . . . . . . . . . . . . . . . . . .6--12 NAV Tuning From Ten Closest Stations 6-87. . . . . . . . .6--13 NAV Tuning by Identifier 6-89. . . . . . . . . . . . . . . . . . . . . . .6--14 NAV Tuning by Frequency 6-90. . . . . . . . . . . . . . . . . . . . .6--15 NAV Tuning by Selecting Autotune 6-91. . . . . . . . . . . . .6--16 Holding Pattern Definition

and Review 6-106. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--17 Holding at Present Position 6-112. . . . . . . . . . . . . . . . . . . .6--18 Deleting a Holding Pattern From the Active

Flight Plan Pages 6-113. . . . . . . . . . . . . . . . . . . . . . . . . . .6--19 Deleting a Holding Pattern From the

Holding Pattern Page 6-114. . . . . . . . . . . . . . . . . . . . . . . .6--20 Flyover Pattern Definition 6-123. . . . . . . . . . . . . . . . . . . . . .6--21 Orbit Pattern Definition 6-125. . . . . . . . . . . . . . . . . . . . . . . .6--22 Radial Pattern Definition 6-127. . . . . . . . . . . . . . . . . . . . . .6--23 Flight Plan Suspend Definition and Review 6-130. . . . . .6--24 Flight Plan Suspend at Present

Position 6-132. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--25 Resuming the Flight Plan 6-135. . . . . . . . . . . . . . . . . . . . . .6--26 Deleting a Flight Plan Suspend from the Active

Flight Plan Pages 6-136. . . . . . . . . . . . . . . . . . . . . . . . . . .6--27 FMS Setup Page Access 6-146. . . . . . . . . . . . . . . . . . . . . .6--28 Flight Configuration Setup 6-148. . . . . . . . . . . . . . . . . . . . .6--29 Database Transfer Between FMS 6-164. . . . . . . . . . . . . .7--1 VNAV Offset Definition 7-19. . . . . . . . . . . . . . . . . . . . . . . .7--2 FMS Temperature Compensation Configuration 7-27. .


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Table of ContentsTC--7/(TC--8 blank)



List of Procedures (cont)

Procedure Page

7--3 Review and Insert Temperature CompensatedAltitude Constraints into Flight Plan 7-31. . . . . . . . . . .

7--4 Remove Temperature Compensation 7-34. . . . . . . . . . .7--5 Inserting a Waypoint Speed Constraint 7-49. . . . . . . . . .7--6 Removing a Waypoint Speed Constraint 7-50. . . . . . . . .8--1 Lateral Offset Entry 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . .9--1 Vertical Direct--To 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . .9--2 Direct To Recovery 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . .9--3 Intercept Using Radial/Course 9-5. . . . . . . . . . . . . . . . .9--4 Intercept Using Heading Select 9-11. . . . . . . . . . . . . . . .9--5 Intercept an Arc Using Radial/Course 9-16. . . . . . . . . . .

List of Tables

Table Page

3--1 MCDU Color Coding Scheme 3-2. . . . . . . . . . . . . . . . .3--2 Approved Sensors for Flight Phase 3-11. . . . . . . . . . . .3--3 Approved Sensors for Approach 3-13. . . . . . . . . . . . . . . .6--1 Typical FMS Pattern Displays 6-53. . . . . . . . . . . . . . . . . .6--2 Typical FMS Pattern Displays 6-54. . . . . . . . . . . . . . . . .6--3 Range and Altitude Limits for VOR/DME 6-84. . . . . . . .6--4 Multiple Patterns 6-129. . . . . . . . . . . . . . . . . . . . . . . . . . . .10--1 MCDU Entry Format 10-1. . . . . . . . . . . . . . . . . . . . . . . . .11--1 FMS Messages 11-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .12--1 Data Loader Fault Codes 12-1. . . . . . . . . . . . . . . . . . . . . .


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Introduction1-1


1. Introduction

This pilot�s operating manual describes the components, typicaloperational example, normal, and abnormal operating procedures forthe Honeywell Commercial Electronic Systems FMS.

Multipurpose control display unit (MCDU) pages in this manual aredisplayed in black and white. Text that appears in inverse video isdesignated by a box surrounding the affected text. In addition, the FMScan be configured for pounds or kilograms. Example MCDU pageswithin this manual display pounds as the unit for weight.

The information displayed on each MCDU page is for information only.The pages are not intended to reflect current navigational data, aircraftlimitations or specific aircraft database information.

Sections 1 through 3 describe the FMS capabilities and components.Section 4 describes a normal operational example for the FMS.Sections 5 through 9 detail the features and specialized capabilities ofthe FMS.

Since many topics are covered in this manual, use the index to findspecific topics. There are also many cross references within themanual.

This revision of this pilot manual is based on NZ7.01 or later software.

Refer to page 1-3 for information on ordering additional copies of thismanual or other Honeywell FMS publications.


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Introduction1-2


HONEYWELL PRODUCT SUPPORT

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

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

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

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

FMS PRODUCT SUPPORT

Support for FMS products, including data base support, can beobtained by contacting the local Honeywell customer support or theFMS Product Support Line.

FMS Product Support LinePhoenix, Arizona

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

OR

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


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Introduction1-3/(1-4 blank)


CUSTOMER SUPPORT

Honeywell Aerospace Online Technical PublicationsWeb Site

Go to the Honeywell Online Technical Publications Web site athttps://pubs.cas.honeywell.com/ to:

D Download or view publications online

D Order a publication

D Tell Honeywell of a possible data error in a publication.

Customer Response Center (CRC)

If you do not have access to the Honeywell Online TechnicalPublications Web site, send an e--mail message or a fax, or speak toa person at the CRC:

D E--mail: [email protected]

D Fax: 1--602--822--7272

D Phone: 1--877--484--2979 (USA)

D Phone: 1--602--436--6900 (International).

Also, the CRC is available if you need to:

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

D Make sure that you get the next revision of this manual.


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System Description2-1


2. System Description

The FMS has two primary functions and multiple secondary functions.The primary functions are position computation and flight planning.These functions work with the associated guidance in the lateral axis.The navigation database (NDB) contained in the FMS is essential tothese functions. The database is used to store waypoints, navaids,airways, procedures, airports, and other navigation data.

The FMS connects to a variety of short range and long range navigationsensors. The primary short range sensors are VOR/DME andDME/DME. Long range sensors include AHRS and GPS. Using theavailable sensors, the FMS develops a position based on a blend or mixof sensor inputs. Based on the position and the flight plan, the FMSgenerates information for display on the MCDU and EDS.

The lateral navigation function of the FMS can calculate navigationinformation relative to selected geographical points. The pilot candefine flight plan routes worldwide. The system outputs advisoryinformation and steering signals that show the pilot or EPIC how toguide the aircraft along the desired route. Routes are defined from theaircraft�s present position to a destination waypoint along a great circleroute or through a series of great circle legs defined by intermediatewaypoints.

The FMS is resident in one of the the processor modules in the MAU,as shown in figure 2--1. A primary purpose of the FMS is to managenavigation sensors to produce a composite position. Using thecomposite position, along with flight planning capabilities, the FMS cancontrol lateral navigation, performance, and guidance work throughoutthe flight. The FMS interfaces primarily with the following components:

D Multipurpose control display unit (MCDU)

D Modular avionics unit (MAU)


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The FMS has the following major functions:

Figure 2--1 FMS System Block Diagram


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FUNCTIONAL DESCRIPTION

The FMS combines the inputs of other aircraft systems to outputnavigation, lateral and vertical commands, and aircraft performancepredictions. It displays data through the MCDU and the EDS. DIsplayeddata includes:

D A map presentation that shows:

� Radio navigation aids� Airports and Heliports� Waypoints on the active flight plan

D Airspeed targets

D FMS mode annunciations.NAVIGATION

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

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

D The pilot can deselect individual sensors when required.

FLIGHT PLANNING

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

D Flight plans can be loaded from a laptop PC using the DMUinterface.

DATABASE

D The database contains worldwide coverage of navaids, airways,standard instrument departure/standard terminal arrival route(SID/STAR) procedures, approach procedures, airports, runways,heliports, and helipads.

D The database can store pilot--defined flight plans and waypoints.


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LATERAL NAVIGATION (LNAV)

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

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

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

VERTICAL NAVIGATION (VNAV)

D VNAV gives a complete vertical profile for the entire flight.

D VNAV is integrated with the lateral flight plan.

PERFORMANCE

D Performance contains fuel management and time estimates for theflight.

D Performance estimates optimum altitudes, cruise modes, and fuelutilization.

D Performance has automatic speed targets for each phase of flight.

NAVIGATION DISPLAYS

D Navigation displays are shown on the EDS.

D Electronic maps integrate route map data with auxiliary navigationdata to display the aircraft�s situation at any time.

D Electronic displays integrate map data with weather radar displaysand terrain maps.


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TECHNICAL NEWS LETTER

The following are identified anomalies that are related to the FlightManagement System.

D It is incorrect operation to modify the final approach segment of aNavigation Database approach procedure, including addingpatterns to the FAF, MAP, or intermediate waypoints between them.Any attempt to insert a pattern on these waypoints is not allowed bythe FMS. However, it is possible to first insert the same point as theFAF, MAP, or intermediate waypoints into the flight plan and add apattern to any of these waypoints. Subsequent insertion of theNavigation Database procedure containing the same FAF, MAP, orintermediate waypoints may result in FMSmelding the flight plan sothat the pattern, which is normally prohibited, is retained on thesewaypoints. This operation should not be performed, as FMS lateralguidance may not provide proper guidance to the arrival waypointcontaining the pattern.

D The Waypoint suspend function is not indicated upon activation onthe non priority FMS similarly to the present position suspend. Thewaypoint suspend is annunciated on the priority FMS by display ofthe to waypoint identifier in inverse video on the MCDU. Noannunciation is made on the PFD/MFD except to drop the LNAVFlight Director mode due to a loss of commands from the FMS.When the Flight Plan has been suspended EFIS continues todisplay active FMS waypoint information as before but does notsequence a waypoint until the flight plan has been resumed.

D Execution of Heading Select to Intercept an ARC incorrectlyremoves the ARC legs. Therefore, the Heading Intercept functionmust not be used to intercept an ARC leg of the active flight plan.The ARC leg must be interceptedmanually using the Flight DirectorHeading mode with FMS LNAV Armed. Once the ARC leg iscaptured normal LNAV operations can be resumed.

D ORBIT and Holding Patterns are not displayed by EFIS whenentered on the destination of the Active Flight Plan. It is not advisedto use a Holding Pattern or ORBIT at the destination waypoint.

D In order to ensure proper information is used for the Helicopter FMSit is necessary for the operator to ensure the Aircraft Database isvalid before use.

D Co--located, duplicate waypoints are included in some flight planarrivals and departures to ensure proper guidance to a databasespecified procedure. Do not delete individual elements ofco--located duplicate waypoints.


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D Exiting a HOLD while flying a parallel entry into the hold can resultin improper guidance to exit the hold. In somesituations, 360degreeturns will be initiated when turning back to the hold fix. It isrecommended that the Direct--To function be used to exit a holdingpattern if exiting a holding pattern while flying a parallel entry into thehold.

D Entry of HELIPORT/HELIPAD combinations on the PILOTWAYPOINT LIST can result in MCDU blanking. If information abouta HELIPORT/HELIPAD is needed, first enter the HELIPORT on thePILOT WAYPOINT LIST page and select the appropriate promptsto access the HELIPAD information page.


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System Components3-1


3. System Components

This section describes each system component and its function.

MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU)

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

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

fms00187.01

PAGETITLE

SCRATCHPAD

ALPHAKEYPAD

NUMERICKEYPAD

SPECIALUSE

DEL CLR

FUNCTION

RADIO TUNEKNOB

SPECIALUSE

BRIGHT/DIMCONTROL

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

LINE

SELECTKEYS

LINE

SELECTKEYS

Figure 3--1 MCDU Display


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MCDU Display

The MCDU has a full--color display and contains fourteen lines. Eachline contains twenty--four characters. The first line is a title line and thefourteenth line is the scratchpad.

D ColorAssignments -- Color on theMCDUdisplay page is designedto highlight important information. Color assignments arecoordinated as much as possible with other displays. Refer toTable 3--1 for a definition of color assignments.

Assigned Color Parameter

Cyan Vertical, Performance, and Atmospheric Data

Green Lateral, Modes

Amber Warnings, FROM Waypoint, Flight PlanNames

Magenta TO Waypoint

White Names and Titles

Red Failures

MCDU Color Coding SchemeTable 3--1

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


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Alphanumeric Keys

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

The following are each represented with a key on the MCDU:

D Letters of the alphabet

D The numbers 0--9

D The decimal

D The plus/minus

D The space

D The slash.

See Figure 3--1 for key location. The SP (space) key is used to inserta space following a character in the scratchpad. The +/-- (Plus/Minus)key is used to enter a -- or + in the scratchpad. The initial push of the+/-- key results in a -- being entered. A subsequent push changes the-- to a +. Continued pushing of this key toggles the +/-- display.

Scratchpad

The bottom line on the MCDU display is the scratchpad. Thescratchpad is aworkingareawhere thepilot canenter data and/or verifydata before line selecting thedata into its proper position. Alphanumericentries are made to the scratchpad using the keyboard. As each key ispushed, the character is displayed in the scratchpad. Information in thescratchpad does not affect the FMS until it is moved to another line onthe display. Data is retained in the scratchpad throughout all mode andpage changes.


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Step Procedure 3--1 Scratchpad Editing Mode

1 Enter the editing mode by ending the scratchpad entry tobe edited with a dash (--) and pushing the PREV key.

2 In the editing mode, the PREV and NEXT keys move aninverse video cursor in the scratchpad.

3 The character in the inverse video field can be removedwith the CLR (clear) key or a new character can beinserted before it.

4 Pushing the DEL key deletes the entire scratchpad entry.

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

The scratchpad also displays advisory and alerting messages. Thescratchpaddisplays a liquid crystal display (LCD) bright/dim control bar.The scratchpad has the following display priority:

D Bright/Dim control bar

D Alerting messages

D Advisory messages

D Delete function

D Entry and line selection.

Line Select Keys (LSK)

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

D Direct Access Prompts/Function Selects -- In the case of anindex display, the line select keys are used to select functions fromthe index. In displays other than index, the bottom line select keys(6L, 6R) are primarily used for direct access to other functions in theFMS. The functions most likely to be accessed from the presentpage and phase of flight are displayed as prompts. An example isthe ARRIVAL prompt that is displayed on the active flight planpageswhen within 200 NM of the destination. These types of promptsreduce the number of key strokes in order to minimize pilotworkload. The pilot can also access functions through the mainnavigation and performance indices.


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D Transfer Line Data to Scratchpad -- If the scratchpad is empty,pushing a line select key transfers the respective line data to thescratchpad.

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

Clear (CLR) Key

This key does the following functions:

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

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

D When an alphanumeric entry is made in the scratchpad, onecharacter is cleared from the scratchpad (from right to left) each timethe CLR key is pushed. If the CLR key is held down after the firstcharacter is cleared, other characters are cleared, one at a time,until the key is released.

Delete (DEL) Key

D The DEL key is used to delete items from the FMS. When the DELkey is pushed, *DELETE* is displayed in the scratchpad. The DELkey canbe line selected to deletewaypoints or other itemsdisplayedin the MCDU data fields. When there is a message displayed, thedelete operation is inhibited. Delete is also used to return defaultvalues after entries have been made. Finally, as noted underScratchpad, the DEL key can also be used in the scratchpad editmode. With a dash (--) at the end of the scratchpad entry, pushingthe DEL key deletes the entire scratchpad entry.


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Function Keys

The thirteen function keys located directly below the screen (seeFigure 3--1) access primary functions, indices (menus), and pageselection.

D PERF Key -- Pushing the PERF function key displays page 1 of theperformance index. The pilot can select any of the index functionsby pushing the respective line select key, as shown in Figures 3--1and 3--2.

01842.02

Figure 3--2


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D NAV Key -- Pushing the NAV function key displays page 1 of thenavigation index, shown in Figures 3--3 and3--4. Thepilot can selectany of the index functions by pushing the respective line select key.

00606.13

Figure 3--3

00607.09

Figure 3--4


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D PREV/NEXT Keys -- The specific page and number of pages in aparticular function or menu display are shown in the upper rightcorner of the display. The page number format is AA/BB where AAis the current page and BB is the total number of pages available.Pagechanges aremadeby pushing thePREV (previous) andNEXTkeys. The keys can be held down for repeated page changing.

D FPL Key -- Pushing the FPL key displays the first page of the activeflight plan. An example page is shown in Figure 3--5. If no flight planis entered, the pilot can do the following:

� Manually create a flight plan

� Select a stored flight plan

� Create a stored flight plan.

00824.05

Figure 3--5


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D PROG Key -- Pushing the PROG key displays the first progresspage. This mode shows the current status of the flight. The firstprogress page displays the estimated time enroute (ETE), distanceto, and fuel projection for the TO waypoint, the NEXT waypoint anddestination. It also displays the current NAVmode, the required andestimated navigation performance, and the navaids that arepresently tuned. A typical progress page is shown in Figure 3--6.

00827.09

Figure 3--6

D DIR Key -- Pushing the DIR function key displays the active flightplan page with the DIRECT, PATTERN, and INTERCEPT prompts.The DIR function key can be seen in Figure 3--1. If other than anactive flight plan page is displayedwhen pushing the button, the firstpage of the flight plan is displayed. If the active flight plan is alreadydisplayedwhenpushing thebutton, thedisplay remains on thesamepage with prompts displayed. DIRECT is the primary function.PATTERN and INTERCEPT must be selected at 6L or 6R,respectively.

D Menu -- Pushing the MENU function key displays the MCDUmenupage, that accesses the maintenance and status information.


A28--1146--181REV 1, Sep/05



Accessing Any FMS Function

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

Step Procedure 3--2 Accessing Any FMS Function

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

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

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

4 Select the correct function or feature.

5 The FMS displays the function or feature selected.

6 Continue working using the prompts at 6L and 6R if part ofa sequence, such as initialization, is being completed.

Annunciators

Annunciators are displayed on the EDS or other remote annunciators.White indicates an advisory annunciator and amber indicates analerting annunciator.

D Dead Reckoning (DR) -- DR is an alerting (amber) annunciator.This annunciator is displayed or illuminated when operating in theDRmode for longer than 2 minutes. The DRmode is defined as theloss of radio updating and all other position sensors (AHRS andGPS).


A28--1146--181REV 1, Sep/05



D Degraded (DGR) -- DGR is an alerting (amber) annunciator. Thisannunciator is displayed or lit when the FMS cannot guarantee theposition accuracy for the present phase of flight due to sensoravailability. The approved sensors for the flight phases are listed inTable 3--2.

Approved Sensors(Navigation Mode)

Flight Phase GPS DME/DME VOR/DME IRS(Optional)

Departure orTerminal

X X X (see note)

Enroute X X X X

Oceanic X X X X

VOR/DME orVOR Approach

X X X

GPS Approach X

NDB Approach X X

NOTE: The FMS uses the IRS as the navigation mode for a limited time inthese phases of flight. The time is determined in the FMS byestimating when the drift rate error of the IRS exceeds 1.7 NM fordeparture and terminal operations.

Approved Sensors for Flight PhaseTable 3--2

The DGR annunciator is displayed on the HSI or PFD page if bothof the following conditions are valid:

� The sensors being used for navigation are not approved for thecurrent phase of flight.

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

If the DR annunciator is displayed or lit when the DGR annunciatoris displayed or lit, the DGR annunciator is removed or turned off.


A28--1146--181REV 1, Sep/05



D Message (MSG) -- MSG is an advisory (amber) annunciator that isdisplayed on the on--side HSI or PFD display. This annunciator isdisplayed when a message is shown in the scratchpad. Theannunciator is removed after the message has been cleared fromthe scratchpad.

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

� ADVISORY MESSAGES -- Advisory messages containinformation that is helpful to the pilot. Advisory messages areusually the result of a pilot action on the MCDU (e.g., making anentry with the incorrect format).

� ALERTING MESSAGES -- Alerting messages alert the pilot tothe FMS status, assuming the pilot is not looking at the MCDU(e.g., a message annunciating a sensor failure).

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

D Offset (XTK) -- OFST is an advisory (green) annunciator (green)message. The annunciator is displayed when a lateral offset hasbeen entered on the PROGRESS 3 page. The annunciator isremoved or turned off when the offset is removed.


A28--1146--181REV 1, Sep/05



D Approach (APP) -- APP is an advisory (green) annunciator. Theannunciator indicates theFMS is in theapproachmodeof operation.In this mode, the EDS deviation sensitivity and FMS tracking gainsare increased. The approach annunciator is displayed if ALL of thefollowing conditions are valid:

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

� A non--precision instrument approach has been activated fromthe navigation database. If no approach, or an ILS, LOC,LOC--BC, landing directional aid (LDA), simplified directionalfacility (SDF), or MLS approach is selected, the APRCHannunciator does not light.

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

� The DGR annunciator must be removed or turned off.

� The FMS must be using approved sensors for the selectedapproach procedure. Approved sensors for non--precisionapproach procedures are described in Table 3--3.

A h

Approved Sensors(Navigation Mode)

ApproachProcedure GPS DME/DME VOR/DME

GPS/RNAV X

VOR DME X X X

VORX X

X(see note)

NDB X X

NOTE: VOR approaches with a procedure specified navaid that does NOThave DME capability can be flown by the FMS only if GPS orDME/DME is available.

Approved Sensors for ApproachTable 3--3


A28--1146--181REV 1, Sep/05



Brightness Control

Both manual and automatic (photo sensor) brightness controls areused to increase or decrease the MCDU display brightness. Whenmanually selected, a bright/dim bar is displayed in the scratchpad, asshown in Figure 3--7. The bright/dim bar level is controlled by pushingBRT or DIM.

02132.02

Figure 3--7

Following manual adjustment, the photo sensors monitor the ambientlight and maintain the brightness level of the MCDU display over variouslighting conditions. Note that the brightness can be adjusted duringevening hours such that, during daylight hours, the display cannot beseen.


A28--1146--181REV 1, Sep/05

Operational Example4-1


4. Operational Example

This section describes the normal operational procedures of the FMSfor a flight from Dallas, Texas (KDAL) to Houston, Texas (KHOU).KHOU is forecast to be Instrument Meteorological Conditions (IMC) atarrival time; therefore, San Antonio, Texas (KSAT) is used as thealternate.

The flight route, shown in Figure 4--1, begins in Dallas. The flightdeparts Dallas from runway 13L using the JPOOL9 departure with theCLL transition (KDAL RW13L JPOOL9.CLL). The flight arrives toHouston with the ILS approach for runway 12R. BLUBL1 is selectedwith the CLL transition (BLUBL1.CLL RW12R KHOU).

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

This example uses the information in Sections 5 through 9 that is moredetailed than described here. Section 10 contains details about entryformat.

fms00290.01

KDAL

ELLVR

ARDIA

CLL

TTT

BLUBL

COWZZSNBAY TABBS

PARKS

KHOU

Figure 4--1 KDAL To KHOU Flight Route


A28--1146--181REV 1, Sep/05



4JU

N04

10--3E

DALLASLO

VE

KDAL/DAL

DALLAS,TEXAS

SID

Eff10

Jun

Props

departing

DALmustcontactclearancedeliveryfordepa

rtureinstructions.

Translevel:FL180

Transalt:18000�

AptElev

487�

REGIONALDeparture(R)

13L/R

125.12

118.55

31L/R

MSACVEVOR

2700�

090�

270�

3500�

JOEPOOLNINEDEPA

RTURE

(JPOOL9.TTT)

Gnd

speed--KT

280�perN

M

75 350

100

467

700

150

200

933

1167

250

300

1400

113.1

MAV

ERICK

D (H)

TTT

N32

52.1

W09702.4

116.2

COWBOY

D (H)

CVE

N32

53.4

W09654.2

1

LOCDME

111.5IOVW

ARDIA

TRANSITION

ATCassigned

JASPA

TRANSITION

ATCassigned

115.0

GLE

NROSE

D (L)

JEN

N32

09.6

W09752.7

WACOTR

ANSITION

ForaircraftinboundtoWacoor

Grayterminalarea

airports

115.3

WACO

D (H)

ACT

N31

39.7

W09716.1

112.8

CENTE

XD (H)

CWK

N30

22.7

W09731.8

HOARYTR

ANSITION

ForE/F

suffixedtype

aircraft

SANANTO

NIO

TRANSITION

ForaircraftoverflyingCentexand

San

Antonio

COLLEGE

STATION

D (L)113.3CLL

N30

36.3

W09625.2

WINDUTR

ANSITION

ForaircraftinboundtoAustin

orSan

Antonioterminalarea

airports.Aircraftshouldfile

and/orEXPECTtheBleweor

Marcs

arrivalatWINDU.

COLLEGESTATION

TRANSITION

Foraircraftinbound

toHouston

Hobby

and

WestH

ouston

terminal

area

airports.

116.8

SANANTO

NIO

D (H)

SAT

N29

38.6

W09827.7

115.9

NAVASOTA

D (H)

TNV

N30

17.3

W09603.5

110.8

LEONA

D (L)

LOA

N31

07.4

W09558.1

BILEETR

ANSITION

ForaircraftoverflyingBILEE,thence

viatheappropriateSTARtoGeorgeBush

IntercontinentalorE

astH

ouston

terminal

area

airports,orviaJ--87

tooverflyTN

V.

TORNNTR

ANSITION

ForaircraftlandingatLafayette,

Lake

CharlesorBeaum

ont/Port

Arthurairports.

114.8

CEDARCREEK

D (L)

CQY

N32

11.1

W09613.1

LOCDME

111.1ILVF

1

At1300�

55.DME

ILVF

o rI V

OW

hdg360�

TSA

Gliderport

156�

166�

176�

186�

37

35

35

36

ARDIA

(JPOOL9.ARDIA)

JASPA(JPOOL9.JASPA)

D

D

D

D

JASPA

ARDIA

N32

17.1

W09656.3

N32

17.1

W09703.5

NELYN

N32

17.1W09711.2

177�4000

38

WACO(JPOOL9.ACT)

D

WINDU(JPOOL9.WINDU)

R357�

800045

35

7000

074�

072�

273�

275�

193�

120�

D80

WINDU

N31

31.8

W09705.0 012�

D73

DARTZ

N32

17.1

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160�

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TORNN

(JPOOL9.TORNN)600048

ELLVR

N31

42.5

W09650.3

074�

D70

D

154�

093�

D85

D84D77

6000

11 NM

22

334�154�

TORNN

N31

31.2W09630.9Take

offm

inimum

s(forstandardminimum

srefertoairportchart):

Rwys

18,31L/R,36:Standard.

Rwys

13L/Rrequiresaminimum

climbgradientof

280�perN

Mto

1600�.

OBSTA

CLE

ForD

EPA

RTU

REOBSTACLE

Ssee10--3--O

B1.

BILEE

(JPOOL9.BILEE)

BILEE

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09.8W09623.3

69

D55

R334�268�

COLLEGE STATION(JPOOL9.CLL)

7000

12000

70

HOARY(JPOOL9.HOARY)

HOARY

N30

34.6W09746.5

D

D

204�

307�

SANANTONIO

(JPOOL9.SAT)

12000

66

R024�

CHANGES: TORNNholding.

JETS

INITIALCLIMB

RWY

13L/R

18

31L/R

36

Flyrunw

ayheading,EXPECTvectorstoappropriateroute,

EXPECTfiled

altitude10

minutes

afterdeparture.

Flyassigned

headingandaltitude(beforeturningLE

FT,clim

brunw

ayheadingto

EXPECTvectorstoappropriateroute.

Flyrunw

ayheadinguntiltheILVForIOVWlocalizer5.5DME,

then

turnRIGHTheading

360�

forvectorstoappropriateroute,

andEXPECTfiled

altitude10

minutes

afterdeparture.

MAINTA

IN5000�

MAINTA

IN5000�

and

1300

�),

Flyassigned

headingandaltitude,EXPECTvectorstotheapp

ropriateroute.

JEPPESENSANDERSON,INC.,2003,2004.ALL

RIGHTSRESERVED.

�

ID--149044

Figure 4--2 Dallas, TX JPOOL9 Departure


A28--1146--181REV 1, Sep/05



24 OCT 03 10--2HOBBYKHOU/HOU

HOBBY ATIS

124.6Apt Elev

See graphic

Alt set: INCHES Trans level: FL180 Trans all: 18000�1.

2.3.

CENTEX transition for Austin terminal areadepartures only.RADAR required.Also Serves 1

HOUSTON, TEXASSTAREff 30 Oct

MSA HUB VOR

3100�

BLUBELL ONE ARRIVAL (BLUBL.BLUBL1)

113.3 CLL

COLLEGESTATION

D(L)

N30 36.3 W096 25.2

112.8CENTEX

D(H)

N30 22.7 W097 31.8

CWK

115.9NAVASOTA

D(H)

N30 17.3 W096 03.5

TNV

D

COLLE

GE

STATIO

N

(CLL.B

LUBL1)

200019153�

N30 18.3 W096 18.2BLUBL

400064

088�CENTEX

(CWK.BLUBL1)

2000

15

R266�

204�

2000

8

D34

TURBOJETSN30 04.4 W096 12.8

EXPECT to crossat 5000�

COWZZ

HOUSTON TEXASWelser137

HOUSTON TEXASWest Houston

111

ANAHUAC TEXASChambers Co

21

BAYTOWN TEXASR.W.J.30

LAPORTETEXASLa Porte Mun

25

HOUSTON TEXASEllington

32

GALVESTON TEXASScholes Intl AtGalvestan

6

HOUSTON TEXASPearland Regl

43

ANGLETON/LAKEJACKSONTEXASBrazorla Co

25

HOUSTON TEXASHouston--Southwest

68

HOUSTON TEXASSugar Land Regl

82Hobby46

117.1HOBBY

D(H)

N29 39.3 W095 16.6

HUB

285�N29 56.4 W096 09.7

SNDAY

D42

Direct distance from SNDAY to:Hobby 49 NM

62 NM79 NM

56 NM44 NM

60 NM54 NM

69 NM79 NM

33 NM27 NM

27 NM

Direct distance from SNDAY to:AIRPORTS SERVEDBrazoria CoChambers CoEllingtonHouston--SouthwestLa Porte MunPearland ReglR.W.J.Scholes IntlSugar Land ReglWeiserWest Houston

ROUTINGFrom over BLUBL via CLL R--153 to SNDAY. EXPECT vectors to fi nal approach course.

CHANGES:See other side. JEPPESEN SANDERSON, INC., 2003. ALL RIGHTS RESERVED�

1

ID--149043

Figure 4--3 Houston, TX BLUBL Arrival


A28--1146--181REV 1, Sep/05



Figure 4--4 Houston, TX ILS Approach


A28--1146--181REV 1, Sep/05



PREDEPARTURE

TheFMSguides thepilot through theground initialization process usingthe lower right line select key (6R). After completing thepage (or pages)for each step, push the lower right key (6R) to move to the next step.Figure 4--5 is a flowchart that shows thepreflight procedure for anormalflight.

MAINTENANCEAND SYSTEM

CONFIGURATION

OPTION

fms00189_01

NAV IDENT

AVIONICSPOWER

POSITIONINIT

FLIGHTPLAN

STORE?

PERFORMANCEINIT

PERFORMANCEDATA

TAKEOFFINIT

ACTIVEFLIGHTPLAN

ACTIVEFLIGHTPLAN

DEPARTURE

PROGRESS FLY

YES

NO

TAKEOFFDATA

Figure 4--5 FMS Preflight Procedure Flow Chart


A28--1146--181REV 1, Sep/05



POWER--UP

D NAV IDENT 1/1 -- Figure 4--6 is displayed when power is firstapplied.

00751.14

Figure 4--6

The date and time displayed on this page is synchronized with theGPS date and time. The date and time can be changed if the GPSis failed or does not have a valid date/time.

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

Themaintenance prompt (6L) canbe used to verify the FMSsystemoperating configuration.

Navigation database information is displayed on the right side of theNAV IDENT page. The active database dates are shown at 1R. Thedates for the alternate period are shown at 2R. On power--up, theFMS automatically chooses the active navigation database thatcorresponds to the current date.

The WORLD3--306A, shown in Figure 4--6, indicates worldwidecoverage and cycle of the navigation database. The nextinitialization step (POS INIT in inverse video) is displayed andselected at 6R.


A28--1146--181REV 1, Sep/05



POSITION INITIALIZATION

D POSITION INIT 1/1 -- Figure 4--7 displays the LAST POScoordinates at 1L. At 2L, the closest RAMPX within 3 NM of the lastposition (1L) is displayed. If no RAMPX waypoint is available, theclosest Airport Reference Point (ARP) or Heliport within 3NM of thelast position (1L) is displayed. If no ARP is available, the pilot isprompted to enter a waypoint or coordinates. In this example, theKDAL ARP is shown. At 3L, the coordinates of the highest priorityvalid GPS is displayed.

00799.06

Figure 4--7


A28--1146--181REV 1, Sep/05



To initialize FMS position, push the appropriate LOAD prompt (1R,2R or 3R). The selected position becomes the FMS position. Thisis shown in Figure 4--8. This initializes connected sensors thatreceive inputs from the FMS.

Theposition loadedononeFMSwill be transferred to thecross--sideFMS so that both FMS� will have the same initial position. Select thisprompt to continue the preflight process.

00799.06

Figure 4--8


A28--1146--181REV 1, Sep/05



ACTIVE FLIGHT PLAN

If the initialization coordinates are within three miles of an airport in thedatabase, the airport (KDAL in this example) is already loaded in theORIGIN line. This is shown inFigure 4--9. Anoptional entry of estimatedtime of departure (ETD) can be entered in order to give the estimatedtime of arrivals (ETAs) prior to takeoff. To enter an ETD, type theestimated departure time in the scratchpad preceded by a slash (e.g.,/1435) and put the entry into 1L. This supports predictive receiverautonomous integrity monitor (RAIM) calculations.

00817.09

Figure 4--9


A28--1146--181REV 1, Sep/05



The destination (KHOU) is entered in the scratchpad and line selectedto the DEST prompt at 2R, as shown in Figure 4--10.

01773.03

Figure 4--10

If there is a stored flight plan with the same origin and destination, theFLT PLAN LIST page is displayed.


A28--1146--181REV 1, Sep/05



Waypoint Entry

Enter the enroute waypoints in the line labeled VIA.TO. Begin with theTTT VOR shown in Figure 4--11. The entry (3L) is made by typing theidentifier in the scratchpad and using the line select key adjacent to theVIA.TO prompt.

01774.06

Figure 4--11

The upper right corner of the ACTIVE FLT PLAN page indicates thatthere are 2 pages for the active flight plan. Pushing the NEXT keyadvances to the next page of the active flight plan. Pushing the PREVkey displays the previous active flight plan page.


A28--1146--181REV 1, Sep/05



The flight plan is closed bymoving KHOU to the VIA.TO line by pushingthe line select key (3R) adjacent to KHOU. This moves KHOU to thescratchpad, as shown in Figure 4--12.

01774.07

Figure 4--12


A28--1146--181REV 1, Sep/05



Push the line select key adjacent to the VIA.TO prompt (3L), as shownin Figure 4--13. The destination must be included as the last flight planwaypoint for ETE to the destination on the PROGRESS page. Thedestination is also required to calculate performance data.

01774.08

Figure 4--13


A28--1146--181REV 1, Sep/05



The alternate flight plan example is enteredby selecting to thealternatepage, shown in Figure 4--14. This is shown by pushing the NEXT key.

01783.04

Figure 4--14


A28--1146--181REV 1, Sep/05



Enter the identifier for the alternate destination (2R). San Antonio(KSAT) is used for this example, shown in Figure 4--15.

01784.05

Figure 4--15


A28--1146--181REV 1, Sep/05



The route toKSAT is via the INDUSTRY (IDU) VOR. The alternate flightplan is entered the samewayas for theenroute flight plan. Thealternateflight plan is closedbymovingKSAT to theVIA.TO lineaswas donewithKHOU in the active flight plan. Figure 4--16 shows the alternate flightplan.

01785.05

Figure 4--16

This completes the flight plan definition. Push the lower right line selectkey (6R) to begin performance initialization (PERF INIT). 1fperformance has already been initialized, 6R may display ARRIVAL orPERF DATA.


A28--1146--181REV 1, Sep/05



PERFORMANCE INITIALIZATION

Performance initialization is required for the operation of verticalnavigation (VNAV) and performance calculations. There are fourPERFORMANCE INIT pages when CURRENT GS/FF or PILOTSPD/FF is selected. This example illustrates the PILOT SPD/FFinitialization. The following values are used in the planning of thisexample flight plan. Actual numbers used depend on the aircraft type.

BOW: 8,200 lb

FUEL: 2,700 lb

CARGO: 200 lb

PASSENGER: 5 @ 170 lb

CRUISE ALTITUDE: 9,000 ft

The default values for most performance initialization data are thevalues from the previous flight or ACDB. Assuming the aircraft is flownthe samewayeach flight, performance initialization consists of verifyingthe default values, making changes where required, and entering itemssuch as wind and weight.

Depending upon the pilot selected weight configuration, from the MFDsystems dropdown menu, weights are displayed in either pounds orkilograms.

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

All data must be entered on the PERF INIT pages in order for the FMSto display VNAV predictions.

Many values on the PERF INIT and PERF DATA pages areaircraft--dependent. Actual values can vary from those shown in theseexamples.


A28--1146--181REV 1, Sep/05



D PERFORMANCE INIT 1/4 -- Figure 4--17 displays the following:

� Aircraft type (1L)� Selected Performance Mode (2L)� Access to aircraft database loading (6L).

The tail number (1R)must beenteredon this page if the FULLPERFhas been selected as the data source.

01843.07

Figure 4--17


A28--1146--181REV 1, Sep/05



D PERFORMANCE INIT 2/4 -- Figure 4--18 displays the current speedschedules. To change any mode, select the OR prompt for therespective mode or enter the calibrated airspeed (CAS) datadirectly. Default values can be restored by using the *DELETE*function on the appropriate line.

01844.01

Figure 4--18

The descent angle entered on this page is used as the default valuefor each path. It is also used for computing top of descent (TOD)points.

The FMS uses the climb, cruise, and descent speed schedules tosupply a speed command to flight director/autothrottle systems.

The departure/arrival speed prompt (Figure 4--18, line select 6L) isused to access departure, approach, and go--around speedschedules.


A28--1146--181REV 1, Sep/05



D PERFORMANCE INIT 3/4 -- Figure 4--19 contains the following:

� Transition altitude (1L)� Speed/Altitude Limit (1R)� Initial cruise altitude (2L)� ISA deviation (2R)� Cruise winds (3L and 3R).

02133.01

Figure 4--19

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

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

Average cruise wind and ISA Dev can be entered on this page. Thisis an optional entry. The FMS assumes zero wind and ISA Dev if noentry is made. Wind information at each waypoint can also beentered on the PERF PLAN pages.


A28--1146--181REV 1, Sep/05



D PERFORMANCE INIT 4/4 -- Passenger and cargo weights areentered to calculate gross weight, as shown in Figure 4--20.

When performance initialization is complete, the CONFIRM INITprompt is displayed in the lower right corner of this page. TheCONFIRM INIT line select key (6R) must be pushed to initiate thecalculation of performance data.

01846.03

Figure 4--20


A28--1146--181REV 1, Sep/05



DEPARTURE SELECTION

D DEPARTURE SURFACES -- Selecting the DEPARTURE promptdisplays the DEPARTURE SURFACES page, shown in Figure4--21. The available surfaces for the origin airport are displayed. Inthis example, surface 13L is selected with line select 2L.

02134.02

Figure 4--21


A28--1146--181REV 1, Sep/05



D SIDs -- After the runway is selected, the SIDs page is displayedwiththe possible departure procedures, as shown in Figure 4--22. Selectthe appropriate procedure from the list. For this example, JPOOL9at 2R is selected. If no SID is to beused, theACTIVATE prompt (6R)selects the runway and displays the ACTIVE FLT PLAN page.

00660.08

Figure 4--22


A28--1146--181REV 1, Sep/05



D DEPARTURE TRANS -- The next page, shown in Figure 4--23, liststhe enroute transitions for the selected departure. For this flight, theCollege Station (CLL) transition (5L) is selected.

00661.07

Figure 4--23


A28--1146--181REV 1, Sep/05



D PROCEDURE -- At this point, the departure selection is completeand the flightcrew can either REVIEW or ACTIVATE the SID, asshown in Figure 4--24. ACTIVATE (6R) inserts the runway andprocedure into the active flight plan. The SID contains both thelateral waypoints and any vertical constraints for the procedurecontained in the database.

00662.07

Figure 4--24

D Flight Plan Discontinuities -- If a discontinuity occurs in a flightplan when adding a SID or STAR, it is caused by the lack of acommonpoint between the flight plan and the insertedSID orSTAR.The discontinuity can be removed by one of the two followingmethods:

� Push the DEL key and the adjacent line select key to delete thediscontinuity.

� Move any waypoint into the line where the discontinuity islocated.


A28--1146--181REV 1, Sep/05



TAKEOFF DATA

Activating the departure returns the display to the ACTIVE FLT PLANpage, shown in Figure 4--25. Takeoff data is entered by selectingTAKEOFF on the PERF INDEX page. Takeoff is completed using twopages.

01862.06

Figure 4--25


A28--1146--181REV 1, Sep/05



D Takeoff 1/2 -- Figure 4--26 displays the following:

� Runway or helipad number and ICAO identifier (1L)

� Runway heading if a runway is selected (1L)

� Runway length or helipad dimensions (1R)

� Temperature (2L)

� Surface wind (2R)

� Pressure altitude (3L)

� BARO (barometric) setting (3L)

� Surface elevation (3R).

Surface information is retrieved from the database. Temperature issensed or entered. Barometric setting (BARO set) is obtained fromthe display controllers as entered by the pilots (small font) or can beentered manually (large font). Surface wind is a required entry andis normally the only entry made on this page.

01847.02

Figure 4--26


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D Takeoff 2/2 -- Figure 4--27 displays the following if a runway isselected as the departure surface. If a helipad is selected, onlyDensity Alt will be displayed:

� Surface slope (1L)

� Surface width(1L)

� Surface threshold (1R)

� Surface stopway (2L)

� Headwind/tailwind and crosswind (2R)

� Density altitude (3L).

01848.01

Figure 4--27


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RUNWAY POSITION (RW POS)

If a departure surface has been selected and PERF has been initiated,the prompt at 6R of the ACTIVE FLT PLAN displays RW POS. Oncethe aircraft is at the surface threshold, the FMS and long range sensorscan be updated to the surface threshold position. This is an optionalaction.

If the AC is IRS configured, it is recommended that the IRSs not beupdated at the end of the surface. This is because a Downmode Alignrequires theaircraft to be stationary for aminimumof 30 seconds duringthe procedure. More importantly, if excessive motion is detected, a fullIRS realignment is required. Normal passenger and cargo loading is notconsidered excessive motion. However, if the IRSs have been in NAVmode for an extended period of time (i.e., greater than 1 hour) and/orexcessive groundspeed error has accumulated (i.e., greater than 2knots), it is recommended that a downmode align be conducted priorto taxi--out to the surface.

The IRS downmode align zeros accumulated velocity errors andupdates heading. An optional position update during the procedurezeros any accumulated position error.

Updates are made by pushing the line select key (6R) adjacent to theRW POS prompt on the ACTIVE FLT PLAN page, shown inFigure 4--28. This displays the POSITION INIT page.

01862.07

Figure 4--28


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D Position INIT 1/1 -- Figure 4--29 displays the coordinates for theselected surface (KDAL) and makes them available for loading.

00799.08

Figure 4--29


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D Threshold Position Update -- Pushing the line select key (2R)adjacent to the surface coordinates loads the surface thresholdposition into the FMS, as shown in Figure 4--30. The position is alsoloaded into sensors set to receive an update.

00800.05

Figure 4--30


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TAKEOFF

The FMS considers the aircraft airborne when Monitor Warning isabove. When airborne, the ACTIVE FLT PLAN page displays the ETAfor each waypoint in place of estimated time enroute (ETE). This isshown in Figure 4--31. If an ETDwas entered prior to takeoff, ETAs arealready displayed. Once airborne, the ETA for the FROM waypoint isreplaced with the actual crossing time. ETEs for any waypoint in theflight plan are available on PERF PLAN pages or PROGRESS page 1.

01862.08

Figure 4--31

The FMS can be selected and coupled to the flight director shortly aftertake--off. Initially, the FMS is armed on the flight director. When withinthe capture zone, the FMS captures and begins lateral guidance.

The DEPARTURE prompt is displayed on the active flight plan pagesuntil the aircraft is more than 50 NM from the origin airport. TheDEPARTURE prompt is displayed only when the origin is an airport.


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D Waypoint Sequencing -- On takeoff, the surface becomes theFROM waypoint and remains on the top line of the ACTIVE FLTPLAN page. The TO waypoint appears on the second line. As theaircraft passes the TO waypoint, all waypoints scroll up one line, asshown in Figure 4--32. This process is called waypoint sequencing.

01787.04

Figure 4--32


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D PROGRESS 1/3 -- Information available on PROGRESS page 1/3can be displayed by pushing the PROG function key, shown inFigure 4--33. This page includes the navigation mode (DME/DMEin the example below) and the required and estimated positionuncertainity.

00827.10

Figure 4--33

ACTIVE FLT PLANpage 1 andPROGRESS page 1 are consideredthe primary pages of the FMS during flight.


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D PROGRESS 2/3 -- Figure 4--34 displays the following:

� Speed command (1L)

� Altitude command (1L)

� Estimated vertical speed at TOD (1R)

� Distance and TOC (2L)

� Current fuel quantity (2R)

� Distance and TOD (3L)

� Current gross weight (3R).

01573.06

Figure 4--34

The TOC and TOD points are not displayed as waypoints as part ofthe ACTIVE FLT PLAN. However, they are displayed on the mapand vertical profile (if available). The positions of these waypointsare dynamically updated. Their position relative to other waypointsin the flight plan can change. Changes to the flight plan also affectthe TOC and TOD positions.


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CLIMB

As the climbcontinues, intermediate altitude clearances canbeenteredusing the altitude selector. The FMS provides advisory information onthe flight plan page to climb to the selected altitude or the next altitudeconstraint, whichever is lowest. If altitude restrictions are associatedwith a waypoint, they can be entered on the MCDU adjacent to theappropriate waypoint. The 12,000 feet at or above constraint on ARDIAwas entered in this fashion and is shown in Figure 4--35.

01788.03

Figure 4--35


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EN ROUTE

Once at cruise altitude, the information on PROGRESS 2/3 reflects thecommanded speed and altitude information for the cruise segment, asshown in Figure 4--36. In this example, 150CAS representsrecommended cruise.

01573.07

Figure 4--36

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

D If the revision is after the TO waypoint, the flight plan is modified byadding or deleting waypoints.

D If the revisioneffects theTOwaypoint (suchasclearancedirect frompresent position to another point), this is done by pushing the DIRkey.

Operation of the DIR key displays ACTIVE FLT PLAN page 1,regardless of what page is currently being displayed.

If the direct--to waypoint is already in the flight plan, pushing the lineselect key to the left of the waypoint makes it the TO waypoint.

If the direct--to waypoint is not in the flight plan, enter the IDENT for thedirect--to waypoint in theupper left corner of the pagewhere thedashesare located. It becomes theTOwaypoint. Either of these actions resultsin the FMS to immediately alter course.


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DESCENT

TheFMScalculates aTODpoint basedon thedestination elevationandany entered altitude constraints. Once in descent, the FMS sets thetarget altitude to the altitude selector or the next constraint, whicheveris higher.

ARRIVAL

When within 200 flight plan miles of the destination airport, theARRIVAL prompt is displayed at 6R, as shown in Figure 4--37. Pushingthis key selects anarrival procedureor surface. TheARRIVALpagecanalways be accessed from the NAV INDEX.

01790.02

Figure 4--37


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D ARRIVAL Page -- Selecting the ARRIVAL prompt displays theARRIVAL page, shown in Figure 4--38. The destination airport isdisplayed at 1R with access to select the surface, approach, and/orSTAR. While the selection can be made in any order, this exampleselects 2L to choose an approach. Selecting an approachautomatically selects a surface.

02131.05

Figure 4--38


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D APPROACH Page -- Figure 4--39 displays the APPROACH pagewith the available approach procedures. Select the assigned orrequired approach. Selecting an approach also includes themissedapproach procedure. From this list, the ILS 04 approach (5R) isselected.

01867.02

Figure 4--39


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D APPROACHTRANSPage -- Following theapproach selection, theAPPROACH TRANS page, shown in Figure 4--40, is displayed.Select the appropriate transition. For this example, theCARCO (2L)approach transition is selected.

The default Vectors course into the FAF will be shown in 1L. Thedefault course is automatically provided using information from theNDB. If no default course is available, dashes will be displayed.Entry of a course in 1L is allowed.

01868.02

Figure 4--40


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D STAR Page -- After the approach is selected, the STAR page isdisplayed with the available arrival procedures, as shown inFigure 4--41. If an arrival procedure has been assigned, select itfrom the list. From this list, the BLUBL2 arrival is selected (1L).

0 1869.03

Figure 4--41


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D STAR TRANS Page -- If a STAR has transition fixes, the STARTRANS page is automatically displayed, as shown in Figure 4--42.If assigned, select the STAR transition. For this flight, the CollegeStation (CLL) transition (1L) is selected. After the transition isselected, the ARRIVAL page is displayed with a summary of theselections. This is shown in Figure 4--43. If no STAR and/or STARTRANS is to be used, the ARRIVAL prompt (6R) returns the systemto the ARRIVAL summary page that has the ACTIVATE prompt, asshown in Figure 4--43. The ACTIVATE prompt at 6R inserts theselected procedures in the active flight plan.

0 1870.03

Figure 4--42


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02131.04

Figure 4--43

APPROACH

Once thearrival selection is activated, theFMSguides theaircraft alongthe STAR and approach procedure. If a localizer based approach isselected as in this example, final approach is flown using the flightdirector. If a non--precision approach is selected, the FMS can be usedfor guidance on final approach.


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LANDING

Activating thearrival returns thedisplay to theACTIVEFLTPLANpage.The Landing page is accessed from Perf Index by pushing LANDINGprompt (2R).

D LANDING 1/2 -- Figure 4--44 displays the following:

� Surface identifier (1L)

� Surface heading (1L)

� Runway length or helipad dimensions (1R)

� Temperature (2L)

� Surface wind (2R)

� Pressure altitude/barometric (BARO) setting (3L)

� Surface elevation (3R).

01849.05

Figure 4--44

Surface information is retrieved from the database. For landing,both surface temperature and wind are required entries for landingcalculations. Barometric setting is a Pilot entered value, ADC value,or default of 29.92 and is used to calculate the pressure altitude forthe surface elevation.


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D LANDING 2/2 -- Figure 4--45 displays the following values if arunway is selected. Otherwise, this page will display DENSITY ALTonly.

� Surface slope (1L)

� Surface width (1L)

� Surface threshold (1R)

� Headwind/tailwind and crosswind (2R)

� Density altitude (3L).

01850.02

Figure 4--45


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MISSED APPROACH

The MISSED APPROACH pages contain waypoints for the missedapproach segment. These pages follow the ACTIVE FLT PLAN pagesif an approach from the navigation database has been activated, asshown in Figure 4--46. The first waypoint on the MISSED APPROACHpage 1 is the missed approach point (MAP). The MAP is also in theactive flight plan. When activated, the missed approach is inserted intothe active flight plan after the MAP.

0 1871.01

Figure 4--46

Two nautical miles before sequencing the final approach fix (FAF) orfive nautical miles from the surface end, the MISSED APPR prompt isdisplayed at 6L on the ACTIVE FLT PLAN page. The missed approachcan be activated by selecting the MISSED APPR prompt (6L) ortoggling the takeoff/go--around (TOGA) switch. The missed approachis then inserted into the active flight plan.

The MISSED APPR prompt must not be selected until the decision tomiss the approach has been made. When MISSED APPR is selected,any portion of the flight plan that is past the MAP is replaced with themissed approach procedure.


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ALTERNATE FLIGHT PLAN

The alternate flight plan pages are shown in Figure 4--47. If an alternateis entered, it follows the active flight plan and missed approach (ifentered) pages. If a flight plan to an alternate has been entered, theALTERNATEprompt is displayedon theACTIVEFLTPLANpagewhenthe aircraft is within 25 NM of the destination. If the flight plan containsan approach, the ALTERNATE prompt is displayed only after themissed approach has been activated. If an ALTERNATE is selectedbefore the destination is reached, the FMS guides the aircraft to theoriginal destination and then to the alternate. ALTERNATEmust not bearmed until a decision is made to divert to the alternate. To proceed tothe alternate without going to the original destination, use the direct(DIR) key.

01791.02

Figure 4--47


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Operational Example4-49/(4-50 blank)


CLEARING OF FLIGHT PLANS

The active flight plan is cleared 5 seconds after removing power whenthe aircraft is in flight or on the ground. Prior to removing power, theActive Flight Plan can be stored so that it is retained over the durationof the power loss.

Activating a stored flight plan clears the previous active flight plan.Activating a stored flight plan while in flight is permitted, but the pilot isrequired to confirm that the present active flight plan is to be replaced.Whether on the ground or in flight, a stored flight plan or portion of aflight plan can be inserted into the active flight plan as a string ofwaypoints starting at the point of insertion. Flight plans can also becleared one waypoint at a time using the DEL key.

While on the ground, entering a new origin after some or all of the flightplan has been defined, is permitted. If the new origin is already awaypoint in the flight plan, the waypoints before the first appearance ofthe new origin are deleted. If the new origin is not already a waypointin the flight plan, the whole flight plan is deleted. Deleting the originclears the entire flight plan. This applies to both active and stored flightplans.

Within approximately 15 seconds after landing, a CLEAR FPL promptis displayed at the bottom right corner of the screen. Selecting thisprompt clears the entire active flight plan.

Another action that can be conducted on the ground that results inclearing the active flight plan is to activate the previously inactivedatabase on the NAV IDENT page of the MCDU.


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Performance5-1


5. Performance

The FMSperformance computations are basedupon initialization data,flight plan, and input from aircraft systems. With this information, theFMS can control a variety of mission planning and speed controlfunctions for the aircraft.

TheMCDUpages that control performanceare similar to thenavigationpages. As a general rule, when the system supplies the information,items are displayed in small characters. They are displayed in largecharacters when the pilot makes an entry.

There are several areas of initialization within the performancefunctions of the FMS. In order for the FMS to calculate performancedata, the initialization pages must be reviewed and the CONFIRM INITprompt at 6R on the last page of initialization must be pushed.

NOTE: Performance information in the FMS is based on dataentered by the pilot and calculated by the FMS. Missionplanning data has not been evaluated by the FederalAviation Administration (FAA) for accuracy and is notapproved by the FAA.

FMS fuel quantities are displayed two different ways. When displayingcurrent fuel on board, the quantity is in pounds or kilograms (e.g.,16250). When displaying planned fuel remaining at waypoints and fuelrequired, the quantity is displayed in thousands of pounds or kilograms(e.g., 12.3, meaning 12,300). Fuel quantities that reflect the gaugevalue are displayed in pounds or kilograms. Fuel quantities associatedwith the flight plan are displayed in thousands of pounds or kilograms.The FMS fuel management data is advisory information only. Itmust not beused in lieu of theaircraft�s primary fuel flow indicatordisplay.


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Performance5-2


PERFORMANCE INDEX

ThePERF INDEX page is accessed by pushing thePERF function key.

When the PERF button is pushed, PERF INDEX page 1 is displayed.This is shown in Figure 5--1. This page displays performance functionsthat can be selected at any time. Push the line select key adjacent tothe respective function to select the function. Page numbers to theoutside of each button correspond with pages in this manual thatdescribe the button function.

01556.07

Figure 5--1


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Performance5-3/(5-4 blank)


PERFORMANCE INITIALIZATION

Several FMS performance functions require initialization. For thesefunctions, when the related initialization selection is complete, theCONFIRM INIT prompt must be selected to compute the performancedata.

The pilot can select one of the two methods listed below in Figure 5--2to complete performance initialization.

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

D Current Ground Speed/Fuel Flow -- The fuel calculations arebased on the current fuel flow displayed on the FUEL MGT page.If a fuel flow entry is made on that page, it takes the place of thesensed fuel flow. The time calculations are based on the currentgroundspeedwhenairborne.While on theground, theFMSuses thedefault groundspeed.

02098.01

Figure 5--2

Figure 5--3 displays the sequence of initialization and and data pagesfor each of the two methods of performance calculations.

NOTE: The pilot must verify and review all the entered andcomputed data.


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fms00190.04

Performance Initialization Block DiagramFigure 5--3


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Performance5-7


SPD/FF AND CURRENT GROUNDSPEED/FF METHOD

Thereare 4pages of performance initialization.Many itemsare recalledfrom the previous flight to reduce the number of required inputs. Theseitems can be changed. The only items that are not retained from theprevious flight or over a power cycle, and are required entries are:cruise fuel flow (IN PILOT SPD/FF mode only), initial cruise altitude,fuel quantity (unless gauge value is available), cargo weight, and thenumber of passengers. An average cruise wind must be entered ifavailable. The cruise altitude can also be entered.

Pilot Speed/Fuel Flow (SPD/FF) Method

The PILOT SPD/FF method of performance initialization has a total offour pages.


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Performance5-8


D PERFORMANCE INIT 1/4 -- Figure 5--4 contains information aboutthe following:

� 1L -- Aircraft Type (ACFT TYPE) is displayed on this line. Noentry is permitted here. The aircraft type is loaded from theaircraft database.

If no aircraft database has been loaded, this line is blank.

Normally, an aircraft database needs to be loaded only when theFMS is installed. The aircraft database is retained from flight toflight.

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

01843.08

Figure 5--4


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Performance5-9


� 1R -- Aircraft tail number (TAIL #) is displayed on this line. Thetail number must be entered in this field before going to the nextpage. Once entered, it is saved. No action is required on futureflights.

The tail number is used for the following two purposes:

1. Naming of the Aircraft Database File -- When the aircraftdatabase file is saved to disk, it is named using the tailnumber.

2. Data Management Unit (DMU) -- The tail number is used byDMU for the loadingof thenavigation database. It is alsousedfor the uploading and download of the custom and aircraftdatabase files.

� 2L -- The FMS has twoPERFmodes ormethods of performancecalculations. Use theORprompt at 2R to change themodes (seeFigure 5--5.

� 6L -- This prompt accesses the AIRCRAFT DB down/up/crossloading.

D PERF MODE 1/1 -- Selecting the OR prompt at 2R, shown inFigure 5--5, displays the PERF MODE page, shown in Figure 5--5.The PERF MODE page is used to select the mode for performancecalculation.

00546.06

Figure 5--5


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Performance5-10


� 2L -- When CURRENT GS/FF (groundspeed/fuel flow) isselected, performance calculations are based on currentgroundspeed and current fuel flow. However, while on theground, the FMS default groundspeed is used. Thisgroundspeed is displayed at 1R on the first page of any storedflight plan. Once airborne, the current groundspeed is used. Thecurrent fuel flow is displayed at 1R of the FUEL MGT 1/2 page.However, the value can be overridden by a pilot entry. Theoverridden value is then used.

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

D PERFORMANCE INIT 2/4 -- Figure 5--6 is used to set the speedschedules for climb, cruise, descent, departure, and arrival. It is alsoused to set the default descent angle. In PILOT SPD/FF, thesespeed schedules are used for making groundspeed predictions. Inthe CURRENT GS/FF mode, the groundspeed predictions areunaffected by the speed schedules. The active FMS speedcommand, provided as advisory information to the pilot, uses theappropriate speed schedule based on the phase of flight.

NOTE: A change is pending in the FMS to remove MACH speedreferences and entries for MACH. The current FMSsoftware retains the ability to enter MACH speeds inlocations where dashes occur.


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Performance5-11


01844.01

Figure 5--6

� 1L and 3L -- The climb and descent speed schedules aredisplayed in calibrated airspeed (CAS). Changes can be madeby entering a CAS. Entering *DELETE* returns the default climbor descent speed schedule.

� 2L -- The cruise speed schedule is in CAS. CAS entries areaccepted. Entering *DELETE* returns the default cruise speedschedule that is the value from the aircraft database inCURRENT GS/FF or PILOT SPD/FF.

� 3L -- In addition to the speed entries, a default descent angle canbe entered in this field. If the angle is being entered independentof the speed entries, the angle can either be entered directly orwith two leading slashes (//).

� 6L -- Selection of this line gives access to the DEPARTURE(DEP), APPROACH (APP), and GO--AROUND speed pages.The DEP/APP SPD prompt is not available on all aircraft types.

D CURRENT GROUNDSPEED/FUEL FLOW METHOD -- TheCURRENT GS/FF method of performance initialization is similar tothe PILOT SPD/FF initialization with the exception that there is noneed to enter cruise fuel flowon thePERFORMANCE2/4page. The2R location is blank.


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Performance5-12


D DEPARTURE SPEED -- Figure 5--7 is used to enter departurespeed and restriction limits. This data is used to compute FMSspeed commands during departure. The aircraft must be operatingin the upper and horizontal limits in order for the departure speedlimit to be used by the FMS.

00547.05

Figure 5--7

� 1L -- This field is used to enter the departure speed limit. Thedefault value is the value from the aircraft database.

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

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

� 1R -- The RETURN prompt can be used to return to thePERFORMANCE INIT 2/5 page without making any selections.


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Performance5-13


D APPROACHSPEED -- Figure 5--8 is used to enter approach speedand restriction limits and enter approach speed limits for differentflap settings. This data is used to compute FMS speed targetsduring approach.

00548.08

Figure 5--8

� 1L -- This field is used to enter the approach speed limit. Thedefault value is the value from the aircraft database.

� 4L -- This field is used to enter the distance out from thedestination where the approach speed schedule begins. Thedefault is 15.0 NM.

� 5L and 5R -- Selecting YES for this option starts the approachspeed schedule at the first approach waypoint when it is furtherout than the distance entered at 4L. The default is YES. 5R isused to change the selection.


If an installation does not support this feature, the options for 2R,2L and 3L are not available for display.


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Performance5-14


D GO--AROUND SPEEDS -- Figure 5--9 is used to enter thego--around speed schedules for various configurations.

00550.07

Figure 5--9

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



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Performance5-15


D PERFORMANCE INIT 3/4 -- Figure 5--10 does not require that anentry be made. However, a flight--specific item such as the cruisewind is a recommended entry. In addition, initial cruise altitude isusually entered.

01845.02

Figure 5--10

� 1L -- The transition altitude can be entered here. The FMS usesthe input to determine how to display altitudes.

� 1R -- Speed limits associated with altitudes, not waypoints, canbe entered. The FMS speed command is limited to this speedbelow the restriction altitude. Entering *DELETE* removes thespeed/altitude limit anddisplays dashes. This is theonly field thatcan be left with dashes and still permit performance data to becomputed.

� 2L -- INIT CRZ ALT (Cruise Altitude) -- The initial cruise altitudeis entered at this location. The FMSuses the initial cruise altitudeto determine the altitude where the cruise phase of flightcommences. The FMS changes the speed command and EPRrating from climb to cruise when the aircraft levels at the initialcruise altitude or higher.

An entry of cruise altitude in FL or feet is permitted.

For PILOT SPD/FF and CURRENT GS/FF, entry prompts aredisplayed. Entering *DELETE* returns the entry prompts and theperformance function is deinitialized.


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Performance5-16


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

The INIT CRZ ALT does not automatically change if the aircraftclimbs to an altitude above the initial cruise altitude, shown onPERFORMANCE INIT 3/4. This action does change the cruisealtitude as displayed on the PERF DATA pages. Performancedata is recalculated to reflect the higher cruise altitude.

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

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

� 2R -- The forecast temperature deviation at the cruise altitudecan be entered in this field. The deviation is relative to theInternational Standard Atmosphere (ISA). If no entry is made,the displayed default of zero is used. Do not input thetemperature deviation at the field elevation. Temperatureimpacts most performance predictions: the climb gradient, theceiling altitude, the fuel consumption, the groundspeedpredictions, and more.

� 3L and 3R -- An average cruise wind and corresponding altitudecan be entered at 3L and 3R. No entry is required, but it isrecommended. If no entry is made, the FMSassumes zerowind.When the cruise wind is entered at 3L, prompts are displayed at3R. The altitude must also be entered before the cruise wind isaccepted. Entering *DELETE* returns the default value of zero.

� 6L -- This prompt is used to access thePERFPLANpageswhereindividual waypoint wind and temperature entries can be made.Waypoint windand temperature canbe enteredat this time in theinitialization process or after completing initialization.


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Performance5-17


D PERFORMANCE INIT 4/4 -- Figure 5--11 is used to calculate theaircraft gross weight.

01846.02

Figure 5--11

� 1L -- Basic operating weight (BOW) is retained in memory but itmust be verified on each flight. A new entry can be made at anytime. Entering *DELETE* returns the entry prompts.

� 2L -- The fuel weight, when sensed by the fuel quantity system,is displayed in small characters. The pilot can manually enter afuel weight that is displayed in large characters.

� 3Land1R -- Cargoweight andpassenger countmust beenteredin order to compute performance data. The average weight perpassenger can also be adjusted by entering a slash (/) followedby the weight (e.g., /200).

� 6R -- Whenperformance initialization is complete, theCONFIRMINIT prompt is displayed in the lower right corner of this page.The CONFIRM INIT prompt must be selected for theperformance function to calculate performance data and for theVNAV function to be available.

Selecting the CONFIRM INIT prompt displays the PERF DATApage. After confirming initialization, the prompt at 6R of thePERFORMANCE INIT page becomes PERF DATA on all PERFINIT pages.


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Performance5-18


PERFORMANCE PLAN

The PERF PLAN pages display the estimated fuel remaining and ETEfor each leg of the flight, as shown in Figure 5--12. No flight planchanges can be made from this page. The PREV and NEXT keys areused to review the entire flight plan. In addition to this information, thispage shows a wind/temperature (W/T) prompt (right line--selects) foreach waypoint.

00558.05

Figure 5--12

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


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Performance5-19


Wind and Temperature Pages

D WIND/TEMP 2/X -- When the WIND/TEMP page is first selected, itdisplays the predicted altitude as well as the predicted wind andtemperature at that altitude for the waypoint, as shown inFigure 5--13.

00564.07

Figure 5--13

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

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

� 2L -- The predicted altitude from the performance computationsis displayed here. Altitude entries are permitted. They are usedto assign an altitude to an entered wind and/or temperature.

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

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


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Performance5-20


� 6L -- Upon entry of any data on the WIND/TEMP page, the FMSdisplays the CLEAR prompt at 6L, as shown in Figure 5--14.Selection of this prompt clears all entries on thepage and returnsthe default values displayed when the page was first accessed.

� 6R -- Upon entry of a valid wind/temperature, the FMS displaysthe ENTER prompt at 6R, as also shown in Figure 5--14. A validwind/temperature entry requires entry of an altitude, and entry ofwind and/or temperature. When an entry is valid, the data isdisplayed in inverse video and the ENTER prompt appears.

00564.05

Figure 5--14


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Performance5-21


WIND AND TEMPERATURE MODEL BLENDING

The FMS wind and temperature model blends wind and temperatureentries with the current position sensed wind and temperature. Thesensed wind and temperature are blended in proportion to the distanceaway from the aircraft. For example, at present position, sensed windand temperature are blended at 100%. At 200 NM, sensed is blended50%and entered at 50%. At 400NM, the blend is 20%sensed and80%entered.

WIND AND TEMPERATURE MODEL ENTRIES

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

D No Entry -- If wind or temperature are not entered on any page, awind of zero and ISA temperature is assumed for each waypoint atevery altitude. Performance planning is based on zerowind and ISAtemperature plus the blended sensed wind and temperature aspreviously described.

D Average Entry Only -- If an average wind and/or temperature (ISADEV (deviation)) is entered on the PERF INIT 3/4 page, it appliesto every waypoint in the flight plan. The wind is ramped down fromthe entered altitude to produce a lower wind at lower altitudes. Ataltitudes above the tropopause, thewind is assumed to be constant.

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

RECOMMENDED ENTRIES

If the wind and temperature are forecast to be fairly constant over theroute of flight, an average wind and temperature (ISA DEV) entered onthePERFORMANCE INIT 4/5 page is sufficient. If the flight is short, thisis typically a good approximation. The ISA DEV entry must be left atzero if no forecast is available. The temperature variation at highaltitudes are usually small and do not impact planning as much as windvariations.


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Performance5-22


If the wind and temperature are predicted to be significantly different atvarious flight plan waypoints, waypoint entries must be made. This canbe done after an average entry is made or in place of average entries.Waypoint entries are applied forward, so a few representative entriescan be made for segments of any length.

For long flight plans, it is recommended to enter the best estimate of theaverage cruise wind. For shorter flight plans, entered wind matters forpreflight. Once in cruise, the sensed wind takes precedence.

WIND AND TEMPERATURE AND PERFORMANCE PLANNING

Temperature and especially wind can play a significant role inperformance planning. The wind can account for as much as one-thirdof the groundspeed. If flying a fixed Mach number, the true airspeed isroughly 5% higher if the temperature is increased by 20_C. Theincreased temperature also affects the fuel flow, the MAX attainablealtitude, etc. Therefore, the closer the enteredwinds and temperaturesare to the actual encountered conditions, the better the FMSperformance predictions.

Takeoff Pages

D TAKEOFF 1/2 -- The MCDU page, shown in Figure 5--15, displaysdatabase information about the departure surface (if one has beenselected).

01847.04

Figure 5--15


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Performance5-23


� 1L -- The selected surface identifier is displayed. If no surfacehas been selected on theDEPARTURE pages, the field displaysdashes. Selection of this line accesses the DEPARTURE pagesfor selection of a surface. Entries are permitted and can bemadeusing the two--digit identification (e.g., 29meaning290_). Entriesin degrees require a three--digit input. The surface heading isused to resolve the wind into head/tail and crosswindcomponents.

� 1R -- The runway length or helipad dimensions are displayed. Ifno surface has been selected, entry prompts are displayed.

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

� 2R -- The surface wind can be entered here. The wind entry isused to compute the head/tail and crosswind components.

� 3L and 3R -- The pressure altitude, barometric setting, and theBARO altitude from the air data computer (ADC) and/or DisplayController are displayedhere. Entry of BAROsetting is permittedand can bemade in inches or millibars. Use *DELETE* to returnto the previous units. When a surface has been selected, thepressure altitude is computed based on the field elevation andthe ADC baro setting. The pressure altitude is used for thedensity altitude computation. Entries are permitted, but they onlyimpact the density altitude.


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Performance5-24


� TAKEOFF 2/2 -- The MCDU page, shown in Figure 5--16,displays the calculated data for a runway if a runway wasselected as a departure surface.

01848.01

Figure 5--16

� 1L -- The slope of the takeoff runway is displayed. If no surfacehas been selected, entry prompts are displayed. Thewidth of thesurface is displayed if a surface has been selected. If the takeoffsurface is a helipad, this line is blank. No entry is permitted.

� 1R -- The threshold of the takeoff runway is displayed. If nosurface has been selected, entry prompts are displayed. If thetakeoff surface is a helipad, this line is blank.

� 2L -- The stopway of the takeoff runway is displayed. If nosurfacehas been selected, entry prompts are displayed. If the takeoffsurface is a helipad, this line is blank.

� 2R -- Head/tailwind and crosswind resolved by the takeoffrunway heading and the runway wind entry are displayed. If thetakeoff surface is a helipad, this line is blank.

� 3L -- Density altitude computed from the pressure altitude andthe surface temperature is displayed.


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Performance5-25


Landing Pages

D LANDING 1/2 -- The MCDU page, shown in Figure 5--17, displaysdatabase information about the arrival surface if one has beenselected.

01849.04

Figure 5--17

� 1L -- The selected surface identifier is displayed. If no surfacehas been selected on the ARRIVAL pages, the field displaysdashes. Selection of this line accesses the ARRIVAL pages forselection of a surface. Entries are permitted and can be madeusing the two--digit identification (e.g., 29meaning290_). Entriesin degrees require a three--digit input. The surface heading isused to resolve the wind into head/tail and crosswindcomponents.

� 1R -- The length of the runway or dimensions of the helipad aredisplayed. If no surface has been selected, entry prompts aredisplayed.

� 2L -- Entry prompts are displayed in this field. An entry can bemade in degrees Celsius or degrees Fahrenheit. Entries indegrees Fahrenheit require a leading slash (/). The temperatureis used to compute density altitude.


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Performance5-26


� 2R -- The surface wind can be entered. The wind entry is usedto compute the head/tailwind and crosswind components.

� 3L and 3R -- Entry prompts are displayed. When an arrivalsurface has been selected, the field elevation and the BAROsetting are used to compute thepressure altitude. Entry ofBAROsetting is permitted and can be made in inches or millibars. Use*DELETE* to return to the previous units. The density altitude iscomputed from the pressure altitude and the temperature on thispage.

D LANDING 2/2 -- The MCDU page, shown in Figure 5--18, displaysthe calculated data from the information on the LANDING 1/3 page.

01850.01

Figure 5--18

� 1L -- The slope of the surface is displayed. If no surface has beenselected, entry prompts are displayed. The width of the surfaceis displayed if a surfacehas beenselected. Noentry is permitted.

� 1R -- The threshold of the surface is displayed. If no surface hasbeen selected, entry prompts are displayed.

� 2R -- Head/tailwind and crosswind resolved by the surfaceheading and the surface wind entry are displayed.

� 3L -- Density altitude computed from the pressure altitude andthe surface temperature is displayed.


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Performance5-27


FUEL MANAGEMENT

D FUEL MGT 1/2 -- Figure 5--19 shows the current fuel quantity, fuelflow, groundspeed, true airspeed, ground specific range and airspecific range.

00600.05

Figure 5--19

� 1L -- The current fuel weight calculated by the FMS is displayedin large characters. It is the same value as the fuel weight on thePERFORMANCE INIT 4/4 page. If the performance initializationhas not been completed, dashes are displayed. An entry can bemade to change the PERFORMANCE INIT 4/4 page. Entering*DELETE* displays dashes. This deinitializes the performancefunction, and, if engaged, lets VNAV to drop.

� 1R -- The sensed fuel flow is displayed in small characters whenreceived by the FMS. Pilot entries are permitted and displayedin large characters. Entering *DELETE* returns thedisplay to thesensed fuel flow if one is available.

Additional Explanation of Fuel Quantity and Fuel Flow

TheFMS fuelweight is equal to thegaugevaluewhen theaircraftis on the ground. This is the case when either no engines or oneengine is running. Upon completion of engine start for bothengines, the FMS fuel weight is set equal to the gauge value.This value is then decremented by the sensed fuel flow.


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Performance5-28


This method permits for fuel leak detection. The FMS computesfuel weight based upon the sensed fuel flow to the engines. Thegauges give the sensed fuel weight based upon engine usageand leakage (if a leak exists). The FMS displays the scratchpadmessage COMPARE FUEL QUANTITY when the FMS fuelweight differs from thegaugevaluebymore than2%of theBOW.This message is inhibited if the fuel quantity has been manuallyentered on the PERFORMANCE INIT 4/4 page.

Entering a manual fuel flow can create significant differencesbetween the FMS fuel quantity and the actual fuel quantity. Forthis reason, it is recommended that no entry of fuel be madeunless the sensed fuel flow is not available.

NOTE: Entry of a fuel flow here is not the same as entry onPERF INIT 2/4 for pilot entered GS/FF mode.

� 2L and 2R -- The current groundspeed and airspeed aredisplayed on this line. No entries are permitted.

� 3L and 3R -- The ground and air specific ranges are displayedon this line. The specific ranges are based on the groundspeed,airspeed, and fuel flow shown on the page. No entries arepermitted.


A28--1146--181REV 1, Sep/05



D FUEL MGT 2/2 -- Figure 5--20 shows the individual and total enginefuel flow as well as fuel used.

00601.05

Figure 5--20

The individual engine breakdown of the total fuel flow on the FUELMGT 1/2 page is shown on this page. The fuel used display isnormally cumulative from the last powerup on the ground. The totalfuel used is the same as what is displayed at 2L on the FLIGHTSUMMARY page, that can be reset. Resetting fuel used on theFLIGHT SUMMARY page also resets individual engine fuel usedonthis page.

AIRCRAFT DATABASE

The aircraft database includes information specific to an aircraft type.The aircraft database is furnished by Honeywell.

The aircraft database can be downloaded from the aircraft using a dataloader. This downloaded file is identified by tail number and it containsthe learned information. It is recommended that the aircraft databasebe downloaded periodically. The downloaded file can be used to uploaddatawhenneeded (i.e., when replacing the FMS). Uploading this savedfile preserves the learned information so the system can not have tostart over again.


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Navigation6-1


6. Navigation

NAVIGATION (NAV) INDEX

The NAV INDEX pages are accessed through the NAV function key onthe MCDU. The NAV function key can be seen in Figures 6--1 and 6--2.

When the NAV button is pushed, NAV INDEX page 1/2, shown inFigure 6--1, is displayed. Page 2/2, shown in Figure 6--2, is displayedby using either the PREV or NEXT paging keys. These pages shownavigation functions that can be selected at any time. Push the lineselect key adjacent to the respective function to select the function.Page numbers adjacent to each button correspond with page numbersin this manual that describe the button function.

00606.13

Figure 6--1


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Navigation6-2


00607.09

Figure 6--2


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Navigation6-3


FLIGHT PLAN LIST

The FLIGHT PLAN LIST page displays a list of the pilot defined flightplans that have been stored in the FMS memory. From this page, thepilot defines a flight plan, delete flight plans, or select a flight plan toactivate.

When no flight plans are stored in the FMS, the FLIGHT PLAN LISTpage is blank, as shown in Figure 6--3.

01592.01

Figure 6--3


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Navigation6-4


If flight plans have been defined, the page lists the flight plans byname, as shown in Figure 6--4.

01593.01

Figure 6--4


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Navigation6-5


Defining Stored Flight Plans

Stored flight plans, like active flight plans, can be defined between anytwo non--temporary waypoints (navaids, intersections, airports, etc.). Aflight plan fromPhoenix toMinneapolis is used to illustrate how todefinea flight plan. Refer to Procedure 6--1.

Step Procedure 6--1 Stored Flight Plans

1 Select FPL LIST from the NAV INDEX.

2 Enter the flight plan name into the scratchpad. In thisexample, KPHX--KMSP is entered (refer to pageFigure 6--5 for flight plan name format).

3 Select SHOW FPL (1L), as shown in Figure 6--5.

01594.01

Figure 6--5


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Navigation6-6



4 The FMS places KPHX as the origin and KMSP as thedestination. This is shown in Figure 6--6.

01595.02

Figure 6--6

DETAILS -- If the flight plan name is specified as the originand destination 4--letter ICAO airport identifier separatedby a dash (--), the FMS automatically fills in the origin anddestination. A single alphanumeric character can be addedfollowing the destination identifier to distinguish multipleflight plans between the same origin and destination. Ifother formats for the flight plan name are used, the pilotcan fill in the origin and destination.

5 Enter groundspeed at 1R if a speed other than the oneshown is required. The FMS displays the distance andestimated time enroute (ETE) for a direct flight fromPhoenix to Minneapolis. ETE is calculated based on thegroundspeed (GS) at 1R. Distance and time are updatedas waypoints are added to the flight plan. The defaultedgroundspeed is 300 knots.


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Navigation6-7



6 Enter the route for the flight plan at the VIA.TO prompt.The following cannot be used in stored flight plans:D Temporary waypointsD SIDs, STARs, or approach procedures

D Alternate flight plan and destinationD Speed or angle constraintsD Another stored flight plan.

7 Stored flight plans can contain patterns. If SPECIALMISSION, under FLIGHT CONFIG (configuration), is setto ON, a larger selection of patterns can be stored.

8 Close the flight plan by entering the destination waypointas the last waypoint in the flight plan. This can be done byline selecting the destination from the right side of the pageand inserting it on the left side of the page.

Deleting Stored Flight Plans

The DEL key is used to remove stored flight plans from the FMSmemory. Procedure 6--2 describes two methods for deleting a flightplan.

Step Procedure 6--2 Deleting a Stored Flight Plan


2 Push the DEL key (*DELETE* is displayed in thescratchpad). Push the line select key adjacent to the flightplan name to erase it from the FMS memory.

OR use step 3.

3 Push the line select key adjacent to the desired flight planname. Select SHOW FPL (1L). Delete the origin on thestored flight plan display page.


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Navigation6-8


FLIGHT PLAN SELECT

D FLT PLANSELECT 1/1-- Figure 6--7 is used to select a stored flightto be the active flight plan. It can also calculate performance dataof the stored flight plan. This page can be accessed from theFLIGHT PLAN LIST page (prompt at 6R) or from the NAV INDEXpage.

01596.02

Figure 6--7

To select and activate a stored flight plan, follow Procedure 6--3.

Step Procedure 6--3 Select and Activate a StoredFlight Plan


2 Select desired flight plan from the list by pushing theadjacent line select key. The name is displayed in thescratchpad.

3 Select FPL SEL at 6R.

4 Push the line select key adjacent to the FLT PLAN prompt(1L) to insert the flight plan name. As an alternative, theflight plan name can be entered directly from the key padinstead of being selected from the list. If a flight plan nameis entered that has not been previously defined, the FMSdisplays pages that are used to enter an undefined flightplan.


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Navigation6-9



5 Select ACTIVATE by pushing 1R and INVERT/ACTIVATEby pushing 2R, This is shown in Figure 6--8.

01597.02

Figure 6--8


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Navigation6-10



6 If an active flight plan exists when one of the activateprompts is selected, the FMS requires a confirmation step.This is shown in Figure 6--9.

01598.01

Figure 6--9


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Navigation6-11


PILOT WAYPOINT LIST

D PILOT WPT LIST 1/1 -- Figure 6--10 contains a list of pilot definedwaypoints that are stored in memory and any temporary waypoints(refer to temporary waypoints). Procedure 6--4 is used to store pilotdefined waypoints. Pilot defined waypoints can be defined usinglatitude/longitude (LAT/LON), place/bearing/distance (P/B/D), orplace/bearing/place/bearing (P/B/P/B), as described in theprocedure.

00617.04

Figure 6--10


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Navigation6-12


Step Procedure 6--4 Stored Waypoints

1 Select WPT LIST from the NAV INDEX.

2 Enter an identifier of one to five characters and line selectto the SHOW WAYPOINT line (1L). DAISY is used for thisexample.

3 The display changes to the definition display, as shown inFigure 6--11. Define DAISY by one the following threeways: step 4 (LAT/LON), 6 (P/B/D), or 8 (P/B/P/B).

00618.05

Figure 6--11

If a previously used identifier is entered, the definition forthe waypoint is displayed. This prevents the duplication ofwaypoint names.

A page similar to Figure 6--11 is displayed if an undefinedwaypoint is entered on any page that accepts waypointentries (except the position initialization (POS INIT) page).For these cases, the RETURN prompt is displayed at 1R.The RETURN prompt can be used before or after awaypoint is defined. The RETURN prompt is used to returnto the page where the undefined waypoint was entered. Ifthe waypoint is not defined, the waypoint entry remains inthe scratchpad. If the waypoint is defined, the waypointentry is completed.By selecting 5R the pilot can load the GPS position as thelat/long coordinates of the pilot defined waypoint.


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Navigation6-13



4 Enter latitude/longitude and select to 2L.N3320.77W11152.58 is used in this example.

5 The defined waypoint is displayed and shown inFigure 6--12.

00620.05

Figure 6--12

6 --OR-- Enter place/bearing/distance and select to 3L. Usethe example, PXR/126/7, where PXR defines place, 126defines bearing in degrees, and 7 defines distance innautical miles. Bearing inputs are assumed to bemagnetic. True bearings are designated by placing theletter T after the bearing.


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Navigation6-14



7 The defined waypoint is displayed and shown inFigure 6--13.

00619.05

Figure 6--13

8 --OR-- Enter Place/Bearing/Place/Bearing and select to 3L.Use the example, PXR/130/TFD/358, where PXR definesa place, 130 is the radial from PXR in degrees, TFDdefines a second place, and 358 defines the radial fromTFD in degrees. Bearing inputs are assumed to bemagnetic. True bearings are designated by placing theletter T after the bearing.


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Navigation6-15



9 The defined waypoint is displayed and shown inFigure 6--14. When a waypoint is defined by P/B/P/B, onlythe coordinates are stored and displayed.

00620.05

Figure 6--14


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Navigation6-16


DATA BASE

The pilot can interrogate the navigation database stored in the FMS byselecting DATA BASE from the NAV INDEX and using the DATABASEfunction. This is shown in Figure 6--15.

00625.03

Figure 6--15

Awaypoint identifier of thedatabase canbeentered in theupper left lineby entering the identifier into the scratchpad and line selecting to 1L.The following items can be displayed from the navigation database:

D Airports

D Heliports

D Runways

D Helipads

D Navaids

D ILSs

D Intersections.

The waypoint list (WPT LIST) (6L) and NOTAM (Notice To Airmen(NAVAID information) (6R) pages can be accessed using the promptsat the bottom of the DATA BASE WPT page.


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Navigation6-17


Airports/Heliports

Figures 6--16 through 6--18 display the following airport or heliport data:

D DATA BASE WPT 1/3

� Identifier (1L)

� Waypoint type (1R)

� Airport/heliport name (2L)

� Country (3L).

00621.04

Figure 6--16


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Navigation6-18


D DATA BASE WPT 2/3

� Identifier (1L)

� Coordinate position (2L)

� Field elevation (3L)

� Magnetic variation (3R).

00622.05

Figure 6--17


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Navigation6-19


D DATA BASE WPT 3/3

� Identifier (1L)

� Access to airport runways (2L) if available.

� Access to heliport helipads (3L) if available,

01601.02

Figure 6--18


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Navigation6-20


Selection of prompt 2L or 3L on DATA BASEWPT page 3/3 will displaythe associated RUNWAY or HELIPAD page. In this example, 2L wasselected to display the RUNWAYS page, as shown in Figure 6--19.

01091.04

Figure 6--19


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Navigation6-21


If one of the runways is selected, the runway data is displayed, asshown in Figure 6--20. Selection of the RETURN prompt at 6R resultsin the display of the airport runway page, shown in Figure 6--19.

00623.04

Figure 6--20


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Navigation6-22


Surfaces/Helipads

Figures 6--21 through 6--23 display the following information forrunways. Similar information can be obtained for helipads.

D DATA BASE WPT 1/3

� Runway or helipad identifier (1L)

� Waypoint type (1R)

� Airport or heliport name (2L) and country (3L).

01603.02

Figure 6--21


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Navigation6-23


D DATA BASE WPT 2/3

� Identifier (1L)

� Runway heading and front or back course if the runway has anassociated ILS (1R)

� Heliport dimensions if a heliport is selected (1R)

� Coordinate position (2L)

� Elevation (3L)


01604.02

Figure 6--22


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Navigation6-24


D DATA BASE WPT 3/3

This page is only available if a runway is selected. Helipadinformation is contained on Data Base WPT pages one and two.

� Identifier (1L)

� Stopway (1R)

� Width (2L) -- This field is blank if runway width is not available inthe navigation database.

� Length (2R)

� ILS glideslope if applicable (3L)

� Displaced threshold (3R).

01605.03

Figure 6--23


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Navigation6-25


Navaids

D DATA BASE WPT 1/1 -- Figure 6--24 displays the followinginformation about Navaids:

� Waypoint identifier (1L)� Country (1L)� Frequency (1R)� Type (2L)

- DME (distance measuring equipment)- N DME (non co--located)- TACAN- N TACAN (non co--located)- VORTAC- VORDME- VOR- N VOR (non co--located)

� Class (2R)- HA (high altitude)- LA (low altitude)- T (terminal)- UR (unrestricted)

� Coordinate position (2L)� Elevation (3L)� Magnetic declination (3R).

00626.03

Figure 6--24


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Navigation6-26


Magnetic declination is defined as the difference between the zerodegree radial of the station and true north. For many navaids, this is notequal to the local magnetic variation due to the constantly changingearth magnetic field. If magnetic declination is not available, magneticvariation is displayed.

Figure 6--25 displays the DATA BASE WPT page for a nondirectionalbeacon. The letters NB are entered after the identifier.

01607.02

Figure 6--25


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Navigation6-27


Instrument Landing Systems

D DATA BASEWPT 1/1 -- Figure 6--26 displays the following data forinstrument landing systems:

� ILS identifier (1L)

� Country (1L)

� Front course (1R)

� Frequency (1R)

� Type (2L):- ILS- LOC (localizer)- LOCDME (localizer with DME)- ILSDME (ILS with DME)- MLS

� Category (2R)- I- II- III

� Localizer antenna coordinates (2L)

� Magnetic declination (3R).

00627.03

Figure 6--26


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Navigation6-28


Intersections

D DATA BASEWPT 1/1-- Figure 6--27 displays the following data forintersections.

� Intersection identifier (1L)

� Country (1L)

� Intersection coordinates (2L)


00628.03

Figure 6--27


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Navigation6-29


MULTIPLE WAYPOINTS

If a waypoint identifier is entered on any page and the FMS finds morethan one definition for the identifier, the WAYPOINT SELECT page isdisplayed. The pilot must choose which definition to use. Wheninserting waypoints into a stored or active flight plan, the locationclosest to the previous waypoint is shown at the top of the page. For allother cases, the location closest to the aircraft position is shown at thetop of the page.

For example, if Thermal California (TRM) is entered on theDATABASEWPT page, the FMS displays all the TRM waypoints found on theWAYPOINT SELECT page. This is shown in Figure 6--28.

00629.05

Figure 6--28

Push the line select key adjacent to the desired waypoint. If RETURN(1R) is pushed, no waypoint is selected.

Pilot Defined Waypoints

If a pilot definedwaypoint is entered on theDATABASEWPT page, theFMS switches to the PILOT WAYPOINT page and displays thewaypoint as well as the data about the waypoint.

Undefined Waypoints

If an identifier is entered on the DATA BASE WPT page and the FMScannot find awaypoint in thenavigation databasewith that identifier, theFMS goes to the PILOT WAYPOINT page for waypoint definition.


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Navigation6-30


FMS DATABASE

The FMS database consists of two parts: a navigation database and acustom (or pilot defined) database. The navigation database is loadedinto the FMS and can not be changed by the pilot. Using the customdatabase, the pilot can customize the FMS by defining waypoints andstoring flight plans.

Navigation Database

The FMS retrieves information from the navigation database aboutwaypoints and procedures used in flight planning and to tune navaidsfor position determination. The database, supplied by Honeywell, isupdated every 28 days.

The navigation database is designated with a version number, regionname, and cycle number (e.g., Version 3.01,WORLD3--310). TheFMSuses a Version 3.01 navigation database or other approved versionnumber. The region name (e.g., WORLD 3, NZ3EAST, NZ3WEST)varies depending upon the content of the navigation database. The last2 digits indicate the cycle number (e.g., --310). There are 13 cycles (28day periods) during the year. Therefore, the last two digits ranges from01 to 13. If a cycle has to be modified off cycle, a letter is appendedstarting with A. For example,WORLD3--310A indicates amodified 10thcycle of the navigation database.

The navigation database contains the following:

D Navaids

D Airports

D Heliports

D Runways

D Helipads

D Airways (high & low)

D SIDs and STARs

D Approaches

D Named Intersections

D Outer Markers.


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Navigation6-31


Navaids include VHF navaids, ILS/MLS, and non--directional Beacons(NDBs). VHF navaids stored in the database consist of the followingtypes:

D VORTAC

D VOR/DME

D TACAN (tactical air navigation)

D VOR

D DME

D VOR/DME (non co--located)

D TACAN (non co--located).

Airport waypoints are the geographic reference point for the airport.

Airways contained in the database include all waypoints (some areunnamed) and only waypoints that define the airway. Some of thesedefining waypoints do not appear on paper charts. Some waypoints onthe charts appear to be on an airway but are not defining waypoints forthe airway.

Custom Database

The custom database consists of pilot defined waypoints and storedflight plans. Up to 1000 pilot defined waypoints can be stored.

The pilot can store commonly flown routes using the pilot defined flightplanprocedure. Thepilot canactivate a flight plan from theFMScustomdatabase rather than repeat the flight plan entry procedure. The FMScustom database can retain up to 3000 flight plans with a total of 45000waypoints (whichever comes first). Each flight plan can contain amaximum of 100 waypoints.

Temporary Waypoints

Pilot definedwaypoints are givena nameand permanently stored in thecustom database. The pilot can define temporary waypoints.Temporary waypoints are not given a permanent name and are notpermanently stored in the custom database.


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Navigation6-32


DEPARTURES

The DEPARTURE function is used to examine and select departuresurfaces and standard instrument departures (SIDs) stored in thenavigation database.

Some SIDs are not in the database. This is because of the waysome procedures are defined by the controlling agency and thelimitations of the FMS.

To illustrate the steps in the DEPARTURE function, San Jose,California (KSJC), is used as the origin of the active flight plan.Figure 6--29 displays the ALTAM6 departure for KSJC. Refer toProcedure6--5 forDEPARTUREselection. At any point in thedepartureselection process, entering a new or the same airport or heliport at 1Lreturns the display to the beginning of the selection process.

Following selection of a SID, the following methods must be used tomodify the departure procedure in the active flight plan:

D The DEPARTURE page can be used to:

� Add a segment to the procedure already existing in the activeflight plan.

� Replace a procedure segment already in the active flight plan.

� Delete a procedure segment from the active flight plan.

D Delete a portion, or all, of the activated procedure by performing aDIRECT--TO a waypoint in the active flight plan or alternate flightplan.

D Delete the procedure by activating a flight plan from the customdatabase.

D Delete the FROM waypoint in the active flight plan.


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Navigation6-33


San Jose, CA ALTAM6 DepartureFigure 6--29


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Navigation6-34


D DEPARTURE SURFACES 1/X -- Figure 6--30 is displayed whenselecting theDEPARTURE function. From the departure pages, thepilot can select a departure surface, SID, and departure transition.Access to theDEPARTUREpage from the ACTIVEFLT PLANpageis available only when the origin waypoint is an airport and theaircraft is within 50 NM of the origin and a DEST is entered. Accessto the DEPARTURE page is always available from the NAV INDEX.

The default airport at 1L is the origin of the active flight plan. If theorigin is not defined or if it is not an airport or heliport, prompts aredisplayed for entry of an airport. If the origin waypoint is not anairport, access to SIDs is for review only. If the active flight plancontains a SID, the selected departure surface, SID, and transitionare displayed.

Step Procedure 6--5 Departure Selection

1 Select DEPARTURE from the ACTIVE FLIGHT PLAN orNAV INDEX.

2 Select the desired surface from the DEPARTURESURFACES page, shown in Figure 6--30. Runway 25 (3R)is selected in this example.

02035.02

Figure 6--30


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Navigation6-35



3 Select the SID from the SIDs page, shown in Figure 6--31.PIKES2 (3L) is selected in this example.

01688.02

Figure 6--31


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Navigation6-36



4 Select the departure transition from the DEPARTURETRANS page, shown in Figure 6--32. ALS (2L) is selectedin this example.

01689.02

Figure 6--32


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Navigation6-37



5 Select REVIEW (6L) from the PROCEDURE 1/1 page,shown in Figure 6--33. REVIEW is selected in thisexample.

01690.02

Figure 6--33

DETAILS -- Select REVIEW to review the selectedprocedure or select ACTIVATE to insert the selectedprocedure into the active flight plan. The ACTIVATEprompt is displayed on these pages only if the airport is theorigin airport of the flight plan.

Selecting REVIEW or ACTIVATE partway through theselection procedure ends the departure selection process.The selected portion of the procedure can be reviewedand/or inserted into the flight plan.


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Navigation6-38



6 Review the selection, shown in Figure 6--34, and selectNEXT to move to the next review page.

01691.02

Figure 6--34

SID REVIEW 1/X -- Figure 6--34displays the selectedrunway, SID, and transition as it would look if ACTIVATEDinto the flight plan. The runway threshold elevation of 5350feet is displayed in blue on the right side of the page.

The first leg after the discontinuity, that can be removedwith the DELETE button, is a climb on the heading of 194_from the waypoint DEN to the waypoint SOLAR.


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Navigation6-39



7 Review the selection, shown in Figure 6--35, and selectNEXT to move to the next review page.

8 Review the selection shown in Figure 6--35. This is the lastpage or review in this example. Select CLEAR (6L) orACTIVATE (4R).

01692.02

Figure 6--35

SID REVIEW 2/X -- Figure 6--35 consists of a heading of195_ to waypoint DEN83 followed by a heading of 185_ towaypoint ALS.

Push the CLEAR prompt (6L) to clear the selectedprocedure and display the DEPARTURES SURFACESpage.

Selecting the ACTIVATE prompt (6R) inserts the selectedrunway, SID and transition into the the active flight planand ends the departure selection process. However, if theairport is not part of the active flight plan, the SID cannotbe activated.


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Navigation6-40


ARRIVAL

The ARRIVAL pages are used to examine and select runways,helipads, approaches, and standard terminal arrival routes (STARs)stored in the navigation database.

Some approaches and STARs are not in the database. This isbecause of the way some procedures are defined by thecontrolling agency and the limitations of the FMS.

To illustrate the steps in the ARRIVAL function, Minneapolis,Minnesota(KMSP) is used as the destination of theactive flight plan. This examplestarts with the selection of a surface. However, there is no requiredselection order. Also, it is not necessary to make a selection from eachpage. If a STAR has already been activated, it is possible to select asurface without affecting the previously selected procedure. At anypoint in the selection process, it is possible to return to the ARRIVALpage and review and/or activate the selected items.

On theARRIVALpage, if a newsurface is selected that is not supportedby a previously selected STAR (or approach), the previous proceduresare not displayed for selection into the active flight plan. In fact, onlyapproaches to the selected surface are displayed on the APPROACHpage. If these changes are activated while flying the previousprocedure, the FMS prompts for CHANGE ACTIVE LEG confirmation.

To select a new surface, return to the ARRIVAL page and select theRUNWAY prompt. Then, choose the desired surface, select theARRIVAL prompt, and select the ACTIVATE prompt.

Following selection of an arrival procedure (STAR or approach), thefollowing methods must be used to modify the arrival procedure in theactive flight plan.

D The ARRIVAL page can be used to:

� Add a segment to the procedure already existing in the activeflight plan

� Replace a procedure segment already in the active flight plan

� Delete a procedure segment from the active flight plan.

D Delete a portion, or all, of the activated procedure by performing aDIRECT--TO a waypoint in the active flight plan or alternate flightplan.


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Navigation6-41


D Delete the procedure by activating a flight plan from the customdatabase.

D Delete the FROM waypoint in the active flight plan.

D Delete the procedure turn waypoint in the active flight plan.

D Delete the hold attribute from the course reversal hold waypoint.

Figure 6--36 displays the STARplate. Refer to Procedure6--6 for arrivalselection.


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Navigation6-42


Minneapolis, MN KASPR2 ArrivalFigure 6--36


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Navigation6-43


Step Procedure 6--6 Arrival Selection

1 Select ARRIVAL from the active flight plan or NAV INDEX.

2 Select RUNWAY, APPROACH, or STAR from theARRIVAL page, shown in Figure 6--37.

01693.02

Figure 6--37

DETAILS -- Figure 6--37 is displayed when the ARRIVALfunction is selected. From this page, the pilot can selectwhich element, arrival surface, approach, or STAR is to beselected. This page can also be accessed from theACTIVE FLT PLAN page when the aircraft is within 200flight plan miles of the destination.

The default airport at 1R is the destination of the activeflight plan. If the destination is not defined, or if it is not anairport/heliport, prompts are displayed to enter theairport/heliport. If previous selections have been made,they are displayed on this page. Selections can also bedeleted on this page.

The surface, approach or STAR can be selected (orreselected) in any order. In each case, the ARRIVALprompt is displayed in inverse video. It is used to return tothe ARRIVAL.

If an approach is going to be selected, a step can be savedby selecting APPROACH from this page. The surface isautomatically selected when an approach is selected.


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Navigation6-44



3 Select the desired surface from the RUNWAY page, shownin Figure 6--38. In this example, runway 30L (5L) isselected.

02135.01

Figure 6--38

Any previously selected surface is labeled as (ACT) or(SEL). There can be more than one page of runways.


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Navigation6-45



4 Select the approach from the APPROACH page. If thesurface is selected first, the FMS displays only theapproaches for the selected surface, as shown inFigure 6--39. In this example, ILS 30L (2L) is selected.

01600.02

Figure 6--39

If only the straight-in portion of an approach is desired,select the approach without selecting an approachtransition.

5 Select the approach transition (includes feeder routes)from the APPROACH TRANS page, shown inFigure 6--40. The VECTORS approch into the FAF will beshown in 1L. The default course into the FAF isautomatically provided using information from the ACDB. Ifno default course is available, dashes will be displayed.The course can be modified by upselecting a value into 1L.The VECTORS approach is automatically selected as thedefault and can be accepted by pressing the ARRIVALprompt on 6R. Otherwise, any other APPROACHTRANSITION shown on the page may be selected. In thisexample, PRESS (1L) is selected.


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Navigation6-46



01694.03

Figure 6--40

6 Select the STAR from the STAR page, shown inFigure 6--41. In this example, KASPR2 (4L) is selected.

00699.05

Figure 6--41


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Navigation6-47



7 Select the STAR transition from the STAR TRANS page,shown in Figure 6--42. In this example, MCW (3L) isselected.

00700.05

Figure 6--42

8 Once all selections have been made, the ARRIVAL page isautomatically displayed, as shown in Figure 6--43. Thechoices from this page are to repeat the selection process,if necessary, ACTIVATE (6R) that inserts the selection inthe flight plan, or REVIEW (6L). In this example, REVIEW(6L) is selected.


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Navigation6-48



02126.01

Figure 6--43

9 Review to verify the selection prior to activation into theactive flight plan. From page 1/4, shown in Figure 6--44,select NEXT (paging keys) for display of page 2/4.

00701.07

Figure 6--44


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Navigation6-49



10 At any time in the review process, the ACTIVATE prompt(6R) can be used to activate the approach into the activeflight plan, as shown in Figure 6--45. The CLEAR prompt(6L) can be used to return to the selection process. Thereview process can be continued by using the paging keysthrough the end of the procedure, including the missedapproach procedure.

00702.05

Figure 6--45


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Navigation6-50


Approach

Once an approach has been selected, there are many things the pilotmust check and/or monitor during the approach. The following is a listof those items:

D Before starting a non--precision approach transition orapproach, the crew must review the published approachprocedure and verify the FMS waypoints and altituderestrictions.

D Before starting a non--precision approach transition that is flown bytheFMS, it is important to verify that the transition is cleared byATC.Selecting the transition fix is usually the path to selecting the actualtransition.

D The APRCH annunciator must turn on 2 NM before the finalapproach fix. It can remain lit for the remainder of the approach. Thisis a positive cue to the flight crew that the sensor configuration iscorrect and sensor integrity is within limits for the approach. Theapproach annunciator is not lit during localizer based approachessince the FMS is not authorized to be coupled during localizerapproaches. The DGRAD annunciator must be off throughout theapproach. If theDGRADannunciator turns on, the FMSmust not beused for the remainder of the approach. The flight crew cancontinuethe approach using raw data or conduct the missed approachprocedure.

D If FMS VNAV guidance is used on the approach, verify that theapproach plate waypoint altitudes are shown on the FMSMCDU. Verify that the altitude selector is set to the minimumdescent altitude (MDA).

D Industry wide standards for database information are currentlyinconsistent on many approaches. Some vertical paths are definedto 50 feet above the runway. Others do not arrive at MDA until at theMAP. Some approaches give vertical guidance below the publishedMDA and some vertical paths differ from the VASI/PAPI angles.

D Since charts are continually updated, the FMS waypointnames can not exactly match the chart names. Additionally,there can be differences between courses displayed on thechart and those displayed on the MCDU and EFIS. Thesedifferences are the result of changes inmagnetic variation andare normally less than 2 degrees. Verify possible changesbefore starting an approach.


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Navigation6-51


D The navigation database does not have step down waypointsbetween the final approach fix (FAF) and MAP if the VNAV pathsatisfies the step down restrictions. VNAV path guidance and across check with other navigation aids are the only assurance thatall descent path restrictions are met. Using modes other than FMSVNAV guidance information can be desirable for some approaches.

D Refer to the GPS for information on GPS RAIM for GPS onlyapproaches.

D Approaches in the navigation database consist of localizer basedapproaches and non--precision approaches. There are nocircle--to--land procedures in the database. The FMS is certified tofly all non--precision approaches (GPS, NDB, VOR/DME, VOR,RNAV, NDBDME, DME/DME). Approaches from the database cancontain DME arcs. The FMS flies the arc as specified in theapproach. In some cases, clearance to intercept the arc other thanspecified in the approach is given.

D The FMS cannot be used to fly localizer approaches (ILS, LOC,BAC (back course), SDF, LDA, IGS (instrument guidance system),DGPS (differential global positioning system)). These approachesare flown by displaying the localizer data and by using the flightdirector/autopilot. However, these procedures can be selected andactivated on the FMS to enhance situational awareness. The FMSdisplays the approach on the EFIS map displays. The FMS can beused to fly the approach transition and themissed approach phasesof precision approaches. If the approach transition is in the activeflight plan, and the radios are in AUTOTUNE, the FMS canautotunethe localizer frequency on the leg to the final approach course. If theapproach transition is in the active flight plan and the radios are inVOR (V), the FMS will autotune the localizer when the directdistance from the aircraft to the destination is 25nm or less AND theflight plan distance from the aircraft to the destination is 75nm orless.

D An approach can be selectedwith or without an approach transition.For example, if receiving vectors to the final approach course, anapproach transition need not be selected with the approach. Thepilot flies the specified vectors and arms LNAV. The FMSautomatically captures the final approach course.

D The altitude selector is observed while in VNAV during all phases offlight, including the approach phase. The altitude selector must notbe set below the published MDA until the runway is visible and theapproach can be made.


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Navigation6-52


D Before flying the approach, the waypoints, as well as constraints inthe procedure, must be verified with the approach charts. If thedatabase contains more waypoints for the procedure than the chartactually shows, the flight plan must reflect the selected procedure.The database does not contain step down fixes on the finalapproach if the constraint at the step down fix is satisfied by thevertical descent path into the MAP.

D Following selection of an approach, the following must NOT beconducted to the approach procedure.

� Add waypoints into the middle of an approach procedure.

� Relocate procedure waypoints in the flight plan.

� Remove waypoints from an approach procedure (other than byDELETING the FROM waypoint, conducting a DIRECT--TO,activating another approach, or activating another flight plan),and then continue to fly the procedure.

� Change an altitude or angle constraint associated with anapproach waypoint.

� Add holding patterns, orbits, or radial intercepts to approachwaypoints.

� Change the destination and then continue to fly the approachprocedure to the original destination.

The examples, described and shown in Tables 6--1 and 6--2, illustrateapproach transitions and how the FMS flies the transitions.

Missed Approach

The FMS displays a MISSED APRCH prompt at 6L on the active flightplan pages. This occurs 2 NMbefore the FAF or 5 NM from the runway,whichever is reached first. If the prompt is selected, the missedapproach procedure is activated and inserted in the flight plan followingthe MAP. To activate the go--around mode, the go--around button(s)must be selected.

The aircraft go--around button(s) can also be used to activate themissed approach procedure but only while the MISSED APRCHprompt is displayed.

When MISSED APRCH is selected, the APRCH annunciatorextinguishes and the FMS transfers from the approach mode to theterminal mode.


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Navigation6-53


ApproachTransition Chart Depiction FMS Groundtrack

DME Arc

ProcedureTurn

Typical FMS Pattern DisplaysTable 6--1


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Navigation6-54


ApproachTransition Chart Depiction FMS Groundtrack

HoldingPatternCourseReversal

Teardrop

See Note below

NOTE: Following sequence of WPT, the FMS turns to capturethe final approach course. The FMS is not flying adefined ground track during this maneuver. Dependingupon speed and teardrop geometry, the FMS can rollwings level on a 45_ intercept to the final approachcourse. Typically, the aircraft banks until the finalapproach course is captured.

Typical FMS Pattern DisplaysTable 6--2


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Navigation6-55


POSITION SENSORS

One of the primary FMS tasks is to navigate the aircraft along apredefined flight plan. Todo this, theFMS receives navigation data fromvarious sensors on board the aircraft. From the available sensors, theFMS determines the best navigational mode, and combination ofsensors, to give the most accurate aircraft position.

Navigation Modes

The priority of the navigation modes are as follows:

D GPS

D DME/DME

D VOR/DME

D AHRS

D IRS (Optional)

The priority is based on sensor accuracy with GPS being the mostaccurate sensor. When GPS is available, it is weighted at 100%. Inother words, the FMS position is equal to theGPS position.Whenmorethan one GPS position is available, the FMS position is equal to theblended GPS position. When GPS is used, other sensors are stillmonitored for position differences from the FMS position. Othersensors do not contribute to the FMS position unless GPS becomesunavailable or inaccurate.

DME/DME is the next most accurate position. The FMS automaticallytunes the scanning DMEs to give the best position from DME/DME.

VOR/DME updating is less accurate than DME/DME because of theVOR bearing error. The bearing error increases with distance from thenavaid thus reducing the accuracy of the VOR/DME position as theaircraft moves away from a navaid.

AHRS is used in the absence of a valid GPS or Radio Position. TheFMS performs dead reckoning calculations based on AHRS headingand ADC TAS inputs.

IRS is the navigation mode where the FMS blends the available IRSsensors. This mode is used primarily when the aircraft is operating overwater or in a sparse navaid environment.

All sensor positions are continuously compared to the FMS computedposition. If any sensor differs by more than 10 NM from the FMSposition, a scratchpad message is displayed (example: CHECK IRS 1POSITION).


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Navigation6-56


When the FMS is using GPS, DME/DME or VOR/DME for updating, aposition error for each IRS is continuously calculated and stored withinthe FMS. This calculated error is called an IRS bias. If the FMS startsusing the IRSs for position updating, the actual position used by theFMS is each IRS position plus the last calculated bias for each IRS. Atthis point, the FMS position starts to drift with the IRS position. OnceGPS, DME/DME or VOR/DME updating is resumed, a new bias iscalculated and IRS drift error has no impact on FMS position. For thisreason, under normal circumstances, it is not recommended that theIRSs be updated at the end of the runway.

The change from one navigation mode to another is not instantaneous.For example, each time the radios are tuned, the radio position is lostfor some time. However, the FMS annunciates the navigation mode asradio updating. Some mode changes require several minutes tocomplete.

The following is an example of a typical transoceanic flight with anaircraft equipped with VOR/DME and IRS. The flight begins with theFMS operating in DME/DME mode. As the aircraft leaves DMEcoverage, the FMS transitions to IRS navigation. As the aircraftapproaches radio coverage, the system returns to radio updating.

For GPS equipped aircraft, the GPS is used for all phases of flight(departure, enroute, oceanic, terminal, and approach). While the GPSis available and valid for navigation, the radios, AHRS, and IRSpositions are not used in computing the FMS position. If the GPSbecomes unusable for navigation, the FMS uses the next highestpriority available sensor for navigation.

Because of limits on the use of navaids, it is possible for the aircraft toapproach controlled airspace before returning to radio updating. Thepilot must assess the FMS position before entering controlled airspace.This assessment can be done by checking the navigation mode onPROGRESS page 1 and cross--checking FMS position with rawVOR/DME information. The PPOS DIRECT crossing points page canassist in cross--checking by giving the FMS bearing and distance to theselected station and comparing that to raw VOR/DME data.

The POS SENSORS pages, shown in Figures 6--46 and 6--47, can beselected from the NAV INDEX page or the POSITION INIT page.Sensors are grouped by type and listed in numerical order. The grouppriority is as follows:

D IRS (if installed)

D GPS.


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Navigation6-57


00705.08

Figure 6--46

AU adjacent to the sensor position indicates the sensor is availablefor navigation.

00706.05

Figure 6--47


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Navigation6-58


Using this page, it is possible to update theFMSposition (UPDATE)andexamine sensor positions and status (STATUS). This page can also beused to determine which sensors are being used by the FMS forcomputing the aircraft�s position. From this page, the pilot can removesensors from being used for position updating (refer toProcedure 6--10).

FMS Position Update

The pilot can update the FMS to a sensor position, or known position,using POSITION UPDATE. When POSITION UPDATE is activated,the FMS position is corrected to the selected position.

Pushing the line select key adjacent to theUPDATE prompt (1R) on theposition sensors (POS SENSORS) pages, shown in Figures 6--46 and6--47, displays the FMS UPDATE page, that is shown in Figure 6--48.This page displays the current FMS position (1L), MANUAL prompt(2L), and a SENSOR prompt (2R).

00711.03

Figure 6--48

Procedure6--7 uses themanual positionUPDATE feature by flyingovera known position. In this example, the FMS position is checked whenthe aircraft passes over the ZUN VORTAC.


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Navigation6-59/(6-60 blank)


Step Procedure 6--7 FMS Manual Position Updateby Flyover

1 Select POS SENSORS from the NAV INDEX.

2 Before reaching ZUN, select the UPDATE prompt (1R),shown in Figure 6--49.

00706.05

Figure 6--49

3 When the aircraft crosses over the navaid, select theMANUAL prompt (2L), shown in Figure 6--50.


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Navigation6-61


00711.03

Figure 6--50

DETAILS -- The FMS position is recorded when theMANUAL prompt is pushed as the aircraft crosses overZUN. This recorded position, labeled FREEZE POSITION,is displayed on the MCDU and shown in Figure 6--51. Thisis NOT the current FMS position. It is the FMS positionwhen the manual prompt was pushed. The FMS continuesto update current aircraft position.


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Navigation6-62


4 Enter either an identifier or coordinates for the REF WPT,shown in Figure 6--51. For this example, enter ZUN as theREF WPT.

00712.04

Figure 6--51


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Navigation6-63


5 Review difference between the FREEZE POSITION andthe reference position. Select either CLEAR (6L) orENTER (6R), shown in Figure 6--52.

00713.03

Figure 6--52

DETAILS -- The FMS calculates the difference betweenZUN and the FREEZE POSITION (FMS position when theaircraft overflew ZUN). Figure 6--52 shows the FMSposition was 3.0 NM (1.3 NM South and 2.7 NM West)from ZUN when the aircraft flew over the navaid.

At this point, one of two selections can be made. If theENTER prompt is pushed, a 3 NM correction is added tothe present FMS position (1.3 NM North and 2.7 NM East).This jumps the current FMS position (that is constantlychanging) 1.3 NM North and 2.7 NM East.

Note: This position update may not be apparent if FMSposition is currently based on GPS or radios.

If the CLEAR prompt is selected, no correction is appliedto the FMS position.


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Navigation6-64


6 For either selection, the FMS displays the current FMSposition on the FMS UPDATE page, as shown inFigure 6--53.

00711.03

Figure 6--53

DETAILS -- Any position sensor set to receive an update isalso updated to the new position.


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Navigation6-65


It is also possible to update the FMS position to one of the long rangesensors as described in Procedure 6--8. If the FMS position is invalid,this feature cannot be used to update the FMS position.

Step Procedure 6--8 FMS Position Update to Long RangeSensor


2 Select the UPDATE prompt (1R), shown in Figure 6--54.

00705.08

Figure 6--54


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Navigation6-66



3 Select the SENSOR prompt, shown in Figure 6--55.

00711.03

Figure 6--55

4 Select the UPDATE prompt (right line selects), shown inFigure 6--56, for the sensor to be used for updating theFMS. In this example, IRS 1 (2R) is selected.

00705.09


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Navigation6-67



Figure 6--56

5 Select ENTER at 6R to update the FMS position orCLEAR (6L) to reset the update function. This is shown inFigure 6--57. Following either selection, the FMS UPDATEpage, shown in Figure 6--53, is displayed with the currentFMS position.

00713.03

Figure 6--57

DETAILS -- Any position sensors set to receive an updateare also updated to the new position.


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Navigation6-68


Sensor Status Pages

To check the status of a sensor, push the line select key adjacent to theSTATUS prompt, shown in Figure 6--58, for that sensor on the POSSENSORS page.

00705.08

Figure 6--58

The paragraphs that follow describe the status pages used for eachtype of sensor (IRS, GPS). For all sensor types, selecting the POSSENSORS prompt at the bottom of any STATUS page, returns thedisplay back to the POSSENSORS page fromwhere the sensor statuswas accessed. This is shown in Figure 6--58.


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Navigation6-69


IRS STATUS (OPTIONAL)

D IRS(X) STATUS 1/1 -- Figure 6--59 shows the IRS status pagewhenthe IRS is operating in the NAV mode. Values displayed are asfollows:

� IRS position

� Groundspeed

� IRS wind

� Drift rate

� Miles from FMS position.

00715.03

Figure 6--59


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Navigation6-70


The drift rate, calculated by the FMS, is the difference between the IRSand FMS position divided by the length of time the IRS has been in theNAV mode.

When the IRS is in the ALIGNmode, the time to NAV is displayed. Thisis shown in Figure 6--60.

01734.01

Figure 6--60


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Navigation6-71


Figure 6--61 shows the information that is displayed when the IRS is inthe ATTITUDE mode.

00717.03

Figure 6--61

If the IRS is switched to the attitude mode, on the ground or inflight, the IRS magnetic heading is set to 000_. The correctmagnetic heading must be entered on the STATUS page forproper navigation and autopilot/flight director operation. Use themagnetic heading from another, normally operating headingsource, or the standby magnetic compass for input.


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Navigation6-72


GPS STATUS

D GPS(X) STATUS 1/2 -- Figure 6--62 displays the followinginformation:

� GPS position

� Groundspeed

� Altitude (altitude above the earth)

� Miles from FMS position.

00718.03

Figure 6--62


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GPS altitude displayed is theWorld Geodetic System 1984 (WGS--84)height above the ellipsoid (geoid height + height aboveMSL). TheGPSaltitude is not relative to pressure altitude but is referenced to anearth--centered earth--fixed (ECEF) coordinate system. Pressurealtitude is not relative to the same reference frame, but relative to thestandard pressure or local pressure settings. Therefore, significantdifferences can be seen between GPS altitude and pressure altitude.This concept is illustrated in Figure 6--63.

GPS ALTITUDE

HEIGHT ABOVE ELLIPSOID

EARTH�S SURFACE

WGS--84 ELLIPSOIDfms055995.01

HEIGHT ABOVE MSL

Figure 6--63


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D GPS(X) STATUS 2/2 -- Figure 6--64 displays the followinginformation:

� Receiver autonomous integrity monitor (RAIM)

� Figure of merit (FOM)

� Horizontal dilution of precision (HDOP)

� Vertical dilution of precision (VDOP)

� Time (UTC) and date

� Operating mode

� Satellites tracked.

00719.03

Figure 6--64


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RAIM and FOM indicate current uncertainty of position expressed innautical miles. HDOP andVDOP are numbers that rate current satellitegeometry in the horizontal (HDOP) and vertical (VDOP) axis with 1being the best geometry. Normally, HDOP and VDOP numbers arebelow 10.

The fifth line displays the operational mode of the GPS. Possibleoperational modes are displayed as follows:

D SELF--TEST

D INITIALIZATION

D ACQUISITION

D NAVIGATION

D DIFFERENTIAL

D ALTITUDE AIDING

D VELOCITY AIDING

D FAILED.

Theacquisitionmode is used to acquire satellites after power is applied.The GPS tracks four satellites to acquire its position.

After being in the navigation mode, altitude aiding is the mode enteredwhen fewer than four satellites are being tracked. In thismode, theGPSuses altitude from the digital air data computer (DADC) to aid indetermining position.

If the GPS is operated inside a hangar or other areas wheresignals cannot be received, the GPS can detect this as a failure.In this case, cycling the power is necessary to restart the GPS.

The last line of the GPS STATUS page indicates the number ofsatellites that are being tracked and used by the GPS.

PREDICTIVE RECEIVER AUTONOMOUS INTEGRITY MONITOR

In addition to RAIM for current conditions, the GPS receiver predictiveRAIM calculation gives the pilot an indication as to whether the GPSsatellite geometry can be satisfactory for approach at the selected orexpected arrival time. YES indicates RAIM is predicted to be withinapproach criteria. NO indicates RAIM is predicted to be unacceptableor unavailable.


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The predictive RAIM page is accessed by selecting the PRED RAIMprompt from any GPS STATUS page. When selected, thePREDICTIVE RAIM page, shown in Figure 6--65, is displayed.

00720.03

Figure 6--65


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The PREDICTIVE RAIM page includes the following information:

D Predictive RAIM source (1L)

D Destination RAIM selection (DEST) prompt (1L)

D Destination identifier (2L)

D ETA at destination (2L)

D Predicted RAIM solution for destination (3L)

D Pilot selection (PILOT SEL) prompt (1R)

D Pilot selected identifier (2R)

D Pilot entered time (3R)

D Predicted RAIM Solution for pilot defined place (3R)

D Access to the position sensors (POS SENSORS) prompt (6L)

D Return access to the GPS status page (RETURN) (6R).

The FMS uses the high priority GPS for predictive RAIM. The priorityorder for FMS 1 is GPS 1, GPS 3, GPS 2. The priority order for FMS 2is GPS 2, GPS 3, GPS 1. The priority order for FMS 3 is GPS 3, GPS 1,GPS 2. If only a singleGPS is available, both FMSs use it for predictiveRAIM.

The ETA on the PREDICTIVE RAIM page is updated when the ETAfrom the active flight plan changes by more than 10 minutes.

If the GPS fails or the interface between the FMS and GPS does notwork properly, the FMS displays the message PREDICTIVE RAIMUNAVAILABLE on the PREDICTIVE RAIM page.

Predictive RAIM is calculated using GPS almanac information. Thealmanac within the GPS is automatically updated whenever the GPSis on and tracking satellites. The almanac within the GPS is set invalidif it is older than 3.5 days. If this occurs, the message ALMANACEXPIRED is displayed on the PREDICTIVE RAIM page. The almanactakes approximately 12--25minutes to update once theGPS is trackingsatellites. RAIM predictions are not possible with an expired almanac.


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Selecting theDESTprompt from thePREDICTIVERAIMpagedisplaysDESTINATION RAIM page 1/2. This is shown in Figure 6--66.

00721.04

Figure 6--66

DESTINATION RAIM page 1/2 includes the following information:

D Destination identifier (1L)

D Destination ETA from the active flight plan (1R)

D Destination RAIM predicted for the ETA (1R)

D Destination RAIM predicted for ETA--15 minutes (2L)



D Destination RAIM predicted for ETA+5 minutes (2R)




D Return access to the PREDICTIVERAIM (PREDRAIM) page (6R).


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DESTINATION RAIM page 2/2 supports satellite deselection, asshown in Figure 6--67. From this page, the pilot selects which GPSsatellites are to be excluded from theDESTINATIONRAIMpredictions.Thepilot enters thePseudo--RandomNoise (PRN) code for the satellitethat is scheduled to be out of service according to published GPSNOTAMSs.

01465.01

Figure 6--67

D 2L, 2R, 3L and 3R -- The satellite PRN is entered on these lines.Entry of *DELETE* results in the display of dashes. All PRNnumbers are cleared after the aircraft has landed.


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Selecting the PILOT SEL prompt from the PREDICTIVE RAIM pagedisplays PILOT SELECTRAIM page 1/2. This is shown inFigure 6--68.

00722.04

Figure 6--68

PILOT SELECT RAIM page 1/2 includes the following information:

D Identifier (1L)

D Time (1R)

D RAIM predicted for the ETA (1R)

D RAIM predicted for ETA--15 minutes (2L)



D RAIM predicted for ETA+5 minutes (2R)




D Return access to the PREDICTIVERAIM (PREDRAIM) page (6R).


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PILOT SELECT RAIM page 2/2 supports satellite deselection, asshown in Figure 6--69. From this page, the pilot selects which GPSsatellites are to be excluded from the PILOT SELECT RAIMpredictions. The pilot enters the PRN code for the satellite that isscheduled to be out of service according to published GPSNOTAMSs.

01466.01

Figure 6--69

D 2L, 2R, 3L and 3R -- The satellite PRN is entered on these lines.Entry of *DELETE* results in the display of dashes. All PRNnumbers are cleared after the aircraft has landed.

While the GPS is computing the predicted RAIM at the destination orpilot selected waypoint, the FMS displays the message COMPUTINGRAIM on the DESTINATION RAIM and PILOT SELECT RAIM pages.

Additional Details About PRN

GPS satellites can be identified by one of two unique numbers: satellitevehicle number (SVN) or PRN code. The SVN is the permanentphysical identification number assigned to each satellite when it islaunched. The SVN increments with each launch of a satellite as newsatellites replace older ones. There are only 32 PRN codes availablefor use by the GPS satellites in the current GPS constellation.


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ThePRN is a complex codeof 1�s and0�s, transmitted by a satellite, thatuniquely identifies a satellite in the GPS constellation. The code isnamed Pseudo--Random because it is very long and appears to be arandom sequence. The GPS system is designed for a maximum of 32unique PRN codes transmitted by satellites within the constellation. AGPS receiver takes the satellite signal code a correlates it to one of theknown stored 32 PRN codes within the receiver. By correlation with thesatellite transmitted code, the receiver is able to determine whichsatellite it is receiving. Knowing this, the GPS receiver is able to makepseudo--range measurements in determining a given navigationsolution.

VOR/DME PAGE

D VOR/DME(X) X/2 -- Figure 6--70 is selected using the VOR/DMEprompt on the POS SENSORS page. The VOR and DME datareceived from the radio is displayed. EachNAV radio received by theFMS has its own page. Access to the NOTAM page is given at 6R.

00709.04

Figure 6--70


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NOTICES TO AIRMEN

The pilot can prevent the FMS from using a particular VORand/orDMEstation for position computations by using the NOTAM page. Stationscan be entered as temporary or permanent. Entries in the temporarycolumn (up to 3) are deleted after the FMS is powered down (uponcompletion of the flight). Entries in the permanent column (up to 3) arestored in FMS memory until removed by pilot action.

Procedure 6--9 explains how to enter and delete entries from theNOTAM page.

Step Procedure 6--9 NOTAM Entries

1 Select POS SENSORS from NAV INDEX page 2. SelectVOR/DME (6L) and then NOTAM (6R).

2 Enter the navaid identifier into the scratchpad. Push a lineselect key under either the permanent or temporarycolumn, shown in Figure 6--71.

00733.04

Figure 6--71

3 Delete an entry by pushing the delete key. *DELETE* isdisplayed in the scratchpad. Then push the line select keyadjacent to the navaid identifier. An entry can be replacedwith another navaid without first being deleted.


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Sensors Being Used by the FMS

EachFMS tunes its onside radios. Position sensors in use are indicatedby the letterU that appears before the latitude--longitudeposition on thePOS SENSORS page.

When the FMS is using VOR and DME data for navigation, a U isdisplayed in front of the navaid identifier on the VOR/DME page. InFigure 6--70, for example, the FMS is using FMN and TBS. If an FMSis able to tune the VOR andDME and the letter T is displayed, the FMSis tuning the station and verifying the data from the navaid before itstarts using the station to compute the aircraft position.

The class of a navaid and the aircraft altitude determine if the FMS cantune and use a navaid for navigation. The class of a navaid can bedetermined by entering the navaid identification on the DATA BASEWPT or PILOT WAYPOINT page. The class of the navaid can bedifferent in the FMS than the published class. This is because the FMSdatabase class is adjusted to a lower class where stations on the samefrequency interfere with each other at the higher class range limits.Table 6--3 summarizes the range and altitude limits used in selectingnavaids for use.

VOR/DMENavaid Class Aircraft Altitude Lateral Distance

Terminal

Low

High

Unrestricted

≤ 12,000 ft MSL

≤ 18,000 ft MSL

Don�t Care

≤ 12,000 ft MSL

> 12,000 ft MSL

≤ 40 NM

≤ 70 NM

≤ Lesser of 130 NM orLine of Sight



Range and Altitude Limits for VOR/DMETable 6--3


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Position Sensor Deselection

To prevent the FMS from using a sensor for position computations, useProcedure 6--10.

Step Procedure 6--10 Position Sensor Deselection


2 Push the delete key (DEL). *DELETE* is displayed in thescratchpad.

3 Push the left line select key on the SENSOR page next tothe sensor that is no longer used. DESEL appearsadjacent to the sensor identifier and the u is removedadjacent to the sensor position.

4 To reselect the deleted sensor, push the delete key and*DELETE* is displayed in the scratchpad.

5 Push the left line select key next to the sensor that is to beused. The DESEL adjacent to the sensor identifier isdeleted and if the sensors valid, a u re--appears adjacentto the sensor position and the FMS can use the sensor.


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To prevent theFMS fromusingaVOR/DME radio, use Procedure 6--11.

Step Procedure 6--11 VOR/DME Deselection


2 Select VOR/DME (6L).

3 Select the desired VOR/DME by using the NEXT/PREVkeys.

4 Push the delete key (DEL). *DELETE* is displayed in thescratchpad.

5 Push one of the left line select keys next to one of stationidentifiers. DESEL is displayed adjacent to all the stationidentifiers. This action blocks the selected radio (VOR andDME channels) from being used by the FMS.

6 To reselect the deleted radio, push the delete key and*DELETE* is displayed in the scratch pad.

7 Push one of the left line select keys next to a stationidentifier. DESEL is removed from all the selected stationidentifiers and the FMS can use the radio.


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TUNING NAV RADIOS

The last three lines of the PROGRESS page 1, shown in Figure 6--72of Procedure 6--12, are dedicated to the VOR and DME (NAV) radios.The currently tuned frequencies and VOR identifiers for those radiosare displayed under the headings NAV 1 and NAV 2.

It is possible to tune theNAV radios through the FMSusing the followingthree different methods:D NAV pageD IdentifierD Frequency.

The FMS assists tuning by displaying the ten closest navaids to theaircraft position.

To tune aNAV radio to one of the listed navaids, followProcedure6--12.While the example is for NAV 1, the procedure applies to both NAV 1and NAV 2.

Step Procedure 6--12 NAV Tuning From Ten Closest Stations

1 Select PROG from the MCDU panel. If Page 1 is notdisplayed, select NEXT until it is.

2 Select the NAV 1 (6L) or NAV 2 (6R) prompt at the bottomof the PROGRESS page, shown in Figure 6--72 In thisexample, NAV 1 is selected.

00827.05

Figure 6--72


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3 Select the desired station from the ten closest stations. Thisis shown in Figure 6--73. TFD is selected in this example.

00730.04

Figure 6--73


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4 The PROGRESS page, shown in Figure 6--74 is displayedwith TFD tuned.

00827.08

Figure 6--74

To tune theNAV radios using the station identifier, use Procedure6--13.

Step Procedure 6--13 NAV Tuning by Identifier


2 Enter the station identifier into the scratchpad.

3 Push the line select key adjacent to NAV 1 (5L) or NAV 2(5R).

4 The FMS tunes the NAV radio and displays the identifierand frequency on the PROGRESS page.


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To tune a NAV radio by frequency, use Procedure 6--14.

Step Procedure 6--14 NAV Tuning by Frequency


2 Enter the frequency into the scratchpad.

3 Push the line select key adjacent to NAV 1 (5L) or NAV 2(5R).

4 The FMS tunes the radio to the entered frequency andsearches the navigation data base for the closest navaidwith the same frequency. The frequency and identifier aredisplayed on the PROGRESS page.

The FMS does not use ILS LOC/GS data for position computations. Ifa DME is associated with an ILS, the FMS can use it in positioncomputation.

The small letter in front of the navaid identifier in the lower part of thePROGRESS page indicate the tuning mode for the NAV radios (VORand DME). The tuning modes are as follows:

D A (auto tune)

D V (VOR displayed as navigation source, auto tune suspended orPreview mode selected)

D R (remote tune)

D M (manual tune).

Regardless of the tuningmode, the FMS constantly tunes the scanningchannels of the DME (if available) for position update.


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Autotune

The tuningmode is autotunewhen theFMS is tuning theVOR. Toselectautotune, use Procedure 6--15.

In autotuning, the FMS automatically selects a navaid, tunes it, andchecks the data from the navaid. No pilot interaction is required.

During autotuning, the FMS tunes the VOR that the pilot would mostlikely tune whenever possible. If the VOR is required for navigation, theFMS tunes the VOR so the most optimum VOR/DME position can beestablished.

The FMS autotunes the localizer frequency for localizer basedapproaches. For localizer autotuning, frequency confirmation from theNAV receiver is conducted but the data is not checked by the FMS. Thepilot must rely on the primary instrument flags to determine the validityof the signals.

Step Procedure 6--15 NAV Tuning by Selecting Autotune

1 Confirm that the VOR radio is not selected as thenavigation source on either side EFIS. This includes theVOR mode, ILS mode or preview mode.

2 Confirm that the VOR radio is not in the manual tune mode.

3 Select TUNE from the NAV INDEX. This procedure canalso be done using PROGRESS page 1.

4 Select PROG from the MCDU panel.

5 Use the DEL key to enter *DELETE* into the scratchpad.

6 Line select to NAV 1 (5L) or NAV 2 (5R) on the RADIOTUNING or PROGRESS page. The FMS switches toautotuning and the letter A is displayed.

7 Line select to NAV 1 (5L) or NAV 2 (5R) on thePROGRESS page. The FMS switches to autotuning andthe letter A is displayed.


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VOR Tuning

If autotuning is active when VOR is selected as the navigation sourceon EFIS, the letter V is displayed adjacent to the navaid identifier. TheV indicates that autotuning is selected but is suspended while VOR isdisplayed. If EFIS is switched back to FMS, autotuning resumes.Remote tuning by the pilot is possible while V is displayed. If this isdone, the tuning mode changes to remote (R).

If VOR has been selected with the EFIS preview display feature,autotuning is disabled.

Remote Tuning

The tuningmode is remote if the pilot has tuned theNAV radios throughthe FMS or from the radio tune source. The FMS does not change thefrequency the pilot has selected. Radio tune sources are the PFD,RADIO page on the MCDU and the PROGRESS page.

Manual Tuning

If the manual tuning mode is active, the FMS cannot tune the VOR orassociated DME channel. Tuning can be done only by the pilot throughthe radio tune source. The FMS still tunes the blind channels of thescanning DME during this mode.


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CONVERSION

The CONVERSION pages permits the pilot to convert betweencommonly used units. The first two pages give conversion betweenEnglish and metric units. The third page gives weight/volumeconversions. The last page supports QFE/QNH (field elevationpressure/sea level pressure) conversions.

D CONVERSION 1/4 -- Figure 6--75 gives conversion betweenEnglish and metric units for length, weight and volume.

01634.01

Figure 6--75


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� 1L -- Entry of feet on this line can result in a display of theequivalent meters at 1R.

� 1R -- Entry of meters on this line can result in a display of theequivalent flight level (FL) and feet at 1L, as shown inFigure 6--76. Note that in some locations of the world, themetricaltitude assigned by ATC does not round to the nearest FL. TheFMS has been designed to accommodate these conditions. Thepilot is responsible to verify that the FL displayed by theFMS agrees with the metric altitude conversions displayedon enroute navigation charts.

01102.01

Figure 6--76

� 2L and 2R -- Entry of pounds or kilograms can result in a displayof the equivalent weight in the opposite unit.

� 3L and 3R -- Entry of gallons or liters can result in a display ofthe equivalent weight in the opposite unit.


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D CONVERSION 2/4 -- Figure 6--77 gives conversion betweenEnglish and metric units for temperature, velocity, and distance.

01103.01

Figure 6--77

� 1L and 1R -- Entry of temperature on this line can result in adisplay of the equivalent temperature in the opposite unit.

� 2L and 2R -- Entry of knots or meters per second on this line canresult in a display of the equivalent velocity in the opposite unit.

� 3L and 3R -- Entry of nautical miles or kilometers on this line canresult in a display of the equivalent distance in the opposite unit.


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D CONVERSION 3/4 -- Figure 6--78 gives conversion betweenEnglish and metric units for weights and volumes. The conversionis based upon a specific weight that is displayed on the page. Thespecific weight can be changed by the pilot.

01635.01

Figure 6--78


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Entry of pounds, kilograms, gallons or liters can result in display ofthe remaining parameters. Figure 6--79 is an example with an entryof 10,000 pounds.

01104.01

Figure 6--79

� 1L -- Entry of pounds on this line can result in a display of theequivalent gallons (2L), kilograms (1R), and liters (2R). Theconversion is based upon the specific weights shown at 3L and 3R.

� 1R -- Entry of kilograms on this line can result in a display of theequivalent gallons (2L), pounds (1L), and liters (2R). Theconversion is based upon the specific weights shown at 3L and 3R.

� 2L -- Entry of gallons on this line can result in a display of theequivalent pounds (1L), kilograms (1R), and liters (2R). Theconversion is based upon the specific weights shown at 3L and 3R.

� 2R -- Entry of liters on this line can result in a display of theequivalent pounds (1L), kilograms (1R), and gallons (2L). Theconversion is based upon the specific weights shown at 3L and 3R.

� 3L and 3R -- These lines display the specific weight (pounds pergallon and kilograms per liter) to beused for the conversion. Pilotentry of specific weight is permitted. The value can be retainedin memory and can not be lost following shut down of the FMS.Figure 6--80 shows the variation of the specific weight of fuel astemperature varies.


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Average Specific Weight Variation ofAviation Fuels and Lubricants

Figure 6--80


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D CONVERSION4/4 -- Figure 6--81 shows theQFE--QNHconversionpage. This page is designed to support QFE/QNH conversions andgive conversions between barometric altimeter units.

01636.01

Figure 6--81

QNH altimeter settings result in the altimeter displaying the aircraftaltitude above mean sea level based on the local station pressure.When an altimeter is set to QFE, it displays the aircraft altitudeabove a station.With the altimeter set toQFE and the aircraft on theground, the altimeter can display zero (0). Inflight QFE gives heightabove ground level (without consideration for non--standardtemperature).


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Assuming an elevation exists at 1R, entry of a QNH or QFE (in anyunit) can result in the display of the remaining parameters.Figure 6--82 is an examplewith aQNHentry of 29.92. If an elevationdoes not exist, the FMS is unable to convert to the QFE/QNHaltimeter setting. Under this condition, the FMS can compute anddisplay the equivalent unit(s) for the entered altimeter setting.

01105.01

Figure 6--82

� 1R -- This line is used for entering the airport elevation. Thedefault elevation is the destination elevation in the active flightplan. If an approach is selected, the runway elevation is used asthe default. Pilot entry of elevation is permitted. Entering*DELETE* returns the default elevation. QFE/QNH conversionsrequire an elevation. Elevation must be entered in feet.

� 2R -- Entry of QNH in inches of mercury on this line can result inthe display of the equivalent QNH in millibars/hectopascals (3R)and millimeters (4R). If an elevation exists at 1R, the FMS cancompute and display the equivalent QFE in inches of mercury(2L), millibars/hectopascals (3L), and millimeters (4L). Entering*DELETE* returns the default of dashes.

� 3R -- Entry of QNH in millibars/hectopascals on this line canresult in the display of the equivalent QNH in inches of mercury(2R) and millimeters (4R). If an elevation exists at 1R, the FMScan compute and display the equivalent QFE in inches ofmercury (2L), millibars/hectopascals (3L), and millimeters (4L).Entering *DELETE* returns the default of dashes.


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� 4R -- Entry of QNH in millimeters on this line can result in thedisplay of the equivalent QNH in inches of mercury (2R) andmillibars/hectopascals (3R). If an elevation exists at 1R, theFMScan compute and display the equivalent QFE in inches ofmercury (2L), millibars/hectopascals (3L), and millimeters (4L).Entering *DELETE* returns the default of dashes.

� 2L -- Entry of QFE in inches of mercury on this line can result inthe display of the equivalent QFE in millibars/hectopascals (3L)and millimeters (4L). If an elevation exists at 1R, the FMS cancompute and display the equivalent QNH in inches of mercury(2R), millibars/hectopascals (3R), andmillimeters (4R). Entering*DELETE* returns the default of dashes.

� 3L -- Entry of QFE inmillibars/hectopascals on this line can resultin thedisplay of theequivalentQFE in inches ofmercury (2L) andmillimeters (4L). If an elevation exists at 1R, the FMS cancompute and display the equivalent QNH in inches of mercury(2R), millibars/hectopascals (3R), andmillimeters (4R). Entering*DELETE* returns the default of dashes.

� 4L -- Entry of QFE in millimeters on this line can result in thedisplay of the equivalent QFE in inches of mercury (2L) andmillibars/hectopascals (3L). If an elevation exists at 1R, the FMScan compute and display the equivalent QNH in inches ofmercury (2R), millibars/hectopascals (3R), and millimeters (4R).Entering *DELETE* returns the default of dashes.


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PATTERNS

Patterns can be selected for both the active and stored flight plans. Foractive flight plans only, the PATTERN prompt at 6L is displayed whenselecting theDIR key. For stored flight plans, the prompt at 6L is alwaysPATTERN. The procedures for selecting and defining all patterns aresimilar. In addition to the pilot defined patterns, some procedures, suchas approach procedures, contain patterns. These database patternsare added to the flight plan when activating the approach procedure.

Pattern Definition

Figure 6--83 shows each pattern type. Procedures for using eachpattern type are contained in this manual. The following patterns areavailable in the FMS:

D HOLD (page 6-105)

D PROCEDURE TURN (page 6-117)

D FLYOVER (page 6-123)

D ORBIT (page 6-124)

D RADIAL (page 6-127)

D SUSPEND (page 6-130).

SPECIAL MISSION must be on to select the ORBIT and RADIALpatterns, and the SUSPEND function. See setting special missionunder Flight Configuration, for details.


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..

*

*

*

TO NEXT WAYPOINT

ENTRY LEG

HOLDING PATTERN ORBIT PATTERN

ORBIT FIX

HOLDFIX

RADIAL LEG

RADIAL PATTERN

PROCEDURE TURN

NAVIGATION FIX

INBOUND FIX

INBOUND FIX

TO NEXT WAYPOINTFIX

PROCEDURETURN FIX

TO NEXTWAYPOINT

FLYOVER PATTERN

PILOTENTEREDORPROCEDURE FIXSYSTEMGENERATED FIX

fms049175.01

Pattern FormatsFigure 6--83


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Pattern Review

Patterns activated into the flight plan can be reviewed at any time. Thisis conducted by selecting the PATTERNS prompt at 5R, shown inFigure 6--83, or by selecting the DIR key and pushing 6L (PATTERN)and then selecting REVIEW (6L). The pilot can review all patterns of alltypes in the applicable flight plan.

01674.02

Figure 6--84


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Holding Pattern

The HOLDING PATTERN page is used to define and review holdingpatterns. Holding quadrant, inbound course, turn direction, and leglength or time of the inbound leg of a holding pattern can be defined onthe HOLDING PATTERN page. Figure 6--85 shows a typical holdingpattern.

NOTE: With no constraints, but a hold in descent, VNAV can setupa path to the predicted altitude at hold, and compute VDEV

INBOUNDCOURSE

TURN 1

HOLD FIX

fms049170.01

OUTBOUND LEG

INBOUND LEG

TURN 2

LEG LENGTH

N

TURNDIRECTION

Typical Holding PatternFigure 6--85

The holding pattern entry type is based on the geometry, shown inFigure 6--86.

5 DEG70 DEG

TURN 1

HOLD FIX

fms049173.01

OUTBOUND LEG

INBOUND LEG

TEARDROPENTRY

PARALLELENTRY

DIRECT ENTRY --OUTBOUND LEG

DIRECT ENTRY --TURN ONE

Entry GeometryFigure 6--86


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DEFINING A HOLDING PATTERN

A holding pattern can be defined and reviewed by followingProcedure 6--16.

Step Procedure 6--16 Holding Pattern Definitionand Review

1 Select the DIR function key.

2 Select the PATTERN prompt (6L), shown in Figure 6--87.

01638.02

Figure 6--87

DETAILS -- As an alternative, the PATTERNS prompt canalso be selected from the NAV INDEX (Page 1).

3 Select the HOLD prompt at 1L. This is shown inFigure 6--88. *HOLD* is placed in the scratchpad.


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3(cont)

00734.04

Figure 6--88

4 Push the select key that is adjacent to the desired holdingfix waypoint, shown in Figure 6--89. In this example, MCW(2L) is selected.

00738.06

Figure 6--89


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5 Review the default holding pattern definition, shown inFigure 6--90. If no changes are required, go to step 11.Make changes as necessary using the required steps.

00739.07

Figure 6--90

DETAILS -- The default holding is a standard holdingpattern at the designated holding fix with the inboundcourse set to the flight plan course into the holding fix. Legtimes are defaulted to 1 min.

6 Enter any inbound course and/or turn direction and pushline select 3L. The entry is made by entering the coursefollowed by a slash (/) and then an L or R into thescratchpad. To change only the inbound course, enter thecourse into the scratchpad. To change only the turndirection, enter a slash (/) followed by an L or R.


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7 Review the holding quadrant and entry procedure. Holdingquadrant entry is not required nor recommended. The FMScan display the holding quadrant based upon the inboundcourse entered by the pilot. No entries are permitted forthe entry procedure.DETAILS -- Holding quadrant can be entered by the pilot.When this occurs, the FMS sets the inbound course to thecardinal heading associated with the entered quandrant.This can overwrite any pilot entered inbound course. Thus,pilot entry is not recommended for holding quadrant.Possible entries for the quadrant are as follows:Quadrant Inbound Course

N (180_)NE (225_)E (270_)SE (315_)S (000_)SW (045_)W (090_)NW (135_)


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8 The FMS displays a speed for holding at 1R on theHOLDING PATTERN page, as shown in Figure 6--91. ForPILOT SPD/FF or CURRENT GS/FF, the holding speeddisplayed is chosen in accordance with the followingpriority:a. Pilot entered value (large characters)b. Default holding speed from the aircraft data basec. Predicted Speed at waypointd. 90 kts

00739.07

Figure 6--91

9 If desired, enter an airspeed. Entering *DELETE* returnsthe default holding speed that was displayed when thepage was accessed.DETAILS -- The FMS automatically controls the FGSspeed target. The speed is changed to the holding speedat an appropriate distance to decelerate the aircraft by thetime the holding fix is reached. The holding speed ismaintained until the holding fix is crossed when exitinghold.

10 Enter leg time (2R) or distance (3R). When a leg time isentered, the FMS computes the leg distance. If a distanceis entered, time is computed. The FMS computation of legtime and distance use a groundspeed of 90 KTS. Leg timedefaults to 1.0 minutes.


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11 Select the ACTIVATE (6R) or the CLEAR (6L) prompt,shown in Figure 6--92. ACTIVATE is selected in thisexample.

00739.07

Figure 6--92

DETAILS -- When CLEAR is selected, the FMS does notinsert the holding pattern into the active flight plan. TheHOLDING PATTERN page shows the holding fix asundefined.When ACTIVATE is selected, the holding pattern isentered into the active flight plan.


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12 Confirm placement of holding pattern in the flight plan. Thisis annunciated by the inverse video letter H next to theholding fix on the ACTIVE FLT PLAN page, as shown inFigure 6--93.

00740.05

Figure 6--93

HOLDING AT PRESENT POSITION

Procedure 6--17 describes holding at present position. Refer toProcedure 6--16, for basic holding pattern definition.

Step Procedure 6--17 Holding at Present Position

1 Push the DIR button.

2 Select the PATTERN prompt at 6L. As an alternative,PATTERNS could be selected from the NAV INDEX (page2).

3 Select the HOLD prompt (1L).

4 Push the line select key (1L) of the FROM waypoint (firstwaypoint on the first page of the ACTIVE FLT PLAN).


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Step Procedure 6--17 Holding at Present Position

5 The HOLDING PATTERN page with *PPOS (presentposition) as the holding fix is displayed. Make anynecessary changes.

Holding at the present position can only be donewhen LNAV is captured and the cross track error isless than 0.25 NM.

6 Select ACTIVATE (6R) or CLEAR (6L).

DELETING A HOLDING PATTERN

Once a holding pattern has been defined and activated, it is possibleto delete the holding pattern before crossing the holding fix. This isconducted by deleting the pattern from the ACTIVE FLIGHT PLANpage or from the HOLDING PATTERN page.

To delete the holding pattern from the ACTIVE FLT PLAN page, followProcedure 6--18. Refer to Procedure 6--19 for deleting holding patternfrom the HOLDING PATTERN page.

Step Procedure 6--18 Deleting a Holding Pattern From theActive Flight Plan Pages

1 Display the active flight plan page showing the holding fixwaypoint.

2 Push the delete key. *DELETE* is displayed in thescratchpad.

3 Push the line select key to the left of the waypoint withinverse video of H. This deletes the HOLD but not thewaypoint. A second *DELETE* deletes the waypoint.


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Step Procedure 6--19 Deleting a Holding Pattern From theHolding Pattern Page

1 Display the HOLDING PATTERN page. Refer to Procedure6--16.

2 Select the DELETE prompt at 6R, shown in Figure 6--94.

01639.03

Figure 6--94

3 Return to the active flight plan page.


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EXITING A HOLDING PATTERN

The EXIT prompt is used to exit the holding pattern. This prompt isdisplayed on the ACTIVE FLT PLAN page.

Oneminute before theholding fix, theACTIVEFLTPLANpagedisplaysthe EXIT prompt, as shown in Figure 6--95. If selected before theholding fix is crossed, the holding pattern is deleted from the flight plan.

00741.06

Figure 6--95


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After crossing the holding fix, if the EXIT prompt is selected, the aircraftturns back to theholding fix, crosses the fix, and continueswith the flightplan.

Once the FMS starts holding at the fix and the EXIT prompt has beenselected, the prompt is changed to RESUME HOLD on the ACTIVEFLT PLAN, as shown in Figure 6--96. When RESUME HOLD isselected, the FMS continues to the holding fix and then resumes theholding pattern.

01647.04

Figure 6--96

HOLDING PATTERN SIZE

The FMS has been designed to keep the aircraft within protectedairspace during holding patterns. If the aircraft approaches a holdingpattern at a groundspeed that results in theaircraft exceedingprotectedairspace, the scratchpadmessageHIGHHOLDINGGRDSPD (groundspeed) is displayed 30 seconds before the aircraft crosses the holdingfix.

If this message is displayed, the groundspeedmust be reduced and theaircraft position, relative to the holding pattern, must be monitored. Ifthe high groundspeed is maintained, the aircraft can overshoot theoutbound leg and possibly exceed protected airspace.


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HOLDING PATTERN COURSE REVERSALS

Holding patterns that are part of the approach transition are used toreverse the aircraft�s course and align the aircraft near the finalapproach course. These procedures are only available fromapproaches in the navigation database.

The procedure is to exit after entering the holding pattern. For bothteardrop and parallel entries, the FMS automatically changes to exithold at the beginning of the entry. For direct entries, the FMSautomatically changes to exit hold at the turn inbound to the hold fix. Inboth cases, the pilot can resume holding at any time before exiting theholding pattern. If holding is resumed, exiting the holding patternrequires pilot action.

Procedure Turn

The procedure turn is used to reverse course during an approach. Aprocedure turn is only available from approaches in thenavigation database. Using this data, the FMS constructs theprocedure turn with an outbound leg, a turn out leg, an arc leg, and aninbound leg, as shown in Figure 6--97. Only the outbound leg and theprocedure turn (PT) angle are adjustable.

Typical Procedure TurnFigure 6--97


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In the example shown in Figure 6--98, the ILS Runway 5 at KHOTapproach transition contains a procedure turn that begins at HOTVOR.The procedure turn begins with an outbound leg starting at the initialapproach fix (IAF) HOSSY.

-

2

4

2

&

Hot Springs, AR ILS Rwy 5Figure 6--98


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TheFMSdisplays theACTIVEFLTPLANpagewith aP in inverse videonext to HOSSY, as shown in Figure 6--99. In addition, the procedureturn consists of HOSSY and the next two waypoints in the active flightplan.

00736.04

Figure 6--99

The FMS has been designed to keep the aircraft within protectedairspace during procedure turns. If the aircraft approaches theprocedure turn at a groundspeed that results in the aircraft exceedingprotected airspace, the scratchpadmessage HIGHPCDR TURNGRDSPD (high procedure turn ground speed) is displayed 1 minute beforethe aircraft crosses the fix.

If this message is displayed, the groundspeedmust be reduced and theaircraft position, relative to theprocedure turn,must bemonitored. If thehigh groundspeed is maintained, the aircraft can overshoot the turninbound and possibly exceed protected airspace.


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While flying the procedure turn, PROCEDURETURN is displayed at 1Lon the ACTIVE FLIGHT PLAN page. A TURN prompt is displayed at6L while the aircraft is on the outbound leg, as shown in Figure 6--100.The TURN prompt can be selected to immediately begin the turn out.

00737.04

Figure 6--100

Once the procedure turn has started, the active waypoint is *INT01.This remains the active waypoint until *INT01 is overflown on the wayback to the FAF. In this example, the *INTXX waypoint (XX representsa number to distinguish from other *INTXX waypoints) is assigned thenumber 01 by the FMS.


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DEFINING A PROCEDURE TURN

Selecting the PCDR TURN prompt on the PATTERNS page displaysthe PROCEDURETURNpage, shown in Figure 6--101. The procedureturn fix is displayed at 1L, the boundary distance at 1R, and the inboundcourse at 3L. No changes to this data are permitted. The outbound leglength defined by distance (3R) or time (2R) and procedure turn angle(2L) can be changed. The outbound leg from HOSSY has a 3.5 NMdefault leg length while the default procedure turn angle is L45_.

00735.03

Figure 6--101


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The default turn angle can be changed from the PROCEDURE TURNpage. Enter an angle between 20_ and 90_, prefixed with either an L(left) or R (right) that specifies the turn out direction. The outbound legcan also be changed by either specifying the outbound time (OUTBDTIME) in minutes or outbound distance (OUTBD DIST) in nauticalmiles. The controlling entry is in large capital letters. If time is specified,the distance is calculated based on a groundspeed at the procedureturn fix. The groundspeed used when further away than aminute to theprocedure turn fix is 90 knots. When within one minute of the fix, thecurrent groundspeed is used.

After changing any of the parameters, the ACTIVATE prompt at 6R isdisplayed. Select this prompt to redefine the procedure turn.

If the procedure turn is predicted to exceed the boundary distance, theoutbound leg and the turn angle are displayed in inverse video. Theprocedure turn can still be defined with these values.

DELETING A PROCEDURE TURN

Select *DELETE* from the scratchpad to waypoint that has the inversevideo P. The procedure turn is deleted including the following twowaypoints, but not the waypoint selected. *DELETE* cannot beselected to either of the following twowaypoints of a procedure turn. AnINVALIDDELETEmessage is displayed if an attempt is made to deletethese waypoints.

EXITING A PROCEDURE TURN

The procedure turn is flown automatically by the FMS and requires nomanual exit. It can be manually terminated while flying the procedureturn by selecting *DELETE* to either the PROCEDURE TURN headerat 1L or the *INTXXwaypoint at 2L. The inbound leg is made active andcaptured. The aircraft turns inbound according to the procedure turndirection. This process does not ensure compliancewith procedure turnrules, but it does give a manual procedure for turning inbound whenrequested by ATC.


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Flyover Pattern

Under normal circumstances, the FMS begins a turn before reachingthe waypoint (i.e., the aircraft is turned inside the waypoint). In somecases, the requirement is to proceed to the waypoint beforecommencing the turn. This can be done by using the flyover patternfeature of theFMS. Inmany cases, flyovers are entered in the flight planautomatically when required from database procedures.

DEFINING A FLYOVER

Unlike holding patterns, there are no pilot entered options required forflyovers. Therefore, there is no dedicated FLYOVER PATTERN page.Follow Procedure 6--20 to define a flyover.

Step Procedure 6--20 Flyover Pattern Definition

1 Push DIR key.

2 Select PATTERN prompt at 6L. As an alternative,PATTERNS can be selected from the NAV INDEX (page2).

3 Select the FLYOVER prompt at 2L. This action places*FLYOVER* in the scratchpad.

4 Push the left line select key adjacent to the desired flyoverpattern fix waypoint. The flyover is displayed as an inversevideo F adjacent to the course flown to the waypoint. Withthis option, the aircraft flies to the waypoint before the turnis started.

DELETING A FLYOVER

Select *DELETE* from the scratchpad to delete the flyover. Only theflyover is deleted, not the waypoint. A second delete can be used todelete the waypoint.

EXITING A FLYOVER

There are no exit procedures. Either delete the flyover or change theflight plan to eliminate the flyover waypoint.


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Orbit Pattern

The orbit pattern is used to fly an orbit (circle) around a given waypointat a distance from 1 NM to 99.9 NM. See Figure 6--102 for the orbitdefinition. Orbit patterns are available only when SPECIAL MISSIONis selected.

NOTE: With no constrains, but an ORBIT in descent, VNAV can setup a path to the predicted altitude at theORBIT and computeVDEV.

Orbit DefinitionFigure 6--102


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DEFINING AN ORBIT PATTERN

Follow Procedure 6--21 to define an orbit pattern.

Step Procedure 6--21 Orbit Pattern Definition

1 Push the DIR key.

2 Select the PATTERN prompt at 6L. As an alternative,PATTERNS can be selected from the NAV INDEX (page2).

3 Select the ORBIT prompt at 2R. This action places*ORBIT* in the scratchpad.

4 Push the left line select key adjacent to the desired orbitpattern fix waypoint.

5 The ORBIT page, shown in Figure 6--103, is displayed.

00744.03

Figure 6--103

6 Enter the required radius at 1R.

7 Enter the required speed at 2R (if different from thedefault).


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Step Procedure 6--21 Orbit Pattern Definition

8 Enter the orbit direction at 3R (if different from the default).The direction is specified as counterclockwise (ccw) orclockwise (cw).


Orbit patterns are designated with an inverse video O on the patternwaypoint. As the aircraft approaches the orbit, it transitions onto theorbit and flies at the specified radius around the waypoint. A prompt onthe active flight plan page can be used to reverse the direction of flightonce in the orbit. The reversal turn is always executed to the outside ofthe orbit.

DELETING AN ORBIT PATTERN

An orbit pattern can be deleted from the flight plan by selecting*DELETE* from the scratchpad to the appropriate waypoint. On theactive flight plan pages, *DELETE* cannot be used within a minute ofthe pattern. In this case, pushing the EXIT prompt (6L) removes thepattern.

EXITING AN ORBIT PATTERN

One minute before an orbit is entered and while in the orbit, the EXITprompt is displayed at 6L on the active flight plan page. If EXIT isselected, the aircraft immediately leaves the orbit and proceeds to thenext waypoint in the flight plan.


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Radial Pattern

A radial pattern is used to fly a radial inbound and/or outbound from agiven waypoint. See Figure 6--104 for the radial definition. Radialpatterns are only available when SPECIAL MISSION is selected.

*

*

Radial DefinitionFigure 6--104

DEFINING A RADIAL PATTERN

Follow Procedure 6--22 to define a radial pattern.

Step Procedure 6--22 Radial Pattern Definition

1 Push the DIR key.

2 Select the PATTERN prompt at 6L. As an alternative,PATTERNS can be selected from the NAV INDEX (page2).

3 Select the RADIAL prompt at 3L. This action places*RADIAL* into the scratchpad.

4 Push the left line select key that corresponds to the radialpattern fix waypoint.


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Step Procedure 6--22 Radial Pattern Definition

5 The RADIAL page, shown in Figure 6--105, is displayed.

00747.03

Figure 6--105

6 At a minimum, define an inbound or outbound radial andassociated distance to activate the pattern. Both can bedefined.


A radial pattern is displayed as an inverse video R in the flight plan.Temporary waypoints are inserted in the flight plan to properly fly theradials as defined. The inserted waypoints are displayed in inversevideo. Other waypoints cannot be inserted between radial waypoints.Radial patterns can be stored in a stored flight plan.

DELETING A RADIAL PATTERN

If both the inbound and outbound radials are defined, two temporarywaypoints are inserted into the flight plan. In this case, either waypointcan be deleted individually and the remaining leg stays in the flight plan.If only one waypoint was inserted or remains in the flight plan, deletingit removes the waypoint and the pattern.

EXITING A RADIAL PATTERN

Since a radial pattern is flown as normal legs between waypoints, thereis no exit procedure. The normal DIRECT--TO and waypoint deleteprocedures exit the radial pattern.


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Multiple Patterns

It is possible to have multiple patterns in any given flight plan. It is alsopossible to have multiple patterns on a given waypoint. Refer toTable 6--4 for the possible combinations.

Pattern Name Additional Pattern Permitted

ORBITRADIALHOLDINGFLYOVERPROCEDURE TURNARC TURN

NONEHOLDING, FLYOVERRADIALRADIALHOLDING, FLYOVERHOLDING, FLYOVER

Multiple PatternsTable 6--4

If multiple patterns exist at a waypoint, the order of delete is FLYOVER,HOLD, RADIAL. If a HOLD or ORBIT is defined on a waypoint with aFLYOVER, the FLYOVER is automatically deleted.


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Suspend

The FMS gives a means to suspend the active flight plan at the presentposition or at the downpath waypoint. While the flight plan issuspended, the FMS does not sequence waypoints or give steeringcommands to the flight director. The FMS creates a PPOS waypoint inthe active flight plan by storing the location where the flight plan wassuspended as the �SUSXX� waypoint and inserting this waypoint in theflight director prior to the current �TO� waypoint. Resume the flight planwhile suspended can result in a Direct--To--Leg to the �SUSXX�waypoint or in a resume prompt selection from the Active Flight PlanPage. The flight plan is also resumed by initiation of a Direct--To to thepilot entered waypoint or to any waypoint on the active flight plan.

DEFINING WAYPOINT SUSPEND

A Flight Plan Waypoint SUSPEND can be defined and reviewed byfollowing Procedure 6--23.

Step Procedure 6--23 Flight Plan Suspend Definition andReview

1

00734.04

Figure 6--106

2 Push the select key that is adjacent to the desiredSUSPEND waypoint. This is shown in Figure 6--107. In thisexample, MCW (2L) is selected.


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Step Procedure 6--23 Flight Plan Suspend Definition andReview

00738.06

Figure 6--107

3 Confirm placement of waypoint in the flight plan. This isannunciated by the inverse video letter S next to the desiredsuspended waypoint on the Active Flight Plan Page.

01851.02

Figure 6--108


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FLIGHT PLAN SUSPEND AT PRESENT POSITION

Procedure 6--24 describes Flight Plan SUSPEND at the presentposition. Refer to page 6-130 for basic Suspend Function definition.

Step Procedure 6--24 Flight Plan Suspend at PresentPosition

1 Push the NAV button.

2 Select the PATTERN prompt (5R).

01674.02

Figure 6--109


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3 Select the SUSPEND prompt (4L). This action places*SUSPEND* into the scratchpad.

00734.04

Figure 6--110


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4 Push the line select key (1L) of the FROM waypoint,confirm placement of SUS01 waypoint in the flight plan (asshown in Figure 6--111). (First waypoint on the first page ofthe ACTIVE FLIGHT PLAN)

Note: The FMS names the PPOS suspend waypoint asSUSXX�, where XX is a two digit number.

01567.03

Figure 6--111

RESUMING THE FLIGHT PLAN

Once a PPOS Suspend has been defined and entered, it is possible toresume the Active Flight Plan. This is conducted by resuming the FlightPlan from the ACTIVE FLIGHT PLAN page. To resume the Flight Plan,refer to Procedure 6--25.

Note: The flight plan is also resumed by initiation of DIR--TO to anywaypoint on the active flight plan.


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Step Procedure 6--25 Resuming the Flight Plan

1 Display the Active Flight Plan page showing theSUSPEND at Present Position.

01567.03

Figure 6--112

2 Select the RESUME prompt (6L) in Figure 6--112. Confirmthe initiation of DIR TO operation to SUS01 waypoint.


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DELETING THE WAYPOINT SUSPEND.

Once aWaypoint Suspend has been defined and entered, it is possibleto delete the Suspend from the Active Flight Plan. This is conducted bydeleting the suspend from the ACTIVE FLIGHT PLAN page. To deletethe Waypoint Suspend from the ACTIVE FLIGHT PLAN page, followProcedure 6--26.

Step Procedure 6--26 Deleting a Flight Plan Suspend fromthe Active Flight Plan Pages

1 Display the active flight plan page showing the Suspendwaypoint.

01851.02

Figure 6--113

2 Push the delete key. �DELETE� is displayed in thescratchpad.

3 Push the line select key to the left of the waypoint withinverse video of S. This deletes the SUSPEND, but not thewaypoint. A second �DELETE� deletes the waypoint.


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NAVIGATION IDENTIFICATION

The NAV IDENT page, shown in Figure 6--114, displays informationregarding the software of the FMS and the navigation database. Thispage is accessed by pushing the IDENT prompt on the NAV INDEXpage 1.

00751.06

Figure 6--114

The NAV IDENT page displays the date, time, software version, andactive navigation database cycle. It also displays the version, size, andregion of the navigation database.


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The date and time displayed on this page is synchronizedwith theGPSdate and time. The date and time can be changed if the GPS is failedor does not have a valid date/time. To change date or time, enter thenew date or time into the scratchpad, as shown in Figure 6--115. Pushthe line key adjacent to the item being changed.

01640.01

Figure 6--115

The navigation database contains two 28--day effective cycles. Tochange the active navigation database between the two cycles, pushthe 2R line select key.

If the FMS date corresponds to a day during one of the navigationdatabase cycles, that cycle is displayed in green. The remaining cycleis displayed in amber. If both cycles are displayed in amber, either thedate is wrong or the navigation database has expired and must beupdated. The database cycle can only be changedwhile on the ground.If an active flight plan exists, it is cleared when changing databasecycles.

The navigation database automatically sequences to the databasecycle at 0900Z. Depending on the location, the database cycle date cannot agree with the current local date.


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MAINTENANCE

The MAINTENANCE pages are used to control active operatingmodes, list failed sensors, and select true or magnetic mode for theFMS.

Active Operating Modes

There are three configuration modes for the FMS.

D Dual -- The active flight plan, performance entries, pilot definedwaypoints, stored flight plans, and offside radio tuning commandsare transferred to the other FMSs automatically (no pilot actionrequired).

D Independent -- Only offside radio tuning commands are transferredto the other FMSs automatically.

D Single -- The FMS in the single system mode monitors theVOR/DME radio inputs and computes a radio position if possible.The single FMS does not tune the VOR and DMEs. However, it cantune all of the other radios (VHF COM, ATC transponder, etc.)directly using its own tuning command outputs..

D MAINTENANCE 1/3 -- Figure 6--116 is dedicated to selecting theoperating group and selecting and confirming the operating modeof multiple FMSs when enabled by APM In Figure 6--116, theselected mode is DUAL, the selected operating group is DUAL.

00753.07

Figure 6--116


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The FMS Operating Mode can be selected using the appropriate lineselect key as shown in Figure 6--117. After selecting an OperatingModeor theRETURNkey (1R),MAINTENANCE 1/3page is displayed.

00756.07

Figure 6--117


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Failed Sensors

D MAINTENANCE 2/3 -- Figure 6--118 lists the currently failedsensors as determined by the FMS.

00759.04

Figure 6--118

The SETUP prompt (6L) is used to access the setup pages. Refer toFMS Setup Pages, for further details on this function.


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The SENSORHISTORY prompt (6R) is used to display a list of sensorsthat have failed sometime after takeoff during the current flight, but arenot failed at the present time. Figure 6--119 shows the SENSORHISTORY page.

00760.05

Figure 6--119


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True/Magnetic Selection

D MAINTENANCE 3/3 -- Figure 6--120 is dedicated to selecting trueor magnetic headings for the FMS and the HSI heading display. IfTRUE is the activemode, all courses and headings displayed by theFMS are followed by the letter T. If MAG is the active mode, allcourses and headings displayed by the FMS are followed by adegree symbol (_) on the FMS pages.

00797.05

Figure 6--120

The active mode also reflects how courses are displayed on the HSI.If the FMS is selected as the navigation source for the HSI, the coursedisplayed by the FMS is relative to the mode that is displayed for theACTIVE HDG MODE on this page.

The pilot can toggle between magnetic and true by pushing the lineselect key at 2R.

The RETURN TO SERVICE page can be directly accessed by pushingthe line select key at 6L.


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High Latitude Flying

D Polar Region: IRS Equipped Aircraft (Optional)-- Entering thepolar region (above 89_ N or below 89_ S) results in the messageENTERING POLAR REGION being displayed. When entering thepolar region, the FMS uses its highest priority sensor for navigation.Sensor blending is suspended and the FMS position is slowlyramped to the position of its highest priority sensor. Under normalcircumstances, this means that FMS 1 uses IRS 1 and FMS 2 usesIRS 2. If the highest priority sensor has failed, the next prioritysensor is used. The POS SENSORS page indicates which sensoris being used.

Under normal operations, the onside IRS is used as the headingsource by EFIS (IRS 1 for the pilot and IRS 2 for the copilot). If theEFIS and FMS are using the same IRS, theEFIS candisplay a180_reversal at the same time the FMS crosses the pole.

When leaving the region (below88_Nor above88_S), themessageEXITING POLARREGION is displayed. The FMS resumes sensorblending and slowly ramps from the high priority sensor position tothe blended sensor position.

Theplanmode for theEFISmap display is not useful while at or nearthe pole. The information presented is correct, but the presentationis not useful because the plan mode is presented North up. Whenat the North pole for example, everything is South. Therefore, theplanmodemust not be usedduring operations at or near either pole.Instead, use the regular map mode.

Correctly flown holding patterns are possible while in the polarregion. However, the EFIS airplane symbol does not always showon the holding pattern. The display error is more pronounced thefurther away the aircraft is from the holding fix and/or the closer theaircraft is to the pole. If a holding pattern is hand flown in the polarregion, the HSI presentation must be used for required track anddeviation.

Since the FMS uses the highest priority IRS (GPS if no IRS isavailable) and the IRS position cannot be updated, manual FMSposition update is not permitted in the polar region.

During operations in the polar region, FMS lateral offset is inhibited.Any entered lateral offset is removedwhenentering thepolar region.


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Return To Service

FMS software identification and configuration information is given fordisplay only, as shown in Figure 6--121. Displayed on this page are thefunctional software identifier, FMS software version, and input/outputprocessor (IOP) software version.

Aircraft configuration data is shown in hexadecimal characters. Theleast significant configuration byte starts at theupper left line. This pagegives verifiable identification for an FMS being returned to aircraftservice.

00845.10

Figure 6--121


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FMS Setup Pages

The FMS contains setup pages for configuringoperational options. Thesetup pages are accessible from MAINTENANCE page 2, using lineselect 6L as describe in Procedure 6--27. From this index page, thevarious setup pages can be selected. The pages are described below.

Step Procedure 6--27 FMS Setup Page Access

1 Select MAINTENANCE from the NAV INDEX (page 2).

2 Push the NEXT key to select page 2.

3 Select SETUP prompt at 6L, shown in Figure 6--122.

00759.05

Figure 6--122


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Step Procedure 6--27 FMS Setup Page Access

4 The FMS SETUP page, shown in Figure 6--123, isdisplayed. Selectable options are as follows:D 1R -- FLIGHT CONFIG

D 2R -- ENGR DATA

00761.08

Figure 6--123


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Flight Configuration

Flight configuration is used to set many operating conditions of theFMS. FLIGHT CONFIG is accessed from the FMS SETUP line select1R. For details regarding flight configuration setup, refer toProcedure 6--28.

Step Procedure 6--28 Flight Configuration Setup

1 Select FLIGHT CONFIG (1R) from the FMS SETUP page.Refer to Procedure 6--27.

2 Review the current configuration shown in Figure 6--124.Make changes as necessary using the required steps.

00763.06

Figure 6--124


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3 Set the BANK FACTOR. Enter desired bank factor into thescratchpad and line select 1L. The BANK FACTOR entry isused to set bank limits. The default is 7. Any number from0 to 15 can be entered.

DETAILS -- The BANK FACTOR is the highest bank angleto be used by the FMS unless a higher angle is needed tomaintain protected airspace. The FMS incorporates amodel of the protected airspace that includes the tighterrestrictions at low altitudes and approach. The FMSchecks each turn against the model and increases thebank angle above the entered BANK FACTOR, if required.

The BANK FACTOR can be entered at any time but onlyon the master MCDU when operating in synchronousmode. If the FMS configuration changes from single,independent, or initiated transfer to synchronous mode, themaster bank factor overwrites the slave bank factor value.

4 Set FPL AUTO PAGE to ON or OFF at line select 2R. TheFPL AUTO PAGE feature applies when building bothactive and stored flight plans.

DETAILSD FPL AUTO PAGE ON -- The FMS automaticallyadvances the flight plan page, after a slight delay, whenthe fifth waypoint is entered on any given page. FPLAUTO PAGE continues until the destination is enteredas a waypoint on the left side of the page.

When an airway is entered, the FPL AUTO PAGE does notadvance the pages.

D FPL AUTO PAGE OFF -- All flight plan page changesare done using the NEXT and PREV keys.


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5 Set origin/destination display (ORG/DEST DISPLAY) toON or OFF at 3R. The default for this setting is off. Thisoption applies to how flight origins and destinations aredisplayed on EFIS.NOTE: Do NOT set ORG/DEST DISPLAY to ON unless the installed

EFIS has been modified to support this feature. If attempted,the origin and destination waypoint symbols/identifiers are notdisplayed on EFIS.

DETAILSD ORG/DEST DISPLAY ON -- The FMS lists the closestairports for display on EFIS. When this option isselected ON, the origin and destination airports areincluded in the list even when they are not among theclosest airports. This option also displays the origin anddestination airports as runway symbols on modifiedEFIS.

D ORG/DEST DISPLAY OFF -- If the selection is OFF, theorigin and destination airports are included only whenamong the closest airports. The origin and destinationairports are displayed as normal waypoint symbols.

6 Set SPECIAL MISSIONS to ON or OFF at 4R. The FMScontains special mission patterns. This selection makesthose additional patterns available. The default for thissetting is OFF.

DETAILSD SPECIAL MISSIONS ON -- All patterns in the FMS(HOLD, PROCEDURE TURN, FLYOVER, ORBIT,RADIAL) can be used.

D SPECIAL MISSIONS OFF -- Only standard patterns(HOLDING, PROCEDURE TURN, FLYOVER) can beused.

7 Push NEXT to select page 2.


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8 Review the current configuration shown in Figure 6--125.Make changes as necessary using the required steps.

00764.15

Figure 6--125

9 Set FUNCTION KEY PAGING to ON or OFF at 2R. WhenON, function pages can be advanced by pushing thefunction key instead of the NEXT key.

DETAILSD FUNCTION KEY PAGING OFF -- Each push of a functionkey (PERF,NAV, FPL, PROG, DIR) results in the first pageof the function being displayed. This is the defaultconfiguration.

D FUNCTION KEY PAGING ON -- Each push of a functionkey can result in the MCDU displaying the next page ofthe function if the current function is being displayed.For example, assume FUNCTION KEY PAGING is ONand ACTIVE FLT PLAN page 3 of 10 is displayed. If theFPL key is pushed again, page 4 of 10 can bedisplayed.


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10 The FLIGHT SUMMARY output selection is displayed at3L. The FLIGHT SUMMARY output gives the displayand/or saving of the FLIGHT SUMMARY data followingcompletion of the flight. Selection of the OR prompt at 3Rdisplays the FLIGHT SUMMARY OUTPUT page, asshown in Figure 6--126.

01106.04

Figure 6--126

11 DETAILSD MCDU -- If selectedON, the FLIGHTSUMMARY pagecanautomatically be displayed 15 seconds following landing.

D PRINTER (Optional) -- If selected ON, the FLIGHTSUMMARY page can automatically be sent to the printer15 seconds following landing.

The default configuration is OFF for the printer options,and must remain OFF unless printer is installed on theA/C.

12 If Temperature Compensation is disabled,TEMPERATURE COMP CONFIG will display OFF and noprompt will be available in 3R. If Temperaturecompensation is enabled, a prompt will be available in 3Ras shown in Figure 6--125. Operation of the TemperatureCompensation feature is discussed on page 7-27.


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Engineering Data

The ENGINEERING DATA page is accessed using 2R on the FMSSETUP page. Figure 6--127 shows the index of available options.These functions are primarily used under the direction of Honeywellengineering in finding and solving problems with the FMS.

00768.08

Figure 6--127

D ENGINEERING DATA 1/1 -- The ENGINEERING DATA 1/1 is usedto select various functions. For each function, additional pages canbe displayed.

� 1L -- DEBUG is used to upload and download diagnosticinformation using the data loader. It can also be used to formata disk.

� 1R -- NT (NAVAID TUNING) DATA displays pages of informationabout each navaid that can be tuned. These are display--onlypages. No input is permitted.

� 2L -- DB (DATA BASE) VERIFY tests the database. If thenavigation database becomes invalid, DB VERIFYmust be run.Select this prompt, load the same database that is in thecomputer from disk, and record the FLASH failures (if any) at theend of the test.

� 2R -- Use DB (DATA BASE) HELP to look at a specific locationwithin the database memory. It is useful only under the directionof Honeywell engineering, since memory locations change witheach database update.


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� 3L -- Use CLEAR CDB (CUSTOM DATA BASE) to clear thecustom database. The options are to clear pilot definedwaypoints, stored flight plans, and NOTAMS. The FMS must beoperating in independent or single mode to have access to thepage. It is not possible to clear the custom database whileoperating in dual or initiated transfer.

� 3R -- Use FPL WPTS (FLIGHT PLAN WAYPOINT) to displayFMS internal data about waypoints in the flight plan. These aredisplay--only pages. No input is permitted.

� 4L -- Use VN (VERTICAL NAVIGATION) DATA to display FMSinternal VNAV data about waypoints. These are display--onlypages. No input is permitted.

� 4R -- ZERO BITE clears the previous recordings of built in testequipment (BITE) results.

� 5L -- RM index.

� 5R -- Query information.

POSITION INITIALIZATION

D POSITION INIT 1/1 -- Figure 6--128 is used to initialize FMSposition. This page is accessed from the NAV IDENT page or fromthe NAV INDEX page. When operating in DUAL, a position loadedon one FMS will be transmitted to the another FMS so that bothFMS�s are initialized to the same position.

01648.03

Figure 6--128


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� 1L and 1R -- The last FMS position is displayedwhen the aircraftis on the ground. If the line select key adjacent to the LOADprompt (1R) is pushed, the FMS is initialized to that position.After loading a position, the prompt at 6R displays FLT PLAN foraccess to the flight planning function.

� 2L and 2R -- The reference waypoint (REF WPT) line is belowthe last FMS position. This line can be filled automatically by theFMS or the pilot can make an entry at any time. In order ofpriority, the FMS fills in this line as follows:

- RUNWAY THRESHOLD -- If a departure runway has beenselected in the active flight plan, the coordinates of therunway threshold are displayed. Using this feature, runwayposition can be updated when the aircraft is at the end of therunway ready for takeoff.

- RAMPXWAYPOINT -- If there is a last position available, theFMS compares the last position to the list of RAMPXwaypoints. RAMPX waypoints are pilot defined waypointswith thename of theRAMPplus any alphanumeric (0 through9, A through Z) character.

If one (or more) is found within 3 NM of the last position, theclosest one is displayed. If more than one RAMPX waypointis defined for the same airport, the FMS selects the closestone to the last position. If multiple RAMPX waypoints aredefinedwith the same latitude/longitude, the FMS selects theone with highest alphanumeric priority.

- AIRPORT REFERENCE POINT (ARP) -- If there is a lastposition available and no RAMPXwaypoints are foundwithin3 NM, the FMS displays the closest ARP within 3 NM.

- PROMPTS -- If none of the above waypoints are displayed,the FMS displays prompts. This is shown in Figure 6--128.

� 3Land3R -- Theposition of thehighest priorityGPS isdisplayed.The priority order, from highest to lowest, is as follows: GPS 1,GPS 2, GPS 3. This order of priority applies to all FMSs. If theline select key adjacent to the LOADprompt (3R) is pushed, bothFMS� are initialized to the GPS position.


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Once the correct coordinates are displayed, push the appropriateline select key (1R, 2R or 3R) to load the position, as shown inFigure 6--129. The position is loaded to the FMS and transmitted toany long range sensors connected to the FMS.

00800.03

Figure 6--129


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If the aircraft is in flight and the FMS position is valid, Figure 6--130 isdisplayed. The update feature of the FMS can be used only in flight.

00800.03

Figure 6--130

CROSSING POINTS

TheCROSSINGPOINTS pages areused to determine the relationshipof a waypoint relative to the current aircraft position.

The FMS computes the following types of crossing points:

1. Direct--To a waypoint from the current aircraft position.

2. Point abeam a waypoint for the current flight plan.

3. Crossing radial from a waypoint for the current flight plan.

4. Crossing latitude/longitude given latitude/longitude for the currentflight plan.

5. Equal time point (ETP) between any two given waypoints. Thisoption is only available when operating in FULL PERF mode.

6. Point of no return (PNR) fromany givenwaypoint. This option is onlyavailable when operating in FULL PERF mode.


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D CROSSINGPOINTS 1/1 -- Figure 6--131 is displayed after selectingthe CROSS PTS prompt from the NAV INDEX 1 page. This page isan index of the available crossing point options.

00802.05

Figure 6--131


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Present Position (PPOS) Direct

Select 1L from the display, shown in Figure 6--131, for direct--toinformation from the aircraft�s present position to any given waypoint.

For example, to determine where DEN is relative to the current aircraftposition, enter DEN into the scratchpad and push line select 1L. Thisis illustrated in Figure 6--132. At 1R, the radial and distance from DENto the current aircraft position is displayed. The bottom half of the pagedisplays the course, distance, ETE and the remaining fuel if the aircraftwere to fly direct from the current position to DEN.

The CROSS PTS prompt at (6L) returns to the CROSSING POINTSindex.

00803.03

Figure 6--132


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Point Abeam

If the PT ABEAM line select key (2R), shown in Figure 6--131, ispushed, the FMS computes the point, along the flight plan, where theaircraft passes abeam the entered waypoint. This is usually the flightplan�s closest point to the selected waypoint. Figure 6--133 shows anexample. If required, the PT ABEAM definition at 2L (DEN/132/109 inthe example) can be selected to the scratchpad and inserted into theflight plan as a temporary waypoint.

00805.03

Figure 6--133

If no POINT ABEAM exists for the current flight plan, the message NOCROSSING POINT FOUND is displayed in the scratchpad.


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Crossing Radial

If the CROSS RADIAL prompt is pushed (2L shown in Figure 6--131),the FMS computes the point along the flight plan where the aircraftcrosses the designated radial. Enter the waypoint at 1L and the radialat 1R, shown in Figure 6--134. For example, entering the 180_ radial,theFMSprojects that theaircraft can cross the180_ radial 117NM fromDEN. Thecrossing radial definition at 2L canbe insertedas a temporarywaypoint.

00804.03

Figure 6--134

If the entered radial does not cross the flight plan, the message NOCROSSING POINT FOUND is displayed in the scratchpad.


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Latitude/Longitude Crossing

Select 1R from the display, shown in Figure 6--131, to calculate thecrossing latitude or longitude when either the longitude or latitude isentered. The course, distance, ETE, and fuel remaining are displayedif the aircraft proceeds directly to the waypoint.

For example, to know where the aircraft crosses the 100_ Westlongitude line for the current flight plan, enterW100at 1R. This is shownin Figure 6--135. The FMS computes the latitude. The FMS alsodisplays the course, distance, ETE, and fuel remaining to fly directlyfrom the current aircraft position to N33_24.9 W100_00.0. Thecomputedpoint (2L) can be line selected to the scratchpad and insertedin the flight plan as a temporary waypoint. If required, latitude can beentered and the FMS calculates the longitude. If more than oneintersection with the flight plan exists, the closest one is displayed.

00806.03

Figure 6--135

If the flight plan does not cross the entered latitude/longitude, themessage NO CROSSING POINT FOUND is displayed in thescratchpad.


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DATA LOAD

The DATA LOAD page, shown in Figure 6--136, is used to access thedatabase crossloading function of the FMS.

00810.03

Figure 6--136


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Crossloading Custom or Aircraft Database

The custom or aircraft databases can be transferred from one FMS tothe other. The custom and aircraft database can be transferred whilethe aircraft is on the ground or in the air.

In order to transfer data, the FMSs must be turned on and havecompatible software versions. All steps can be completed from just oneof the FMSs. Refer to Procedure 6--29 for generalized data loadingprocedures.

Step Procedure 6--29 Database Transfer Between FMS

1 Select the appropriate prompt, shown in Figure 6--137, fordata to be transferred. In this example, the CUSTOM DBprompt at 1L is selected.

00810.05

Figure 6--137


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2 Select the prompt for the source or destination of theselected data from the menu, shown in Figure 6--138. Inthis example, the TO FMS2 prompt at 2L is selected.

02120.02

Figure 6--138


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3 Confirm selection and select YES (6R) or NO (6L) on thedisplay, shown in Figure 6--139.

0 1723.06

Figure 6--139


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4 Progress monitoring is shown in Figure 6--140.

01724.03

Figure 6--140

The FMS indicates the percentage complete. Whencomplete, the message DB TRANSFER COMPLETE isdisplayed and the FMS generates a restart if a navigationof aircraft database has been transferred.

If power is interrupted, ABORT is selected, or otherproblems that stop the loading process occur, the dataload process must be repeated from the beginning.

5 Repeat steps 1 thru 4 for each FMS.


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FLIGHT SUMMARY

D FLIGHT SUMMARY 1/1 -- Figure 6--141 shows the FLIGHTSUMMARY page. This page displays a summary of the flight. TheFLIGHT SUMMARY page is accessed from the NAV INDEX 1/2page or the PROGRESS 3/3 page.

The contents of the page are saved following power down of theFMS. The one exception is for FUEL USED. This is reset to zero.For quickturns, the parameters are retained until takeoff followingthe quickturn. The page is then reset to reflect the new flight.

00815.07

Figure 6--141


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� 1Land1R -- These lines display the takeoff, landing, andenroutetime. No entry is permitted.

� 2L -- This line displays the fuel used for the flight. Entering*DELETE* results in the value being set to zero. FUEL USEDcan then increment from zero. Pilot entry of FUEL USED for theflight is not permitted. FUEL USED is automatically reset whenpower is removed from the FMS when the aircraft is on theground. If a cold start is conducted while airborne, the value isdisplayed in inverse video.

� 2R -- This line displays the average TAS andGS for the flight. Noentry is permitted.

� 3L and 3R -- These lines display the air and ground distance forthe flight. No entry is permitted.

� 6R -- This prompt gives access to the PROGRESS 3/3 page.

� 6L -- The SAVE prompt is used to save the FLIGHT SUMMARYdata if the FLIGHT SUMMARY OUTPUT has been configuredfor DISK or PRINTER (see Procedure 6--28 for more informationon the configuration of FLIGHT SUMMARY OUTPUT). TheSAVE prompt is not displayed if NONE is selected as the flightsummary output configuration.


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Flight Plan7-1


7. Flight Plan

This section covers the elements and operation for the active andstored flight planpages. Also included area description of LNAV, VNAV,and speed commands.

DEFINITION OF TERMS

D Flight Plan -- A flight plan is a series of waypoints that define anintended route of flight. Each waypoint in the flight plan must bedefined laterally and vertically. The course between two waypointsin the flight plan is called a flight plan leg. The FMS calculates thegreat circle course for each leg in the flight plan. Theactive flight plancan include the route to a primary destination followed by the routeto an alternate destination.

D Flight Plan Names -- Flight plan names are used to keep track ofstored flight plans. Flight plannamesareused to recall a stored flightplan into the active flight plan. Flight plan names must have aminimum of six characters and a maximum of 10 characters. Aconvenient naming convention is to use the origin and destination.The airport identifiers are separated by a dash (--). For more thanone flight plan between the same set of identifiers, add a number atthe end of the name. For example, a flight between Phoenix andMinneapolis could use KPHX--KMSP1 for the flight plan name.

D Flight Plan Capacity -- Stored or active flight plans can have up to100 waypoints including the origin and destination. For active flightplans, the combined waypoints of the primary flight plan and thealternate flight plan cannot exceed the 100 waypoint capacity. If aflight plan is revised and then exceeds the 100 waypoint capacity,the revision is not conducted and themessageFLIGHT PLANFULLis displayed in the scratchpad. If aSID, STAR, airway, or stored flightplan is added and exceeds the limit, none of the inserted waypointsare added to the flight plan.


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D Primary/Alternate Independence -- The primary and alternateflight plans are kept independent from one another. Revisions toeither the primary or alternate flight plan do not affect the other. Thefollowing exceptions apply:

� ALTERNATE -- The ALTERNATE prompt is the revision functionthat incorporates the alternate into the active flight plan. TheALTERNATE prompt is displayed on the ACTIVE FLT PLANpage (6L) when the aircraft is within 25 flight plan miles of theprimary destination. After ALTERNATE is selected, there are twodestinations in the flight plan: the original and the alternate. Bothare treated as destinations. This means the FMS can flyoverboth destinations. In this case, flyover means that the FMS doesnot begin a turn before it flies over the destination.

The ALTERNATE prompt is not displayed if an approach is in theflight plan. However, if the missed approach is activated, theALTERNATE prompt is displayed. A direct--to an alternate flightplan can be conducted at any time.

� ALTERNATEORIGIN -- Thealternate flight planorigin is also theprimary flight plan destination.

D Waypoint Names -- Waypoints exist in thenavigation database, thecustom database (pilot defined waypoints), or as temporarywaypoints. Waypoint names are used for convenience in keepingtrack of waypoints and recalling waypoints. Waypoint names (calledwaypoint ident or identifier) must contain at least one and as manyas five alphanumeric characters. In the case of temporarywaypoints, the FMS adds an asterisk (*), ampersand (&), or poundsign (#) as the first character for a total of up to six characters.Therefore, the pilot has complete freedom in naming waypoints intothe FMS with no conflict. Waypoint and flight plan names can bedistinguished by the number of characters.

Unnamed airway intersections are also included when airways areadded to the flight plan. This means airways can be changed at apoint common to both airways.

The ampersand (&) symbol denotes waypoints with a radial patternfor the stored flight plan.

Nondirectional beacons are stored by their IDENT plus the NBsuffix. For example, the ABC NDB is stored in the database asABCNB. This reduces the list of duplicate waypoint names.


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D Temporary Waypoints -- Temporary waypoints exist only in theactive flight plan. They are erased when the flight plan is completedor deleted. Temporary waypoints are listed on the last WAYPOINTLIST pages at the time they are defined. Using this page thepilot canreview the definition of the waypoint.

Temporary waypoints are used so the pilot can quickly enter thewaypoint definition directly into the active flight plan. Temporarywaypoints are useful when cleared to a fix. In this case, they haveno meaning beyond the current flight. There is no need to create anamed waypoint for the clearance fix.

Temporary waypoints are defined by entering the definition of thewaypoint directly into the active flight plan. Acceptable definitionsare latitude/longitude, place/bearing /distance, place/bearing/place/bearing, and along the flight plan as place//distance. When thedefinition is entered in the flight plan, the waypoint is assigned aname that describes how it was defined and a number (XX).Temporary waypoints entered on the left FMS are assigned oddnumbers while those entered on the right FMS are assigned evennumbers. The name is also preceded by an asterisk (*) to indicatea temporary waypoint. The assigned names are as follows:

Entered Definition Waypoint Name

Lat/LongPlace/Bearing/DistancePlace/Bearing/Place/BearingPlace//Distance

*LLXX*PBDXX*RRXX*PDXX

The definition can be entered into the scratchpad from the keyboardor retrieved for other sources. The electronic flight instrumentsystem (EFIS) joystick can be used to insert coordinates into thescratchpad. The CROSSING POINTS pages are also sources fordefinition. As the name indicates, temporary waypoints are notretained in the FMS past the current flight.


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Temporary waypoints are also created when a flight plan is loadedfromadisk, andeither theFMS databasedoes not contain the samewaypoint, or the waypoint definition is different. In this case, theregular name of the waypoint is used preceded by a pound sign (#).For example, a flight plan is loaded containing the waypoint namedCEDA. CEDA is neither in the FMS navigation database nor is itdefined in the custom database. In this case, #CEDA is displayedand the definition, specified in the loaded flight plan, is used.

Altitude constraints for temporary waypoints can be enteredfollowing the temporary waypoint lateral definition. For example, itis permitted to enter GBN/270/45/FL150 into the scratchpad. TheFMS can create a temporary waypoint from GBN on the 270 radialand at 45 miles. The waypoint can also have an altitude constraintof FL150.

D Runway Extension Waypoints -- The FMS can create temporarywaypoints on the runway extension line. Once a runway has beenactivated into the active flight plan, it can be line selected to thescratchpad. When displayed in the scratchpad, the runway is in thefollowing format: AIRPORT.RUNWAY/BEARING/. A distance canbe inserted to complete the definition of a waypoint on the extensionline of the runway. It is also permitted to enter an altitude constraintfollowing the distance. Insert this definition into the flight plan tocreate a temporary waypoint. Repeat the process with varyingdistances to create a number of waypoints on the extension line.

If the runway is at the origin, the bearing brought to the scratchpadis the runway heading that permits waypoints on the departure path.

If the runway is at the destination, the bearing brought to thescratchpad is the reciprocal of the runway heading that permitswaypoints on the arrival path.

D VNAV Offset Waypoints -- ATC often clears an aircraft to cross aspecified distance before or after a waypoint at a specified altitude.These are called VNAV offset waypoints.

D Origins and Destinations -- Origins and destinations can be anywaypoint that is contained in the database. This includes any pilotdefined waypoints. Origins and destinations of the active flight plancan be temporary waypoints. Origins and destinations are normallyairports. The origin or destination must be an airport that is definedin the navigation database to activate the respective runway, SID,STAR, or approach.


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D FROMWaypoint -- The FROMwaypoint is the first waypoint on thefirst page of the flight plan. It is displayed in amber. Before takeoff,theFROMwaypoint is normally the selectedorigin airport or runway.Under normal flight conditions, the FROM waypoint is the lastwaypoint that was sequenced and actual time passing is displayed.In flight, the FROM waypoint can be changed. Since changing theFROM waypoint impacts the current active leg and can result in anaircraft maneuver, a confirmation step is included.

D TOWaypoint -- The TOwaypoint is the secondwaypoint on the firstpage of the flight plan. It is displayed in magenta. The TO waypointis the waypoint that the aircraft is being steered along a coursedefined between the FROM and TO waypoints. When the legsequences, theTOwaypoint becomes the FROMwaypoint. TheTOwaypoint can be changed. Since changing the TOwaypoint impactsthe current active leg and can result in an aircraft maneuver, aconfirmation step is included.

D Leg Sequencing -- During flight, the active flight plan automaticallysequences so that the first leg of the active flight plan is the activeleg that is referenced to the guidance parameters. Normally, theFMS sequences before the waypoint for an inside turn when theaircraft is on or close to on course. If the aircraft is not on course,the normal sequence occurs no later than a point abeam of thewaypoint. Some waypoints have unique sequence criteria. Forexample, a holding fix is a flyover waypoint. The holding fix must beoverflown before entering or exiting holding. Somewaypoints inSIDandSTARprocedures also haveunique sequencecriteria. TheFMSis programmed to automatically comply with these requirements.

Thereare situationswhere the sequence criteria cannot be satisfiedby the FMS. Under these conditions, the pilot must conduct thesequencemanually to aid the FMS. This requires the pilot to modifythe active flight plan and it can consist of one of the following:

� The FROM waypoint can be changed to force a sequence. Toaccomplish this task, line select the waypoint to be sequencedinto the scratchpad. Then, make the waypoint the FROMwaypoint on the ACTIVE FLT PLAN page by selecting 1L. TheFMS can then look through the flight plan to find the samewaypoint. All waypoints between can be deleted from theACTIVE FLT PLAN. The advantage of this method is that itpreserves the leg definitions contained in the flight plan.

� A direct--to can be conducted to the desired TO waypoint. Thiscan delete all the waypoints prior to the waypoint and the FMScan create a direct leg to the waypoint. This can result in a newpath to the waypoint that can be different than the previous pathcontained in the flight plan.


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Some leg sequences indicate the direction of turn to the new leg bydisplaying an L or anR in reverse video. This notation is used wheneither thedirection of turn is indicated (by aSID, STAR, or approach)or the new leg requires a large turn (near 180_) to track the newcourse.

When the destination waypoint is sequenced, it is retained by theFMS as the TO waypoint. Bearing, distance, and required track tothe destination waypoint continue to be computed and displayed.

D Discontinuities -- A discontinuity can exist in the flight plan. Adiscontinuity is a segment in the flight plan where there is no lateralflight plan definition. However, there must be a lateral definitionbefore and after a discontinuity.

When making a change, discontinuities in the flight plan are kept tothe minimum. There are times when it is necessary to have adiscontinuity. The following rules apply:

� When adding or deleting a single waypoint, no discontinuity canbe inserted in the flight plan. The flight plan is directly linkedbetween the waypoints. Deleting several waypoints at a timedoes not result in a discontinuity.

� When linking flight plans or inserting a procedure, nodiscontinuity can exist whena commonwaypoint is used. If thereis not a common waypoint, the inserted flight plan or procedureis linked at the point of insertion, but has a discontinuity at theend. For example, if the last waypoint of a SID is also awaypointin the flight plan, the flight plan and procedure are linked at thatwaypoint with no discontinuity. If the last waypoint of a SID is notin the flight plan, there is a discontinuity between the SID and theflight plan. Some procedures have embedded discontinuitiesthat are inserted along with the procedure.

� A SID can only be replaced with another procedure and cannotbe deleted. The linked portions of an arrival can be deleted viathe ARRIVAL page. In both cases, the discontinuity dependsupon the changed procedure. Linked flight plans or procedurescan be deleted under the same operation for deletingwaypoints.This operation does not result in discontinuity.

� DIRECT--TO does not result in a discontinuity even thoughseveral waypoints are deleted or a single waypoint is added.


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� If an airway is inserted in the flight plan, there is no discontinuitysince the pilot has to specify the beginning and end points.

� The INTERCEPT function does not create a discontinuity beforeor after the intercept point. When choosing the heading tointercept option, a fly heading select leg is inserted thatdisengages the FMS when the leg is sequenced.

D Alternate Origin -- The alternate origin is the destination of theprimary flight plan. No alternate flight plan can be specified until theprimary destination has been specified. Changing the primarydestination clears the alternate flight plan because the alternateorigin changes.

D Alternate Waypoints -- Alternate waypoints apply to the alternateportion of the flight plan only. The FMSguidance is not engageduntilthe pilot selects the alternate destination. If the alternate portion ofthe flight plan is enabled, the corresponding waypoints areincorporated into the primary portion of the flight plan. At that point,all active flight plan rules apply.

D Alternate Destination -- The alternate destination is entered whendefining a flight plan to an alternate. Like the primary flight plan, thealternate destination is entered as the final waypoint to close out thealternate flight plan.

D Climb Constraints -- Climb constraints are altitude and speedconstraints that are associated with waypoints in the climb or cruiseportion of the flight plan. Altitude constraints can be AT, AT orABOVE, or AT or BELOW. For example, an entry of 10000A (Afollowing the altitude) indicates AT or ABOVE. An entry of 10000B(B following the altitude) indicates AT or BELOW. An entry of 10000(no letter following the altitude) indicates AT. Climb speedconstraints are observed by the FMS until the waypoint containingthe constraint is passed.

D Speed Limit -- An example of speed limits is the 250 kts below10,000 ft limit entered during performance initialization. Other limitscan be imposed by the airframe such as VMO.

D Speed Schedule -- Speed schedules are the default speeds usedby the FMS for the departure, climb, cruise, descent, approach andgo--around phase of flight. Speed schedules are defined duringperformance initialization.

D Automatic Speed Command -- The automatic speed command isthe current speed being output by the FMS for control of the aircraft.It can also be referred to as automatic speed target in this manual.


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D Top of Climb (TOC) -- A TOCwaypoint is calculated and displayedon the vertical profile and shown on the PROGRESS 2 page.However, it is not in theactive flight plan. There can only be oneTOCwaypoint at a time. The TOC is calculated based on current aircraftaltitude, climb speed, and the cruise altitude.

D Initial Cruise Altitude -- The initial cruise altitude is used by theFMS to determine the altitude where the cruise phase of flightcommences. Upon reaching this altitude, the FMS changes thespeed command and EPR rating from climb to cruise when theaircraft levels at the initial cruise altitude or higher. The initial cruisealtitude is set during performance initialization on PERFORMANCEINIT page 4/5.

D Cruise Altitude -- Cruise altitude is the current altitude that is usedby the FMS to plan the cruise portion of the flight. Initially, the cruisealtitude is set equal to the entered initial cruise altitude. The cruisealtitude is automatically adjusted by the FMS using the altitudepreselector settings. When the aircraft levels at the cruise altitude,theFMSchanges to the cruise phaseof flight with thecorrespondingchange to cruise speed commands.

D Top of Descent (TOD) -- A TOD waypoint is calculated anddisplayed on the vertical profile and shown on PROGRESS page 2.If there are no constraints during the descent, the TOD is calculatedusing the destination elevation (if available) and the descent speedschedule. If there are constraints during the descent, the TOD iscalculated using the path mode. One minute before the TOD pointis reached, a vertical track alert is given. An automatic descent isinitiated at the TOD if the following is true:

� The altitude preselector is set to a lower altitude� The FMS is selected as the navigation source� Lateral navigation (LNAV) and vertical navigation (VNAV) are

engaged.

D Descent Constraints -- Descent constraints are altitude, speed,and angle constraints that are associated with waypoints in thedescent portion of the flight plan. Altitude constraints can be AT, ATor ABOVE, or AT or BELOW. For example, entering 10000A (Afollowing the altitude) indicates AT or ABOVE. Entering 10000B (Bfollowing the altitude) indicates AT or BELOW. Entering 10000 (noletter) indicates AT. The FMS obeys descent speed constraints atand after the waypoint that contains the constraint. The FMS obeysangle constraints from the TOD to the waypoint containing theconstraint. Normally, the FMS calculates the angle constraint basedon performance initialization; however, a specific angle constraintcan be entered at a waypoint in the flight plan.


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CREATING/CHANGING FLIGHT PLAN

An example of the ACTIVE FLT PLAN page before the flight plan isshown in Figure 7--1.

00817.04

Figure 7--1

The following options can be made to recall or create an active flightplan:

D Load a flight plan from a disk (2L)

D Recall a previously stored flight plan (3R)

D Create a stored flight plan (3R)

D Build a flight plan by entering waypoints (2R)


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Recall a Previously Stored Flight Plan

If the name of a previously stored flight plan is known, it can be enteredat 3R, as shown in Figure 7--1. After entering, the FMS automaticallyrecalls the flight plan and makes it the active flight plan, as shown inFigure 7--2. It takes the FMS 2 or 3 seconds to complete the recall ofthe flight plan.

01676.01

Figure 7--2

If the name of a previously stored flight plan cannot be remembered,enter the origin and destination. The FMS searches the stored flightplans for those plans with the same origin and destination. If any arefound, the FLIGHT PLN LIST page is displayed with the stored flightplan namesmarked with an asterisk (*), as shown in Figure 7--3. Selectthe required flight plan, shown in Figure 7--4, and push RETURN (1R).This activates the flight plan and returns the display to the ACTIVE FLTPLAN pages, shown in Figure 7--2. Even if the flight plan name can beremembered, this procedure saves steps over entering the flight planname at 3R.


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01677.01

Figure 7--3

01678.01

Figure 7--4


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Store a Flight Plan and Activate

When building a flight plan, the flight plan can be retained in memoryfor use in the future. This is done by entering the flight plan identifier at5R, shown in Figure 7--1. After entering the flight plan name at 5R, theFMS switches to the stored flight plan page to define the flight plan, asshown in Figure 7--5. After it is defined, the flight plan can be activated.If a flight plan name that is already defined is entered at 5R, the flightplan becomes active.

01597.02

Figure 7--5


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Build a Flight Plan by Entering Waypoints

When a destination is entered at 3R, the FMS searches for stored flightplans with the same origin and destination, as shown in Figure 7--1. Ifany flight plans are found, the FLIGHT PLAN LIST page is displayed.Select RETURN at 1R to return to the active flight plan and inputwaypoints. If no flight plan is found during the search, the active flightplan is displayed and the FMS is ready for waypoint input, as shown inFigure 7--6. When building a flight plan, waypoints are entered on theline showing the VIA.TO prompt (2L through 5L). The FMS accepts avariety of inputs at the VIA.TO prompt as described below.

01107.01

Figure 7--6


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D Waypoint -- Any waypoint contained in the navigation database orthe custom database can be entered. If a waypoint name is enteredthat is not yet defined, the FMS automatically displays a page forwaypoint definition. The waypoint can be defined and the RETURNprompt can be used to get back to the flight plan. If the waypointname was entered in error, the RETURN prompt is used without adefinition being entered.

D Temporary Waypoint -- Any temporary waypoint can be entered.

D Airway -- Any airway in thedatabase canbeentered.Whenenteringan airway, the waypoint in the flight plan preceding the point of entrymust be a waypoint on the airway. The airway entry is made in theformat of the VIA.TO prompt where VIA is the airway identifier andTO is the last waypoint to be used on the airway. For example, aportion of the flight plan is GUP, J102 to ALS. The first step is toinsert GUP into the flight plan. This is followedby entering J102.ALSinto the scratchpad, as shown in Figure 7--7. The entry is completedby selecting 3L and the FMS automatically fills in all the waypointsalong the airway fromGUP up to and including ALS. The airway canalso be entered as a single input by enteringGUP.J102.ALS into thescratchpad and selecting the appropriate line select key.

01679.01

Figure 7--7


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D Flight Plan Names -- Any defined flight plan name can be entered.If a defined flight plan is entered, flight plans can be linked together.When inserting a flight plan, the FMS searches for common pointsbetween the two flight plans being linked. If the common waypointis found in the stored flight plan, the two flight plans are linked at thatpoint. Any waypoints in the stored flight plan preceding the commonwaypoint are eliminated. If no commonwaypoint is found, the storedflight plan is inserted beginning at the origin.

Flight plan names can also be entered using the VIA.TO format. Inthis case, the stored flight plan is inserted up to and including thewaypoint specified in the VIA.TO entry. Any waypoints in the storedflight plan after the specified waypoint are eliminated.

After the flight plan is entered, the destination waypoint must beentered as the last waypoint to close the flight. To accomplish this,enter the destination at the VIA.TO prompt.

An alternate flight plan is entered using the same rules as a regularflight plan.

D Vertical Entries -- Vertical definitions for waypoints are enteredusing the right hand line select keys (1R through 5R), shown inFigure 7--8.

0 1721.02

Figure 7--8


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The FMS supplies vertical predicted information for each waypointand displays it in small characters. Pilot entries are used to modifyand further define the vertical profile. The following information isdisplayed and/or entered for each waypoint in the flight plan.

� ALTITUDE -- Predicted altitudes are displayed in small charactersfor each waypoint. Pilot entries, displayed in large characters,become altitude constraints for VNAV. Altitude constraints fromprocedures are also displayed in large characters.

� CONSTRAINT TYPE -- Constraint type is displayed directlyabove altitude constraints, as shown in Figure 7--8. Theconstraint type shows as CLB for climb constraints and DES fordescent constraints. The FMS automatically assigns constraintsin the first half of the flight planas climb (CLB), unless theenteredconstraint is below the current aircraft altitude, and those in thelast half as descent (DES). This automatic assignment is correctfor most flights. The pilot can make an overriding entry. C, CLB,D, or DES are accepted as entries. Pilot entries are required forflights that climb, descend, and climb again.

� SPEED -- Speed is displayed except when an angle is entered,as shown in Figure 7--9. The FMS calculates and displays apredicted speed for each waypoint. Speed can be entered ineither CAS or MACH. If the waypoint is in a path descent, theangle is displayed.

0 1722.02

Figure 7--9


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� ANGLE -- A descent vertical path is displayedwhen the FMScanfly a vertical path to a waypoint. An altitude constraint for thewaypoint is required for the FMS to be able to fly a verticaldescent path. The vertical angle is calculated based on currentconditions and performance initialization. FMS computedvertical descent angles are displayed in small font while pilotentered angles are displayed in large font.

� VERTICAL SPEED -- The FMS predicted vertical speed isdisplayed unless a higher priority item is displayed. Pilot entry ofvertical speed is not permitted.

When vertical angle and airspeed constraints are entered,airspeed is shown above the angle and is also a constraint.

D Additions and Deletions to the Flight Plan -- There are severalactions that result in adding and/or deleting waypoints in the flightplan. Any entry that is permitted at the VIA.TO prompt can also bemade onto previously entered waypoints. The rules that apply aredescribed as follows:

� Single waypoints, including temporary waypoints, can be addedto or deleted from the flight plan. To add a waypoint to the flightplan, the waypoint is line selected from the scratchpad to theappropriate line. The addedwaypoint is displayed on the line thatis selected. When adding a waypoint, the flight plan is searchedforward of the point of insertion. If the waypoint appears in theflight plan, all the waypoints between the point of insertion andthe first appearance of the added waypoint are deleted. If thewaypoint does not appear forward of the inserted point, the flightplan is opened and the new waypoint inserted. Searchingforward in the flight plan is restricted to the portion of the flightplan that is being modified (i.e., either the primary flight plan orthe alternate flight plan).

� Waypoints are deleted using the DEL key. After entering*DELETE* in the scratchpad, line selecting a waypoint candelete it. When the waypoint is deleted, the flight plan is closedand linked together. Waypoints can be deleted by entering awaypoint that is also in the flight plan forwardof thepoint of entry.

The pilot can delete both TO and FROM waypoints in somecombinations of flight plan changes. In such cases, the FMSdisplays a CHANGE ACT LEG prompt.


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� Stored flight plans, procedures, and airways can be called fromthe database and inserted in the active flight plan. In all cases,flight plans, procedures, and airways are considered a string ofwaypoints and each waypoint in the string is inserted into theflight plan. In order to insert an airway, the starting point, theairway number, and the end point must be specified. Both thestart point and the end point must be on the airway. Wheninserting a stored flight plan, the pilot has to specify only the flightplan name to insert the complete flight plan. To insert a portionof a stored flight plan, the entry is made in the form of FLIGHTPLAN NAME.WAYPOINT. When a stored flight plan is inserted,flight planning takes the active flight plan waypoint before pointof insertion and searches forward in the stored flight plan. If thewaypoint is found in the stored flight plan, the waypoints earlierin the stored flight plan are not inserted. Flight planning alsotakes the specified end point, or last waypoint of the stored flightplan, and searches forward from the point of insertion in theactive flight plan. If found, thewaypoints earlier in the active flightplan are deleted.

� The DIRECT--TO function also adds or deletes waypoints. Afterselecting DIRECT--TO, line selecting a waypoint deletes all thewaypoints before the selected waypoint. The selected waypointthen becomes the TOwaypoint. A waypoint in the alternate flightplan can be selected from the primary flight plan. If this is done,all the waypoints including the original destination are deletedand the waypoint in the alternate flight plan becomes the TOwaypoint. Awaypoint canbeentered into the scratchpad and lineselected to the prompt. This makes the added waypoint the TOwaypoint. The DIRECT--TO RECOVERY function can also beused.

� Using the INTERCEPT function adds an intercept waypoint. Nowaypoints are deleted with the INTERCEPT function. If the pilotinserts an intercept waypoint in the flight plan and changes toanother page before the definition is completed, the entireoperation is canceled.


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D VNAV OFFSET -- ATC often issues a clearance that consists ofcrossing a specified distance before or after a waypoint, at a specificaltitude. The FMS is capable of creating a temporarywaypoint in theform of a *PDXX for these types of clearances. Refer toProcedure 7--1 for details.

Step Procedure 7--1 VNAV Offset Definition

1 Define a PLACE. Use the keyboard or line select the placefrom the flight plan to the scratchpad.

2 Enter a slash (/) to indicate that the next entry is a bearing.If known, enter the bearing. If the bearing is not known,enter another slash (/) to indicate that the next entry is adistance.

3 Enter the distance to cross from the place. If DRK is theplace, the entry is DRK//20.

4 Enter this information into the flight plan either at or afterthe place (DRK). The FMS automatically places thewaypoint on the flight plan at the specified distance.

5 Enter the altitude constraint.


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D Storing of Active Flight Plan -- The active flight plan can be storedin memory for future use. This can be done at any point during entryof the active flight plan. As shown in Figure 7--10, a prompt is shownbelow the destination at 5R. Entering the flight plan identifier resultsin the FMS displaying the flight plan on the stored flight plan pagesto modify.

01107.01

Figure 7--10

D The saved active flight plan must follow the same rules that applyto stored flight plans. These rules are as follows:

1. All terminal procedures, temporary waypoints, heading select,and intercept legs canbe removed from theactive flight planpriorto being stored.

2. The saving of the active flight plan can only be conducted whenthe aircraft is on the ground. The prompt is removed once theaircraft becomes airborne.

3. Each stored flight plan is required to have a unique name. If,when attempting to save the active flight plan, one already existswith the same name, the scratchpadmessage DUPLICATE FLTPLAN NAME is displayed. If this occurs, the active flight plan isnot stored.


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D Clearing of Flight Plans -- After landing (plus a 15 second timedelay), the CLEAR FPL prompt is displayed on the active flight planpage. Selecting this prompt clears the entire active flight plan. TheFMS defines landing as when groundspeed is below 50 knots, CASis below 80 knots, and weight on wheels (WOW) is true.

A stored flight plan can be activated while on the ground or in flight.However, the pilot must confirm that the present active flight plan isbeing replaced. Flight plans can also be cleared one waypoint at atime using the DEL key on the MCDU.

While on the ground, a new origin can be entered after some or allof the flight plan has been defined. If the new origin is already awaypoint in the flight plan, the waypoints earlier than the new originare deleted. If the new origin is not already a waypoint in the flightplan, the whole flight plan is deleted. Deleting the origin clears theentire flight plan. This applies to both active and stored flight plans.

Changing the database cycle (NAV IDENT page, line select 2R)clears the active flight plan. This rules out any discrepanciesbetween flight plan information and the new database cycle. Thedatabase cycle can be changed only on the ground.

LATERAL NAVIGATION

LNAV is the function in the FMS that sends commands to the flightguidance computer to laterally steer the aircraft.

General LNAV Rules

D The FMS must be selected as the navigation source.

D A minimum of one leg must be defined for LNAV calculations.

D LNAV is available for all phases of flight.

D LNAV bank angles do not exceed 25_ except in holding, procedureturns, orbit patterns, and on arc legs. For these cases, the limit is 30_.

D LNAV roll rate is 3_ per secondduring theenroute phaseof flight and5.5_ per second on the approach.

D The distance shown for each leg of the flight plan accounts for thedistance traveled due to the change in course from one leg to the next.

D LNAV uses up to the limits of bank angle to stay within protectedairspace.

D A lateral track alert is given for each waypoint sequence. The alertis given 30 seconds before starting a turn.


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LNAV Submodes

D LNAV ARM -- When initially selected, LNAV ARM becomes theactive mode. While armed, the FMS monitors aircraft position andheading against the active leg. When within the capture zone, theFMS automatically changes from LNAV ARM to LNAV CAPTUREand guides the aircraft to capture the active leg. While in the armedmode, the FMS does not laterally control the aircraft. Usually, theHEADING lateral mode is used to control the aircraft until the FMSchanges to LNAV CAPTURE.

D LNAV CAPTURE -- The FMS begins lateral steering control whenthemode changes fromARM toCAPTURE. The FMS uses a 3_ persecond roll rate duringenroute operations andup to 5.5_ per secondon the approach. Banks are planned between 0_ and 23_ with 25_as a maximum. In holding, procedure turns and orbit patterns, andarc legs, the maximum is increased up to 30_.

One of the requirements of LNAV is to keep the aircraft withinprotected airspace. This is done by incorporating a model ofprotected airspace into the FMS. From the model, the FMSdetermines the bank angle required to stay within the protectedairspace boundaries during leg changes. The actual bank angleused is the greater of the pilot entered bank factor or the bank anglefrom the protected airspace model.

VERTICAL NAVIGATION

VNAV is the function in the FMS that provides vertical flight informationto the operator. Using FMS VNAV, the operator can define verticalprofile information that is used by the operator to assist in control of theaircraft. VNAV is advisory only and provides no automatic verticalcontrol functionality. FMS VNAV can be used for all phases of flight.Additionally, descents can be set up for a path mode (similar toglideslope) to cross waypoints at a specified altitude. The two mainareas for display of VNAV information are the ACTIVE FLT PLANpageand PROGRESS page 2.


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General VNAV Rules

D VNAV does not function until all PERFORMANCE INIT informationhas been programmed into the MCDUand the altitude pre--selectorhas been turned up.

D VNAV guidance is available for all phases of flight.

D The pilot must set the altitude preselector only to ATC clearedaltitudes.

D VNAV keeps the aircraft as high as possible for as long as possible.

D VPATH angles are from 1_ to 6_.

D Path guidance is always provided during VPATH descents unlessthe FMS transitions to speed reversion. In this condition, the FMStransitions out of VPATH.

D Default descent angle is part of performance initialization. However,after the angle is displayed for each waypoint, the crew can changeit.

D When the altimeter is adjusted to display height above the ground(QFE) rather than sea level, VNAV must not be used.

VNAV Submodes

D VNAV Flight Level Change (VFLCH) -- This mode is vertical flightlevel change. When applicable, aircraft speed is controlled by theflight guidance computer (FGC) by the pitch of the aircraft. Thismode is also referred to as speed on elevator. The speedcommand is displayed on ACTIVE FLIGHT PLAN page 1 and theguidance panel (if supported). For most operations, the autothrottleis set to climb power rating for climbs and idle for descents.Exceptions are when climbing or descending only a short distance.In this case, the throttle can be set to less than climb power or morethan idle to avoid abrupt changes.Moving the throttle duringVFLCHmakes a change in the aircraft�s pitch. This changes the verticalspeed; however, the aircraft speed can remain the same.

VFLCH is used by the FMS during all climbs and, unless a path isdefined, during descents. VFLCH is set as the active mode if thealtitudepreselector is aboveor below the current aircraft altitudeandthe current flight director mode is not altitude hold. When in othermodes of VNAV, a transition to VFLCH is made by setting the IASpreselector to other than current altitude and pushing the FLCHbutton on the guidance panel.


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If VNAV is disengaged while in VALT, the flight director modebecomes PITCH HOLD, not altitude hold.

D VNAV Path (VPATH) -- This mode is vertical path. In this mode, ,FMS provides guidance along a geometric path, VNAV controls theaircraft along a geometric path downward to a waypoint altitudeconstraint. The path angle can be either an FMS computed value,procedure specified, or pilot entered. Path descents are identical toILS approaches where the glideslope gives a constant angledescent. VNAV gives the same constant angle descent usingbarometric altitude to determine if the aircraft is on path.

The primary objective during VPATH descents is maintaining thegeometric path. To accomplish this, VNAV computes the requiredvertical speed to maintain the path. It then sends the command tothe FGC. The FGC adjusts the pitch of the aircraft to maintain therequested vertical speed. During VPATH operations, the aircraftspeed increases or decreases to maintain the path.

VNAV Operation In Flight

D Climb -- All VNAV climb guidance is provided using VFLCH.Intermediate level offs are entered as waypoint constraints throughthe MCDU or they are set with the altitude preselector. VNAV neverflies through the altitude preselector in any VNAV mode.

If an intermediate level off is required due to an FMS waypointaltitude constraint, VNAV provides guidance to resume the climbafter passing the waypoint if the selector is set above the currentaircraft altitude. If the selector is not set above the current altitude,VNAV maintains the intermediate altitude when passing thewaypoint. In this case, the climb is resumed by setting the altitudepreselector higher and pushing IAS on the guidance panel.

D Cruise -- The initial cruise altitude is entered during performanceinitialization. If the altitude preselector is set higher than the enteredinitial cruise altitude, the cruise altitude is adjusted to match thealtitude preselector. When the aircraft levels off at the cruise altitude(initial cruise altitude or higher if set on the selector), the FMSentersthe cruise phase of flight. The speed command is adjusted to thecruise values.

Cruise is flown by the autopilot in thealtitude holdmode (ALT). Fromcruise, a climb or descent can be executed at any timeby setting thealtitude preselector to the desired altitude and pushing the IASbutton. There is a 2 to 3 second delay before VNAV resets thealtitude target to the altitude preselector or next waypoint altitudeconstraint (whichever is closer).


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When in ALT, the flight guidance system (FGS) touch controlsteering (TCS) function can be used to maneuver the aircraft.However, when TCS is released, the aircraft returns to theoriginal ALT altitude.

Automatic changes from cruise can be conducted for bottom of stepclimb (BOSC) and TOD points. In both cases, the altitudepreselector must be properly set (i.e., above the current altitude forBOSCandbelowcurrent altitude for TOD). If the altitudepreselectorremains at the current altitude, the aircraft remains in cruise as thepoints are passed.

D Top of Descent (TOD) -- The TOD is the location where the aircraftcan commence a descent. The TOD can be displayed on the ND,but is always displayed on the PROGRESS pages. There can onlybe one TOD waypoint at a time.

D Descent -- The transition to descent is automatic, assuming thealtitude preselector is set lower than the present altitude. Uponreaching the TOD, VNAV can initiate either a VFLCH or VPATHdescent.

� Speed Descent (VFLCH) -- A speed descent is provided whenno altitude constraints exist in the flight plan during the descent.The TOD is calculated to place the aircraft at 1500 feet above thedestination 10 miles prior to the destination. Also, the TOD isbased on any speed constraints in the descent such as slowingto 250 knots below 10,000 feet.

The pilot can initiate a descent anytime by setting the altitudepreselector to a lower altitude and pushing IAS on the GuidancePanel. Following an intermediate level off at the altitudepreselector value, the descent is resumed by dialing down thealtitude preselector and pushing the IAS button again on theGuidance Panel.

� Path Descent (VPATH) -- A VPATH descent is provided whenthere is an altitude constraint in the descent portion of the activeflight plan. The path angle associatedwith the constraint is eithera default angle computed by the FMS, procedure specified, orpilot entered.

During path descents, AT OR ABOVE or AT OR BELOWconstraints are not treated as AT constraints. FMS can lookfurther in the flight plan to determine if other constraints exist. Ifso, FMS can fly a single path that meets all constraints ratherthan multiple paths that treats each constraint as an ATconstraint.


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After passing the last waypoint with an altitude constraint, FMSchanges from path descent (VPATH) to a speed descent(VFLCH) mode.

VNAV Special Operations

D Vertical DIRECT--TO -- This function operates much like the lateralDIRECT--TO.

D VNAV and Holding or Orbit Patterns -- There are some specialconsiderations for holding and orbits during VNAV operation.

� If the holding or orbit pattern is enteredwhile in VALT, the aircraftremains in VALT.

D VNAV (VPATHand VFLCH) and Stored Instrument Approaches

� All stored approach procedures have altitude constraints and/orvertical path angles associated with them.

� It is possible to change the altitude constraint and/or thepath descent angle once an approach procedure has beenactivated. However, the crew must verify that all theapproach procedure altitude requirements are met.

� Industry wide standards for database information are currentlyinconsistent on many approaches. Some vertical paths aredefined to 50 feet above the runway. Others do not arrive atMDAuntil at the MAP. Some approaches give vertical guidance belowthe published MDA and some vertical paths differ from theVASI/PAPI angles.

� The stored missed approach also contains altitude constraints.Some altitude constraints do not refer to any waypoint. FMS canbe used to fly the missed approach to comply with this type ofaltitude constraint. During the missed approach, the speedcommand is the PERFORMANCE INITmissed approach speeduntil the destination waypoint is changed or a flight plan changeis made.


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VNAV Approach Temperature Compensation

VNAV Approach Temperature Compensation is an optional FMSfunction and is not available unless enabled. The following page entriesspecific to the temperature compensation functionality will not bedisplayed if the VNAV Approach Temperature Compensation functionis not enabled.

For VNAV approaches the flight crew has the option of selecting VNAVtemperature compensation to assure that the FMS will meet obstacleclearance standards via the published altitude constraints. The VNAVtemp compensation function adjusts all FMS waypoint altitudeconstraints for the defined approach, approach transitions and missedapproach segments of the flight plan to compensate for non--standardday temperatures.

The flight crew may configure the FMS for three states of VNAVApproach temperature compensation;

D Off (assumes standard day temperature)

D COLD applies temperature compensation only when Approach isflown in �cold� conditions (0 to --50 degrees DISA)

D HOT/COLD applies temperature compensation when approach isflown in any temperature condition (limited to --50 to 70 degreesDISA). This is an optional configuration and must be enabledseparately from �COLD�

Procedure 7--2 is an example of the steps necessary for configuring theFMS for the VNAV Approach Temperature Compensation Mode.

Step Procedure 7--2 FMS Temperature Compensation Con-figuration

1 Select MAINTENANCE from page 2 of NAV INDEX

2 Select SETUP from page 2 of FMS X MAINTENANCE.

3 Select FLIGHT on FMS SETUP.

4 Go to Page 2 of FLIGHT CONFIG pages.

5 The FLIGHT CONFIG page layout as in Figure 7--11.


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00764.13

Figure 7--11


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This indicates that the current temperature compensationmode is COLD and the Pilot can choose to change it byselecting the LSK 4R.apm: temp; options: temporarilydisable

D CDU -- If selected ON, the FLIGHT SUMMARY page willautomatically be displayed 15 seconds following landing.

apm: temp; options: temporarilyenable

apm: temp; options: temporarilydisable

D DISK -- If selected ON, the FLIGHT SUMMARY pagedata will automatically be saved to tbd 15 secondsfollowing landing. The file saved to disk will use thefollowing naming convention:

FS#HHMM.TXTWhere: FS = Flight Summary

# = FMS side (1 = left, 2 = right, 3 = Center)hh = hourmm = minute

The FMS will post error messages if it is configured tooutput the FLIGHT SUMMARY data but is unable tocommunicate to the tbd.

All

Multiple ON selections are permitted. The defaultconfiguration is OFF for all options.

6 Selecting LSK 4R to change the temperaturecompensation mode leads to TEMP COMP CONFIG pageas in Figure 7--12.


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01872.04

Figure 7--12

7

D Select LSK1L to switch OFF temperature compensationmode.

D Select LSK 2L to set temperature compensation mode toCOLD.

D Select LSK3L to set the temperature compensationmodeto HOT & COLD.

NOTE: The VNAV Approach Temperature Compensationfunctionalitymay optionally be enabledas COLDonly orHOT& COLD. If enabled as COLD only the above procedures willremain the same with the exception that the HOT & COLDprompt will not be available.

The FMS will determine the compensated altitude constraint valuesautomatically once an outside air temperature value has been enteredon the LANDING page and an arrival has been strung into the activeflight plan.


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Flight Plan7-31


Procedure 7--3 is an example of the steps necessary for defining andactivating the VNAV Temperature Compensation values in the activeflight plan (this procedure assumes an arrival has already been strunginto the active flight plan).

Step Procedure 7--3 Review and Insert TemperatureCompensated altitude constraints into Flight Plan

1 Select LANDING from the PERF INDEX page.

01874.01

Figure 7--13

On the LANDING page, enter/verify the correct OAT forthe destination airport.

2 Select TEMP COMP from LANDING page.


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Flight Plan7-32



01875.01

Figure 7--14

The proposed altitudes for each of the arrival flight planconstraints is displayed in reverse video on the TEMPCOMP page.

Note that the temperature compensation is applied only tothe altitude constraints from the navigation database. Nochanges are applied to Performance computed values orthe Pilot entered constraints.

3 Select INSERT prompt to insert the temperaturecompensated values into the FLIGHT PLAN.

Select REMOVE from the TEMP COMP review page toactivate the changes into the ACTIVE FLIGHT PLAN.


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01878.01

Figure 7--15

Procedure 7--4 is an example of the steps necessary for removingexisting values of temperature compensated arrival altitude constraintsfrom the active flight plan.


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Flight Plan7-34


Step Procedure 7--4 Remove Temperature Compensation

1 Select LANDING from PERF INDEX page.

01874.01

Figure 7--16

2 Select TEMP COMP on the LANDING page.

01876.01

Figure 7--17


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Flight Plan7-35


Step Procedure 7--4 Remove Temperature Compensation

01879.01

Figure 7--18

The TEMP COMP review page can be accessed either throughLANDING page or from the FLIGHT PLAN pages. In order for theTEMP COMP access prompt to be available on the flight plan pages,the following conditions must be met;

D The active TEMP COMP CONFIG mode is COLD or HOT andCOLD

D The aircraft is within 30 NM of the destination.

D An approach has been activated and

D Valid OAT (on the Landing page) is entered.


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VNAV Operational Scenarios

The operational scenarios are presented as a series of figures showingtypical vertical profile segments. Certain points on the figures arelabelledwith numbers. Thesenumbers are used to describe events andare enclosed in parentheses in the text. Refer to the General VNAVRules section, when reviewing these scenarios.

VNAV CLIMB (VFLCH)

The elements of a VNAV climb profile are shown in Figure 7--19.

Figure 7--19 VNAV Climb Profile


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A VNAV climb profile consists of the following:

D VNAV is flown in a VFLCH airspeed climb (1) after takeoff.

D The flight guidance computer changes to ASEL to capture thealtitude constraint (3).

D The flight guidance computer switches to ALT at the constraintaltitude (4).

D The altitude preselector is set higher than the constraint altitude (5).

D The FMS switches to VFLCH as the waypoint is passed (6).

D The flight guidance computer conducts a normal level off at theintermediate altitude preselector (7) switching fromVFLCH toASELto ALT with the normal 1000 foot selector alert.

D ATC clearance is received to the cruise altitude and the selector isdialed to the cleared altitude (8).

D The IAS button is pushed to resume the climb (8).

D The flight guidance computer conducts a normal level off at thecruise altitude (9) switching from VFLCH to ASEL to ALT with thenormal 1000 foot selector alert and the speed command changesto the cruise value.


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VNAV FLIGHT LEVEL CHANGE DESCENT (VFLCH)

The elements of a VNAV FLCH (IAS orMACH hold) descent profile areshown in Figure 7--20.

Figure 7--20 VNAV Flight Level Change Descent


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Flight Plan7-39


A VFLCH descent can be flown at any time by using the following:

D From cruise altitude (1), dial down the altitude preselector to theATC cleared altitude (2) and push IAS.

D FMS will change to descent.

D An ATC clearance (5) is received to a lower altitude and the altitudepreselector is lowered (6). IAS is pushed (5) and the aircraft beginsa descent.

VNAV PATH DESCENT (VPATH)

Theelements of aVNAVpath descent profile are shown inFigure 7--21.

Figure 7--21 VNAV Path Descent Profile


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A VNAV path descent can be flown fromVALT at any time if the altitudepreselector has beendialed downbefore theTODpoint is reached. TheVNAV path descent mode is used to descend to a new flight level at acalculated or prescribed angle (between 1_ and 6_). The followingsteps apply:

D An altitude constraint is entered at a waypoint (1). The FMScalculates an angle and TOD (2) for the path descent.

D At the TOD, the flight guidance computer switches from VALT toVPATH and begins a descent (2).

D The altitude preselector is set to the ATC cleared altitude (3).

D Oneminute before reaching the TOD, the vertical deviation scale isdisplayed on the EFIS. If the altitude preselector is not at a loweraltitude, the message RESET ALT SEL? is displayed.

The VNAV angle is always displayed onMCDU for path descents. Thepath is always followed except when the aircraft speed approaches thefollowing:

D VMO/MMO

VNAV tries to satisfy both the altitude preselector and the waypointconstraint altitude. However, VNAV never flies through the altitudepreselector.


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VNAV LATE PATH DESCENT (VPATH)

A VNAV late path descent is shown in Figure 7--22.

Figure 7--22 VNAV Late Path Descent


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Flight Plan7-42


This scenario can occur if ATC has not given descent clearance by thetime the TOD is reached. The steps are as follows:


D Oneminute before reaching the TOD, the vertical deviation scale isdisplayed on the EFIS. If the altitude preselector is not at a loweraltitude, the message RESET ALT SEL? is displayed.

D When past the TOD and more than 500 feet above the path, theflight guidance computer remains in VALT.

D The altitude preselector is set (4) to the ATC cleared altitude.

D Push the IAS button (5) to begin descent. If the aircraft is past theTOD but less than 500 feet from the path when the selector is setlower, the FMS switches directly to VPATH.

D The flight guidance computer does a normal level off switching fromVPATH to VASEL to VALT (1).


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VNAV EARLY DESCENT TO CAPTURE PATH (VPATH)

An early descent to capture a path is shown in Figure 7--23.

Figure 7--23 VNAV Early Descent to Capture Path

This scenario is typical, if ATC instruct a descent before theestablishedTOD point is reached. The steps are as follows:


D The altitude preselector is set to the ATC cleared altitude (3).

D Push the IAS button (4) to begin the descent.

D As the path is approached, the vertical deviation is displayed on theEFIS.


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VNAV EARLY DESCENT USING DIRECT--TO (VPATH)

The VNAV early path descent using vertical DIRECT--TO is shown inFigure 7--24.

Figure 7--24 VNAV Early Path Descent UsingVertical DIRECT--TO

The following steps apply:


D The altitude preselector is set (3) to the ATC cleared altitude (4).

D A vertical direct--to is conducted (5) to the constrained waypoint (1).The FMS calculates the new angle and FMS transitions to VPATH.


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VNAV LATE DESCENT USING DIRECT--TO (VPATH)

A VNAV late path descent using vertical DIRECT--TO is shown inFigure 7--25.

Figure 7--25 VNAV Late Path Descent UsingVertical DIRECT--TO

In this scenario, descent clearance is not received before the TOD isreached. The following applies:


D If the altitude preselector is not at a lower altitude, the messageRESET ALT SEL? is displayed.

D At the TOD (2), FMS remains in CRUISE and remains level throughthe TOD.

D The altitude preselector is set (4) to the ATC cleared altitude (5).

D A vertical direct--to is conducted (6) to the constrained waypoint (1).The FMS calculates the angle and FMS transitions to VPATH.


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SPEED COMMAND

The FMS is capable of providing a target aircraft speed duringdeparture, climb, cruise, descent, approach, and go--around. Thespeed is either controlled automatically or manually. The automaticspeed command contains two submodes: automatic, and waypointconstraint. In the manual speed command mode, the pilot enters thedesired aircraft speedmanually on the guidance control panel. Manualspeed command mode is not available on all aircraft types.

The FMS gives speed protection for automatic speed commandmodes. This speed protection is designed to prevent the aircraft fromflying too slow or too fast.

General Speed Command RulesD The current speed command is displayed on page 1 of the ACTIVE

FLT PLAN, as shown in Figure 7--26.

D ACAS andMACHare both displayedwhen climbing or descending;otherwise, the cruise speed command (either CAS or a MACH) isdisplayed.

D The active speed command, whichever is the smallest betweenCAS and MACH, is shown in large characters.

D The active speed command is also displayed on EFIS and theguidance panel.

01683.02

Figure 7--26


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Automatic

As the name implies, the automatic speed command mode is the mostautomated mode. The FMS automatically changes the speedcommand throughout the flight to accommodate aircraft configurationand phase of flight. This automatically controlled speed command canbe used by the autopilot or autothrottle. The following speed schedulesfor the automatic speed command are configured on thePERFORMANCE INIT 2/5 page:

D Departure

D Climb

D Cruise

D Descent

D Approach

D Go--Around.

The automatic speed command for a typical flight changes as follows:

D During departure, the speed command is set to the departure speedschedule selected during initialization. The departure speedschedule is designed to maintain the aircraft speed below the classD airspace speed limit of 200 KIAS. The default departure area is4 NM from the departure airport and less than 2500 feet AGL.

D Once the aircraft is clear of the departure area, the speed commandtransitions to the climbspeed schedule selected during initialization.The climb speed command can be limited by the speed/altitude limitdefined during initialization. Once above the speed/altitude limit, thetarget is the lower value of the CAS/MACH climb speed schedule.The change to MACH is automatic.

D As the aircraft levels off at the cruise altitude, as defined in theinitialization, the speedcommand changes to cruise. Only one valueof CAS or MACH is displayed.

The speed command transitions to cruise when the aircraft is inVALT or altitude hold and the aircraft altitude equals thePERFORMANCE INIT cruise altitude. If the aircraft levels off at analtitude below the PERFORMANCE INIT value for cruise altitude,the speed command continues to be the climb speed command.It is necessary tomanually enter the lower cruisealtitudeoneitherthe PERF DATA 1 page or PERF INIT 4 page to enable the FMS totransition to the cruise speed command.


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D When the aircraft begins descending below the cruise altitude, thespeed command changes to the descent speed schedule and thedescent CAS/MACH target is displayed. The descent speedcommand is used during any intermediate leveloffs. When theaircraft nears the speed/altitude limit, the speed commandanticipates the speed limit and slows theaircraft prior to reaching thealtitude.

D Nearing the destination, the speed command changes to theapproach speed schedule defined during initialization. The defaultvalues for the transition to approach speed are 15 flight--plan milesfrom the destination or 5 miles from the first approach waypoint.Lowering the landing gear or flaps can also change the speedcommand to the approach speed schedule. For some aircraftinstallations, anapproach speedcommand is permitted for each flapsetting.

D In the event the flight director transitions to go--around, the speedcommandchanges to thego--around speedschedule definedduringinitialization. For some aircraft installations, a go--around speedcommand is permitted for each flap setting. When the go--aroundspeed command is active, modification of the active flight plan orselection of a new approach results in the FMS transitioning fromgo--around to the approach speed schedule. If the active flight plandestination is changed while the go--around speed schedule isactive, the speed command transitions from go--around to climbspeed schedule.

Waypoint Speed Constraint

The FMS gives the ability to cross awaypoint at a specified speed. Thisis referred to as a waypoint speed constraint. A waypoint speedconstraint can be retrieved with a procedure (SID/STAR/approach) orit can be entered by the pilot.

Waypoint speed constraints are treated differently by the FMSdepending upon the phase of flight. Waypoint speed constraints in theclimbphaseof flight can result in theFMS applying the speedconstraintto all legs prior to the waypoint. The climb phase of flight is defined asthe legs of the flight plan prior to the TOC. Upon sequencing thewaypoint, the FMS can attempt to return to the automatic speedschedules if no other waypoint speed constraint exists.


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Waypoint speed constraints in the cruise or descent phase of flight canresult in the FMS applying the speed constraint to all legs after thewaypoint. As the aircraft approaches the waypoint, the FMS cananticipate the speed constraint so that the aircraft can cross thewaypoint at the speed constraint. The cruise phase of flight is definedas the legs of the flight plan past the TOC and prior to the TOD. Thedescent phase of flight is defined as the legs of the flight plan past theTOD.

To insert a waypoint speed constraint, follow Procedure 7--5.

Step Procedure 7--5 Inserting a Waypoint SpeedConstraint

1 Completely initialize the PERFORMANCE INIT pages.

2 Enter the speed constraint into the scratchpad followed bya slash (/). The entered speed can be either a CAS orMACH.

3 Push the right line select key adjacent to the lateralwaypoint on the ACTIVE FLT PLAN page. For example,Figure 7--27 shows a speed constraint of 120 knotsdesired for waypoint FGT. The speed constraint wasentered into the scratchpad (e.g., 120/) and then line select2R was pushed.

3(cont)

01682.01

Figure 7--27


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Flight Plan7-50


To remove a waypoint speed constraint, follow Procedure 7--6.

Step Procedure 7--6 Removing a Waypoint SpeedConstraint

1 Push the DEL key.

2 Push the right line select key adjacent to the lateralwaypoint on the ACTIVE FLT PLAN page.

Manual

The pilot selectsmanual speed control from theguidance control panel.In this mode, FMS uses the manually entered speed to the manuallyentered speed. The active flight plan page displays the manuallyentered speed in line 1L, as shown in Figure 7--28. Manual speedcommand mode is not available on all aircraft types.

01683.02

Figure 7--28


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Flight Plan7-51


Speed ProtectionThe FMS gives two types of speed protection:

D Automatic transition from VPATH to VFLCH (referred to as speedreversion)

D Latched speed.

During path descents, speed control is secondary to path control. If thepath descent is too steep, the aircraft increases speed even at idlepower. If this is the case, the FMS displays the message INCREASEDDRAGREQUIRED. If the aircraft speed continues to increase, theFMStransitions to speed reversion function. In this function, the FMStransitions out of VPATH toVFLCH toenable theFMS topull off thepathand give speed protection.

The FMS can automatically transition from VPATH to VFLCH for thefollowing conditions:

D VMO/MMO -- During a VPATH descent if CAS becomes greater thanVMO +10 kts. The transition is canceled when the airspeeddecreases to VMO +2 kts.

D Speed/Altitude Limit -- During a VPATHdescent with autothrottlesengaged, the FMS can output an altitude target equal to the speedlimit altitude if the aircraft speed exceeds the speed constraint (e.g.,250 knots at 10,000 feet) by more than 5 kts. Under theseconditions, the FMS can level the aircraft at the speed limit altitudeuntil the aircraft speed is 2 kts greater then the speed limit. TheFMScan then request a VFLCHdescent down to the altitude preselector.

If autothrottles are not engaged or the aircraft is not equipped withautothrottles, the FMS can continue the descent through thespeed/altitude limit. The pilot is responsible for controlling the speed ofthe aircraft to meet the speed/altitude limit.

Speed/altitude limit protection is also given during VFLCH descents.Under these conditions, the FMS can slow the aircraft to the speed limitwhen approaching the altitude associated with the speed limit.

D LandingGearOr Flap Placard Speed -- During a VPATHdescent,the aircraft speed exceeds the landing gear or flap placard speed by10 kts.

D VREF -- During a VPATH descent and the aircraft speed is less thanVREF by 10 kts.

The second speed protection is latched speed mode. The latchedspeed mode is entered if there is a significant difference between theactual aircraft speed and the speed command. Upon entering thelatched speedmode, the FMS displays LATCHEDat 1R of the ACTIVEFLT PLAN page, as shown in Figure 7--29.


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01685.02

Figure 7--29

The conditions that can result in latched speed protection are asfollows:

1. A latched speed can occur at the last BOD when the current speedcommand is more than 5 knots above the current airspeed. This isalso true if the BOD altitude constraint is deleted.

2. A latched speed can occur if the altitude preselector is dialed whilein ALT to a BOD and the current target is greater than 5 knots morethan the current speed.

3. If VNAV has transitioned out of VPATH and the current airspeed isnot within 5 knots of the speed command.

4. If VNAV is in VPATH and the CAS becomes greater than VMO +10 knots, VNAV changes to VFLCH and latches to VMO.

The LATCHED SPEED mode can be removed by entering *DELETE*from the scratchpad to line select 1R on page 1 of the ACTIVE FLTPLAN.


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Progress8-1


8. Progress

The PROGRESS pages are accessed by pushing the PROGfunction key. These pages summarize important flight parametersand the aircraft�s relationship to the flight plan.

D PROGRESS 1/3 -- Figure 8--1 is used to display the progress of theflight to the TO waypoint and the destination as well as the currentnavigation status.

00827.07

Figure 8--1

� 1L, 2L and 3L -- These lines display the distance to go (DTG),estimated time enroute (ETE), and estimated fuel remaining forthe TO NEXT waypoint and the destination. Pilot entry of anyactive flight planwaypoint is permittedat 1Lor 2L. DTG, ETEandestimated fuel remaining is displayed for the entered waypoint.No entry is permitted on 1R, 2R and 3R.


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Progress8-2


� 5L and 5R -- These lines display the current navigation mode ofthe FMS. In this example, the FMS is navigating using GPS asthe primary navigation sensor. The required accuracy of thenavigation mode for the current phase of flight is reflected in therequired navigation performance (RNP) value (NM). Estimatedposition uncertainty (EPU) values indicates estimatednavigation accuracy of the current navigationmode (NM). If EPUbecomes larger than RNP, UNABLE RNP is displayed in thescratchpad. In addition, the NAV radios are tuned to the navaidINW (frequency 112.60). The A preceding the navaid identifierindicates the radio is in autotuning.

� 6Land6R -- Theseprompts give access to theNAV1 andNAV 2pages. These pages list the six closest NAVAIDs to the aircraft.

D PROGRESS 2/3 -- Figure 8--2 shows the current VNAV commandsbeing transmitted to the FGC.

01573.07

Figure 8--2

� 1L -- The current speed and altitude command is displayed onthis line. No entry is permitted.

� 1R -- The estimated vertical speed at the TOD when a pathdescent is programmed is displayedon this line. If a path descentis not defined, the line is blank. No entry is permitted.


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Progress8-3


� 2L -- The distance and estimated time enroute (ETE) to thebottomof step climb (BOSC) is displayedon this line, if available.Otherwise, the distance and ETE to the top of climb (TOC) isdisplayed.

� 3L -- The distance and ETE to the TOD is displayed on this line.If the aircraft is past theTODpoint, the prediction is replacedwiththe word PAST.

� 2R -- The current fuel quantity is displayed on this line.

� 3R -- The current aircraft gross weight is displayed on this line.

� 6L -- This prompt gives access to the RNP page.

� 6R -- This prompt gives access to the VERTICAL NAVIGATIONDATA page.

D PROGRESS 3/3 -- Figure 8--3 shows the PROGRESS 3/3 page.

01574.02

Figure 8--3

� 1L -- The current cross track error (XTK) relative to the active legof the flight plan is displayed on this line. A 0.01 NM resolutionis usedwhen the cross track error is less than 1NM. Larger crosstrack errors are displayed using a 0.1 NM resolution. No entry ispermitted.


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Progress8-4


� 1R -- This line permits pilot entry of offset. Procedure 8--1describes how to enter and remove an offset.

� 2L and 2R -- Aircraft track, drift and heading is displayed on thisline. The heading shown is from the high priority heading source.In normal operations, this would be IRS 1 for FMS 1 and IRS 2for FMS 2.

� 3L and 3R -- The FMS computed winds and groundspeed aredisplayed on this line.

� 6L -- This prompt gives access to the AIR DATA page.

� 6R -- This prompt gives access to the FLIGHT SUMMARY page.


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Progress8-5


LATERAL OFFSET

Lateral offsets are entered on the PROGRESS 3 page. The entry isdescribed in Procedure 8--1.

Step Procedure 8--1 Lateral Offset Entry

1 Select PROGRESS page 3.

2 Enter lateral offset into the scratchpad. Enter direction (Lor R) and distance in nautical miles.

3 Enter the offset by pushing line select 1R.

4 The PROGRESS page is shown in Figure 8--4.

01574.02

Figure 8--4


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Progress8-6


Step Procedure 8--1 Lateral Offset Entry

4(cont)

DETAILS -- Lateral offsets cannot be entered while flyingany of the following:1. SIDs, STARs, approaches

a. Patterns

b. In the terminal area (10 NM from origin, 25 NM fromdestination)

c. In the polar region.

Offsets are automatically canceled for the following:1. Course changes greater than 90_

a. SIDs, STARs, approaches

b. Patterns

c. Intercepts.

An OFFSET CANCEL NEXT WPT message is displayedbefore offset is automatically canceled.

5 To manually cancel the lateral offset waypoint, push theDEL key and line select *DELETE* to 1R.


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Progress8-7


AIR DATA

TheAIRDATApage is shown inFigure 8--5. This page is accessed fromPROGRESS page 3/3. The FMS displays and uses the active ADCselected for display on the EFIS. In typical operations, FMS 1 displaysand uses ADC 1. FMS 2 displays and uses ADC 2. If the pilot selectsADC 1, FMS 2 displays and uses ADC 1 data. The ADC data sourceis displayed as part of the title.

01576.03

Figure 8--5


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Progress8-8


RNPD The RNP page is shown in Figure 8--6. This page is accessed from

PROGRESS page 2/3 and is used to review and/or change theRNPvalue that is used for each of the different phases of flight. Amanualoverride RNP value can be entered on this page.

01415.05

Figure 8--6

� 1L -- This line displays the manual override RNP value. If onedoesn�t exist, then entry prompts are displayed. Entry of a newRNP value is permitted. If the new RNP value is greater than therequired RNP for the current phase of flight, the value isdisplayed in reverse video and is not accepted until the pilotconfirms the entry. Entry of DELETE clears the manual overrideRNP value.

� 2L, 3L, 1R, 2R and 3R -- These lines display the default RNPvalues for each of the phases of flight in small characters. Thepilot can manually enter new RNP values that are displayed inlarge characters. Entry of DELETE returns the default value.

� 6L -- If the pilot has entered a manual override RNP value,selection of the NO prompt returns the manual override RNP tothe original value.

� 6R -- If the pilot has entered a manual override RNP value,selection of the YES prompt accepts the entered value as thenew manual override RNP value. Otherwise this line givesaccess to PROGRESS page 2.


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Direct/Intercept9-1


9. Direct/Intercept

The DIRECT, PATTERN, or INTERCEPT functions are accessed bypushing theDIR key. If the active flight plan is not being displayedwhenthe DIR key is pushed, page 1 of the active flight plan is displayed. Ifthe active flight plan is already displayedwhen pushing theDIR key, thedisplay remains on the current page of the active flight plan. Pushingthe DIR key inserts three prompts on the ACTIVE FLT PLAN pages.The three prompts, shown in Figure 9--1, are as follows:

D DIRECT (1L)

D PATTERN (6L)

D INTERCEPT (6R).

The three prompts are used to call up the respective function of theFMS. They remain displayedwhile paging through theactive flight plan.

00831.05

Figure 9--1


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Direct/Intercept9-2


DIRECT--TO

The FMS direct--to function can be either lateral or vertical. The left lineselect keys are used for lateral direct--to and the right line select keysare used for vertical direct--to. The FMS also has a direct--to recoveryfunction.

D Lateral Direct--To -- There are two ways to operate the lateraldirect--to after the DIR key is selected:

� If the direct--to waypoint is in the flight plan, pushing the lineselect key next to the direct--to waypoint engages the direct--to.A direct--to course is calculated and the aircraft begins turning tothe waypoint.

� Enter the direct--to waypoint into the scratchpad and line selectthe waypoint to the dashed lines (1L on page 1). This completesthe direct--to. This method is required when the direct--towaypoint is not already in the flight plan and is optional forwaypoints in the flight plan.

D Vertical Direct--To -- A vertical direct--to is operated in a similarmanner as the lateral direct--to. A vertical direct--to is executed to analtitude constraint at a waypoint in the flight plan. The altitudeconstraint must be in the flight plan before the vertical direct--to isexecuted. Procedure 9--1 describes how to execute a verticalDIRECT--TO.

Vertical DIRECT--TO can be used for climbs and descents. Theaircraft does not respond to the vertical DIRECT--TO unless thealtitude selector is properly set above for climbs and below fordescents.

Step Procedure 9--1 Vertical Direct--To

1 Set the altitude selector to the cleared altitude.

2 Confirm that the altitude constraint is entered in the flightplan.

3 Push the DIR key.


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Direct/Intercept9-3


Step Procedure 9--1 Vertical Direct--To

4 Using the right--hand line selects (1R through 5R), pushthe line select adjacent to the altitude constraint.

5 If VNAV is engaged, the VNAV submode changes toVFLCH for climbs or VPATH for descents. All altitudeconstraints between the aircraft and the selectedconstraint are removed from the flight plan. No lateralchanges are made to the flight plan.

NOTEIf the altitude selector is still at the current altitude, theDIRECT--TO is conducted. However, VNAV does not

change to VFLCH or VPATH.

When conducting a vertical DIRECT--TO for descent, VNAVcalculates the angle from present position to the altitude constraint.The TOD is placed slightly ahead of the aircraft to achieve a smoothdescent transition. The calculated angle becomes thepath angle forthe descent. The calculated angle is limited between 1_ and 6_. Ifthe actual angle is less than 1_ or greater than 6_, the FMS beginsa descent to intercept the limiting angle of 1_ or 6_.


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Direct/Intercept9-4


D Direct--ToRecovery -- Waypoints that weredeleted by sequencing,or waypoints that were deleted when a lateral DIRECT--TO wasentered, can be recalled. This is done as described inProcedure 9--2.

Step Procedure 9--2 Direct To Recovery

1 Push the DIR key.

2 Use the PREV key to select the page (or pages)displaying the waypoints that have been deleted orsequenced.

3 Use the line select keys to select the direct--to waypoint,shown in Figure 9--2. The FMS recalls the flight planfrom the selected waypoint and proceeds directly to theselected waypoint.

00833.05

Figure 9--2


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Direct/Intercept9-5


PATTERN

The PATTERN prompt is displayed at 6L when the DIR key is pushed.The PATTERN prompt is used to start the pattern definition or reviewprocedures. PATTERNS can also be selected from the NAV INDEX.

INTERCEPT

The FMS supports two types of intercept functions. The first typeconsists of defining a radial/course out of a waypoint until interceptinga radial or course into a second waypoint. The second type of interceptconsists of the pilot flying a heading (either manually or via the flightdirector) towards the inbound radial/course for thewaypoint. Both typesof intercepts can be conducted for waypoints or arcs.

Intercept Using Radial/Course

This type of intercept consists of the pilot defining a radial/course outof a waypoint until intercepting a radial or course into a secondwaypoint. This creates a defined latitude/longitude location and isplaced into the active flight plan as a temporary (*RRxx) waypoint.Procedure 9--3 gives an example.

Step Procedure 9--3 Intercept Using Radial/Course

1 Push the DIR key.

2 Push the line select key adjacent to the INTERCEPTprompt (6R).


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Direct/Intercept9-6



3 *INTERCEPT* is displayed in the scratchpad, as shownin Figure 9--3.

00835.05

Figure 9--3

4 For this example, it is desired to fly outbound from DRKon the 30_ radial until intercepting the 110_ radialinbound to PGS. Insert *INTERCEPT* at 3L (wherePGS is displayed in Figure 9--3) to define an interceptwaypoint between DRK and PGS.


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Direct/Intercept9-7



5 The FMS displays the page that is used to define the*INTERCEPT* waypoint, as shown in Figure 9--4.

00836.03

Figure 9--4


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Direct/Intercept9-8



6 Define the radial/course out of the FROM waypoint (1L).For this example, it is desired to fly the 30_ radial out ofDRK. Figure 9--5 shows the INTERCEPT page followingentry of the 30_ radial.

01577.01

Figure 9--5


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Direct/Intercept9-9



7 Define the radial (3L) or course (3R) into the waypoint.For this example, it is desired to fly the 110_ radialinbound to PGS. The number 110 is entered at 3L, asshown in Figure 9--6. The FMS automatically displaysthe course (290).

00838.03

Figure 9--6

8 Select ACTIVATE (6R) or CLEAR (6L). ACTIVATE isdisplayed at 6R after the intercept is defined.


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Direct/Intercept9-10



9 The defined temporary *INTERCEPT* waypoint (nowlabeled *RRxx) is inserted into the flight plan, as shownin Figure 9--7.

00840.05

Figure 9--7


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Intercept Using Heading Select

The heading select intercept consists of flying a heading out of the firstwaypoint until intercepting a radial or course into a second waypoint.The intercept point is not defined as a latitude/longitude since anyheading can be flown out of the first waypoint. When flying outboundfrom the first waypoint, the FMS monitors the capture criteria for theradial or course inbound to the second waypoint. If LNAV is armed, theFMS captures the inbound course to the second waypoint when thecapture criteria is satisfied. Procedure 9--4 gives an example.

Step Procedure 9--4 Intercept Using Heading Select

1 Push the DIR key.


3 *INTERCEPT* is displayed in the scratchpad, as shownin Figure 9--8.

00835.05

Figure 9--8

4 For this example, it is desired to fly outbound from DRKthrough radar vectors until intercepting the 040_ radialinbound to PGS. Insert *INTERCEPT* at 3L (wherePGS is displayed in Figure 9--8) to define an interceptbetween DRK and PGS.


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5 The FMS displays the page that is used to define the*INTERCEPT*, as shown in Figure 9--9.

00836.03

Figure 9--9


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6 For this example, heading vectors are flown untilintercepting the 040_ radial inbound to PGS. SelectHDG SEL at 1R in Figure 9--9. The FMS displays FLYHDG SEL at 1L, as shown in Figure 9--10.

01583.01

Figure 9--10


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7 Define the radial (3L) or course (3R) into the TOwaypoint. For this example, it is desired to fly the 040_radial inbound to PGS. The number 040 is entered at3L, as shown in Figure 9--11. The FMS automaticallydisplays the course (220).

00837.03

Figure 9--11


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9 The defined temporary TO INTERCEPT waypoint isinserted into the flight plan, as shown in Figure 9--12.

01578.03

Figure 9--12

When this type of intercept is flown, the FMS disengages at thebeginning of the heading select leg. For the example shown inProcedure 9--4, it would occur upon crossingDRK. The aircraft headingmust be adjusted to intercept the inbound course. This can be donemanually or by using the flight director heading function. LNAVmust bearmed in preparation for the intercept. This feature isuseful when theaircraft is being vectored for final or when flying heading selectafter takeoff to intercept a course onto the flight plan.


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Intercepting an Arc

If an arc exists in theactive flight plan, the intercept functioncanbeusedto intercept the arc. The FMS supports intercepting the arc using aradial/course or heading select. Both types of intercepts are similar tointercepting a waypoint. Procedure 9--5 explains using the interceptfunction to fly a radial/course out of a waypoint to intercept an arc.

Step Procedure 9--5 Intercept an Arc Using Radial/Course

1 Push the DIR key.


3 *INTERCEPT* is displayed in the scratchpad, asshown in Figure 9--13.

01579.03

Figure 9--13

4 For this example, it is desired to fly outbound from SSIon the 250_ radial until intercepting the 7 NM DME arcfor the VOR Rwy 4 approach at KSAV. This arc startsat the 302_ radial and proceeds counterclockwisearound the VOR until it terminates at the 207_ radial.Line select *INTERCEPT* to the second waypoint thathas the inverse video A (this signifies the end of thearc leg). For this example, this would be waypointD207G at 4L on page 1 of the ACTIVE FLT PLAN, asshown in Figures 9--14 and 9--15.


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4(cont)

01579.04

Figure 9--14

01580.02

Figure 9--15


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5 The FMS displays the INTERCEPT page, as shown inFigure 9--16. The FROM waypoint at 1L (SSI) is thewaypoint in the active flight plan that precedes the arc.

01584.01

Figure 9--16


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6 Enter an intercept radial/course (1L) from SSI to thearc. For this example, the 250 radial is entered at 1L,as shown in Figure 9--17. If no intercept is found onthe arc, the message NO CRS TO ARC INTERCEPTis displayed in the scratchpad.

01585.01

Figure 9--17

7 No entry is required for the TO waypoint since theintercept is to the arc. This is shown in Figure 9--17.

8 Select ACTIVATE (6R) or CLEAR (6L). ACTIVATE isdisplayed after the intercept is defined. This is shownin Figure 9--17.

9 The defined *INTERCEPT* waypoint (now labeled*INTxx) is inserted into the flight plan as shown inFigures 9--18 and 9--19. This temporary waypoint isthe latitude/longitude location where the 250 radialfrom SSI intercepts the 7 NM DME arc. This waypointhas replaced D302G, the published starting point forthe arc.


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9(cont)

01581.03

Figure 9--18

01582.02

Figure 9--19


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Multifunction Control Display Unit (MCDU) Entry Format10-1


10. Multifunction Control DisplayUnit (MCDU) Entry Format

Each entry made to the MCDU must be checked for correct syntax orformat at the time the entry is line selected from the scratchpad.

NOTE: Leading zeros and zeros after a decimal are not required.

LIST OF ENTRIES AND DEFINITIONS

Table 10--1 defines the requirements for each type of entry.

Entry Format

AGL (Above GroundLevel)

D Entry in feet up to 4 digitsD Leading zeros not requiredD Range from 0 to 9999

Airport Identifiers The flight management system (FMS)uses four--character International CivilAviation Organization (ICAO) orICAO--format airport identifiers. If aU.S. airport has a 3--letter identifier inthe Jeppesen charts, it is usuallyprefixed with a K in the database.Alaskan and Hawaiian airports with a3--letter identifier are usually prefixedwith a P. Canadian airports with3--letter identifiers are usually prefixedwith a C. Airports with numbers in theidentifier (such as P07) are alsoincluded in the navigation database.Any other entry on an airport line isassumed to be a navaid, anintersection or a pilot definedwaypoint. Runway data, includingSIDs, STARs and approaches areavailable only with an airport from theJeppesen database.

MCDU Entry FormatTable 10--1 (cont)


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Entry Format

Airway D Entry format is either start.airway.endor airway.end

Where:

Start = entry waypoint onto airway

Airway = airway name

End = exit waypoint of airway

D If format airway.end is used, the entrywaypoint onto airway must be in activeflight plan and airway must be insertedinto active flight plan following thewaypoint

D Airway is always followed by a decimalpoint

D It is permitted to enter an airway intothe active flight plan if the entry andexit waypoint are adjacent waypointsin the flight plan. In this case, enter theairway into the scratchpad (followed bya decimal point) and place it after theentry waypoint in the active flight plan

Alternate Destination D The name can be from one to fivealphanumeric characters

D First character cannot be a dash (--)

Altitude (Any AltitudeEntry)

D Limited to certified ceiling if aircraftdatabase (ACDB) is valid

D Entry in feet up to five digitsD Entry in flight levels (FL)D Negative altitude permittedD Automatic conversion to flight levelsabove transition altitude

D Range from FL000 to FL600; --1300 to60000 feet



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Entry Format

Angle D Entry in degrees and tenths ofdegrees; decimal required only whenentering tenths

D Range from 1.0 to 6.0

APU Configuration See APU Fuel Flow

APU Fuel Flow D Entry is pounds/hour or kilograms/hourdepending upon configuration

D Range from 0 to 99999

Bank Factor D Entry is whole degreesD Range from 0 to 15

Barometer (BARO)Set

D Entry in millibars or inches of mercury(decimal required)

D Leading zero not requiredD Range from 16.00 to 32.00 (in. Hg),542 to 1083 (millibars)

Basic OperatingWeight (BOW)

D Entry is pounds or kilogramsdepending upon configuration

D Entry is four to six digitsD Range is from 1000 to 999999

Cargo Weight D Entry is pounds or kilogramsdepending upon configuration

D Entry is one to six digitsD Range is from 0 to 999999

Celsius(CONVERSIONpage format)

D Entry range is from --999.9_ to 999.9_in 0.1 increments (decimal required fortenths)

D A decimal is not required if tenthsposition is zero

Clearway D Entry in feet up to four digitsD Range is from 0 to 9999



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Entry Format

Coordinate UniversalTime (UTC)

D Entry is one to four digitsD Range is from 0 to 2359D Leading zeros are not required

Date D Entry in day month year (no spaces)D Day is one or two digitsD Month is three--letter abbreviationD Year is two digits

Destination D The name can be from one to fivealphanumeric characters


Direct--To Waypoint D The name can be from one to fivealphanumeric characters


Elevation D Entry format is identical to the Altitudeentry format defined on page 10-2

EPR D Entry range is from 1.00 to 2.00D Trailing decimal and/or zeros notrequired

Fahrenheit(CONVERSIONpage format)

D Entry range is from --999.9_ to 999.9_in 0.1 increments (decimal required fortenths)


Feet (CONVERSIONpage format)

D Entry range is from 0 to 999999.9 Ft in0.1 increments (decimal required fortenths)

Flight Plan Name(Any Entry)

D Use six to 10 alphanumeric charactersD First character cannot be a dash (--)D If QABC--QCDF(x) format is used,QABC and QCDF are automaticallyused as the origin and destination ofthe stored flight plan



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Entry Format

Frequency (ADF) D The minimum entry is three digitsD A decimal is not required if tenthsposition is zero

D Range is 100.0 to 1799.5 KHz, 2179.0to 2185.0 KHz in 0.5 increments

Frequency (DGPS) RunwayD The minimum entry is 1 letter airportidentifier and runway number

ChannelD The minimum entry is 1 number and aletter

D Numeric range is 0 through 399D Letter range is A through HFinal approach segmentD Entry is optionalD Range is letters A through Z

Frequency (HF) D The minimum entry is four digitsD A decimal is not required if tenthsposition is zero

D Range is 2000.0 to 29999.9 MHz inincrements of .1

Frequency (NAV) D The minimum entry is two digitsD A decimal is not required if tenths andhundredths are zero

D Leading digit (1) is not requiredD Range is 108.00 to 117.95 MHz;133.30 to 134.25 MHz; 134.40 to135.95 MHz in 0.05 increments

NOTE: Not all radios are capable of this range.

Frequency(TRANSPONDER)

D A four--digit entry is requiredD The range for each digit is 0 to 7



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Entry Format

Frequency (VHFCOM)

D The minimum entry is two digitsD Decimal point and/or trailing zeros arenot required

D Leading digit (1) is not requiredD Range is 118.000 to 151.975 MHz in0.005 increments

Fuel Flow D Entry is pounds or kilogramsdepending upon configuration

D Range is from 0 to 99999

Fuel Weight D Entry is pounds or kilogramsdepending upon configuration


Gallons (GAL) D Entry range is from 0 to 999999.9 GALin 0.1 increments (decimal required fortenths)


Hold InboundCourse/Direction

D Entry of one to three digits is requiredfor course

D Entry of L or R is for turn directionD Slash (/) is required when making bothentries or turn direction only

D The range of course is 0 to 360degrees in increments of 1

Hold Leg Distance D The minimum entry is one digitD Range is 1.0 to 20.0 NM in 0.1increments

Hold Leg Time D The minimum entry is one digitD Range is 0.5 to 3.0 minutes in 0.1increments



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Entry Format

Instrument LandingSystem (ILS)Identifier

D The minimum entry is one characterD The maximum entry is four characters

InterceptRadial/Course

D The minimum entry is one digitD Range is from 0 to 360 degrees in 1increments

InternationalStandardAtmosphere (ISA)Deviation

D Entry is degrees, up to two digits andnegative sign if required

D Range is from --59_ to +20_ Celsius

Kilograms(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 KGin 0.1 increments (decimal required fortenths)


Kilometers(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 KMin 0.1 increments (decimal required fortenths)


Knots(CONVERSIONpage format)

D Entry range is from 0 to 999.9 KTS in0.1 increments (decimal required fortenths)




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Entry Format

Latitude D The first character must be N or SD Degrees range from 0 to 90D Minutes range is from 0.0 to 59.99 in0.01 increments

D Example of entries:Entry DisplayN0 N0000.00N1 N0100.00N12 N1200.00N123 N1230.00N1234 N1234.00N1234.5 N1234.50N1234.56 N1234.56

Latitude/Longitude Entry of both latitude and longitude ismade by combining the latitude andlongitude entry with no space between(Example: N50W50).

Latitude/Longitude/Altitude Constraint

D Similar to Latitude/Longitude, but withthe addition of an altitude constraint

D The altitude constraint entry format isidentical to the Altitude entry formatdefined on page 10-2

Liters(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 L in0.1 increments (decimal required fortenths)




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Entry Format

Longitude D The first character must be E or WD Range of degrees is from 0 to 180D Range of minutes is from 0 to 59.99 in0.01 increments

D Example of entries:Entry DisplayW0 W00000.00W1 W00100.00W12 W01200.00W123 W12300.00W1234 W12340.00W12345 W12345.00W12345.6 W12345.60W12345.67 W12345.67

Meters(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 M in0.1 increments (decimal required fortenths)


Meters/Second D Entry range is from 0 to 999.9 M/S in0.1 increments (decimal required fortenths)


N1 D Entry range is from 70.0 to 99.0D Trailing decimal and/or zeros notrequired

Nautical Miles(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 NMin 0.1 increments (decimal required fortenths)




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Entry Format

NondirectionalBeacons

All nondirectional beacons in the NAVdatabase are accessed by appendingthe NB suffix to the beacon identifierD The minimum entry is three charactersD The maximum entry is five characters

NOTE: If the NDB also has a waypointidentifier, it is in the NAV database onlyunder the waypoint name.

Obstacle Distance D Entry is one to six digitsD Range is from 0 to 1220

Obstacle Elevation D Entry is one to five digitsD Range is from --2000 to 16500

Oceanic Waypoints D These waypoints are named accordingto ARINC 424 navigation databasespecification

D Southern hemisphere uses the lettersS or W

D Northern hemisphere uses the lettersN or E

D Latitude always proceeds longitudeD Only the last two digits of longitude areused

D Placement of the letter designator (N,S, E, W) in the string of five charactersindicates the value of the longitudeone--hundredths digit-- The letter in the last position indicates longitude

is less than 100-- The letter in the third position indicates longitude

is 100 or greater



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Entry Format

D Letters are used for positiondesignation as follows:

Letter Lat LonN North WestE North EastS South EastW South West

D Examples:N 52 00/W 075 00 = 5275NN 75 00/W 170 00 = 75N70S 50 00/E 020 00 = 5020SN 50 00/E 020 00 = 5020ES 52 00/W 075 00 = 5275W

NOTE: All oceanic waypoints can not beactive in the navigation database.

Offset (lateral) D The minimum entry is L or R plus onedigit

D Range is 0.1 to 30.0 NM in 0.1increments

Orbit Radius D Entry is in tenths of NMD Range is from 1.0 to 99.9 in 0.1increments

Orbit Speed D Minimum entry for CAS is two digitsD Range of CAS is from 75 to 340 kts

Origin D The name can be from one to fivealphanumeric characters


Outside AirTemperature

D Entry is in degrees up to two digits andnegative sign if required

D Range is from --80_ to 54_ CelsiusD Range is from --112_ to 129_Fahrenheit



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Entry Format

Passengers D Entry is pounds or kilogramsdepending upon configuration

D The minimum entry is one digitD Range is 0 to 999

Passenger Weight D Entry is pounds or kilogramsdepending upon configuration

D The minimum entry of slash (/) plusone digit

D Range is 0 to 300

Place/Bearing/Distance (P/B/D)

D Place is any defined waypoint nameD Bearing entry minimum is one digitD Distance minimum entry is one digitD Bearing range is from 0 to 360degrees in 0.1 increments (decimalrequired for tenths)

D Bearing is True by placing T after thenumber (e.g., PXR/090T/30)

D Distance range is from 0 to 9999.9 NMin 0.1 increments (decimal required fortenths)

Place/Bearing/Distance/AltitudeConstraint(P/B/D/ALT)

D Similar to P/B/D, but with the additionof an Altitude constraint


Place/Bearing/Place/Bearing (P/B/P/B)

D Place is any defined waypoint nameD Bearing entry minimum is one digitD Bearing range is from 0 to 360degrees in 0.1 increments (decimalrequired for tenths)

D Bearing is True by placing T after thenumber (e.g., PXR/090T/30)



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Entry Format

Place/Bearing/Place/Bearing/AltitudeConstraint(P/B/P/B/ALT)

D Similar to P/B/P/B, but with theaddition of an Altitude constraint


Place//Distance(P//D)

D Place is any defined waypoint nameD Distance entry minimum is one digitD Distance range is from 0 to 9999.9 NMin 0.1 increments (decimal required fortenths)

Place//Distance/Altitude Constraint(P//D/ALT)

D Similar to P//D, but with the addition ofan Altitude constraint


Pounds(CONVERSIONpage format)

D Entry range is from 0 to 999999.9 LBin 0.1 increments (decimal required fortenths)


Procedure TurnOutbound Dist

D The minimum entry is one digitD Range is 0.1 to Boundary Dist -- 4 NMin 0.1 increments

Procedure TurnOutbound Time

D The minimum entry is one digitD Range is 0.1 to (Boundary Dist -- 4NM)/groundspeed in 0.1 increments

Procedure Turn OutAngle

D The turn out angle is prefixed with theturn out direction L or R

D The turn out angle range is 20 to 90degrees in 1 increments

Pseudo--RandomNoise (PRN)

D Entry is one or two digitsD Range is from 1 to 32



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Entry Format

QFE/QNH D Entry in inches of Mercury,millibars/hectopascals, or millimeters

D Entry range is from 16.00 to 32.00 inHg, 542 to 1084 mb, and 407 to 813mm

D A decimal is not required if all zerosfollow decimal point

Quadrant D The minimum entry is one alphacharacter

D Possible entries are N, NE, E, SE, S,SW, W, NW

Radial D The minimum entry is one digitD Range is from 0.0 to 360 in 0.1increments

Radial Distance D Minimum entry of one digitD Range from 1.0 to 999.9 NM in 0.1increments

Radial Inbound andOutbound Radials

D Minimum entry of one digitD Range from 0.0 to 360.0 in 0.1increments

Reference Waypoint D The name can be from one to fivealphanumeric characters


Reserve Fuel(Minutes)

D Entry is in minutes up to three digitsD Range is from 0 to 999 minutes

Reserve Fuel D Entry is pounds or kilogramsdepending upon configuration


Runway Elevation D Entry is in feet up to five digits andnegative sign if required

D Range is from --2000 to 19999 feet



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Entry Format

Runway Heading D Entry is in degrees or runway numbersD Range is from 0 to 360, or 00 to 36runway number

Runway Identifier D Entry is Airport.RunwayD Range for airport name is from 1 to 5alphanumeric characters

D The runway is the runway number withan optional suffix (e.g., L, R, or C)

D Range for runway number is from 01to 36

Runway Length D Entry is in feet from 2000 to 16000

Runway Slope D Entry can have a minus sign (--)D Range is from --2.0% to 2.0%

Runway Stopway D Entry is in feet up to four digitsD Range is from 0 to 9999

Runway Threshold D Entry is in feet up to four digitsD Range is from 0 to 9999

Specific Weight D Entry range is from 1.000 to 9.999LB/GAL (--.1198 to 1.1982 KG/L) in0.001 increments (decimal required fortenths)

D A decimal is not required if all numbersfollowing are zero

Speed (AnyCAS/MACH Entry)

D Limited to VMO/MMO if ACDB is validD Minimum entry for CAS is two digitsD Minimum entry for MACH is decimalplus one digit

D Range of CAS is from 75 to 450 ktsD Range of MACH is from .30 to .95 in0.01 increments



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Entry Format

Speed (Any GroundSpeed Entry)

D Minimum entry is two digitsD Range from 75 to 750 kts

Speed Set Title D Entry is 1 to 11 characters

Step Increment D Entry in feet up to five digitsD Range is from 0 to 30000 inincrements of 1000

D Entries less than 1000 are interpretedas thousands

Stopway D Entry is in feet up to four digitsD Range is from 0 to 9999

Temperature D Entry is in degrees and negative sign ifrequired

D Range from --80_ to 54_ CelsiusD Range from --112_ to 129_ Fahrenheit

Temporary Waypoint Active flight plan entries that createtemporary waypoints:D CoordinatesD Place/Bearing/DistanceD Place/Bearing/Place/BearingD Place/DistanceD Intercept Function

Threshold D Entry is in feet up to four digitsD Range is from 0 to 9999



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Multifunction Control Display Unit (MCDU) Entry Format10-17/(10-18 blank)


Entry Format

VIA.TO The VIA.TO prompt is used in flightplanning. A variety of entries arepossible with the prompt. The sameentries can be made to the flight planwithout the prompt (such as whenadding waypoints). The following is alist of possible entries:D Airway.WaypointD Flight Plan Name.WaypointD Flight Plan NameD WaypointD Temporary Waypoint

VOR Identifier D The minimum entry is one characterD The maximum entry is threecharacters

Waypoint Name D The name can be from one to fivealphanumeric characters


Weight (any weightentry)

D Entry is pounds or kilogramsdepending on configuration


Wind (Any WindEntry)

D Entry is made in the form ofdirection/speed

D The minimum entry for direction is onedigit

D The minimum entry for speed is onedigit

D The range of direction is 0 to 360degrees

D The range of speed is 0 to 250 kts

MCDU Entry FormatTable 10--1


A28--1146--181REV 1, Sep/05

Messages11-1


11. Messages

The FMS generates messages that alert the pilot to certain conditions.The messages are displayed in the scratchpad and light the MSG lighton the MCDU. Any entry already in the scratchpad is placed in a stack.The CLEAR key clears a message and displays the next message orentry from the stack. Correcting whatever caused the message clearssome of the messages.

Two types of messages are contained in the FMS, alerting andadvisory. Alerting messages are more important. The externalannunciator, located on the pilot�s and copilot�s instrument panel, andthe message annunciator are lit for alerting messages. Advisorymessages only turn on the message annunciator on the MCDU.

MESSAGE LIST AND DEFINITIONS

Table 11--1 contains an alphabetical list of all messages. The listincludes the type of message and a brief explanation of what themessage means.

Message Type Definition

ACARS DMUFAILED

ALERTING An ACARS I/O failure hasoccurred.

ACTIVE MODE ISMAG HDG

ALERTING The magnetic heading hasbeen automatically selected.

ACTIVE MODE ISTRUE HDG

ALERTING The true heading has beenautomatically selected.

ADC 1 FAILED

ADC 2 FAILED

ALERTING The FMS senses an ADCfailure.

DMU FAILED ALERTING The FMS senses a DMUfailure.

AIRCRAFT DBREQD

ADVISORY The pilot must load anaircraft database beforeselecting the FULL PERFmode.

FMS MessagesTable 11--1 (cont)


A28--1146--181REV 1, Sep/05

Messages11-2


Message DefinitionType

ALREADY EXISTS ADVISORY A duplicate entry has beenentered into a list and is notpermitted.

ATC NOTAVAILABLE

ADVISORY This message is displayed ifAir Traffic Services (ATS)Future Air NavigationSystem (FANS) Datalink isnot configured on theaircraft.

ATT/HDG 1 FAILED

ATT/HDG 2 FAILED

ALERTING The FMS is no longerreceiving heading andattitude data for theidentified unit.

APPROACH CLIMBLIMITED

ALERTING This message is displayedwhen the landingcalculations are approachclimb limited.

BACK COMPLETE ADVISORY This message indicates thatyou have returned as farback as possible.

BRG/CRS MUST BEIN TRUE

ALERTING The bearing entry must be intrue (entered xxxT) becausethe reference waypoint isoutside the coverage of themagnetic variation table.

BUSY--REENTERLAST CHG

ADVISORY This message indicates thata change to the customdatabase was attemptedwhen the cross side hadlocked the custom databasefor a change it is making.

CAPTURE DISK ISFULL

ADVISORY The disk in the data loader isfull.



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Messages11-3



CHECK ALTCONSTRAINT

ALERTING The pilot must check altitudeconstraints for a conflictbetween type of constraints(CLB or DES) and currentflight mode (climbing ordescending).

CHECK ATT/HDGCONFIG

ALERTING More than one input port hasbeen configured with thesame ASCB ATT/HDGsensor number.

CHECK BARO SET ALERTING The aircraft has passed thetransition altitude by morethan 1,000 feet or is levelingand the baro set has notbeen adjusted to the propervalue. This messageappears during climbs anddescents.

CHECK DATA LOAD(xx)

ADVISORY The attempted data loaderoperation has failed. Thefailure reason is indicated bythe value xx. Refer to theMaintenance Section, fordecoding xx value.

CHECK DEST FUEL ALERTING The destination fuel equalszero.

CHECK DMU ALERTING The FMS has been waitingfor a flight plan from theDMU for over 60 seconds.

CHECK GPSCONFIG

ALERTING More than one input port hasbeen configured with thesame GPS sensor numberOR multiple GPS areconfigured and one of thesensors has an SDI of 0.



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Messages11-4



CHECK GPSPOSITIONCHECK GPS 1POSITIONCHECK GPS 2POSITIONCHECK GPS 3POSITION

ALERTING The position from theidentified GPS sensor ismore than 10 NM from theFMS position.

CHECK IRSCONFIG

ALERTING More than one input port hasbeen configured with thesame IRS sensor numberOR multiple IRSs areconfigured and one of thesensors has an SDI of 0.

CHECK IRSPOSITIONCHECK IRS 1POSITIONCHECK IRS 2POSITIONCHECK IRS 3POSITIONCHECK IRS 4POSITION

ALERTING The position from theidentified IRS sensor is morethan 10 NM from the FMSposition.

CHECK LOADEDWIND/TEMP

ADVISORY This message indicates thatthere was a problem withsome of thewind/temperature data thatwas loaded with the flightplan when it was activated.

CHECK RADIOCONFIG

ALERTING The onside radio has beenconfigured to an illegalconfiguration.

CHECK RESERVEFUEL

ALERTING The planned reserve fuel isequal to or less than thereserve fuel required.



A28--1146--181REV 1, Sep/05

Messages11-5



CHECK SPD/ALTITUDE LIMIT

ALERTING The upcoming speed and/oraltitude constraint must bechecked and proper actiontaken in order to meet theconstraints.

CHECK SPEEDCONSTRAINT

ALERTING In cruise or descent inVNAV, the aircraft isapproaching a waypoint thathas a speed constraint if theFMS predicts that (based oncurrent speed anddeceleration) the constraintspeed is exceeded.

CHECK VOR/DMEPOSITION

ALERTING The position from theidentified VOR/DME is morethan 10 NM from the FMSposition.

CHECK *PDPLACEMENT

ADVISORY The waypoint was insertedsomeplace other than theexact spot indicated by theentry.

COMPARE FMSPOSITIONS

ALERTING The positions of the FMSshave a difference greaterthan 5 NM. The systemscontinue to operate normally.

COMPARE FUELQUANTITY

ALERTING The FMS fuel quantity,decremented by fuel flowand the sensed fuel quantity,differ by more than 2% ofthe Basic Operating Weight(BOW).

CONFIG DATAINVALID

ALERTING Configuration module failedat power up.

CROSSWINDEXCEEDS 22KTS

ADVISORY Crosswind componentsexceed the 22 KT limit.



A28--1146--181REV 1, Sep/05

Messages11-6



DATA BASEOUT-OF-DATE

ADVISORY On powerup, or oncompletion of NAV databaseloading, the NAV database isnot current to the dateentered in the FMS.

DATALOADER INUSE

ADVISORY Indicates that the dataloader is being used.

DATALOADERUPDATE NEEDED

ADVISORY Indicates that the dataloader needs an update forthe requested function.

DB TRANSFERABORTED

ADVISORY Indicates that transfer of thedatabase has been aborted.

DB TRANSFERCOMPLETE

ADVISORY Indicates that transfer of thedatabase has beencompleted.

DB TRANSFER INPROGRESS

ADVISORY Indicates that transfer of thedatabase is in progress.

DISK IS NOTFORMATTED

ADVISORY Indicates that the disk in thedata loader needs to beformatted.

DISK IS WRITEPROTECTED

ADVISORY Indicates that the disk in thedata loader is writeprotected.

DME 1 FAILED

DME 2 FAILED

ALERTING Indicates that the FMSsenses a DME failure for theidentified unit.

DUPLICATE FLTPLAN NAME

ADVISORY A stored flight plan alreadyexists with the entered flightplan name.

END OF FLIGHTPLAN

ALERTING Indicates the last definedwaypoint. It does not applyto the destination waypoint.

ENDING WPT NOTFOUND

ADVISORY The ending waypoint of anairway or flight plan cannotbe found.



A28--1146--181REV 1, Sep/05

Messages11-7



ENTERING POLARREGION

ALERTING The polar region at 85_North or South has beenentered.

E.O. PERF UNAVAIL ALERTING Indicates that engine outperformance is not available.

EXCEEDS CEILINGALTITUDE

ALERTING This message is displayedwhen the cruise altitudeexceeds the recommendedperformance altitude.

EXCEEDS CERTCEILING

ADVISORY This message is displayedwhen the entered altitude isabove the certified ceiling forthe aircraft.

EXCEEDS MAXGROSS WEIGHT

ADVISORY The gross weight exceedsthe maximum ramp weight inthe aircraft database.

EXCEEDS MAXLANDING WT

ALERTING The projected landing weightexceeds the maximumlanding weight.

EXCEEDS MAXTAKEOFF WEIGHT

ALERTING This message is displayedwhen takeoff weight exceedsthe maximum allowable. Inthis case, takeoff data iscomputed at the maximumallowable takeoff weight.

EXCEEDS PALTITUDE LIMIT

ALERTING This message is displayedwhen the pressure altitudelimit is exceeded.

EXCEEDS WINDLIMITS

ALERTING This message is displayedwhen the wind limits fortakeoff or landing areexceeded.

EXITING POLARREGION

ALERTING The aircraft is leaving thepolar region at 84_ North orSouth.



A28--1146--181REV 1, Sep/05

Messages11-8



FIELD LENGTHLIMITED

ALERTING This message is displayedwhen the landingcalculations are field lengthlimited.

FILE NOT FOUND ADVISORY The requested file is not onthe disk.

FLT PATH ANGLETOO STEEP

ALERTING The VNAV flight path angleexceeds the limit (6_).

FLT PLANCHANGED

ADVISORY The fix location where apattern is defined is differentfrom when it was defined inthe stored flight plan.

FLIGHT PLAN FULL ADVISORY The flight plan is full and isdisplayed when the pilotattempts to enter more than100 waypoints in a flightplan.

FMS BATTERYMAINT REQD

ALERTING The FMS battery is low andrequires maintenance within3 weeks.

FMS POSITIONSDIFFERENT

ALERTING The FMS positions differ by10 nautical miles or more.

FN NOT AVAILABLE ADVISORY This message is displayedwhen there is no specialfunction defined by oravailable from the FMS.

FPL AUTO LOADDISABLED

ALERTING Automatic loading of theactive flight plan to the warmspare FMS has beendisabled. This occurs if thewarm spare FMS is coupledto the flight director.

FPL CONTAINSINVALID WPT

ADVISORY The stored flight plan hasundefined or invalidwaypoints.



A28--1146--181REV 1, Sep/05

Messages11-9



FPL STORAGEFULL

ADVISORY The storage area for flightplans is full.

FULL PERFUNAVAIL

ALERTING A numerical fault hasoccurred in the activepredictions and the FULLPERF mode is not available.

GPS FAILEDGPS 1 FAILEDGPS 2 FAILEDGPS 3 FAILED

ALERTING Indicates that inputs fromthe identified GPS havefailed.

GPS RAIM ABOVELIMIT

ALERTING The RAIM value is abovethe limit for the currentphase of flight.

GPS RAIMUNAVAILABLE

ALERTING RAIM is not being generatedby the GPS receiver.

GRAPHIC NOTAVAILABLE

ADVISORY This message is displayedwhen there is no graphicfunction input to the CD--820or if access is externallyselectable.

HIGH PCDR TURNGRD SPD

ALERTING The groundspeed exceedsthe limit for the definedprocedure turn.

HIGH HOLDINGGRD SPD

ALERTING The groundspeed exceedsthe limits for the FAAallowable size of holdingpattern.

INDEPENDENTOPERATION

ALERTING The system reverted toindependent operation.

INTERSECTIONNOT FOUND

ADVISORY PD waypoint does notintersect the active flightplan.

INVALID AIRCRAFTDB

ALERTING The aircraft database hasbeen corrupted and hasbeen cleared and initialized.



A28--1146--181REV 1, Sep/05

Messages11-10



INVALID CUSTOMDB

ALERTING The custom DB has beencorrupted and has beencleared and initialized.

INVALID DELETE ADVISORY Indicates invalid entry of thenamed parameter.

INVALID DIRECT TO ADVISORY Indicates invalid entry of thenamed parameter.

INVALID ENTRY ADVISORY Entry is not in the correctformat.

INVALID NAV DB ALERTING The navigation database isinvalid and is not useable.Reload the database.

INVALID NOTAMLIST

ADVISORY Indicates that the NOTAM isinvalid and has beencleared.

INVALID OBSTACLEENTRY

ALERTING The obstacle distance and/orelevation entry makes thelimits of a table used in thecalculation of obstacleclearance to be exceeded.

IRS FAILEDIRS 1 FAILEDIRS 2 FAILEDIRS 3 FAILEDIRS 4 FAILED

ALERTING The FMS senses theidentified IRS has failed.

ISA DEVEXCEEDED

ADVISORY The entered temperaturehas made the ISA deviationto be exceeded at thealtitude.

LABEL CANNOT BECHANGED

ADVISORY Indicates that the labelspecified in the aircraftdatabase is a required labelfor the aircraft and can notbe changed.



A28--1146--181REV 1, Sep/05

Messages11-11



LANDING CLIMBLIMITED

ALERTING This message is displayedwhen the landingcalculations are landingclimb limited.

LANDING OUT OFLIMITS

ALERTING This message is displayedanytime the landingcalculation is out of limitsafter the initial calculation.

LAST LEG ALERTING The active leg is the last legof the flight plan and the TOwaypoint is not thedestination.

LIST FULL ADVISORY Entry into a list is notpermitted because the list isfull.

MULTI FMS LOADUNAVAIL

ADVISORY This message indicates thatit is not possible to load thenavigational database to allFMSs.

NO CRS TO ARCINTERCEPT

ADVISORY No intercept to the arc canbe found for the inputdefinition.

NO CROSSINGPOINT FOUND

ADVISORY No crossing points can befound for the CROSSINGPOINTS page.

NO DISKINSTALLED

ADVISORY No disk is installed in thedata loader.

NO FLIGHT PLAN ADVISORY Origin or origin/destination isentered on the FLIGHTPLAN LIST page and thereis no flight plan with thesame origin ororigin/destination.

NO INPUTALLOWED

ADVISORY No input is allowed.



A28--1146--181REV 1, Sep/05

Messages11-12



NO POSITIONSENSORS

ALERTING The DR light is turned on.

NO PRESENTPOSITION

ADVISORY An action is requested thatrequires present position.

NO REQUIREDSENSORS

ALERTING The DEGRAD light is turnedon.

NOT ALLOWED INAUTO LOAD

ADVISORY An entry to the active flightplan has been made to theFMS operating in SINGLEand Auto load in a tripleFMS installation.

NOT A NAVAID ADVISORY An entry was made thatrequires a navaid and theentry is other than a navaid.

NOT AN AIRPORT ADVISORY An entry was made thatrequired an airport nameand other than an airportname was entered.

NOT IN DATA BASE ADVISORY The pilot requested somedata that was not in thedatabase and cannot be pilotdefined.

OAT/ISA LIMITEXCEEDED

ALERTING This message is displayedwhen the sensed OAT orISA deviation exceeds thelimit.

OBSTACLE DISTCONFLICT

ALERTING This message indicates thatan entry of an obstacledistance is less than anentry of stopway orclearway.

OFFSET CANCEL ALERTING The offset has beencanceled.



A28--1146--181REV 1, Sep/05

Messages11-13



OFFSET CANCELNEXT WPT

ALERTING The offset is canceled at thenext waypoint in the flightplan. This message can becleared by pilot action or isautomatically cleared whenthe offset is canceled.

ORBIT RADIUS/GSCONFLICT

ADVISORY The ground speed is toohigh to fly the orbit at thedefined radius.

PERF CEILINGLIMITED

ALERTING This message indicates thatthe initial cruise altitude isabove the computed ceilingaltitude and performance isbeing limited to thecomputed ceiling altitude.

PERF--VNAVUNAVAILABLE

ALERTING The pilot requested aperformance/VNAV functionbefore sufficient data hadbeen entered.

PREV NOTALLOWED

ADVISORY This message indicates thatselection of the previouspage is not allowed.

RADIALS DO NOTINTERSECT

ADVISORY The radials defined for theintercept function do notcross.

RAIM WILL EXCEEDLIMIT

ALERTING RAIM at the time requested,exceeds the limit for thephase of flight.

REGIONAL NDBONLY

ADVISORY Loading a world widenavigation database wasattempted on an FMS thataccepts a regional NDB only.

RESET ALT SEL? ALERTING The FMS is commanding achange of altitude but thealtitude selector has notbeen reset. The aircraftcannot change altitude untilthe selector has been reset.



A28--1146--181REV 1, Sep/05

Messages11-14



RUNWAY NOTFOUND

ADVISORY The database does notcontain the entered runwayat the designated airport.

S.E. PERF UNAVAIL ALERTING Indicates that single engineperformance is not available.

SINGLE/INDEPENDENTREQD

ADVISORY The operating mode needsto be single or independentbefore accessing the CLEARCDB page.

SINGLEOPERATION

ALERTING There is a problem betweenthe two FMSs that precludesfull communication betweenthe two systems.

SLAVE FP CHNGOVERRIDDEN

ADVISORY A change made on the slaveside could not be acceptedbecause of a conflict. Thechange was overridden bythe master FMS.

STORED FPL PERFUNAVAIL

ALERTING A numerical fault in thestored flight plan predictions.

TAKEOFF OUT OFLIMITS

ALERTING This message is displayedanytime the takeoffcalculation is out of limitsafter the initial calculation.

TO ENTRIESINHIBITED

ADVISORY This message indicates thatno entries can be made totakeoff. This happens whenmaking an entry to takeoffand power has beenadvanced for takeoff.



A28--1146--181REV 1, Sep/05

Messages11-15



TO WEIGHTLIMITED

ALERTING The current gross weight isbetween the maximumtakeoff weight and themaximum ramp weight forthe aircraft and the takeoffgross weight used by theTakeoff and Landing functionhas been limited to themaximum takeoff weight forthe aircraft.

UNABLE HOLDCHANGE

ADVISORY The pilot attempted tochange the holding patterndefinition while in holdingand not on the inbound leg.

UNABLE MASTERTIME RQST

ADVISORY This message indicates thatthe FMS time and date isbeing slaved to outside timeand date (e.g. GPS oraircraft) and cannot bechanged.

UNABLE NEXT ALT ALERTING The aircraft is unable tomeet the altitude constraint.

UNABLE OFFSET ADVISORY An attempt was made toinsert an offset duringholding, a STAR, or a SID.

UNABLE PCDRTURN CHANGE

ADVISORY Changing the procedure turndefinition is inhibited aftersequencing onto theprocedure turn.

UNABLE *PDPLACEMENT

ADVISORY The PD waypoint has beenrestricted from placement inthe flight plan.

UNABLE TO SENDDOWNLINK

ADVISORY The FMS has been waitingfor a network acknowledgefor a linked message for 5minutes.



A28--1146--181REV 1, Sep/05

Messages11-16



UNABLE TUNEREQUEST

ADVISORY The pilot entered afrequency while the radioswere in the manual mode.

USED BY ACTIVEFPL

ADVISORY The pilot tried to delete awaypoint from storage that isused in the active flight plan.

USED BY OFFSIDEACT FPL

ADVISORY The pilot attempted to deletea waypoint from storage thatis used in the offside activeflight plan.

USING CURRENTGS/FF

ALERTING Indicates the current PERFmode.

V1VR CNST OUTOF BOUNDS

ALERTING One of the inputs to thetable used to calculate V1VRratio is outside the limits ofthe table.

VERT DIR OVERMAX ANG

ADVISORY The angle computed duringa VERTICAL DIRECT TOexceeds the limit. In thiscase, the angle is set to themaximum limit (6_).

VERT DIR UNDERMIN ANG

ADVISORY The angle computed duringa VERTICAL DIRECT TO isunder the limit. In this case,the angle is set to theminimum limit (1_) anddescent is started at thattime.

VIDEO NOTAVAILABLE

ADVISORY This message is displayedwhen there is no externalvideo input to the CD--820 orif access is externallyselectable.

VOR 1 FAILED

VOR 2 FAILED

ALERTING The FMS senses theidentified VOR has failed.



A28--1146--181REV 1, Sep/05

Messages11-17/(11-18 blank)



WAYPOINT NOTFOUND

ADVISORY The entered waypointcannot be found. If thisresults when attempting toenter an airway into a flightplan, the waypoint is not partof the referenced airway.

WEIGHT DEFAULT-- LB

ALERTING Indicates that the weightoption has defaulted topounds. Usually the result ofthe configuration modulebeing invalid or not read.

WHAT--IF PERFUNAVAIL

ALERTING A numerical fault hasoccurred in the WHAT--IFpredictions.

WIND EXCEEDEDAT CRZ ALT

ADVISORY The wind entered at altitudehas made the wind at thecruise altitude to beexceeded.

WPT STORAGEFULL

ADVISORY The storage area for pilotdefined waypoints is full.

FMS MessagesTable 11--1


A28--1146--181REV 1, Sep/05

Maintenance12-1


12. Maintenance

When the MCDU displays a message of CHECK DATA LOAD (XX)after an attempted disk operation, the numeric value in the XX positionis interpreted using the data loader fault codes listed in Table 12--1.

Code Error Title Description

01 OPEN CMD NORESPONSE

Check electrical connections. Eitherthe FMS cannot talk to the dataloader(the red drive activity light does notgo on) or the FMS does not hear theresponse from the dataloader (thedrive light turns on).

02 STATUS CMD NORESPONSE

See 01

03 ILLEGAL DB FILEHEADER

The database disk file (db.bn ) is nota legal database file.*

04 READ CMD NORESPONSE

The dataloader was unable to openand read data on the disk.

05 GET 1ST FPRECORD FAILED

The data in a flight plan file(sperry.dat) is incorrectly formatted.

06 FP_RECORDTOO LONG

See 05

08 STATUS CMDOPEN FAILED

The disk does not contain the neededfile, or there was a disk read errorwhile attempting to open the file.

09 CRC REM NE 0 ISILLEGAL

The database disk was producedimproperly, or the data in a file hasbeen modified.*

0A DB SIZE INHEADR GT EESIZE

The stored FMS database flashmemory is too small for the size ofthe database being downloaded.*

0B DB SIZE IN HDRNE FILE SIZE

See 09*

0C DB SIZE ORSERIAL NBR EQ0

The FMS contains an illegal serialnumber, or an incorrect stored FMSflash memory size.*

Data Loader Fault CodesTable 12--1 (cont)


A28--1146--181REV 1, Sep/05

Maintenance12-2


Code DescriptionError Title

0D DB SIZE INHEADER IS ODD

The FMS flash memory size wasinitialized improperly -- it must be aneven number.*

0E SERIAL NUMLOCKOUT

The FMS being downloaded is notauthorized to download this NAVdatabase.*

0F NM0 FILE CRCLOCKOUT

The FMS serial number authorizationfile has been corrupted.*

10 BAD BOW VALUE The flight plan file contains an illegalbasic operating weight value.{

11 BAD FUEL VALUE The flight plan file contains an illegalfuel value.{

12 BAD CARGOVALUE

The flight plan file contains an illegalcargo weight value.{

13 BADPASSENGERSVALUE

The flight plan file contains an illegalpassenger count.{

14 BAD INITIALCRUISE

The flight plan file contains an illegalinitial cruise altitude.{

15 BAD CRUISESPEED

The flight plan file contains an illegalcruise speed.{

16 BAD CRUISEWIND

The flight plan file contains an illegalcruise wind.{

17 BAD CRUISEFUEL FLOW

The flight plan file contains an illegalfuel flow.{

18 BAD NUMWAYPOINTS

The syntax of the waypoint count isillegal or the waypoint count does notmatch the actual number ofwaypoints.{

19 NUM WPTS OUTOF RANGE

The flight plan file contains awaypoint count less than 2 or greaterthan 50.{

1A BAD NUM ALTWPTS

The flight plan file contains an illegalnumber of waypoints in the alternateflight plan.{

1B NUM ALTS OUTOF RANGE

The flight plan file contains an illegalnumber of alternate destinations.{



A28--1146--181REV 1, Sep/05

Maintenance12-3



1C ODD NUM BYTESIN BLOCK

The dataloader transmitted an illegaldata record length.*

1D NM0 FILEHEADERLOCKOUT

The database disk contains a serialnumber file that does not match thedatabase file.*

1E GET IDENTFAILED

The flight plan file contains an illegalwaypoint identifier.{

1F GET LATITUDEFAILED

The flight plan file contains an illegalwaypoint latitude.{

20 GET LONGITUDEFAILED

The flight plan file contains an illegalwaypoint longitude.{

21 GET SPDCONSTR FAILED

The flight plan file contains an illegalwaypoint speed constraint.{

22 GET FL CONSTRFAILED

The flight plan file contains an illegalwaypoint flight level constraint.{

23 GET SPOT WINDFAILED

The flight plan file contains an illegalwaypoint spot wind value.{

24 GET SPOT TEMPFAILED

The flight plan file contains an illegalwaypoint temperature value.{

25 GET METERO FLFAILED

The flight plan file contains an illegalmeterological flight level.{

26 DM FIRST GETRECORD FAILED

Unused error code.

27 DM RECORDGET 80 CHARS

A record in the currently open disk filecontains more than 80 bytes.

28 READ FILE NOTOPEN

A read file command was sent to thedataloader before a file wassuccessfully opened.

29 READATTEMPTED ATEOF

A read file command was sent to thedataloader but the current open filedoes not contain any more data.

2A COMMAND INWORK

Internal status command fromdataloader -- must not be seen by anoperator.

2B UNKNOWN OPCODE

An illegal command was sent to thedataloader.



A28--1146--181REV 1, Sep/05

Maintenance12-4



2C DISK ERRORDURING READ

A disk read error was encountered.Check the disk for errors and tryanother disk in the dataloader.

2D DISK ERRORDURING WRITE

See 2C

2E DISK WRITEPROTECTED

The write protect tab on the disk ispreventing the dataloader from writingto the disk.

2F DISK IS FULL There is no more free space on thedisk for writing data files.

30 WRITE CMD NORESPONSE

The dataloader is not responding tothe FMS write request.

31 CLOSE CMD NORESPONSE

The dataloader is not responding tothe FMS open file command.

32 STATUS CMDILLEGAL VALUE

The dataloader sent an undecodablestatus response to the FMS.

33 DEBUGMONITOR NORESPONSE

Unused

34 DISK IS NOTFORMATTED

The inserted disk is not formattedcorrectly.

35 FORMAT CMDNO RESPONSE

The dataloader did not respond to theFMS format disk command.

36 DATALOADERUPDATE NEEDED

An FMS operation requires a newerdataloader.

37 ILLEGAL CHARSIN READ BUFFER

Unused

38 PREV READBUFFEROVERFLOW

Internal software error (bufferoverflowed) -- probably a softwareerror.

3A ILLEGAL OPENRO FILE

Unable to open for write access a filethat is marked read only.



A28--1146--181REV 1, Sep/05

Maintenance12-5



3B ILLEGAL DIRSIZE RETURNED

Internal software error -- returneddirectory size is too large.

3C INCORRECTCUST FILE SIZE

The stored custom database file hasbeen corrupted.

3D WRONG CUSTVERSION ONDISK

The stored custom database fileversion does not match the currentFMS version.

3E WRONG NAVVERSION ONDISK

The NAV database disk is notcompatible with the current FMSversion (or the file is corrupted).

3F WRONG PERFVERSION ONDISK

The stored learning curve data filesare not compatible with the currentFMS version.

40 REGIONAL NDBONLY

The FMS is configured to only accepta regional NDB.

80 ASYNC OPENCMD NORESPONSE

Unused

81 ASYNC DLSTOPPEDRESPONDING

In asynchronous download mode, thedataloader stopped responding to theFMS.

82 ASYNC RCVQUEOVERFLOW

Internal software error.

83 ASYNC GT10UNUSEDPACKETS

The asynchronous dataloader issending data packets out ofsequence. This is due to excessiveline noise.

84 UNKNOWNASYNC PACKET

Internal software error.

85 NO ASYNC DATARCVD

See 01 (this error number is seeninstead of 01 if the FMS has beenupdated with the new asynchronousdownload mode)

86 ASYNC CMD NORESPONSE

Unused

87 ASYNC CMD BADRESPONSE

Unused



A28--1146--181REV 1, Sep/05

Maintenance12-6



90--9F

ASYNC PACKETCHECK ERRORS

Data errors are being received fromthe dataloader and the retransmitcount has been exceeded. This isdue to excessive line noise.

F1 FLASH SETUPERROR

The FMS flash memory devices aredefective, or have exceeded theirrated erase/write cycles.

F2 FLASH CHARGEERASE ERROR


F3 FLASH WRITEERROR


* These codes are associated with the navigation database disks. Contactlocal Honeywell support for assistance.

{ These codes are associated with errors in flight plan format requirements.Contact flight plan for assistance.

Data Loader Fault CodesTable 12--1


A28--1146--181REV 1, Sep/05

Maintenance12-7


MCDU PARALLAX ADJUSTMENT

The MCDU can be adjusted for parallax. This feature is used when theMCDU is mounted in the cockpit such that the pilot does not have adirect viewing angle to the MCDU. When this occurs, the line selectprompts appear out of alignment with the physical line select keys. Thisis called parallax. Push PARALLAX (5R) on the MCDUMAINTENANCE page to access the PARALLAX ADJUST page. Thisis shown in Figure 12--1.

When theNavigationComputer (or PerformanceComputer, if installed)is operating, the PARALLAX ADJUST page can be accessed bypushing and holding the FN key for 5 seconds.

01686.01

Figure 12--1

D 1L -- Push the UP prompt to vertically adjust the MCDU displayupward.

D 2L -- Push the LEFT prompt to horizontally adjust the MCDUdisplayto the left.


A28--1146--181REV 1, Sep/05

Maintenance12-8


D 2R -- Push the RIGHT prompt to horizontally adjust the MCDUdisplay to the right.

D 6L -- Push the DOWN prompt to vertically adjust the MCDU displaydownward.

D 6R -- Pushing the RETURN prompt returns the display to theSYSTEM SETUP 1/1 page or to the last page being viewed if thenavigation computer (or performance computer, if installed) isoperating. PushingRETURNalso saves the systemstatus for recallon subsequent flights.


A28--1146--181REV 1, Sep/05

Acronyms and AbbreviationsAbbrev--1


Acronyms and AbbreviationsAbbreviations used in this manual are defined as follows:

TERMS DEFINITION

A airA/C aircraftA/I anti--iceA/P autopilotABV aboveAC/DC alternating current/direct currentACARS Aircraft Communications Addressing and Re-

porting SystemACC access

air conditioning controllerACCUM accumulatorACDB aircraft databaseACFT aircraftACL accelACMF aircraft condition monitoring functionACP audio control panelACT active

actualaltitude compensated tilt

ACU antenna controller unitADA air data applicationADC air data computerADF automatic direction finderADI attitude director indicatorADJ adjustmentADL airborne data loaderADM air data moduleADS air data system

automatic dependent surveillanceADSP air data smart probeAFCS automatic flight control systemAFIS airborne flight information systemAFM Aircraft Flight ManualAFMS advanced flight management systemAGL above ground levelAGM advanced graphics moduleAHRS attitude and heading reference systemsAI anti--ice


A28--1146--181REV 1, Sep/05



AIM align in motionAIOP actuator input/output processorAIRPT airportAIRSPC airspaceAIRWY airwayAIU audio interface unitALRT alertALT alternate control

altitudeAM amplitude modulatedAMI airline modifiable informationamp ampereANG angleANT antennaAOA ACARS over AVLC (CMF)

angle--of--attackAOC Aeronautical Operational CommunicationAOR--E Atlantic Ocean Region -- EastAOR--W Atlantic Ocean Region -- WestAOSS after over station sensorAP autopilotAPC audio processing cardAPM aircraft personality moduleAPP, APPR, APR,APRCH

approach

APT autopilot pitch trimAPU auxiliary power unitARINC Aeronautical Radio, Inc.ARP airport reference pointASCB avionics standard communications busASEL altitude preselect

altitude selectASL above sea levelAT autothrottleATC air traffic controlATIS Automatic Terminal Information ServiceATM air traffic managementATN Aeronautical Telecommunications NetworkATS air traffic serviceATT attitudeaux auxiliaryAVAIL availableAVLC Aviation VHF Link Control


A28--1146--181REV 1, Sep/05



AZ azimuth

BAC back courseBAG baggageBARO barometricBAT batteryBat batteryBC back courseBFL balanced field lengthBFO beat frequency oscillatorBIT built--in testBITE built in test equipmentBKUP backupBLW belowBOD bottom of descentBOSC bottom of step climbBOW basic operating weightBPCU bus power control unitBRG bearingBRT brightnessBTMS brake temperature monitoring system

CA combiner assemblyCABN cabinCAP captureCAS calibrated airspeed (FMS)

crew alerting systemCAT CategoryCAUT cautionCCA circuit card assemblyCCD cursor control deviceccw counterclockwiseCDB custom databaseCDI course deviation indicatorCDU control display unitCERT certifiedCFIT controlled flight into terrainCHG changeCHKLST, Cklst checklistCLB climbCLR clearCLX clearance


A28--1146--181REV 1, Sep/05



CMC central maintenance computerCMD commandCMF communications management functionCNS communications

navigation and surveillanceCOM communicationCOMM communicationCOMP compassCOMP ENG compact engineCOMPT compartmentCONFIG configurationCONT controlCP cross pointerCPC cabin pressure controllerCPDLC controller pilot data link communicationCPL coupleCRS courseCRT cathode ray tubeCRZ cruiseCTRL controlCVR cockpit voice recorderCW continuous wavecw clockwiseCWOW combined weight--on--wheels

DA decision altitudeDAB digital audio busDAU data acquisition unitDB DATA BASEDC display controllerDCL data control logicDDU display driver unitdegree C degrees Celsiusdegree F degree FahrenheitDEL deleteDEOS digital engine operating systemDEP, DEPT departureDES descentDEST destinationDEV deviationDGC display guidance computerDGPS differential global positioning system


A28--1146--181REV 1, Sep/05



DGRAD degradedDH decision heightDIM dimmingDIR directDISC disconnectDISENG disengageDIST distanceDME distance measuring equipmentDMT debug maintenance terminalDMU data management unitDN downDR dead reckoningDSP data service providerDST distanceDTG distance to goDTRK desired trackDU display unit

E.O. engine outECEF earth--centered earth--fixedECS Environmental control systemECU electronic control unitEDM emergency decent modeEDS electronic display systemEFIS electronic flight instrument systemEGPWC enhanced ground proximity warning computerEGPWS enhanced ground proximity warning systemEGT engine gas temperatureEICAS engine instruments and crew alerting systemELEV elevationEMER emergencyEND enduranceENG engage

engineENGR engineerEPR engine pressure ratioEPU estimated position uncertaintyERL effective runway lengthESS essentialET elapsed timeETA estimated time of arrivalETD estimated time of departure


A28--1146--181REV 1, Sep/05



ETE estimated time en routeETP equal time pointETTS electronic thrust trim systemEVM engine vibration monitorEVS enhanced vision systemEXT external

FAA Federal Aviation AdministrationFADEC full authority digital engine computeFAF final approach fixFANS future air navigation systemFAX facsimileFD flight directorFDR flight data recorderFF fuel flowFGC flight guidance computerFGS flight guidance systemFL flight levelFLCH flight level changeFLD fieldFLEX flexibleFLIR forward looking infraredFLT flightFLT REF flight referenceFMS flight management systemFN functionFOM figure of meritFP, FPL, FPLN flight planFPA flight path angleFPD flat panel displayfpm feet per minuteFPV flight path vectorFREQ frequencyFSBY forced standbyft feet/footFunct functionFWC fault warning computerFWD forward

G groundG/S glideslopeGA go--around


A28--1146--181REV 1, Sep/05



GAL gallonGCR ground clutter reductionGEN generatorGEN BUS general busGES ground earth stationGGF graphic generation functionGLS GNSS landing system

GPS landing systemGMAP ground mappingGND groundGNSS global navigation satellite systemGP glidepathGPS global positioning systemGPWS ground proximity warning systemGRAD gradientGRD ground (FMS)GS glideslope

groundspeed (FMS)GSP ground service panelGSPD groundspeedGUI graphical user interface

HA high altitudeHDG headingHDOP horizontal dilution of precisionHDPH headphoneHF high frequencyHFOM horizontal figure of meritHGA high power gain antennaHGI Honeywell generated informationHI highHIL horizontal integrity limitsHLD holdHMG hydraulic motor generatorHP high pressureHPA high power amplifierhPa hectopascalsHSI horizontal situation indicatorHUD head up displayHz hertzI innerI/O input/output


A28--1146--181REV 1, Sep/05



IAF initial approach fixIAS indicated airspeedICAO International Civil Aviation OrganizationICS intercom systemID, IDENT identificationIGN ignitionIGS instrument guidance systemIHBT inhibitedILS instrument landing systemInfo informationINH inhibitinHg inches of mercuryINHIB inhibitINIT initializationINMARSAT International Maritime Satellite OrganizationINOP inoperativeINT internalINTERSCTN intersectionsINV inverterIOP input/output processorIOR Indian Ocean RegionIRS inertial reference systemIRU inertial reference unitISA International Standard AtmosphereISO isolationITU International Telecommunications Union

JAA Joint Air Worthiness Authority

KCAS knots calibrated airspeedkg kilogramkHz kilohertzKIAS knots indicated airspeedKPH kilograms per hourkts knots

L leftLA low altitudeLANDNG, LDG landingLAT latitudeLAV lavatoryLBS Lateral beam sensor


A28--1146--181REV 1, Sep/05



LCD liquid crystal displayLCV load control valveLD landing

lower sideband dataLDA landing directional aidLED leading edge down

light emitting diodeLEU leading edge upLIM limitLN lengthLNAV lateral navigationLND landingLO lowLOC localizerLON longitudeLP low pressureLRC long range cruiseLRM line replaceable moduleLRU line replaceable unitLSA low speed awarenessLSK line select keyLSS lightning sensor systemLV lower sideband voiceLX lightning

M middleMAG magneticMAGVAR magnetic variationMAINT maintenanceMAN manualMAP missed approach pointMAU modular avionics unitMAX maximummB millibarsMCDU multipurpose control display unitMCT maximum continuous thrustMDA minimum descent altitudeMECH mechanicalMED mediumMET manual electric trimMFD multifunction display unitMGR manager


A28--1146--181REV 1, Sep/05



MGT managementMHz megahertzMIC microphoneMICSTK microphone stuckMIN minimumMKR markerMLS microwave landing systemmm/hr millimeter/hourMMO maximum operating MachMN mainMPEL maximum permissible exposure levelMRC modular radio cabinetMSG messageMSL mean sea levelMT Mach trimMTC minimum terrain clearancemV millivoltsMWF monitor warning functionMXR maximum range

N/A not applicableNAV navigationNAVAID navigational aidNAVSTAR navigation system with time and rangingNBAA National Business Aircraft AssociationND navigation displayNDB navigation database

non--directional Beacon (FMS)NDU navigation display unitNIC network interface controllerNIM network interface moduleNM nautical milesNMS navigation management systemNO numberNOC navigation on courseNORM normalNOTAM Notice To Airmen (NAVAID informationNT navaid tuningNUC non--uniformity correction

O outerOAS own aircraft symbol


A28--1146--181REV 1, Sep/05



OAT outside air temperatureOBST obstacleOHU overhead unitORG originORT owners requirement tableOS over stationOSS over station sensorOUTBD outboundOVRD overrideOVSPD overspeed

P pressureP/B/D place/bearing/distanceP/B/P/B place/bearing/place/bearingPA passenger addressPAST pilot activated self--testPBX private branch exchangePC personal computerPCDR procedurePDC programmable data capturePDL portable data loaderPERF performancePFD primary flight displayPIT pitchPLI pitch limit indicatorPLN planPN panelPNR point of no returnPOR Pacific Ocean RegionPOS positionPOST power on system testPPH pounds per hourPPOS present positionPRED predictivePRESS pressurePREV previousPRI primaryPRN Pseudo--Random NoisePROC processorPROF profilePROG progressPS power supply


A28--1146--181REV 1, Sep/05



psi pound--force per square inchPT point

procedure turn (FMS)PTS pointsPTT push to talkPTU power transfer unitPWR powerPWS predictive windshear system

QFE field elevation pressurequeens field elevation

QNH sea level pressureQTY quantityQUAD quadrant

R rightR/T radio/transmitterRA radio altitude

resolution advisory (TCAS)RAD radioRAD ALT radio altimeterRAIM receiver autonomous integrity monitorRAM random--access memoryRCT, REACT rain echo attenuation compensation techniqueREF referenceREM remainingREQ request

required (FMS)REV thrust reverserRF radio frequencyRFCF runway field clearance floorRNAV area navigation systemRNP required navigation performanceROL rollRPM revolution per minuteRQST requestRT receiver transmitterRTA receiver transmitter antennaRTD retard

throttle retard controlRTU radio tuning unitRW, RWY runwayRW POS runway position


A28--1146--181REV 1, Sep/05



RX receiving

S. E. South EastSA selective availability

situational awarenessSAT static air temperatureSATCOM Satellite Communication System

satellite communicationsSC single cueSDF simplified directional facilitySDI source/destination identifierSDU satellite data unitSEC secondSEL selectSELCAL selective callSERV serviceSG symbol generatorSID standard instrument departureSITA satellite aircomSLV slaveSMARTPERF smart performanceSOV shutoff valveSP spaceSPD speedSPKR speakerSQ squelchSQNO squelch noiseST sidetone

stopSTAB stabilizationSTAR standard terminal arrival routeSTAT statusSTBY standbySTD standardSTK MIC stuck microphoneSUA selects special useSVC serviceSVN satellite vehicle numberSVO start valve openSW switchSYM, SYS, SYST systemSYM DIM system dimming


A28--1146--181REV 1, Sep/05



SYNC synchronization

T terminalT/O takeoffTA traffic advisory (TCAS)TACAN tactical air navigationTAD terrain alerting and displayTAS true airspeedTAT true air temperatureTBD to be determinedTCAS traffic alert and collision avoidance systemTCF terrain clearance floorTCN tactical air navigationTCNAP TACAN approach

tactical air navigation approachTCS touch control steeringTDOP time dilution of precisionTEMP temperatureTERM terminalTERR terrainTGT target

turbine gas temperatureTHRESH thresholdTHROT throttleTMS thrust management systemTO takeoffTOC top of climbTOD top of descentTOGA takeoff/go--aroundTOLD takeoff and landingTQA throttle quadrant assemblyTR thrust reverserTRA throttle resolver angleTRANS transitionTRK trackTRM thermalTRS thrust reference systemTRU trueTSPO time since power onTST testTTFF time--to--first--fixTWIP terminal weather information for pilots


A28--1146--181REV 1, Sep/05



TX transmitting

UD upper sideband dataUHF ultrahigh frequencyUNAVAIL unavailableUR unrestrictedUTC universal time coordinatedUV upper sideband voice

V1 takeoff decision speedV2 takeoff safety speedVac volts alternating currentVALT VNAV altitude holdVAR variableVASEL vertical altitude select

VNAV altitude preselectVBS vertical beam sensorVCT vectorVdc volts direct currentVDL VHF digital linkVDOP vertical dilution of precisionVDR VHF data radioVERT verticalVFLCH vertical flight level changeVFOM vertical figure of meritVFS final segment climb speedVGS visual guidance systemVHF very high frequencyVIAS VNAV FLCH IASVIDL vertical integrity limitVIL vertical integrity limitVLV valveVMACH VNAV FLCH MachVMO maximum operating velocity (speed)VN vertical navigationVNAV vertical navigationVOR very high frequency omnidirectional radio

rangeVORAP VOR approachVPATH vertical pathVR takeoff rotation speedVREF reference speedVS vertical speed


A28--1146--181REV 1, Sep/05



VSE single engine climb speedVSPD vertical speedVSPEED vertical speedVTA vertical track alert

W/S windshearW/T wind/temperatureWARN warningWAYPT, WPT waypointWGS World Geodetic SystemWND windWNDSHR windshearWOW weight--on--wheelsWT weightWX weatherWX/T weather/turbulence

XFER transferXMIT transmissionXPDR transponderXTK cross track

YD yaw damper


A28--1146--181REV 1, Sep/05

IndexIndex--1


IndexA

Air temperature, Outside, 10-11Alternate destination, 7-2Approach, 6-51Automatic speed command, 7-7Autotune, 6-91

B

Barometer set, 10-3

C

Cargo weight, 10-3Celsius, 10-3Clearance revisions, 4-37Clearway, 10-3Conversion, 6-93QFE/QNH, 6-99Temperature/velocity/distance,6-95

Weight/volume, 6-96Coordinate universal time (UTC),10-4

Crossing points, 6-157Crossing radial, 6-161Latitude/Longitude crossing,6-162

Custom data base, 6-30Crossloading, 6-164

Customer response center (CRC),1-3

Customer support, 1-3customer response center (CRC),1-3

Honeywell Online TechnicalPublications Web site, 1-3

D

Data load, 6-163Database, 2-3Date, 10-4Departure, 6-32Runways, 6-34

Destination, 10-4Direct--ToVertical, 9-2Waypoint, 10-4

E

Elevation, 10-4EPR, 10-4

F

Fahrenheit, 10-4Failed sensors, 6-141Feet, 10-4Flight planBuilding by waypoints, 7-13List, 6-3Names, 10-5

Flight planning, 2-3Flyover pattern, 6-123FMS, Product support, 1-2Frequency, 10-5FuelFlow, 10-6Reserve, 10-14Weight, 10-6

Functional Description, 2-3

G

Gallons, 10-6Getting Help, 1-2GPSAlmanac, 6-77


A28--1146--181REV 1, Sep/05

IndexIndex--2


Index (cont)

RAIM, 6-75Status, 6-72

H

Hold inbound course/direction, 10-7Hold leg distance, 10-7Hold leg time, 10-7Holding patternDefinition, 6-106Deleting, 6-113Exiting, 6-115Present position, 6-112

Honeywell Online TechnicalPublications Web site, 1-3

Honeywell product support, 1-2FMS product support, 1-2

I

Instrument Landing System (ILS),Identifier, 10-7

InterceptHeading select, 9-11Radial/Course, 10-7

International Standard Atmosphere(ISA) deviation, 10-7

Inverse video, 1-1IRSDownmode align, 4-29Position bias, 6-57Status, 6-69

K

Kilograms, 10-7Kilometers, 10-7Knots, 10-8

L

Landing with TOLD disabled, 5-25Lateral Navigation (LNAV), 2-4Latitude, 10-8Latitude/longitude, 10-8Latitude/longitude/altitudeconstraint, 10-8

Liters, 10-8LNAVArm, 7-22Capture, 7-22

Longitude, 10-9

M

Maintenance, Operating modes,6-139

Manual tuning, 6-92Meters, 10-9Meters/Second, 10-9

N

N1, 10-9Nautical Miles, 10-9NavigationIdentification, 6-137Index, 6-1

Navigation Displays, 2-4Nondirectional beacons, 10-10

O

Obstacle distance, 10-10Obstacle elevation, 10-10Oceanic navigation modes, 6-57Offset, Lateral, 10-11Operating modesDual, 6-139Independent, 6-139Single, 6-139

Operational exampleApproach, 4-40


A28--1146--181REV 1, Sep/05

IndexIndex--3


Index (cont)

Performance initialization, 4-17Power--up, 4-6Predeparture, 4-5

OrbitRadius, 10-11Speed, 10-11

Orbit pattern, 6-124Origin, 10-11Outside air temperature, 10-11

P

Passenger weight, 10-12Passengers, 10-12PatternsDeleting, 6-113Exiting, 6-115Holding and review, 6-106Holding at present position, 6-112Review, 6-104

Performance, 2-4Performance initialization, 4-17Pilot defined data base, 6-30Pilot waypoint list, 6-11Place//Distance (P//D), 10-13Place//Distance/Altitude (P//D/ALT),10-13

Place/Bearing/Distance (P/B/D),10-12

Place/Bearing/Distance/Altitude(P/B/D/ALT), 10-12

Place/Bearing/Place/Bearing(P/B/P/B), 10-12

Place/Bearing/Place/Bearing/Altitude (P/B/P/B/ALT), 10-13

Pounds, 10-13Power--up, 4-6Predeparture, 4-5Present position (PPOS) direct,Direct--To, 6-159

Procedure turn, 6-117Out angle, 10-13Outbound dist, 10-13Outbound time, 10-13

Product support, 1-2Pseudo--random noise (PRN),10-13

Q

QFE/QNH, 10-14Quadrant, 10-14

R

Radial, 10-14Distance, 10-14Inbound, 10-14Outbound, 10-14

Radio tuningAutotune, 6-91Manual, 6-92Remote, 6-92Tuning nav radios, 6-87VOR, 6-92

RAMPX waypoint, 4-7, 6-155Remote tuning, 6-92Reserve fuel, 10-14RunwayElevation, 10-15Heading, 10-15Identifier, 10-15Length, 10-15Slope, 10-15Stopway, 10-15Threshold, 10-15Update, 6-57

S

Satellite deselection, 6-79, 6-81Sensor status pages, 6-68Service, 1-2Special missions, 6-150Specific weight, 6-96, 10-15Speed, 10-16


A28--1146--181REV 1, Sep/05

IndexIndex--4


Index (cont)

Speed commandAutomatic , 7-47Waypoint speed constraint, 7-48

Speed set title, 10-16Step increment, 10-16Stopway, 10-16Support, 1-2

T

Tail number, 4-18Technical News Letter, 2-5Temperature, 10-16Threshold, 10-16Tuning nav radios, 6-87

V

Vertical Direct--To, 9-2Vertical entries, 7-15Vertical Navigation (VNAV), 2-4VIA.TO, 10-17VNAV, Operational scenarios, 7-27VOR identifier, 10-17VOR tuning, 6-92

W

WaypointDirect--To, 10-4Names, 10-17Reference, 10-14Speed constraint speedcommand, 7-48

WaypointsDefining, 6-5, 6-7, 6-8, 6-12,6-34, 6-43, 6-60, 6-65, 6-83,6-85, 6-86, 6-106, 6-112, 6-113,6-114, 6-123, 6-125, 6-127,6-130, 6-132, 6-135, 6-136,6-146, 6-148, 6-164, 7-19,7-49, 7-50, 8-5, 9-2, 9-4, 9-5,9-11, 9-16

Storing, 6-5, 6-7, 6-8, 6-12, 6-34,6-43, 6-60, 6-65, 6-83, 6-85,6-86, 6-106, 6-112, 6-113,6-114, 6-123, 6-125, 6-127,6-130, 6-132, 6-135, 6-136,6-146, 6-148, 6-164, 7-19,7-49, 7-50, 8-5, 9-2, 9-4, 9-5,9-11, 9-16

Temporary, 10-16Weight, 10-17Wind, 10-17

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