A300-600 FMS Pilot's Guide

Chatvi AP45
43 10/A300
System
FlightManagement
Pilot'sGuide
Revision1 to the HoneywellA3l0/A300 FMSPilot'sGuideis
intendedto providethe bestpossibledocumentation
describing
the operationof the A310/A300FMS.
Revision1 materialis denotedby a bar ( l) in the marginof the

page.lt remainsourgoalto providequalityandservice.
Pilot'sGuideOwnerPleaseNote:
lf you arenotalreadyon the Honeywell mailinglistfor
revisions to thispublication
OR if you havea changeof
address,pleasecall602-436-3172 withthefollowing
information:
YourPublicationNumber(lowerrightcornerCoverPage)
AirlineNameor CompanyName
YourFullName(lastnamefirst- please)
Complete CurrentAddress
Telephone Number
OR you mayusethe convenientregistration

cardenclosed.
Honeywell
Helping You Control Your World
c2&3641-06-01
Decemebe|t993
Printed in U.S.A.
@1993HoneywellInc.
$25.00
Rev 1 Dec/93 p.1

Chatvi AP45
p.2
Chatvi AP45
A31O FMS PILOT'S GUIDE
List of RevisedPages
PAGENO. REV STATUS PAGENO.
TitlePage Rev1 12t93 2-18 Rev1 12t93
*oI"
Proprietary 2-19 Rev1 12t93
1t92 2-20 Rev1 12t93
Tableof Contents 2-21 Rev1 12t93
i 1t92
ii 1t92 sEcTroN
3
iii 1t92
iv 1t92 &i 1t92
V 1t92 3-ii 1t92
VI 1t92 3-iii 1t92
vii 1t92 3-iv 1t92
viii 1t92 3-1 1t92
SECTION3.1
1
sEcTroN
3 .1 - i 1t92
1-1 *1t 12t93 3 .1 - ii 1t92
1-2 1t92 3.1-1 1t92
1-3 1t92 3 .1 - 2 1t92
14 1t92 3 .1 - 3 1t92
1-5 1t92 3 .1 4 n*f 12t93
16 1t92 3 .1 - 5 Rev1 12t93
1-7 1t92 3 .1 - 6 Rev1 12t93
3 .1 - 7 Rev1 12t93
2
sEcTroN 3 .1 - 8 Rev1 12t93
3.1-9 Rev1 12t93
2-i 1t92 3 .1 - 10 Rev1 12t93
2-1 1192 3.1-11 Rev1 12t93
2-2 1t92 3.1-12 Rev1 12t93
2-3 1t92 3 .1 - 13 1192
24 1t92 3.1-14 1t92
2-5 1t92 3 .1 - 15 Rev1 12t93
2-6
2-7
2-8
1t92
1t92
1t92
3 .1 - 16
3.1-17
3 .1 - 18
*l'
Rev1 12t93
12t93
1t92
2-9 1t92 3 .1 - 19 1t92
2-10 1t92 3.1-20 1t92
2-11t12 1t92 3.1-21 Rev1 12t93
2-13t14 1t92 3.1-22 Rev1 12i93
2-'t5t16 1t92 3.1-23 Rev1 12t93
2-17 Rev 1 12t93 3.1-24 Rev1 12t93
p.3
Chatvi AP45
A37O FMS PILOT'S GUTDE
PAGENO. PAGENO. REV
3.1-62 Rev1 12t93
3.1(cont)
SECTION 3 .1 € 3 1t92
3.1€4 Rev1 12t93
3.1-25 1t92 3.1-65 Rev1 12i93
3.1-26 1t92 3 .1 € 6 Rev1 1293
3.1-27 n *f 12t93 3.1-67 1t92
3.1-28 Rev1 12t93 3 .1 € 8 Rev1 12t93
3.1-29 1t92 3.1-69 1t92
3.1-30 1t92 3.1-70 1t92
3. 1-3 1 1t92 3.1-71 Rev1 12t93
3.1-32 1t92 3.1-72 Rev1 12t93
3.1-33 neuf 12/93 3.1-73 Rev1 1iJ93
3.1-U 1t92 3.1-74 Rev1 12i93
3.1-35 Rev 1 12t93
3.1-36 1t92
3.1-37 1t92 sEcroN 3.2
3.1-38
3.1-39
3.1-40
*l'
neu f 12t93
12t93
1t92
3.2-i
3.2-1
3.2-2
Rev 1
Rev 1
1t92
12t93
12/93
3.141 1t92 3.2-3 Rev 1 12t93
3.142 1t92 3.24 1t92
3.143 Rev 1 12t93 3.2-5 Rev 1 12t93
3. 14 Rev 1 12t93 3.2-6 Rev 1 12t93
3.1-45 Rev 1 12t93 3.2-7 Rev 1 12/93
3. 146 Rev 1 12t93 3.2-8 *1' 1i/93
3. 147 Rev 1 1?i93 3.2-9 1t92
3.148 Rev 1 1?i93 3.2-10 1t92
3.149 Rev 1 12t93 3.2-11 1t92
3.1-50 Rev 1 12t93 3.2-12 1t92
3 . 1 -5 1 Rev 1 12t93 3.2-13 1t92
3.1-52 1t92 3.2-',t4 1t92
3.1-53 nev f 12t93 3.2-15 Rev1 12t93
3.1-il 1t92 3.2-16 Rev1 12t93
3.1-55 1t92 3.2-17 1t92
3.1-56 1t92 3.2-18 1192
3.1-57 1t92 3.2-19 1t92
3.1-58 1t92 3.2-20 Rev1 1?/93
3.1-59 1t92 3.2-21 Rev1 12t93
3.1€0 1t92 3.2-22 1t92
3.1€1 n *f 12t93 3.2-23 Rev1 12t93
p.4
B
Chatvi AP45
A31O FMS PILOVS GUIDE
PAGENO. STATUS PAGENO.
3.2(cont)
SEGTION SECTION
34
3.2-24 Rev1 12t93 3.4-i 1t92
3.2-25 1t92 3.4-1 Rev1 12t93
3.2-26 Rev1 12t93 3.4-2 Rev1 12t93
3.2-27 1t92 3.4-3 Rev1 12t93
3.2-28 n*f 12t93 3.44 Rev1 12t93
3.2-29 1t92 3.4-5 Rev1 1z93
3.2-30 Rev1 12t93 3.4-6 1t92
3.4-7 Rev1 12,93
sEcTroN
3.3 3.4-8 1t92
3.4-9 neu f 12t93
3.3-i 1t92 1t92
3.4-10
3.3-1 Rev1 12t93 Rev1 12t93
3.4-11
3.3-2 Rev1 12t93 Rev1 1z93
3.4-12
3.3-3 Rev1 12t93 Rev1 12t93
3.4-13
3.34 1t92 Rev1 12/93
Rev1 1z93 3.4-14
3.3-5 3.4-15 12t93
3.36 Rev1 12t93 3.4-16 1t92
3.3-7 Rev1 1z93 :' 1t92
3.3-8 Rev1 12/93 3.4-17
3.4-18 1t92
3.3-9 Rev1 1z93 3.4-19 Rev 1 12t93
3.3-10 Rev1 1?/93 3.4-20 1t92
3.3-11 Rev1 12t93 1t92
Rev1 3.4-21
3.3-12 12t93 1z93
Rev1 3.4-22 Rev 1
3.3-13 12t93 1U93
1z93 3.4-23 Rev 1
3.3-14 Rev1 1t92
3.3-15 Rev1 12t93 3.4-24
3.4-25 1t92
3.3-16 Rev1 12t93 3.4-26 Rev 1 12t93
3.3-17 Rev1 1A93
3.3-18 Rev1 12t93
3.3-19 Rev1 1i/93 SECTION3.5
3.3-20 Rev1 12t93 3.5-i 1t92
3.3-21 1t92 3.5-1 Rev 1 12/93
3.3-22 Rev1 12t93 3.5-2 Rev 1 12t93
3.3-23 Rev1 12t93 3.5-3 1t92
3.3-24 Rev1 12t93 3.54 Rev 1 12t93
3.3-25 Rev1 12t93 3.5-5 Rev 1 12t93
3.3-26 Rev1 12t93 3.55 Rev 1 12/93
3.3-27 1t92 3.5-7 1t92
p.5
Chatvi AP45
A3'O FMS PILOT'S OUTDE
PAGENO. PAGENO. STATUS
SEGTION3.5(cont) sEcTroN
3.8
3.5-8 Rev1 12/93 3 .8 .1 Rev1 12/93
3.s-9 Rev1 1?,93
3,5-10 Rev1 12y93
3. 5-1 1 SECTION
4
Rev1 12t93
3.5-12 1t92 4-i 1t92
3.$13 Rev1 12t93 4-1 n *f 12/93
3.5-14 Rev1 12t93 +2 Rev1 12t93
3.5-15 Rev1 12t93 4-3 .:' 1z93
3.5-16 1t92 44 1192
3.5-17 Rev1 1?/93 4-5 1t92
3.5-18 1t92 4-6 1t92
+7 1t92
SECTION3.6 4-8 Rev 1 12193
3.6-i 1t92
4-9 1t92
3.6-1 1t92 4-10 1t92
3.6-2 Rev 1 12t93 4-11 Rev 1 12t93
3.6-3 4-12 1t92
Rev 1 12t93
3.64 1t92
3.6-5 Rev 1 12t93 SECTION5
3.6€ Rev 1 12t93 5-i 1t92
3.6-7 Rev 1 12/93 5-1 1t92
3.6€ 1t92 *2 neu f 12t93
3,6-9 Rev 1 1?/93 5-3 Rev1 1z93
3.6-10 Rev 1 12t93 54 Rev1 1?,93
3.6-11 Rev 1 12t93 5-5 Rev1 12/93
3.6-12 1t92 5€ Rev1 12/93
5-7 Rev1 12t93
SECTION3.7 5-8 Rev1 12t93
3.7-i 1t92 5-9 Rev 1 12t93
3.7-1 n* l 12t93 5-10 Rev 1 1?/93
3.7-2 Rev1 1'/93 5-11 Rev 1 12t93
3.7-3 1t92
3.74 1t92 sEcTroN
6
3.7-5 1t92 6-i 1t92
3.7-6 1t92 6-1 1t92
3.7-7 1t92 6-2 1t92
3.7-8 1t92 6-3 1t92
3.7-9 1t92 64 1t92
p.6
D
Chatvi AP45
PAGENO. PAGENO. REV
SEGTION6 (cont) 7(cont)

SEGTION
6-5 Rev1 1?/93 7-22 1t92
6€ Rev1 12t93 7-23 1t92
6-7 1192 7-24 1t92
&8 1t92 7-25 1t92
6-9 _ 1t92 7-26 1t92
6-10 1192 7-27 1t92
6 - 11 Rev1 12t93 7-28 1t92
6-12 1192 7-29 1t92
6 - 13 neu f 12t93 7-30 1t92
6-14
6-15
6 - 16
*l'
Rev1 12t93
12t93
1t92
7-31
7-32
7-33
1t92
1t92
1t92
6-17 1t92 7-U 1t92
6 - 18 1t92 7-35 1t92
7-36 1t92
sEcTtoN7 7-37 1t92
7-38 1t92
7-i 1192 7-39 1t92
7-1 Rev 1 12t93 740 1t92
7-2 1t92 741 1t92
7-3 Rev 1 12t93 742 Rev1 12/93
74 1t92 743 1t92
7-5 1t92 744 1t92
7-6 1t92 745 1t92
7-7 *i' 12t93 746 1t92
7-8 1t92 747 1t92
7-9 1t92
7-10 1t92 SECTION
8
7-11 *it 12t93
7 - 12 1t92 8-i 1t92
7-13 1t92 8-1 Rev 1 12t93
7-14 1t92 t2 Rev 1 12t93
7-15 n"f 12t93 8-3 Rev 1 12t93
7-16 1t92 84 1t92
7- 1 7 Rev 1 12t93 8-5 Rev 1 12t93
7-18 1t92 8-6 Rev 1 12t93
7-19 1t92 8-7 Rev 1 12t93
7-20 1t92 8-8 Rev 1 12t93
7-21 1t92 8-9 Rev 1 1293
p.7
Chatvi AP45
ASIO FMS PILOVS GUTDE
PAGENO. REV STATUS PAGENO. REV STATUS
8 (cont)
SEGTION APPENDXC
8-10 Rev1 12J93 c-1 1t92
8-11 Rev1 12t93 c-2 1t92
8-12 Rev1 12/93 c-3 1t92
8-13 Rev1 12/93 c4 1t92
8-14 Rev1 12t93 c-5 1t92
8-15 Rev1 1i/93 c€ 1t92
C-T 1t92
APPENDICES
c-8 1t92
c-9 1t92
1t92 c-10 1t92
c-11 1t92
APPENDIXA
A-1 1t92 APPENDIXD
A-2 1t92 D-'1 1t92
A-3 1t92 D-2 1t92
A4 1t92 D-3 1t92
A-5 Rev1 12t93 D4 Rev 1 12t93
A€ 1t92 D-5 1t92
A-7 1t92
APPENDXE
APPENDIXB E-1 Rev1 12t93
E-2 Rev1 12t93
B-1 1t92 E-3 Rev1 12i93
B-2 1t92 E4 Rev1 12t93
B-3 1t92 E-5 Rev1 12t93
84 1t92 E€ Rev1 1A93
B-5 1t92 E-7 Rev1 12t93
B-6 1t92 E€ Rev1 12t93
B-7 1t92 E-9 Rev1 12t93
B-8 1t92 E -1 0 Rev1 12t93
B-9 1t92 E-11 Rev1 12t93
B-10 1t92 E-12 Rev1 12t93
B-11 1t92 E -1 3 Rev1 12i93
E-14 Rev1 12t93
E -1 s Rev1 12/93
E-16 Rev1 12t93
E-17 Rev1 12t93
p.8
F
Chatvi AP45
A.310/4300-600
System
FlightManagement
Pilot'sGuide
ThisHoneywell FMSPilot'sGuidewaswrittenas atrainingaidtothe

operationof the FlightManagement Systemin the A310/A300-600
ln nocasewillthisguidebe usedas anauthorized
aircraft. checklist
or procedural FAA
aidreplacing or othercertifying
authority
approved
flightmanualsor checklists.ContactHoneywell FlightOperations
ProgramsPilotsat602-436-1446 withanyaircrewrelatedquestions,
problems, or comments.
Honepvell
Helping You Control Your World
c2&3641-06-0l
December1993
Printed in U.S.A.
@1993HoneywellInc.
$25.00
Rev 1 Dec/93
p.9
Chatvi AP45
PROPRIETARYNOTICE
This documentand the information disclosedhereinare proprietary

data of HoneywellInc. Neitherthis documentnor the information
containedhereinshallbe reproduced, used,or disclosedto others
withoutthe writtenauthorization
of Honeywelllnc.,exceptfor training
on recipient's
equipment.
NOTTCE
- FREEDOMOF INFORMATION ACT(5 USC552)AND
DISCLOSURE
OF CONFIDENTIAL INFORMATION GENERALLY
(1 8U S C1 e 0 5 )
Thisdocument is beingfurnishedin confidence Inc.The

by Honeywell
information
disclosedhereinfallswithinexcemption (bX4)of 5 USC
552andthe prohibitions of 18 USC1905.
p.10
Chatvi AP45
TABLEOF CONTENTS
PAGE
1.0 GENERALOVERVIEW 1-1
1 . 1 FM S CO MP ONE NTS . . . . . . . . . . . . . . . 1 -2
1 . 1 . 1 C o ntroal n dD i sp l aU y nit .................1- 2
1 . 1 . 2 F l i g hC
t o n troUl n i t.......... .................1- 2
1 . 1 . 3 E l e ctro nFi cl i g hIn
t stru meS n tystem.................1- 2
1 . 1 .3 .1P F D......... .........
1- 3
1 . 1 .3 .2N D ............ .........1- 3
1.1.4 Autothrottle System .......
1-3
1 . 2 S Y S T EM C ON F IGU R A T ION ...1- 5

1 . 2 . 1 O p e ra ti o nMoal des ........
1- 6
1 . 2 .1 .1
D u a lMo d e .........1- 6
1 . 2 .1 .2
In d e p e n d eMo
nt de ..............1- 7
2 . 0 c D U O VE R V IE W .....................2- 1
2 . 1 c D U KE Y B OA R D ....................2- 2
2 . 1 . 1D i s pl a ............
y ...............2- 3
2.1.2LineSelectKeys(LSK) ....2-4
2 . 1 . 3BR TK n o b........ ..............2- 4
2 . 1 . 4F u n cti oann dMo d eK e ys(R e ctangular )
............2- 4
2 . 1 . 5A n nu n ci a to rs ..................2- 6
2 . 1 . 6N u me riK c e ys(R o u n d ) ...2- 6
2 . 1 . 7Al p haK e ys (S q u a re ) ......2- 7
2 . 1 . 8C L RK e y........... ..............2- 7
2. 2 C D UPA G EF OR MA T S ............,2.8
T P A G1 N G..............
2 . 3 c D U C O N C E POF .......2- 10
2. 4 W AY P O INFTOR MA T ..............
S ...............2- 17
p.11
Chatvi AP45
A3'O FMS PTLOT'S GUTDE
3 . 0 F L I G H TP H 4 S E S .................. .....................3- 1
3 . 1 P R E F L T GH T ............3.1- 1
3 . 1 . 1 Po we r-u-pA i rcra ft S ta tu sP a ge......................3.1- 1
3 . 1 . 1 .1D a taB a seS e l e cti o n ..........3.1- 2
3.1.2 lnitialization ..3.1-3
3 . 1 . 2 .1l N l TA P a g e ......... ...............3.1- 3
3 . 1 . 2 .2R o u teS e l e cti oPna g e ........ 3.1- 10
3 . 1 . 2 .3l N l TB P a 9 e ......... 3.1- 11
3 . 1 . 2 .4P se u d oWa yp o i n ts 3.1- 15
3 . 1 . 3F l i g h P
t lanning 3.1- 17
3.1.3.1WaypointStringing 3.1-20
3.1.3.2LateralRevisions.. 3.1-20
3.1.3.2,1 SID/RWYSelection ..31-24
3.1.3.2.2 WPT/NAVAID Entry .3.1-26
3 .1 .3 .2 .3 N E WWA Y P OINT
F u n cti o n .3.1- 27
3 .1 .3 .2 .4 A IR WA Y S P a g e......... 3.1- 28
3 .1.3 .2 .5C O R T E ..3.1- 30
3.1.3.2.6 WaypointInsertion/
F-PLNA andB Pages 3.1-30
3.1.3.2.7 Waypoint Deletion on
3.1.3.2.8F-PLNDiscontinuity
- Purpose/Clearing ..3.1-33
3 . 1 . 3 .3F -P L NA P a g e ..3.1- 34
3 . 1 . 3 .4F -P L NB P a g e ..3.1- 37
3.1.3.5VERTICAL Revisions 3.1-38
3.1.3.5.1 TimeConstraint Entry 3.1-39
3.1.3 .5 .2S p e e dC o n straint Entr y..............
3.1- 43
3.1.3.5.2.1 VerticalRevision
P a g e sA&B 3.1- 45
3 .1.3 .5 .2 .2S p e e dLimit.................
3.1- 49
3.1.3.5.2.3 ThrustReduction
A l ti tu d e .......3.1- 50
3.1.3.5.2.4Acceleration
A l ti tu d e .......
3.1- 50
3 .1 .3 .5 .3A l ti tu d C
e o n straint Entr y............
3.1- 51
3.1.3.5.3.1 StepAltitude/
P re d i ctionPage.......... 3.1- 53
p.12
Rev 1 Dec/93
Chatvi AP45
IMM
3 .1 .3 .5.3.1.1
CLB/IMM
DES............
3.1- 61
3.1.3.5.4Wind/Temperature ...3.1-62
3.1.3.5.5 Performance Modes 3.1-64
3 .1 .3 .5 .5 S.1tra tegic
Mo d ePage......... 3.1- 65
3.1.3.5.5.2 TacticalMode
P a g e........ .3.1- 67
3 . 1.3 .6F l i g hP t l a nC h e ck............... 3.1- 71
3 . 1.3 .7C o p yA cti ve ............... 3.1- 74
3 . 1 . 4T r a n si ti oto
n T a ke o ffP h a se .,..... ......3.1- 74
3 . 2 T 4 K E O F F ........
... ...32- 1
3 . 2 . 1 T AK E OF P F a g e ........ ....3.2- 2
3 . 2.1 .1T A K E OF P F A GEA CARSUplink .........3.2- 7
3.2.1.2 THR RED/ACCEL Altitudes 3.2-10
3.2.2 Departure RunwayChange 3.2-11
3.2.3 SpeedChanges 3.2-13
3 . 2 . 4 G W a n dC G U p d a te ......32- 15
3.2.5 ManualNAVRadioTuning 3.2-16
3 . 2 . 6 PR OGP a g e ........ 3.2- 17
3.2.6.1FMCPosition Update 3.2-21
3.2.6.2NAVAIDTuning 3.2-22
3.2.6.3FuelPrediction Page 3.2-24
3.2.6.4Bearing/Distance To ............ 3.2-26
3.2.7TakeoffRoll ..3.2-26
3.2.7.1PositionUpdate 3.2-26
3 . 2.7 .2F MAIn d i ca ti o n.........
s ........3.2- 26
3.2.7.3NAV Engagement 3.2-28
3 . 2.7 .4P ro fi l eE n g a g e me nt.............. 3.2- 30
3.2.8Transition to CLIMBPhase 3.2-30
3.3CLTMB ...3.3- 1
3.3.1ReturnTo Autotuning .....3.3-4
3.3.2 Emergency Return- NewDestination
D e fi n e d ........3.3- 5
3 . 3.2 .1E n g i n eOu t P a g e ...............3.3- 6
3 .3 .2 .1 .1
E O F -P L NP a ges .....3.3- 8
3 .3 .2 .1 .2
E O S tra te g iMode
c Page...........3.3- 10
p.13
Chatvi AP45
ASIO FMS PILOVS OUTDE
3.3.2.1.3 EO DriftDownSituational
Mo d e .......3.3- 12
3 . 3 . 2 .2N e wR o u teT o ............ ........3.3- 16
3 . 3 . 3C l i m bPe rfo rma n C ceh a n g e...........,.. 3.3- 18
3 . 3 . 3 .1T a cti caMo
l de ...3.3- 19
3.3.3.2Strategic Mode .3.3-21
3.3.4 Directto NAV 3.3-22
3.3.5Transition to CruisePhase 3.3-27
3. 4 c R U t s E ..................3.4- 1
3 . 4 . 1Si t u a ti o nMo
al des ..........3.4- 1
3 . 4 . 1 .1IMMD E SMo d e ..................3.4- 2
3 . 4 . 1 .2D e ce Mo
l de ......3.4- 3
3 . 4 . 1 .3IMMC L BMo d e ..................3.4- 5
3.4.1.4EngineOutDriftDown(D/D)Mode.....3.4-7
3 . 4 . 2C R ZA L TC h a n g e s............. ..............3.4- 8
3 . 4 . 3C r u i s eP e rfo rma n Cceh a n g e ............... 3.4- 10
3 . 4 . 3 .1Wi n dE n tryi n C ru i se 3.4- 12
3.4.4 ParallelOffsets 3.4-15
3.4.5FuelPredictions 3.4-18
3.4.6DescentPreparations ......... 3.4-19
3.4.6.1RWY/STAR Selection ........3.4-20
3.4.6.2RWYChangeOption 3.4-23
3.4.6.3DES ForecastPage 3.4-24
3.4.7Transition to DescentPhase 3.4-26
3.5 DESCENT ..............3.5- 1

3.5.1Descent VerticalProfileGuidance ...3.5-1
3 . 5 . 2D e s c enVt e rti caRl e vi si o n s ..............3.5- 6
3.5.2.1MAXDESTactical Mode ....3.5-8
3.5.3AlongTrackOffsets .......3.5-8
3 . 5 . 3 .1A T O Wa yp o i n ts......... .........3.5- 8
3 . 5 . 4H o l d i n g ............ 3.5- 10
P a tte rn
3 . 5 . 4 .1H o l d i n g T yp e s .......3.5- 10
3 . 5 . 4 .2H o l dP a g e ........3.5- 11
3 . 5 . 4 .3H o l d i n g
P a tte rn
E xi t........... 3.5- 17
3 . 5 . 5T r a n s i ti oTno A p p ro a ch
P h a se ....,...3.5- 18
p.14
Chatvi AP45
A31O FMS PILOVS GUTDE
3 . 6 AP P R O A C H .............. ...............3.6- 1
3 . 6 . 1A p pro a chPage ..............3.6- 1
3 . 6 . 2F MAIn d i ca ti o n s .............3.6- 4
3 . 6 . 3Pr o ce d u re
T u rn s ............3.6- 6
3 . 6.3 .1P ro ce d u re PROCT.............
S p e ci fi ed 3.6- 6
PROC
3 . 6.3 .2Ma n u aTl e rmi n a ti on 3.6- 7
T..............
3.6.4Transition To Go-Around Phase ......3.6-12
3 .7
3.8
4.0
4 .1
4.2
4.3 AUTOMATTC
UNTNG . . ........4- 10
4 . 4 M AN U AT
L U N IN G ..4- 11
5 . 0 o VE R V T E W ........5- 1
DE
5 . 1 P E R F O RMA N C A T AB A S E ..................5- 1
p.15
Chatvi AP45
5 . 2 NAVIGATION DATABASE ......5-1

5 . 2 . 1 N a m i n gC o n ve n ti o n s............... ........5- 2
5 . 2 . 1 .1F i x l d e n ti fi e rs.............. ........5- 2
5 . 3 D A T AB A S EL OA D E R .............5- 8
5 . 3 . 1L o a d e Op
r e ra ti o n ............... ..............5- 8
5 . 3 . 1 .1D a taB a seC ro ssl o a d .........5- 10
6. 1 t R SD ES C R T P T T ON ..................6- 1
6 . 1 . 1l n e r t i al
S yste ms y n i t(IS DU).........
D i sp l aU ......6- 1
6 . 1 . 2 M o d eS e l e ctU n i t(MS U ) .................6- 2
6 . 1 . 3 O n t h e -Gro u nDdi sp l a ys ............. ....6- 3
6.1.4 Ac t i o nCodes .................6- 5
6 . 1 . 5 F l a s h i nAg n n u n ci a to.............
rs .......6- 5
6 . 2 o PE R A T I NG P R OC E D U R E S ...................6- 6
6 . 2 . 1 I R SM o d e s . .6- 6
6 . 2 . 2 N a v i ga ti oMo n d e- S yste mT u rn- On................6- 6
6 2 . 3 T e s t. ........ ....6- 8
6 . 2 . 4 I R SI ni ti a l i za ti o n ......... .. .6- 9
6 . 3 L AT I T U D E /L ON GIT U
INDSEE R T IONS
PROBLEM S..
6.11
6 . 4 PROBLEMS AFTERLATITUDE/LONGITUDE
H A V EBE E NA C C E P T E D .............. ............6- 13
6 .s N A VM O D E- 3 -MIN U TR
EE A L IGN
OPTION.............6- 13
6 . 5 . 1 R e a l i g Op
n ti o nP ro b l e ms ................6- 14
6 . 6 A T T I T U DMOD
E E ,.6- 15
6.7 oFF MODE ............6- 17
6 . 8 S Y S T EM
O P E R A T |ON
D T A GR A..............................
M 6- 18
6 . 8 . 1 O f fM od e- S yste m
T u rnOff.... .......6- 18
6 . 8 . 2 N AVMo d e ...6- 18
6 . 8 . 3 At t i t u d Mo
e de ................6- 18
p.16
Rev 1 Dec/93 vt
Chatvi AP45
A37O FMS PTLOT'S GUTDE
7 . 0 A D D T T ION F
AEL A T U R E.........
S .................7.1
7 . 1 S E C o ND A RFY-P L N ...............7- 1
7 . 1 . 1 S E CT N D E P
Xa g e .........7- 2
7 . 1 . 2 S E CF -P L NP a g eA a n dB ..............7- 3
7 . 1 . 3 S E CF U E LP R E D IC T IONP age ......7- 5
7 . 1 . 4 S E C ON D A RMOD
Y EP a g e........ ....7- 6
7 . 1 . 5 S E CD E SF OR E C A SPTa ge ..........7- 7
7 . 2 R E F ER E N C|N E DEX ...............7- 9
7.2.1 DefinedWaypoints ...,....7-10
7.2.1.1LoadingA/erifying OceanicWaypoints7-14
7.2.2 WAYPOINTS/NEW WAYPOINTS Page..........7-16
7 . 2 . 3 C lo se stA i rp o rts .............7- 19
7 . 2 . 4 S E N S OR STATUS P a g e........ ........7- 20
7.2.5 DEFINED NAVAIDS/NEW NAVAIDS Page......7-22
7.2.6 ACARS ............ ..............7- 24
7 .2 .6 .1A C A R SP a g e ........ .............7- 24
7. 2 .6 .2A C A R ST A K E OF F Page.........
.............7
- 26
7.2.6.3ACARSMessages . .... ....7-30
7.2.6.3.1 UplinkMessages (MUto FMC)..7-31
7 .2 .6 .3 .2
S yste m Me ss ageLogic..............
7- 31
7 .2 .6 .3 .3 t l a n(FPR)( Uplink)
F l i g hP . . .....7- 32
7.2.6.3.4Predicted WindData(PWD)
(U p l i n k) ...7- 33
7.2 .6 .3 .5E n ro u te Wi n ds( ER)...................
7- 33
7 .2 .6 .3 .6
D e sce nWi t n ds ( DW )
................7- 33
7.2.6.3.7Predicted WindDataRequests
727 A'DS
,"n" |t*ol 1o:*:']l*]: i}i
7.2.8 MAINTPage .7-36
7 .2.8.1TE S T P A TTE RNP a g e. . . . . . ...... . . . . . . . . . . .-3
. . 77
7 .2.8.2K E Y TE S T P age... . . . . . . . . . . . . 7 -3 8
7 .2.8.3IRS MONITORP age . . . . . . . . . . 7 -4 O
7 . 3 ALTERNATEFLIGHTPLAN ....7-43
. . . . . . . ...... . . . . . . . . . .-4
7 .3 .1 AlternateFlightP lan P redic t io n . 75
7 .3.1.1Takeoff(Go-A roun d ) . . . . . . . . . . . . 7 -4 6
7 .3.1.2Climb . . . . . . . . . . . . . . . . 7 -4 6
7 .3.1.3Cruise . . . . . . . . . . . . . . . 7 -4 6
7 .3.1.4Descentand A pproa c h. . . . . . . . . . . . . . . . . . . . . 7 -4 7
7 .3.2 EnableA lternateFunction . . . . . . . . . . . . . . 7 -4 7p.17
A37O FMS PILOT'S GUIDE Chatvi AP45
8 . 0 D EG R A D EP
DE R F OR MA N C E .,....,...........8- 1
8 . 1 D U A LA N DI N D E P E N D E N
OPT E R A T ION
..................
8- 1
8 . 2 C R O S S - T I ED
Mo d e .................8- 3
8. 3 S I N G L E
F L I GH T
MA N A GE ME N T ......... ....8- 5
COMPUTER
8. 4 DEGRADED
NAVIGATION .....8-5
8 . 4 . 1I R SD e gra d e d .................8- 6
8 . 4 . 2I R SO n l yN a vi g a ti o n ........ .................8- 7
8 . 4 . 3At t i t u d(A
e T T On
) l yN a v.. ..................8- 8
8 . 4 . 4( N O N E)N a vi g a ti oMo
n de .................8- 8
8. 5 F M CM A L F U N C T T ON S ............8- 9
8 . 5 . 1F M R e se t ......8- 9
8.5.2FM Re-synchronization ...8-10
8 . 5 . 3L o c k e d
CD U ..8- 10
8 . 5 . 4F M CF a i l u re
D u ri n gE n g i n eS ta rt.......................8- 11
8.5.5Independent Operation - Possible Fix...............
8-11
8 . 6 E N G T NO
EU T ........ ..................8- 12
8 . 6 . 1E n g i n eOu tWi th o uat S ID ................8- 13
8 . 6 . 2E n g i n eOu tS IDa n dR o u te ...............8- 14
8 . 7 MAINTEN ANCE
W RITE -UP S- FMS . . . . . . 8 -1 5
Appendices
A Abbreviations & Acronyms ..........A-1

B DataF o r m a t s .............8- 1
C S c r a t c h p a. .d. . . ....... ....C- 1
D T e r m i n o l o g y .......... .....D- 1
E lnd e x ........
E- 1
p.18
Rev 1 Dec/93 viii
Chatvi AP45
GENERALOVERVIEW
TABLEOF CONTENTS
PAGE
1 . 0 GENERALOVERVIEW 1-1
1 . 1 F M SC OMP ON E N T S ...............1- 2
1 . 1 . 1 C o n troal n dD i sp l aU y nit .................1- 2
1 . 1 . 2 F l i g hC
t o n troUl n i t.......... .................1- 2
1 . 1 . 3 El e ctro nFi cl i g hIn
t stru ment System.................1- 2
1 .1 .3 .1P F D......... .........1- 3
1.1 .3 .2N D ............ .........
1- 3
1 . 1 . 4A u toT h ro ttlS e yste m ....1- 3
1 . 2 S Y S T EM C ON F IGU R A T ION ...1- 5

1 . 2 . 1 Op e ra ti o nMoal des .,......1- 6
1.2 .1.1 D u a lMo d e .........
1- 6
1 .2 .1 .2
In d e p e n d eMo
nt de ..............1- 7
p.19
f-i
Chatvi AP45
p.20
Chatvi AP45
GENERALOVERVIEW
ThisHoneywellFlight Management SystemPilot'sGuideis oriented

to the operationof the A310/A300-600
QIP and standardsoftware
loads*.
Thisautomated FlightManagement Computer System(FMCS)con-

sistsof two FlightManagement Computers (FMC),andtwoControl
DisplayUnits(CDU).Thepurposeof the FMCS,in conjunction with
otherinterfacing equipment, e.9.,the Auto FlightSystem(AFS),
ElectronicFlightlnstrumentSystem(EFIS),andAutoThrottleSys-
tem(ATS),is to providetheflightcrewwithfullyautomatic,fullflight
regimecontrolof lateralnavigation, verticalguidanceand thrust
management, mapdisplay,autopilotcommands, andinflightperfor-
manceoptimization.
Thiscombination
of interfacing
equipment
is referred
to astheFlight
ManagementSystem(FMS).
NOTE: ThetermsFMCS,FMC,and FMSare usedthroughout

thisguide,occasionally,in the sameparagraph. While
appearingto be similar,they are not, and care should
be exercised so as not to confuse or misuse these
terms. See APPENDIXA - ABBREVIATTONS and
ACRONYMS.
The majorfunctionsof the FMS are:

. Flightplanningand predictions.
o Navigationand performancemanagement.
o Lateraland verticalguidancethroughthe AP, FD, and ATS.
. Engineout proceduresand guidance.
r NAV radioselectionand tuning.
"NOTE:Theseloadsare identifiedon the AircraftStatuspage

as P/N -964(for GE engines),P/N -965 (for Pratt&
Whitneyengines) orforthelatestQualitylmprovement
Package, (OlP)as P/N-967(cE) andP/N-968(PW).
Thesedifferences are identifiedin the textor by
GREYshading.
p.21
Rev 1 l-)cn/9?
Chatvi AP45
A3'O FMS PILOVS GUTDE
1.1 FMS GOMPONENTS

1.1.1 Gontrol and DisplaLUnit
The two CDUs are centrallylocatedforwardof the throttle quadrant.

They providethe long{erm interfacebetweenthe crew and the FMS,
whichallows:
. Definitionand displayof flightplans

. Selectionof pagesfor displayand data insertion
. Selectionof specificfunctions(HOLD,DIRECTTO, etc.)
. Displayof peripheralinformation(ACARS,AIDS, MAINT,etc.)
See Section2.0 - CDU OVERVIEW
1.1.2 Flight Gontrol Unit
The FCU, locatedin the centralportionof the glareshield,provides

the short-terminterfacebetweenthe crew and the FMS, allowing:
. Manualselectionof speed,altitude,heading,and verticalspeed.

o Selectionof lateraland verticalguidancemodes.
. Engagementof AP, FD, and A/THR.
Generally,actionstakenon the FCU causean immediatechangein

aircraftcontroland/orguidance.
1.1.3 Electronic Flight Instrument System
The EFISconsistsof personalizedPFDs and NDs,one set each for

the Captainand FirstOfficer;locatedeach side of the forwardmain
instrumentpanel. These EFIS displays provide a wide range of
navigation,guidance,and aircraftsystemrelateddata,e.9.,
p.22
1-2
Chatvi AP45
1.1.3.1 PFD
. FD pitchand rollcommands
for targetspeedandheading
or course.
o Armedandengagedmodes,engagement status,and
systemmessages.
{.1.3.2 ND
. Flightplantrack.
o Aircraftpositionandtrack.
. Navigation
waypoints
andnavaids.
. Computed datasuchas estimates,
TAS/GS,andWind.
1.1.4 Autothrottle System
TheFMScouplesto theATSthroughengagement of the PROFILE

- mode,providingfor the automatic
controlof altitude,
speed,thrust,
and time alongthe longitudinal
axis or VERTICALPROFILEof
the aircraft.
Thegeneralrelationship
ofthemajorcrewcontrolled
componentsofthe
FMS,withthe exceptionof the interfaces,
are shownin Figure1-1.
Components interfacing
withthe FMSareshownin Figure1-2.
p.23
1-3
Chatvi AP45
A31O FMS PTLOVS GUTDE
CDU 1 CDU 2
FMSCOMPONENTS C59556#
Figure 1-1
FMS Components
NorE: Refertothe43l 0/4300600ApprovedFlightManualfor

operationaldetailsof the FCU,ATS, and EFIS.
p.24
14
Chatvi AP45
{.2 SYSTEM GONFTGURATION

EachFMCusesdatafromtwo internalreferenceareasfor
its calculations:
o The first,containsthe engineand aerodynamic modelsfor all
performance, andflightplanning computations.
. Thesecond,the navigation database,
containsallthenavigation
dataselectedbytheparticularairline.
SeeSection
5.0,NAVIGATION
DATABASE, for specifics.
Withreference to Figure1-2,the boxat the bottomliststhevarious

inputsto the FMC,whichcoupledwiththe interfaces detailedin the
diagram, andthetwomaindatabase divisions,allowthewiderange
of flightmanagement tasksof whichthe systemis capable.
IRS-DME.VOR.I
LS.CLOCK
ADC.FUELQTY-FUELFLOW
TCC.FAC-FCU.RADIO
PANELS
EFISCONTROLPANELS
Figure1-2
FMSInterfaces
p.25
,t-5
Chatvi AP45
1.2,1 Operational Modes
There are two FMCS modes of operation,the Dual Mode and the
IndependentMode.
1 . 2 . 1.1 Du a l M ode
The normalmodeof operationisthedualmode,when bothFMCsare

operatingtogether.
E CDU
E CDU
c59554#
Figure1-3
DualMode
In thiscase,oneFMCis the master(incontrol)andtheotheris the

slave(obeythe master'scommands). Bothare stillindependentin
theircalculations,
however,
thefollowing
criticalfunctions
arecontrolled
by the master.
. Comparison
of thetwoflightplans
. Legsequencing
. Comparison
of aircraftposition
p.26
Chatvi AP45
Masteror slavestatusis determined

bywhichAP/FDis engaged,
or
if noneare engaged,whichFMC is poweredup first.Dual FMS
operationis indicated
by:
r BothCDUscandisplayseparatepages.
. Simultaneous on separatepages,is allowedand
datainsertion,
copiedin the otherFMC.
o Buttonpusheson eitherCDU is processedin both FMCsin
sameorder,withcontrolof simultaneous buttonpushesgoing
to the master.
1,2.1.2 Independent Mode
Whenevera discrepancy existsin the criticalfunctions,between

masterand slave,the two FMCsrevertto the Independent Mode,
(i.e.,eachFMCbecomesitsownmasterandbuttonpushesareonly
processed by the onside(sameside)CDU).
ry,___r_
lE l
t-:l
c59555#
Figure 1.4
Independent Mode
This conditionis indicated by the scratchpad (SP) message:

' I N DEPEN D ENTOPERATION."See Section 8.0, DEGRADED
PERFORMANCE.
p.27
1-7
Chatvi AP45
p.28
Chatvi AP45
CDUOVERVIEW
TABLEOF CONTENTS
2.0
2.1
2.2
2.3
2.4
p.29
2-a Rev 1 Dec/93
Chatvi AP45
p.30
Chatvi AP45
CDUOVERVIEW
The CDU is the primarypilot interfacewith the FMC, and is mainly

used for longterm (strategic)actionssuch as flight plan construc-
tion, flight plan monitoringand revision, insertionsof weights,
temperatureand wind entries,and performancedata initialization.
Short{erm (tactical)actions,altitudesteps,speed selections,etc.,
are also enteredon the CDU.
This interface allows the pilot to control the lateral and vertical
elementsof the flight plan.
LATERALFUNCTIONS:
o NAV (aircraftposition)
o NAVAIDtuning(auto and manual)
o IRS alignment
. Flightplan initialization
and modification
. Lateralflight plan display
r Lateralguidance
VERTIGALFUNGTIONS:
r Vertical profile
o Constraints(time,altitude,and speed)
. Wind and temperaturerevision
. Step climb or descent
. Predictions(fuel,time, altitudes)
p.31
2-1
A3'O FMS PTLOVS GUTDE Chatvi AP45
2.1 GDU KEYBOARD

TheCDUkeyboard assembly provides a fullalphanumeric
keyboard
combinedwith mode,function,data entry, slew switches,and
advisoryannunciators.Also,the keyboardassemblycontainstwo
integrallightsensorsand a manualknobto controldisplaybright-
ness.Thegeneralarrangement of the CDUis shownin Figure2-1.
trtrtrtr8
trtrtrtrtr
O@trtrEtrtr
@@@trtrtrtrtr
o@@trtr@trtr
o@otrtrtrtr
15 14
-/-J
1. LINESELECTKEYS 11. ENGINEOUT KEY

2. DIRECTKEY
3. FLIGHTPLANKEY 13.CLEARKEY
4. MODEKEY 14. ALPHA KEYS
5. TAKEOFF/APPROACH KEY 15. NUMERICKEYS
6. TACTICALMODE KEY 16.SLEWDOWNKEY
7. INITIALIZATIONKEY 17, ANNUNCIATOH-DISPLAY,
FAIL
8. SECONDARYFLIGHTPLAN KEY 18.NEXTPAGEKEY
9. REFERENCE INDEXKEY 19, PROGRESS KEY
,IO-BRIGHTNESSKNOB
20. SLEWUP KEY
Figure2-1
GDUKeyboard
p.32
2-2
Chatvi AP45
2.1.1 Display
The CRT displayscreenhas 14 lineswith 24 charactersper line.The

page format is partitionedinto four areas. See Figure 2-2.
Title Field - This field is the top line of the display.lt identifiesthe
page in view and what additionalpagesof a set are available.
Left Field - This field is composed of six pairs of lines, eleven

charactersper line.lt extendsfrom the left side of the screento the
center.The operatorhas accessto one line of each pair througha
LineSelectKey (LSK)on the left side.A line pair comprisesa label
lineand a data line.
Right Field - Thisfieldis similarto the leftfield,extendingfromthe

centerof the screento the rightside. Operatoraccess is availableby
a LSK on the rightside.
Scratchpad - This field is the bottom line of the screen.Typed

alphanumericcharactersand FMC generatedmessagesare dis-
played on this line. The scratch pads for the two CDUs operate
independentlyfor data entry. The scratchpadacceptsentries up to
22 characters.The last two character spaces are reserved for
verticalslew indicators.
CRT DISPLAYSCREEN
Figure 2-2
GRTDisplayScreen
p.33
2-3
A31O FMS PTLOVS GUTDE Chatvi AP45
2.1.2 Line Select Keys (LSK)
Thesearesix LSKson eachsideof theCRTdisplay.Forreference,

the left key set is identifiedFr-) through@ ; the rightkey set is
identifiedFEIthrough@ . Theoperator hasaccessto onedataline
of eachpairthroughLineSelectKey (LSK)on eachside.
2.1.3 BRT Knob
TheBRTknoballowstheoperator to manually
increaseor decrease
thebrightnessof theCRTdisplay.Thebacklightedkeyillumination
is controlledby a remoteflight deck control.Annunciators
are
controlled
by the masterbright-dim-test
system.
2.1.4 Function and Mode Keys (Rectangular)
Thisarrayconsistsof 15 keys,2 of whichare not used.
DIR Key
Accesses the DIR TO page and allows the crew to
initiatethe DIRECTTO functionby manualentry of a
fixed waypoint,or line selectionof a fixed waypointin
the ACTTVEPRIMARYF-PLNonly.
MODE Key
@ Allows accessto the MODE page, which displaysthe
strategicperformancemodes.Changesmade on this
page etfect performancein all the flight phases.
TACT MODE Key

fTdr-)Allows accessto the currentflight phase page (climb,
LUOD,E.'
cruise,etc.).Changesmade to the strategicmodeson
this page effect performanceonly in the currentflight
phase.
lNlT Key
Pressing thiskeywillbringthe INITApageto thedisplay
on the groundonly.The crew can definevariousinitial-
izationparametersincludingACTIVE F-PLN data and
IRS alignment.
p.34
24
Chatvi AP45
REF Key
Accessesthe REFERENCEINDEXpage,whichallows
further access to referencepages pertainingto aircraft
configuration,stored and definedwaypoints,navaids,
maintenance,and other user systems.
FPLN Key
Providesaccessto a leg by leg descriptionof the active
route. The data includesa listingof real and pseudo
waypoints,estimatedtimesof arrival,airspeed/ altitude
constraints,distances between legs, and magnetic
coursesbetweenlegs.
TO/APPR Key
fT/-l
I APPRI Accessesthe TAKEOFFor APPROACHpage, as ap-
- propriate,on which takeoffor approachparametersare
displayedand/orinserteddependingon theflightphase.
SEC FPLN Key

rFl When pressed,displaysthe SEC INDEX page. The
tEELN.' SEC INDEX page allows access to, and functions
relatedto, the secondaryflight plan. These functions
includecopyinginto, deleting,and activatingthe sec-
ondaryflightplan.The SEC lNlT pagesand all SEC
PERF pages are accessiblefrom this page.
rml ENG OUT Key

Has no specificpageassociatedwith it however,press-
t-our-J ing it can cause displayof an EOSID, if available,or
displayof the MODE page with EO prompts.
PROG Key
@ Pressingthe PROG key displaysdynamicflight infor-
mationabout the activeflight plan including:CRZ FL,
presentposition,distanceto destination,etc.
p.35
26
A31O FMS PILOVS GUTDE Chatvi AP45
NE"T PAGEKey
Providesaccessto additionalpages of a set when
anotherpageis requiredto completedisplayof data.
Thiscapability is indicated
by a horizontal
arrowon the
titleline.The NEXTPAGEfunctionis closedloop;that
is, it wrapsaroundfromthe lastpageto the firstpage.
VERTIGALSLEWKey
Forpageslongerthanthe available spaceon the CRT
slewingis usedto scrollthedisplayup or down.
vertical
These two keys are also used for incrementing(or
decrementing) data (LATLONG)by a set amountin
particulardata fields.Verticalslew capabilityis indi-
catedby arrowsin the lasttwo righthandspacesof the
scratchpad.Simultaneous displayof up and down
arrowsindicateupwardanddownward scrollcapability.
2.1.5 Annunciators
There are four annunciators,

two on each side.
DSPY (top left) - llluminateswhen the flight plan has been slued
and/orthe displaydoes not indicatethe activesituationin the FMC.
FAIL (bottomleft) - Indicatesthe CDU has failed.The screen is

blank,exceptfor the message,'FMC FAIL.'
MSG (topright) - llluminateswhen a scratchpadmessageis being

displayedor when a messageis waitingin the queue.
OFST Oottom right) - llluminateswhen a paralleloffsetis active.
2.1,6 Numeric Keys (Round)
Thesekeysenablethe operatorto enternumeralsintothe scratchpad

successivelyfrom left to right. Alpha and numeric keys may be
enteredtogetheras required.The slashkey (/) is includedas partof
the alpha keys and is used to separatepairs of entries in the same
field;for example,airspeedand Mach(2801.72O), wind directionand
velocity(1041100), or airspeedand altitude(250110000). The trailing
entryof a pair is generallyprecededby the slashif enteredby itself.
The leadingentry may be followedby the slash but is not required
if entered by itself.
p.36
24
Chatvi AP45
A37O FMS PTLOT'S GUIDE
2.1.7 Alpha Ketzs (Square)
Thesekeysenablethe operatorto enteralphabeticcharactersinto

the scratchpadsuccessively
from leftto right.
2.1.8 GLR Key
The @ keyis usedto clearmessagesanddatafromthescratchpad

or an individual datafield.A single,shortpressof the @ key will
erasethe last characterof a seriesof alphanumeric characters
entered. A longer pressofthekeyerasestheentirescratchpad. lf the
scratchpad is empty,operationof the @ keyentersthe legendCLR
intothe scratchpad. Thisactionmaythenbe followedby pressinga
LSKadjacentto the fieldto be cleared.lf the cleareddatafieldhas
a defaultor FMC-calculated value,the displayrevertsto thisvalue.
lf the cleareddatafieldis a leg in the flightplan,the leg is deleted
fromtheflightplan.Pilot-entered datain a fieldthatis normallyblank
cannotbe clearedby the keybut maybe changedvia scratchpad
entry.The CLR legendcan be removedfrom the scratchpadby
pressingthe @ keya secondtimeor by entryof an alphanumeric
character.
p.37
2-7
A31O FMS PTLOT'S OUTDE Chatvi AP45
2.2 CDU PAGE FORMATS

Pertinent FMCdatais displayed on the CRTof the CDUon pages
that are selectedby the functionand modekeys,Two sizesof font
are usedon the displaypages.
PageTitle (LARGEFont)- ldentifiesselectedpage and type of

datadisplayedbelowthe title.
Ne-t Page Prompt ()) - ln upperrighttitlefield.lndicatesthat

additional for the pageselected.
datais available
LARGEFont Display- ldentifies

pilot-enteredor data basede-
rived data.
Bo- PromptsfTTT-n ) - lndicatethatdata entry is required

for minimumFMGoperation.Thisdataentryis performed through
the useof the scratchpad andthe corresponding LSK.Entryintoa
boxpromptlineis displayed in LARGEfont.Dashesin a datafield
indicatethatdataentryintothatfieldis not allowedor thatdatais
beingcalculated by FMC.The dataappearsautomatically aftera
timeintervaland is in sruntlfont.
BracketPrompts([ l) - lndicate is possible

optionalentry inthe
applicable
field.
snaall-Font Display - Representspredicted,defaultor FMC cal-

culatedvalues.When adjacentto an LSK,the data can be changed
by pilotentry,in which case,the font will be LARGE.
Scratchpad Line (BottomLineof Display)- DisplaysFMS gener-

ated messagesand keyboardentries.
Vertical Slew Prompts (t.L) - As shown, the prompts indicate

that the latitude or longitudevalue below the prompts can be
incrementedor decremented. The slew promptscan also appearto
the extremerightof the scratchpadline.This indicatesthat the lines
of the displaycan be scrolledto move up or down one lineat a time.
Label (smau Font) - ldentifiesthe data displayeddirecflyunder

the header.
p.38
24
PageNumber(sMqLL Font)- Indicates thepagenumberof a data

set andthe numberof pagesin the set.
Waypoint(LARGEFont)- Waypointis on the selectedroute.
PagePrompts( ( or ) ) - Pressing
the associated
LSKaccesses
anotherCDUpagebut no functionis performed.
Asterisk (*) - This symbolappearsadjacentto an LSK if the

actuation
of the keywill affectthe activesituation,
(e,g., INSERT,
CLEAR,ERASE,etc).
Airway (small Font)- ldentifies

the published
ainrvay
between
two waypoints.
Symbols(+ or -) - Meanat or above(+);or, at or below(-). For

example,a +5000constraintindicatesa crossingrestrictionat or
above5000.
SpecifiedTurnArrow (C) - Appearsnextto theaffectedwaypoint

indicating
a mandatory (e.9.,ABCC , illustrates
turndirection, a left
turnat ABC).
Dashes(-----) - In a data line indicatethat data is being

computed,
is notavailable,
or dataentryis notallowed.
Overfly(A) - A trianglesymbolnextto a fixedwaypointindicates

thatwaypointwill be overflown
beforea coursechangeis made.
p.39
2-9
A31O FMS PTLOT'S GUTDE Chatvi AP45
2.3 GDU GONGEPTOF PAGING

CDU screendisplaysare referredto as pages.Each mode key,
exceptthe["EHkey,allowsaccessto a specificpagecontaining
data
pertaining
to the pagetitle.
The followingfoldoutsare generaldiagramsof pagesequencing
andthe datato be foundon eachpage.
thesediagramsare:
Notesregarding
1. Pagesthathaveverticalslewcapability by oppos-
are indicated
ing arrowsat the bottomof the page- they may be slewedin
eitherdirection.
GD GE
ED GE
ED EE
ED go
@ EE
@ (m
fJ
Figure 2-3
2. Horizontalsluing,or the abilityto turn the page, is denotedby

Next Page (N/P)
3. The pagetitleis underlined,and beneaththe titleis listedthe type
of informationfound on that page.
4. The (ffiEland [ffi{] keys display different pages when pressed,
dependingon the activeflight phase.
5. Any page accessedautomatically, or by pressinga Line Select
Key (LSK),is shownin the followingdiagrams.A modekey must
be pressedto changepageswhen a page has no exit route in
the diagram.
p.40
2-10
Chatvi AP45
SEC F-PLN
SAMEAS ACTIVE
SEC INDEX C LO SESTAIR PO R T S REF iNDEX NAVAID |/e

c0 l tE F R oi / l o trE SEL PAGE DEF I NE! DEF I XED I!ENI ST AT IOX !EC
HOI,IElI}EST LISTOF BRGDIST (I , I A Y P O ] N TS NAVAIDS) 6EN 03r.1
F U EL AIRPORTS TO EACH LAT /LONG
<SEC F - PLN PR ED ) ( I.IAYPO
I NTS NAVAI DS) 44?5,4N/gq9S4,9E N E X T)
AIFPORT F REO
CLO6EST
COP Y AC T IVE T ,IOD E) < A I R P O R TS ACARS) 1L?.8O PREV)
ELV IESELECT
CLEAR SEC < S E N S O RS TA TU S AIDS> ?9?g I l
CiZ FL D ES cLA33
FLXXX F OR EC AST ) (A/C STATUS I,'IAINT> VORDI,IE
IIAYPOINT F I€ OF T EIIT
SEC LAT REV ID EXT
TACT IVAT E SEC RH33L a (ra a ri )
SAMEAS ACTIVE L ^ T/L Oi 6
EXCEPTNO EOSIDENTRIES 4337 . |N/OSL??.4E
ARE ALLOWED
EL V C ATEAOR Y
SEC O N D AR Y M OD E 5SO ? D E FI N E D N A V A I D z / z
c0sT ti D Ex L EX6 TH
l!Exr s T^ Tro r ! E c
54 D Es r 3499 DAN 13E
Ai T ^r EFOI cR3 LAtlLON6
ECoN O?tA 11.4 3e6' 36gg,oN/t1035.5H NEXT)
F REO
iIT FUEL I 15.60 PREV)
Etv xEl
ilN lliE 1I7O NAVAID>
cLA33
D EF IN ED I,,| AYPOIN T r /r ASLA-?O6. VORD]'IE DELETE ALL
F I8 OF iERIT
ID EN T Et5 a (l s r xi)
Rl.lt 3 cF6-8843
CSTR E CON CLB r 6r a
L AT/L ON €
or ?3.5N /6qO 56.4E N EXT > ^ 'AiSssosos
o)iti:6qilAi r
cl z ilx oPT SECOND DAT A
Fl?59 FL350 FL250 PREV> t6tAY-llJUt 'A5E
O FST FUEL ELV XEI OP PROERAi
NEN NAVAID
rt I PRED) SEC DES FORECAST ?@ I.IAYPOIN T ) P S 4 0 6 12 3 9 -9 6 2
I!ENT SIAT IOf, DEC
BRB /!ISI LEX6T H ZUE ISE
---'/---- ro t l ?iqS DELETE ALL
PO 3 FRO 2EN ALl I ttXD cRs PEiF F ACT OR
LAIlLOt6
4 ? 4 7 .4 N /OL I3 8.9E UPDATET t 1/t )'/t i 133' +o .o 37 4? .gN/O2351 .4E
DIa r F IEC
DES r15.gg
1 4 4 ro D E S T FoRECAST) I J/t )'/t I
i te 3 .6 5 ta v All5.za ELV
S T U-S T U R /I TGO- TGO t )/E J'/E 7 r?go
cL^s8
L GA T/t )'/E 1 NEI.I I.IAYPOINT MA I N T VORTAC
FI€ OF XETTT
I!EIT
IE] ENTER
Rhtl3 S E L F TE S I
L ATl L OXS
D E S F ORECAST rrrn.E/ELE,m A N N TE S T
PL C E/ IR G /!T5 T
rrrrn/r-rT'r. o. /E13. D < TE S T P A TTE R N
All / t t ND ELV
E 1/t )'/t 1 SEC F U EL PR ED IC T ION TTTTN (K E Y TE S T I R S MO N I TO R ) I R S MO N I TO R
LEXATH DAtA 8A6E
E )/t )'/E ) SAMEAS ACTIVEUNDER EEEr AB?gggsgot t l
PROGFUNCTION cRa DRIF T RAT E 83
E )/t )'/t I rrn. ENTER TRANSI.IIT RECEIVE IR U 1 99.9 0
L G A T/ t 7'/E 1 IR U a 99.9 0
IR U 3 99.9 g
F UE L P REDICTION ACARS
AT €I T EFO! CO RIE
LGAT O 2t8 11 .5 ROUTE t ]
ilY
LGTS 9 .5 T/ O D A TA t ] DUPLI CATE NA14E
8r FOI D AYl l 0 i Ii
9 9 .6 t9.6s/FF+F8 KEY TEST POS REPORT
tl E ta v/x
a a /4 2
F .PIi/F L
@ AFTEF ENTFY OF [E)
O.5 /c.t I.IIND PLAN I )/ E ] A DUPLICATE
FIi L/I!iE TEiP/ITOPO llDS D Ar A
ED NAVAIDOR EF
r.ctOO39 -51l3a.sr tl I.IIND CH6 m WAYPOINT. EO
EXrRA/ttiE CRZ rrt! slAluS
7,2/azat aaa. /aaa READY
c6o24r(Fl)*
Figure24
PageAccessingDiagram
(sEc F-PLN,REF,PROG)
2-11t12 p.41
Use or disclosureof the intomation on lhis page is sub.iectto the Eslric-lionson the title page of thie document
Chatvi AP45
ASIO FMS PILOT'S GUIDE
SEC F-PLN
SAME AS ACTIVE
SEC INDEX C LOSEST AIR PO R T S REF INI}EX NAVAID | /?

c0 R r E F i oi / to trE SL PAGE DEF I XE! DEF I NED I!ENT ST AT tOX DEC
HO].IE,/DEST LISTOF BRG DIST ( I.IAYPO I NTS NAVAI DS) 6EN 03r,1
FU EL AIRPORTS TOEACH ( I.IAYPOI NTS
LAT lLOt6
<SEC F-PLN PREII) AIRPORT NAVAI DS) 44?5.4N/90904.3E NEXT)
cLosEsr F REC
COPY ACTIVE T.IODE) < A I R P O R TS ACARS) 1l2.Ag PREV)
ELV DESELECI
CLEAR SEC < S E N S O RS TA TU S AIDS) ?3?S I l
CIZ FL D ES cLASS
FLXXX F OR EC AST ) (A / C S TA TU S T4 A I N T) VORDME
I.IAYPO]NT
SEC LAT REV I D EN T
FT3 OF iEiIT
TACT IVAT E SEC Rt,t33L ? t ra s rrl
SAMEAS ACTIVE L AT/L ON O
EXCEPTNO EOSIDENTRIES 4337, [N /Ogr??,4E
ARE ALLOWED
EL V C ATEAOR Y
SECONDARYMODE 596 ? D E FI N E D N A V A I D ?/?
COST IN D EI IDEXT ST ÎION D€C
L Ei l 6 TH
54 D EEr 6p 3499 DAN 13E
8 XT^ r EFOI LAT /LON6
S E C V ERT REV ECoN g?18 1 1.4 I?B 3600,9N/1ro35.AA NEXT>
3e6' F REO
SAMEAS ACTIVE iIN FU EL €E I 15.60 PREV>
ELV iEX
iIX TTi E I I TS NAVAID>
cLASS
D EF IN ED }IAYPO IN T r /r A3IS-?SS. VORDT4E DELETE ALL
F I6 OF iERIT
ID EN T EN5
Rl.t13 cF6-8043 e (l 3 r N r)
L IT/L OtA ACT T VE DAT A IASE
CSTR E CON CLB ssr a 9123.5N/06956.4E NEXT) oTAPR-gAtAY AE?SS650gl
cRz t^x oPT SECOXD DAT A EASE
Ft?59 FL35g FL?50 PREV) a5xAY-!tJUN
O FST FUEL EL V I€ T oP PioaRî
rt I PRED) SEC DES FORECAST ?O I.IAYPOI NT ) PS4S6L739-967 NEI.I NAVAID
BR6 /DTSI I'Ef,I ST A]IOX DEC
!EX6 TH
---'/---- 10 t l ?5Og DELETE ALL ZUE LgE
?os FRozEt ALf / tIi D cRs PERF F ACfOR LAT /LON6
4?47.4N/grt3e.9E UPDATET t 1/t 1./t 1 133' +O.g 374?.ON/g?351 .4E
l t8 r DES Fi E E
1 4 4 ro DE S T FoRECAST) t 1/t 1'/c J lt5.oo
Rt a8. 5t { AV ELV
STU-STU R/I
All5.7a
TGO-T6O E 7/t )'/E ) r?os
cLASS
L GA r /E )./E ) NEI.I I.IAYPO]NT I'lAINT VORTAC
F I6 OF iERIT
ID EXT
Rl.t13 SELF TEST I?) E N TE R
L AT/L ON 9
DES FORECAST rrrn.E/l:Ir.8 ANN TEST
? L AC E/ IR E /D I3 T
rrmnm.tr./trf1.tr <TEST PATTERN
Alf / {ItD ELV
E )/t 7'/t ) SEC F U EL PR ED IC T ION TTTTN < K E Y TE S T I R S MO N I TO R ) I R S MO N I TO R
LEN€TH DAT A IAAE
E )/E )'/C 1 SAMEAS ACTIVEUNDER [E) Fill-lr AB?gaqdSgL t l
PROGFUNCTION cRs D R I FT N TE 83
t 1/c )'/t J @ rrn. ENTER TR A N S MI T RECEIVE IRUI 99.9 g
L G A T/ t )./t t IRUa 99,9 0
IRU3 99.9 0
F U E L P REDICTION ACARS
AT €i ' EFOI CO RT E
L GA T O?tS 1 1,5 R O U TE t ]
ilY
L GT S 9.5 T/ O D A TA T ] DUPLI CATE
at Fol !AtliotTH
KEY TEST
9 9 .4
i l E R sv/r
|3.60/FF+ FO a5/a? POS REPORT
F -PLX/F L
6 AFTEF ENTRYOF cn
O.5 /a .t I.IIN DP LA N E )/T ] A DUPLICATE
FIIAL/IIXE TEiPlTROPO Atls DATA
EB MVAIDOR @
r.et6O3@ -5rlasa3i r.rlNDCH6 ED WAYPOINT. @
EXIIA/lli€ cRz xttD STATUS
7.2/azat aaa. /aaa READY
c6o27r(Rl)*
Figure2-4
(sEc F-PLN,REF,PROG)
Use or digclosure of the infomation on this page is subject to the Estriciions on lhe tille page of this document.
2-11t12 p.42
A31O FMS PTLOT'S GUIDE Chatvi AP45
SID raor L SGG F-P LA N A F-P [.N B

gIDS RHYS
F R I S N < S E L ) < SEL ) S5 HPT TII,IE SPD,/ALT
TRAXS
!.IPT TEItlP HINI)
EOSID vtA vtAlDlsT
NONE EOOs HPT TIME S P D ,/A LT S TA R To LGA T HPT TEl|lP I.II NI)
vtA STARS APPRS vlA/DIST l
RE'IAIXI]{8 RE}IAt NtN6 I.IP T TIME S P D /A LT T GR l A <SEL> <SEL) ILS33R
glDS HPT TE I' .IP H IN D
RI{YS YtA T R At{3 YtAlDIST
DIJ1A 23 HPT TIME S P D /A LT NONE R E I ^ I N rN B IÎPT TEi4P I.II NI)
vtA APPRS YIA/DIST
DIJEN I,.IP T TIME S P D ,/A LT R Er ^tx tx B VORISL HPT TE I.IP H IN I)
v!A ST AR S v IA ./D ts r ?J
*INSERT RET URN> HPT TIME S P D /A LT A R G1D V OR 33R HPT
f TEI.,IP
tJ
A R G1E 151
TIN S E R T R E TU R N >
tJ
AHY FROM ]..IPT LAT REV rno; HPT VERTREV rr HPT +
465f!. gN / g68e 5, gE EF0E------ EXTRA------
LIST OF <S ID S TA R >
AIRWAYS SPD BNT
FROMREVISE <A IR I.IA Y H OLD > APPR T R ANS TO A R P T
*t I t l*
POINT vIAl60 T0 AT OR AEOVE
*[ 1/t ] PRoc T> LIST OF
*L I
IIEI{ I{PT CO RTE APPR TRANS AT ALT CLI SPD LIII
*[ ] t l* FOR INSERTED *[ ] ? 5 9 /1 6 6 0 0
IEII RTE IO STAR.APPR Ar oR tEL0r
blPf /t l* rT ] STEPPRED> STEP r r HPT
STEP IO FL TIIIE/DIST
TE N A B LE A LTN R E TU R N > RETURN) FL330 60?2/ t67
}IIND AT FL
I l ' /t )
HPT. 0N Al.tY FUEL TIIE CO9T

PROCT rr l.,lPT VERTREV rr HPT t
LISTOF E F0B .--,- E x tR ^.-.-
WAYPOINTS E CRS
ON SELECTED DATABASE
HOLDrr HPT *I
INE CRS TIIIEIDIST l TINSERT RETURN)
AWY D!ST
cRs TURN
II I ND
TRIP LIIIIT TIIIE/FUEL *t l 'l t l
---- /----
RTE RSV/I ALTN/FUEL
+INSERT RETURN> A LTN
FINAL./TI}IE
N0 ALTNr
TINSERT RETURN>
RETURNTO THE
F-PLNPAGEWHICHWAS
LASTDISPLAYED
c60272(R1)#
Figure2-5
(F.PLN,LAT REF,VERTREV)
U8e or disclooure of lhe intormation on this page is sub.iecrtto the restric{ions on the title page of this document. 2-13t14 p.43
Chatvi AP45
A31O FMS PILOVS GU'DE
TAKEOFF TAKEOFF APPROACH IN IT A ) IN IT B

YI R]IY T.O St{lFl vt FLEX R]IY LANDINO Ltl=128.3 CO RTE FR 0 r / r 0 tA x I FoE ' |(
ILOC
SELECTI (ID CONFIG ?o441 LSG6/LGAT e,4 ?e ..s ?g.O
VR THR RED VR SLAT/FLAP THR REI) VFTO ALTN RTE A L TN TRIP/TIIIE ilZFlt ZFII
fT-n ?67 a @D n-n --/-- aa7 s .2e / ?B O= ??8 rrrrrrn rrrrn @ r r ,s/s"se 1 0 8 .9
v? rF cu l ACCEL v? IRI}I ACCEL SLT RETR l r r fJ LONB R TE R S V /Z l tT06l { l 0Grl
GD 1 48 4?70 ED 437U 3O/4A 5 =1 9 4 4 6 1 4 .4 N o g 6 a 6 .6 E ED s .E /5.@ res .5
FLP RETR EO ACCEL FLP RETR ED ACCEL FLP RETR COST INDEX ALTil L]{
-
F=16 3 g 6D F =1 6 3 ?s7 0 V epp=144 F= 159 30 AL IGN IR S ED ?,4 116.7
SLl RETR EO "97
THR REI) SLAT RETR ED THR REt) I{IND CORR CRZ FL TEITP/TROPO FII{ALlTII,|E NAX FL C6
6D S=1 95 ?a7D 6! S =1 9 6 297 g s M D A=3 6 5 FL 3 7 A -58,/3669t 6! z .z /OQ3O FL37g ?i .g
VFTO VF T O FLT II} CRZ TIND EXTRA./TIt,IE OPT FL CRZ
@ 0=235 APPROACH) GD O=?36 <G 0 A R O U N D FIN AL APPR * eeg. / age @ 2.7 /ts ?7 FL345 FL37O
ECO NCLB GO AROUND LS KEY FROM A R P T P A IR L/? "l,loDE"

co sT tIItE x RIY SEC INDEX COST INIIEX
36 Ar DEst 33R (RTES APPLY TO C O R TE EE 54O D Esr
GTT EFOI THR REI) sEc F-PLN) OXT^ r EFOS
E CoN tL o T 9 .6 1575 @ EC 0 N L?39 ? O.?
ACCEL FLIGHTPLAN FIOUTE
.tl IN FUEL t57g (WAYPOINTSAND AIRWAYS) @ .||Iil FUEL
FLP RETR EO ACCEL
ri l l N rl i E F=159 ri Ta 6E .tllN TlilE
SLT RETR EO TI{R REI)
5 =1 9 5 rs7. @
VF T O
0=2?9 APPR0ACH) * IN S E R T R E TU R N >
ICONFIRM ENG O UT CLEAR*
c60273(R1
)#
DES cRz CLB D IR TO

PRED TO PR ED TO P R E D TO
FLTSE FL37O F L?55 SIMILARTO
BTI DIST O}IT DIST 6l l r D I ST F-PLN PAGE A WITH
.E C ON E C oN 1?30 e5 ECoN 1?30 ?5 D IR TO P R OMP TIN
. rl A X DE S t3eg 22 .F AX EN D LZ ee ee .HAX CLB l22a 2? LIN E 1
sP D SPD SPD
?59 t34s a8 tl tl
.a?
Figure2-6
(TACTMODE,MODE,tNtT,ENGOUT,
DtR,TO/APPR)
2-15t16 p.44
Use or disclosureof the infomation on this page is subjecl to the Estric{ions on the title page of this document.
Chatvi AP45
2.4 WN(POINT FORMATS
LEG
(s) EXAMPLE DESCRIPTION MCDU SITUATION CONDITION
Track between Directto fix When first

two fixes fix to fix line is blank,
(Great Circle) IÎPT interceptto a directleg is
fix assumecl"
TF
Directto fix Whenfirst
fix to fix line is blank,
I,.IPT interceptto a directleg is
fix assumed.
UNSPECIFIED
Headingto an Headingto XXX is heading
altitude altitude HHHHH.
(position HXXX terminating
VA unspecified) HHHHH altitude
Courseto a fix Course to XXX is the

fix definedcourse.
cxxx.
CF I,,IPT
UNSPECIFIED Computedtrack Directto fix Whenfirst line

POS|TION direct to a fix fix to fix is blank,a
DF / I,,IPT interceptto directleg is
_.r1\ DIRECT
\JD-FLEG- O
fix assumecl
A-
Coursefrom a Fix to an XXX is course

fix to an altitude altitude from the
previous
waypoint.
H H H H Hi s
terminating
altitude.
l"lPTx x x WPT is the
FA HHHHH first three
charactersof
the identof
the fixed
waypointfrom
whichthe
courseis
defined.
G3641-06-002#
p.45
2-17 Rev 1 Dec/93
Chatvi AP45
A37O FMS PTLOVS GU'DE
2,4 WAVPOINT FORMATS (cont)
LEG
Trackbetween Directto fix Whenfirst line

two fixes (TF) fix to fix is blank,a
tollowedby a I,.IPT interceptto directleg is
constantDME fix assumed.
arc to a fix
(AF)
Directto fix When first line
fix to fix is blank,a
I"IPT interceptto directleg is
TFAF fix assumeo.
LEG
Course to fix DD is the

distanceoJthe
DD NAV
arc is defined
ilPT from.WPT is
the terminating
waypoint.
Coursefrom a Courseto fix XXX is the

fix to a distance cxxx' defined course
convertedto ilPT
courseto a fix
Courseto an Courseto an XXX is the

UNSPECIFIED
POStTtON altitude(position altitude courseHHHHF
CXXX
unspecified) HHHH terminating
+ffi.d altitude.
Courseto a DME Courseto a XXX is the

distance DMEarc courseNAV is
CD cxxx' DME station
N AV ,/D D DDis DME
distance.
Courseto a next Courseto XXX is course.

leg Cl followed interceptleg The following
by a course to a cxxx leg defines
fix (CF) intercept I N T C P T the intercept
pointundefined termination.
ut- oroy'€
CF c0900 -cFLEG
CI LEG
Courseto fix XXX is the
cxxx defined course
I,,IPT
G3641-06-003#
p.46
Rev 1 Dec/93 2-18
Chatvi AP45
A3'O FNilSPILOT'S GUTDE
2.4 WN(POINT FORMATS (cont)
LEG
EXAMPLE DESCRIPTION MCDU SITUATION CONDITION
(s)
lnitiallix Directto fix Whenfirst line
fix to fix is blank,a
N PT interceptto fix directleg is
assumeo.
Fixto fix Place-Bearing/

directto fix Place-Bearing
waypoint
definedby the
PB XN N pilot.NN is
the defined
waypoint
sequence
number.
Fix to fix The waypoint

IF d direct to fix was a LAT/
LONGinputby
the pilot.NN is
LLNN the defined
waypoint
sequence
numDer.
Fix to fix Place/Bearing/

directto fix Distance
waypoint
definedby the
PB D N N pilot.NN is
the defined
waypoint
sequence
numDer.
Procedureturn Directto tix Whenfirstline

(PF) fix to fix is blank,a
interceptto directleg is
'.IPT fix assumeo.
Courseto a A PF replaces
PF VOR radial a P I-C F
C ombi nati on.
PROCT The terminatior
HPT of the PF leg
is the fix of
the ori gi nalC F.
G3641-06-004#
p.47
Chatvi AP45
AS|O FMS PTLOVS GUIDE
2.4 WAYPOINT FORMATS (cont)
LEG
Courseto a Courseto a XXX is course

radialtermination VOR radial RRR is radial
interceptpoint cxxx. from WPT.
CR undefined I"IPT RRR
Headingto DME Headingto XXX is

distance DMEARC heading-NAV
is DME station,
VD HXXX'
\A V,/D D DD is DME
distance.
Headingto next Heading to XXX is

leg (Vl) followed intercept leg heading.The
by a courseto a followingleg
fix (CF) intercept HXXX definesthe
pointundefined I NTCPT
,+ intercept
termination.
vt- ozo./v
CF Hogoo /CF LEG
fiLEG7-
Courseto fix XXX is the

cxxx' definedcourse.
l,.IPT
Headingto a Headingto XXX is heading

radialtermination VOR radial RRR is radial
VR interceptpoint HXXX from WPT
undefined hPTRRR
Coursefrom a Course from XXX is the

fix to a manual fix with course.The
termination manual courseis from
termination the previous
waypoint.WPT
RADAR is the first thre€
FM X9l-vEcroRs r .lPT xxx characlersof
VA M ANUAL
FMLEG the identof the
fixed waypoint
from whichthe
courseis
defined.
G3641-06-005#
p.48
Rev 1 Dec/93 2-20
Chatvi AP45
A37O FMg PTLOT'S GI'IDE
2.4 WAYPOTNTFORMATS (cont)
Holdingpattern
Whenfirst line
terminating ls blank,a
directleg is
Automatically at assumed.
the fix afterone
full circuit(HF) L is direction
of bank (L-teft,
Automaticallyat R-right).
a fix after
reachingan When first line
altitude(HA) is blank,a
directleg is
Manually(HM) assumed.
Holdingto an L is direction
altitude of bank (L-left,
HOLD L R-right).
HHHHH HHHHH-
terminating
altitude.
When first line
is blank,a
directleg is
assumed.
Holdingwith XXX is the
manual inboundcou
termination to the holding
patternfix. L is
directionof
DL bank (L-left,
CXXX R-right).WPT
is the holding
pattern fix
whichmay be
a fixed
waypotntor
T.P.
Coursefrom a
When first line
fix to a DME
is blank,a
distance
directleg is
assumed.
Courseto a XXX is the
DMEArc course,NAV is
CXXX'
N A V,/D D DME station,
DD is DME
distance.
G3641-06-006#
p.49
2-21
Chatvi AP45
p.50
Chatvi AP45
FLIGHTPHASES
TABLEOF CONTENTS
PAGE
3 .0 F L I G H T
PHASES ...3.1.1
3 . 1 P R E F L IGH..............
T ...............3.1- 1
3 . 1 . 1 Po w e r-u-pA i rcra ft S ta tu sP age......................3.1- 1
3 . 1.1 .1D a taB a seS e l e cti on ..........3.1- 2
3 . 1 . 2l n i ti a l i za ti o n ..3.1- 3
3 . 1.2 .1IN ITA P a g e ......... ...............3.1- 3
3.1- 9
3 . 1.2 .2R o u teS e l e cti oPn a ge..........................
3 . 1.2 .3l N l TB P a 9 e ......... 3.1- 10
3.1.2.4PseudoWaypoints 3.1-14
3 . 1. 3 F l i gh P t lanning 3.1- 16
3 . 1.3 .1Wa yp o i nSt tri n g i n g 3.1- 1I
3.1.3.2LateralRevisions 3.1-19
3 .1 .3 .2 .1 S ID /R WY S e l ection ..3.1- 22
3.1.3.2.3 NEWWAYPOINT
Function .3.1-25
3 .1 .3 .2 .4 A IR WA Y S P a ge......... 3.1- 26
3 .1 .3 .2 .5 CORTE ..3.1- 28
3.1.3.2.6WaypointInsertion/
3.1.3.2.7 Waypoint Deletion on
F-PLNA and B Pages 3.1-29
3 . 1.3 .3F -P L NA P a g e ..3.1- 32
3 . 1.3 .4F -P L NB P a g e ..31- 34
3.1.3.5VERTICAL Revisions 3.1-36
3.1.3.5.1 TimeConstraint Entry 3.1-37
3 .1 .3 .5 .2 .....3.1-
Entr y.........
S p e e dC o n str aint 41
P a g esA&B 3.1- 43
S p e edLim it.........
3 .1.3 .5 .2 .2 ........
3.1- 47
A l ti tude .......3.1- 48 p.51
Chatvi AP45
A l ti tu d e .......3.1- 48
3 .1 .3 .5 .3 A l ti tu d C
e o n stra int Entr y............
3.1- 49
3.1.3.5.3,1 StepAltitude/
P re d i ction Page..........
3.1- 50
3 .1 .3 .5 .3 .1.1 tMM
CLB/IMM
DES............
3.1- 59
3.1.3.5.4 Wind/Temperature ...3.1-60
3.1.3.5.5.1 Strategic
Mo d eP age......... 3.1- 62
3 .1 .3 .5 .5 T .2a cti caMode
l
P a g e ........ ,3,1- 64
3 . 1 . 3 . 6F l i g hPt l a nC h e ck............... 3.1- 69
3 . 1 . 3 . 7C o p yA cti ve .....,.,....... 3.1- 72
3.1.4Transition to TakeoffPhase 3.1-73
3 . 2 T A K E O F F . . ......,..,. ...3.2- 1
3 . 2 . 1 T A K E OF P F a g e ........ ....3.2- 2
3 . 2 . 1 .1T A K E OF P F A GEA C A R SUplink .........3.2- 7
3.2.1.2THRRED/ACCEL Altitudes 3.2-10
3 . 2 . 4 G W a n dC G U p d a te ......3.2- 15
3 . 2 . 6 P R O GPa g e ........ 3.2- 17
3.2.6.1FMCPositionUpdate 3.2-20
3.2.6.3FuelPrediction Page. 3.2-23
3.2.6.4Bearing/Distance To ............ 3.2-25
3.2.7TakeoffRoll ..32-26
3 . 2 . 7 .2F MAIn d i ca ti o n........
s 3.2- 26
3 . 2 . 7 .4P ro fi l eE n g a g e me n t.............. 3.2- 30
p.52
3-ii
Chatvi AP45
3.3CLTMB ...3.3- 1
3 . 3 . 1R e tu rnT o A u to tu n i n g .....3.3- 4
D e fi n e d ........3.3- 5
3 . 3.2 .1E n g i n eOu t P a g e ...............3,3- 6
E O F -P L NP a ges
3 .3 .2 .1 .1 .....3.3- 8
c odePage...........
E O S tra te g iM
3 .3 .2 .1 .2 3.3- 0
1
Mo d e .......3.3- 12
3 . 3.2 .2N e wR o u teT o .........
. ........3.3- 16
3 . 3 . 3C l i mbP e rfo rma n ceC h a n g e.............. 3.3- 18
3.3.3.1TacticalMode ...3.3-19
3.3.3.2StrategicMode .3.3-21
3.4 CRUISE ..................3.4- 1

3 . 4 . 1S i t u a ti o nMo
al des ..........3.4- 1
3 . 4.1 .1IMMD E SMo d e ..................3.4- 2
3 . 4.1 .2D e ce Mol de ......3.4- 3
3 . 4.1 .3IMMC L BMo d e ..................3.4- 5
3 . 4 . 2C R ZA L TC h a n g e s............. ..............3.4- 7
3 . 4 . 3C r u i seP e rfo rma n C .............................
ceh a n g e 3.4- 9
3.4.3.1WindEntryin Cruise 3.4-12
3.4.5FuelPredictions 3.4-18
3.4.6DescentPreparations......... 3.4-19
3.4.6.1RWY/STAR Selection ........3.4-2O
3.4.6.2RWYChangeOption 3.4-23
3.4.6.3DESForecast Page 3.4-24
3.4.7Transition to DescentPhase 3,4-26
3.5 DESCENT ..............3.5- 1

3.5.1 DescentVerticalProfileGuidance ...3.5-1
3 . 5 . 2D e sce nVt e rti caRl e vi si o n s ..............3.5- 5
3 . 5.2 .1MA XD E ST a cti caMode l ....3.5- 7
3.5.3AlongTrackOffsets .......3.5-7
3 . 5.3 .1A T O Wa yp o i n ts......... .........3.5- 7
p.53
3-iii
Chatvi AP45
3 . 5 . 4H o l d i n............
g ...,,,.........3.5- 9
3.5.4.1HoldingPatternTypes .......3.5-9
3 . 5 . 4 . 2H o l dP a g e ........3.5- 10
3 . 5 . 4 . 3H o l d i n g
P a tte rn
E xi t........... 3.5- 16
3.5.5Transition To Approach Phase ........3.5-17
3 . 6 4 PP R O A C H .............. ...............3.6- 1
3 . 6 . 1A p p r o ach Page ..............3.6- 1
3 . 6 . 2F M AI n di ca ti o n s .............3.6- 4
T u rn s
3 . 6 . 3P r o c e du re ............3.6- 6
3.6.3.1Procedure Specified PROCT.............3.6-6
3 . 6 . 3 . 2Ma n u aTl e rmi n a ti oPnR OCT..............
3.6- 7
3 . 7 G O- AR OUND........
. . . . . . . . . . . . . . . . 3 . 7 -1
3 .7 .1 G o- Ar oundP a9e......... . . . 3 . 7 -1
3 .7 .2 M isse dA pproachRoute . . . . . . . . . . . . . . . . . . 3 . 7 -2
3.7.3 SecondApproachTo Destination ....3.7-5
3.7.4 DiversionTo Alternate ...3.7-6
3 .7 .5 Tr a n sition
To the DONEFlightP ha s e. . . . . . . . . . . . . . . 3 . 7 -9
3. 8 D ONE PHASE . . . . . . . 3 . 8 -1
p.54
3-iv
Chatvi AP45
FLIGHTPHASES
The operationof the FMS is describedin this sectionusinga

scenariothatmightoccuron an actualflight,withdigressionswhere
necessary to fullyexplaina particular
function,or to expandon the
meaningof eachdatalineon eachCDUpage.Theprimaryfeatures
of the systemare demonstrated as the flight proceedsto its
destination. Figure3-1 illustratesa typicalFMS profilefrom
PREFLIGHT, throughthe sevennormalflightphases.
INITIALCRUISE
TOP OF CLIMB FLIGHT LEVEL TOP OF DESCENT
SPEED LIMIT
ALIITUDE
CONSTRAINI
SPEEDLIMIT
ALTITUDE
CONSTRAINT
ACCELERATION
ALTITUDE SLATS/FLAPS
FXTENDED
EARLY
DESCENT DESTINATION
REDUCTION
ALTITUDE
PREFLIGHT CLIMB CRUISE

PHASE PHASE PHASE
TAKEOFF APPROACH
PHASE PHASE
Figure 3-1
Flight ManagementSystem Profile
Operationof the HoneywellFMCSis definedby theseflightphases,

and automaticsequencingthrougheach phaseoccursas the flight
progressestoward its destination.Each flight phase sequence is
explainedat the end of the appropriatesubsection.
NOTES:
1. The CDU pagesillustratedin this guideare accurateinsofar
as data type, layout,and scaling is concerned,however,
they do not representreal situationsand should not be
interpretedas such.
2. Frequentreferenceto APPENDIX B, DATA FORMAT,is
recommendeduntilthe readeris familiarwith the required
format of all pilot-entereddata.
p.55
3-1
Chatvi AP45
p.56
Chatvi AP45
PREFLIGHT
TABLEOF GONTENTS
PAGE
3 . 1 P R E F L T GH T
.............. ................3.1- 1
3 . 1 . 1 Po we r-u-pA i rcra ft S ta tu sP age......................3.1- 1
3 . 1 .1 .1D a taB a seS e l e cti on ..........3.1- 2
3 . 1 . 2l n i t ia l i za ti o n ..3.1- 3
3 . 1 .2 .1l N l TA P a g e ......... ...............3.1- 3
3 . 1 .2 .2R o u teS e l e cti oPna g e........ 3.1- 10
3 . 1 .2 .3l N l TB P a 9 e ......... 3.1- 11
3 . 1 .2 .4P se u d oWa yp o i n ts 3.1- 15
3 . 1 . 3F l i gh P t lanning 3.1- 17
3.1.3.1WaypointStringing 3.1-20
3.1.3.2LateralRevisions 3.1-20
3.1.3.2.1 SID/RWYSelection ..3.1-24
3 .1 .3 .2 .3 N E WWA Y P OINT
F u n cti o n .3.1- 27
3 .1 .3 .2 .4 A IR WA Y S P a ge......... 3.1- 28
3 .1 .3 .2 .5 CORTE ..3.1- 30
3.1.3.2.6WaypointInsertion/
3 .1 .3 .2 .7 Wa yp o i nDt e l etionon
3 . 1 .3 .3F -P L NA P a g e ..3.1- 34
3 . 1 .3 .4F -P L NB P a g e ..3.1- 37
3 . 1 .3 .5V E R T IC AR L e vi si o ns 3.1- 38
3 .1 .3 .5 .1 T i meC o n straint Entr y 3.1- 39
3 .1.3 .5 .2S p e e dC o n str aint Entr y..............
3.1- 43
P a g e sA&B 3.1- 45
S p e edLimit.........
3 .1.3 .5 .2 .2 ........
3.1- 49
A l ti tude .......3.1- 50
A l ti tude .......3.1- 50p.57
Chatvi AP45
3 .1 .3 .5 .3 A l ti tu d C
e o n straintEntr y.,...,....,.
3.1- 51
3.1.3.5.3.1 StepAltitude/
P re d i c tion
Page..........
3.1- 53
3 .1 .3 .5 .3 .1.1
tMM
CLB/IMM
DES............
3.1- 61
3.1.3.5.4 Wind/Temperature ...3.1-62
3 .1 .3 .5 .5S .1tra te gic
Mo d eP age......... 3.1- 65
3.1.3.5.5.2 TacticalMode
P a g e ........ .3.1- 67
3 . 1 . 3 .6F l i g hPt l a nC h e ck............... 3.1- 71
3 . 1 . 3 .7C o p yA cti ve ............... 3.1- 74
3 . 1 . 4T r a n s i ti oto
n T a ke o ffP h a se ....... ......3.1- 74
p.58
3.1-ii
Chatvi AP45
3.1 PREFLIGHT
Duringthis phase,the data base cycleis validated,
weightsare
initialized, parameters
certainperformance areselectedor modified,
andflightplanningis accomplished.
3.1.1 Power-up - Aircraft Status Page
The AircraftStatuspageis normallydisplayedwhenthe crewfirst

entersthe cockpit.(SeeFigure3.1-1.)Displayof thispageresults
fromanyoneof thefollowing:
r Automatically
whenpoweris firstappliedto the FMCS.
o Automatically of thesecondenginewhenfuelflowis
at shutdown
below440pph(200k9/h).
. Manually the REFINDEXpage.(SeeSection7.2.)

through
A3L@-"OO.OO
ENG
JT9D-7R4D
1 @
ACT IVE DAT A BASE
a 8 o cr-e 4 N 0 v A B a82r ?66r GE
SECOND DAT A BASE
2 5 NOV- 2 e DEC EE
OP PROGRAI,I
PSta607 EE
EE
PERF F ACT ORS
+1.7 @
Figure3.1-1
p.59
The purposeof the AIRCRAFTSTATUSpage is to displaythe

performanceand navigationdata base parametersfor whichthe
particular
FMCSis configured,
including:
TitleLine - Aircraftmodelandseries
@ Enginetype.
@ Effectiveperiodof the activeNav DataBase.
@ Customercode,cycledate,andsequencenumberof the
database.
@ Effectiveperiodof the secondNAVDataBase.
@ FMCprogramreferencenumber,
@ Performance Factor- a numberwith a rangeof + or - 9.9,

reflectingthe A/C performancestatus,a measureof aircrafU
engineefficiencyfromnominal,onwhichallFMCperformance
andprediction calculations
arebased.Forexample, a positive
PERFFACTOReffectively decreasesthe enteredcostindex
and increasesthe predictedfuelflow.
NOTE: Selectionof an appropriatePERF FACTORis a

maintenance engineering
function,and althoughthis
valuemaybe modifiedbythecrew,suchpracticeis not
recommended.
3.1.1.1 Data Base Selection
ThesecondNavDataBasemaybeactivated by pressingLSK [sD,

Figure3.1-1. Thisactioncausesthetwoeffective
periodsto change
positionson the page.TheactiveNAVDataBaseeffectiveperiodis
alwaysdisplayed in LARGEfont.
GAUTION
Ghanging data bases, on the ground or in flight,
erases all previously entered data including flight
plans. In flight, depending on mode engagement,
this action can also cause the A/P to disengage.
p.60
3.1-2
Chatvi AP45
3.1.2 lnitialization
There are two initialization pages,lNlT A and lNlT B. Both contain

datathat is pertinentto the flightand whichmustbe insertedto allow
the FMCSto function.
NOTE: lNlT A and lNlT B pages are availableonly in the

PREFLIGHTand DONE flight phase before second
engineis startedor aftersecondengineis shutdown'
3.1.2.1 INIT A Page
The lNlT A page is accessedby pressing16s[ffi] mode key on the

CDU. This page allowsthe crew to initializecost index,definethe
(or companyroute),cruiseflightlevel,cruisewind,
origin/destination
etc., and providesaccessto the lNlT B page. lf the lNlT A page is
displayedat engine start, the display revertsautomaticallyto the
F-PLNA page.
EE)
AL T N RT E A LTN
GE
L AT LON G
CE
I NDEx
: 9: t 6E
CRZ FL TEI { P / T R O P O
/ eesss 60
CR Z ]'IN I'
GE
Figure3.1-2
SeeNote: Page1-1for QIP(Quality Package).

lmprovement
p.61
@ CO RTE/FLT - Boxes are initiallydisplayedindicatingthis

data is mandatory.Eitherone, or both the CO RTE and flight
number may be entered.1@ figure 3.1-3.)The data is
separatedby a slash ( / ) when enteredtogether,or when the
flight numberis enteredalone it is precededby a slash.The
slash is omittedif the CO RTE is enteredalone.
@ CO RTE (OlP ONLY) - Enter company route designator.

Enteringthe CO ROUTE automaticallyfills in the FROM/TO
field.lf any partof a CO ROUTEis modifiedlaterin the flight,
the CO ROUTEfieldis blanked,sinceit is no longerexactlyas
originallystored.
NOTES:
1. lftherearenoroutesstored inthedatabase, oncetheFROM/
the crewmustmanually"string"the routeon
TO is identified,
the F-PLNpageby enteringthedeparture,airways,waypoints,
and arrival.
2. lf the nav data baseeffectivedate does not matchthe aircraft
clock date,the MCDU Scratchpad(SP) message"CHECK
DATA BASE CYCLE'is displayed.
3. lf the CO RTE entereddoes not exist in the activenav data
base,a message'NOTlN DATABASE'is displayedin the
scratchpad.
FlightlD entry boxesare ( Figure3-4) and Page 3.1-7.
The CO RTEfield is alsofilledwhen a CO RTE is selectedon

theROUTESELECTIONpage.(SeeSection3.1.2.2.)Selection
of a GO RTE completesthe flightplanningfunctionexceptfor
selectionof thedepartureand runway.(SeeSection3.1.3.2.1,
SID/R WYSELE CTION, and Figure3.1- 1 0 F
, L I G HTP L A NS . )
p.62
3.14
Chatvi AP45
@ FROM/TO- EnterlcAo identifiers for originanddestination

airportseparatedbya (/)in thisdatafield.TheFROM/TO field
when
is filledautomaticaity a CO RTE is definedin @, or
manually fromthescratchpad (SP),e.g.,with LSGG/LGAT in
thesP 1-rigure3-4),pressingLSK [lE.linsertsthisairportpair
intotheboxesandtheRoUTESELECTION pageisdisplayed.
(SeeSection3.1.2.2.)
INIT )
co RTE FLT FRO M / TO
->
rtffiYnfn rrrrr-l/rrrrn m €n
AL T N RT E A LTN G'tr
*
L AT LON G
GE
INDEx
99:t EE
CRZ FL T ENP/TR OP O
/ gesgs EO
@
Figure3.1-3
@ LATandLONG- IRS/FMPositionVerification: Withentry

@ ofa CO RTE or FROM/TO in line1 , theLAT/LONG of theorigin
(FROM)airportreference point is displayed in thisline.These
valuesmaybe increased or decreased in 0.1 minute at
units,
the pilotsoption,to actualgatepositioncoordinates, as indi-
catedby the slew symbols(fJ) adjacentto LAT or LONG
(seeFijure 3.1-4).Theslewkeysof the CDUare used[--l-l
[-Tl , witheachkeypressthe LAT/LONGvaluechangesby
0.1minutepersecond), to themaximum of 90 degree(LAT),
and180degree(LONG). Onlythemagnitude maybechanged
inthisway.Theslewsymbols maybemovedfromfgn to @,
or viceversa,by pressingthe LSK adjacentto the desired
field. LAT/LONGmay also be changedby typing the
coordinates intotheSP andtransferring thedataby pressing
the LSKadjacentto the desiredfield.
p.63
,l- F
Chatvi AP45
A3'O FMS PILOT'A GUIDE
The cardinaldirections(N, S, E, W) may either precedeor

followthe numericLaVLongdata when entered.A combined
entry of LAT/LONGis not possible.Each must be entered
separatelyin the scratchpad.The degreesand minutesare
requiredbutthe tenthsare optionaland will fillwith zeros.The
same fillingoccurswith leadingfieldzeros.
NOTE: SeeSection6.0,ISDUOPERATION,
formanualposition
entryvia the ISDU.
This latitudeand longitudeis usedto initializethe IRS and thus very

accuratepositionentriesare desirable.The smallerthe initialization
inputerrorsin LaVLong,the betterthe IRS performancewill be over
time. Inertialsystemaccuracyis improvedby updatingthe aircraft
positionto the gate coordinatesversus the less accurateNav Data
Base airport referencepoint.
The HoneywellIRS will accept LaVLonginput errors that differfrom

powerdown laststoreddata by plusor minusone degreeduringthe
full alignment.The stationaryIRU uses the earth'srotationrate to
determinethe True Headingand latitudeof the aircraft.At the end of
the alignperiod,onlylatitudemustpassanotherspecialBuilt-lnTest
Equipment(BITE) comparisonwith the lRUs measuredvalue of
latitude.TheIRU cannotdeterminethe Longitudefrom the earth's
rotation rate and will accept any good longitudeas its starting
position.Thereforeit is the pilot'sresponsibility
to ensurethat the
correctLongitudeis entered.
@ COST INDEX - The COST INDEXfieldis dasheduntila CO

RTE or FROM/TOentry is made, then boxes are displayed
unlessthe CO RTEalsohasa costindexstoredwith it,inwhich
case it is filledin with the other CO RTE data.
The COSTINDEXis a ratioof the costof flyingtime,to the cost

of fuel. lt is determinedby dividingthe dollarcost per hour of
operatingexpenseof the aircraft,excludingfuel, by the cost of
fuel in centsper poundor dollarsper kilogram.The lowerthe
Cl the slowerthe speedfor betterfuelsavings.The higherthe
Cl,thegreaterthespeed,whichsavestimeandtime-dependent
operatingexpenses.Valuesfrom0 to 999areallowedfor entry,
althoughthereis no significanteffectfor valuesaboveg9 when
p.64
Rev 1 Dec/93 3.1-6
Chatvi AP45
AS|O FMS PILOT'S GUTDE
computations aremadeusingcostperkilogram of fuel.When

thepinselection to display"Poundsof Fuel"is made,thenthe
limitfor the sameeffectis approximately 132.Thisvalueis
usuallyestablished byeachairline.lt is modifiable
bythecrew
viathe MODEpageduringvariousflightphasesand maybe
manipulated to meetuser needs,i.e.,ATC or otherspeed
requirements.
@ ALIGNIRS - Thispromptis displayedwhenanyone,of the

threelRUsisinthealignmode,ortheLATor LONGischanged
afterthe promptis pressed.
PressingLSK l4il initiatesIRS alignmentto the position

on line3. (SeeFigure3.1-4.)
displayed
The promptdoes not reappearunlessthe positionenteredon

line3 is changedby the crew.Changesto PPOSduringthe last
30 secondsof align mode can extend the alignmentperiod
approximately1 minutefor BITE checks.
TheSP messageALlGN IRSis displayed anytimethatthe pilot

leaves the lNlT A page before initiatingthe last phase of
alignmentby pressingLSK tZR'|.See Figure3.1-6,O.
@ CRZ FL - The cruise flight level is either taken from data

base,withthe CO RTE,or is manuallyenteredby the crew.The
MAXFLfortheA3l0 seriesis F1410.(QlPONLY) TheA300-
600 is limitedto FL400.Additionally,
someA300-600'shavea
switchin the cockpitthat lowersthe MAX FL to FL350.
@ TEMP/TROPO - The cruise temperature and tropopause

altitudemay be enteredor modifiedby the pilot.Dashesare
displayed,and data entryis not allowed,untilthe CRZ FL is
definedin [sfl. Cruise temp, unless entered by the pilot is
defaultedto ISA for the altitudedefined in GD.
TROPOaltitudedefaultsto 36,090ft. MSL,butmaybe modified

if desired.
p.65
3.1-7 Rev 1 Dec/93
A37O FMS PTLOVS GUTDE Chatvi AP45
@ FLT lD (OlP ONLY)- The FLT lD (up to 8 characters) is

passedon to the_Mode S transponder, aidssystem,andflight
data recorder(@ Figure3.1-3).The FMCextractsthe first
stringofdigitsfromtheFLTlDtocreatetheFLTNUMdisplayed
at the top of the F-PLNA & B, MODEand otherpages.For
example,if HWL1234A is enteredintothe FLT lD, the FLT
NUMis setto 1234.lfHWL56B78, the FLTNUMis setto 56.
becausethe "B"terminates the firststring.
@ CRZWIND - Dashesaredisplayed inthisfielduntiltheCRZ

FL is definedin GD. Defaultvalueis then0/0 untilthe crew
entersthe cruisewind.
@ ALTNandALTNRTE - Thesefieldsaredasheduntilthepri-
@ marydestinationisdefined,thenboxesaredisplayed, allowing
entryofanalternateifdesired.
TheROUTESELECTION page
is displayed
as soonas an alternatedestination
is specified
in
@.An alternate routedesignatorintheCO RTESfunctionof
theNavDataBaseautomatically loadstheroutingto thealter-
nate.TheALTNRTEfieldis blankedif anALTN@ isentered
viatheSP or modificationsaremadeto thealternate routing.
Routingoptions(ifavailable) to thealternate
areautomatically
presented uponentryof analternate in DataLine2onthelNlT
A page.When no routingis defined,routingis from the
destinationdirectto the alternate.Waypoints to the alternate
may then be strungvia the F-PLNpage.lf no alternateis
desired,typingthe number"0" in the SP and pushing@
designates "NONE'as the alternate.
p.66
Rev 1 Dec/93 3.1-8
Chatvi AP45
A3'O FMS PTLOVS GUTDE
INIT )
CO RT E FRO r . l / T0
GD 20441 LS G6 / L G A T GE
ALTN RTE ALTN
@ GE
L^T
60 4614.4N
TO LONG
OO 6 0 6 . 6 E EE
@
COST
ED 30
CRZ FL
INDEX
A LIG N I RS EF
T E} 4P/ T R O P O
g
6D FL37O - 58 / 3 6 ', 9 9 ED
c Rz l.ttNIt
(B s gs. /g6g tsRl
c59590#
Figure3.14
Withthealternate, LGTSintheSP,pressingLSK@ placesthedata

in theboxes(SeeFigure3.1-4).Noalternaterouteexistsinthedata
fieldin@ isblank.(SeeFigure3.1-5.)
baseforthisroute,thereforethe
INIT
CO RT E,/F L T F ROl.l/ T0
?6441/ rtS A LSGG,/LGAT GO
AL T N RT E
EE
L AT T J LON G
4614.4N o o6a6.6E EE
COST INI} EX
3g 6E
CRZ FL T EAP / T R O P O
FL37O - 5 6 / 3B g9g GE
CRZ H IN D
6 g s'/sgo GO
Figure 3.1-5
Figure3.1-5is an exampleof the completedlNlT A page,for flight

1150from LSGGto LGAT.with CO RTE#20441entered.
p.67
3.1-9 Rev 1 Dec/93
A31O FMS PILOVS GUIDE Chatvi AP45
Anymodification of theCO RTEflightplanresultsin blanking

of @
sincetheroutingis nolongeridentical
totheNavDataBaseCORTE.
NOTE: See Section3.1.3,FLIGHTPLANNING, for manual

flightplanning
usingthe FROM/TO
ratherthantheCO
RTEmethod.
Entriesintodatalines[Tt-] andGDoftheINITApageare
or@, Gt-1,
requiredto initializethe FMC.(QlP ONLY)An entryinto Gfl is
requiredfor ModeS, etc.
3.1.2.2 Route Selection Page
This pageis displayedautomatically

when a CO RTE,FROM/TO,or
ALTNis specifiedon the INITApage,forwhichthereis morethanone
route.Page accessmay also be from the SEC INDEXpage. (See
Se c t io n7 .1.1,SEC INDE X .)
Figure3.1-6is an exampleof the routeselectionpage.
LS GG/LGA T ?/? )
?9441 GO
IF LSGG DIR FRI
uGs ]^lIL ucso KPT @
uBrl.r VItl uE1 TALAS
BI TGRNB DIR EGNNB EO
DIR LGAT
GO
60
* INS E RT RE T URN>@
[ g@ ALIGN IRS
Figure 3.1-6
The title line displays the Origin/Destination,LSGG/LGAT,and

indicatesthattheroutedisplayedis the secondof two (212)CORTE's
availablebetweenthese airports.Accessto the other page is via the
key.
["-lFEElfunction
p.68
Rev 1 Dec/93 3.1-10
A3'O FMS PTLOT'S GUTDE Chatvi AP45
@ Displays
the routealphanumeric,for example,20441which
corresponds to the CO RTE insertedon the lNlT A page
previously.
@ Pressing LSK GLl,the INSERTprompt,entersthedisplayed

routeintotheflightplan(eitherprimary
orsecondary,depending
on howthe page wasaccessed), andthedisplayrevertsto the
accessing page.
@ LSK Gn, the RETURNprompt,revertsthedisplayto

Pressing
pagewithoutinserting
theaccessing therouteintotheflightplan.
3.1.2.3 lNlT B Page
Accessto the lNlT B pageis fromthe lNlTA pagevia the, [SFl,

functionkeyontheCDU,asindicated bytheNEXTPAGEprompt),
in thetoprightcornerof bothpages. pressing
lf lNlTB is displayed,
keycauseslNlTA pageto be displayed.
the ["-nFdll The lNlT B page
performance
allowsthecrewto initialize relatedparameters,
whichin
turngenerate allperformance predictions,
(e.9.,weights,
CG,cruise
altitudes,
etc.)
Thecrewmayalsousethispagefor fuelplanning. An assessment

and subsequent judgementsmay be made by changingand/or
eliminatingthe displayedvalues,and notingthe resultingfuel
requirements as adjustments aremade.(e.9.,alternate
fuel,holding
fuel,requiredreserves,etc.)
NOTE: Predictionsare onlyas goodas the completenessand

accuracyof thedataloadedintothe FlightManagement
System. Completeroutingfrom DepartureRunway,
SlD, Cruise,Steps,Descent,STARs,Approachtype,
LandingRunway,and Winds (T.O., Climb, Cruise,
Descent,and Landing)must be enteredor updated,
when preciseplanningdata is required.
The lNlT B page cannot be accessedafter the second engine is

started.lf the lNlT B page is displayedat engine start,the display
automatically switchesto the FUELPREDICTIONpage.
(SeeSection3.2.6.3.)
p.69
3.1-11 Rev 1 Dec/93
Figure3.1-7is an exampleof the lNlTB pageas it appearsinitially.

Mandatory datafieldsdisplayboxes entryof dataintotheseboxed
fieldsandthoseof the lNlTA Pagecausethe predictions to run.
INIT )
T AXI F OB BLOC K
9 .4 ? o .sg 81.tr
T RIP T IM E zF bl
----/---- rrrr.tr
RTE RSV / iI TOGH
- .-/5.O rrl].tr
ALTN L l.l
F INAL T I} IE } IAX FL CG
-- . -/@93@ ?5.s
E XT RA T IIlE OPT FL cR z
----/---- F L376
Figure 3.1-7
@ TAXI - Taxi fuel is a data base derived default value, in

tonnesor pounds,specifiedby the airline.Thisamountmay be
modifiedby the pilotto a maximumof .9 kgs. or 1984 lbs.
@ BLOGK - Boxes are initiallydisplayedindicatingthat this

entry is mandatory.Value may either be calculatedor pilot-
entered.This field is availableto allowpredictionsto run with
variousblockfuelweights.This affordsthe crewtheopportunity
to previewthe impactof proposedfuel loads.
NOTE: In fields@, @, and IoR-|, data entryis only required

in two of the fields. Entry of data into any two, causes
the remainingvalueto be calculatedby the FMC and
allowspredictions to run.Manualflight planconstruction
may be expeditedwhen the predictionsare disabled.
Subsequentto constructionof the flight plan, the
predictionsmay be enabledby insertingthe missing
data via the lNlT B page or the FUEL PRED page.
When the absenceof BLOCK fuel was the disabling
factor, at engine start FOB will be assumed and
predictionswill proceedautomatically.
p.70
Rev 1 Dec/93 3.1-12
restri.Ji^^.
Chatvi AP45
FOB is the presentfuelon boardas calculated

by the FMC.
Dashesaredisplayed if datais invalid.
@ TRIP/TIME- The FMC calculated trip fuel and timeto the

primarydestination andis notmodifiable.
is displayed Dashes
aredisplayedif calculateddatais not available.
@ ZFW - Boxesareinitially indicating

displayed thatthisdatais
mandatory.
Valuemay eitherbe calculated or pilot-entered.
(SeeNOTEbelow.)
MZFWvaluesappearonly if the Zero FuelWeightentered

exceedsthe maximum.
@ RTERSV/%- Thetripreservesareexpressed as actualfuel

andthepercentage of tripfuel.Thepercentageis a database
defaultvaluespecifiedby the airline.Eithervalueis pilot-
oneat a time,andthedefiningparameter-actual
modifiable,
fuel or percentage- is displayedin LARGEfont. (See
APPENDIX B, DATAFORMAT, pageB-8.)
@ TOGW- Boxesare initiallydisplayed,indicatingthat this

entryis mandatory.
Valuemayeitherbe calculated or pilot-
entered.MTOGWisonlydisplayed
iftheenteredvalueexceeds
themaximum.
NOTE: ln fields@, @, and [sFl,dataentryis onlyrequired

intwoofthefields.Entryofdataintoanytwocausesthe
remaining valueto be calculated
by theFMC.
@ ALTN - lf analternatedestinationhasbeenspecifiedon lNlT

A page,thisfielddisplaysthefuelrequired
to thealternate.lf
alternate
fuelcannotbe calculated, dashesaredisplayed.
Pilotentry into this field is only allowedif no alternateis

specified.
p.71
3.1-13
@ Ll^l - Landingweightattheprimarydestination isacalculated

value of the differencebetweenTOGW and trip fuel,and is not
pilot-modifiable.
MLW - is only displayed if the entered value exceeds

the m a xim um.
@ FINAL/TIME- Representsthe computedholdingfuel/timeat

the alternatedestination,at 1500'QFEand MAX ENDURANCE
speed.Time initiallyis a data base deriveddefaultvalue.Either
valueis modifiableby the pilot,butone at a time.Changingone
valuecausesthe otherto be recomputed.
@ eG - Center of gravityis displayedas a % of MAC with a

defauftvalueof25o/o.lfatrim tankis notfitted,thefielddisplays
the GW CG. Witha trim tank,the labelline is ZFWCGand the
initialdefault
stateof the labellineis boxes,indicatingthatentry
of the ZFWCGis mandatoryto initializethetrimtankcomputer.
In eithercase the data is modifiable.
MAX FL - ls the calculatedmaximum altitude capability

based on flight level. Dashes indicatea calculatedvalue is
unavailable.
@ EXTRA/TIME - This field displaysthe extra fuel/timeabove

and beyondallrequiredfuel,includingreserves.Whenthe Fuel
valuebecomesnegative,the timeis dashed.Whendashesare
shownthe calculatedvaluesare unavailable.
@ CRZ - Displaysthe CRZ altitudeas definedon the lNlT A

page.Anydatadisplayedin datafieldGl-1, of lNlTApage,(e.9.,
boxes,dashes,etc.),is duplicatedin thisfield.Entryis allowed
unlessthe field is dashed.
OPT FL - The presentoptimumaltitudeis displayedin this

field.Dashesindicatecalculatedvalue is unavailable.
The threemandatorydata lineson the lNlT B pagehavebeen

performancerelatedparametersand causing
filled,initializing
predictionsto be calculated,as indicatedby the full data lines
in Figure3.1-8below.
p.72
3.1-14
Chatvi AP45
INIT )
T AXI F OE B LOC K
GD s . 4 ao .6s ?O.@
T R I P / T I }t E ZF W
EB ||.s/s?s? 148.9
RT E RSV/Z TOG}I
ED s.e/5.6 r es. s
L}I
gD AL?T.4N 116.7
F INAL /T I} IE } tAX FL CG
GD z.a/OO36 FL37O as. o
(o EXTRA/ TI I . I E
?.7 /sss7
O PT
FL345
FL CRZ
FL37O
Figure 3.1-8
NOTE: In data lines [Tn-|,[zTl, and [5n-1,

when data is entered
into any two lines by the pilot,the remainingline is
calculatedand filledby the FMC.
3.1,2.4 Pseudo Waypoints
As mentionedpreviously,in the lNlT B pageoverview,initialization

of
weights causes performancepredictionsto be calculated and
displayed.As a resultof thesepredictions,
whichaffectthelateraland
verticalelementsof the flightplan,pseudowaypointsare generated,
however, these pseudo waypoints-do not cause any lateral path
changesto the aircraft,nor are they everthe FROMwaypointin the
flightplan.
A pseudowaypointis a waypointnot fixedto a geographiclocation,

whichis inserteddirectlyintothe flightplanby the FMCas an altitude
and/ordistancetermination.
The primarypurposeof thesepseudowaypointsis to providethe pilot

with EFISand CDU displayof the location,relativeto the lateralflight
plan,wherea verticaleventis predictedto occur.Pseudowaypoints
are definedas follows:
p.73
Chatvi AP45
(T/C) Top of Climb - The point where the predictionprocess

interceptsthe cruise altitudeor the constructeddescenUapproach
path,or the pointat whichthe aircraftreachesthe stepaltitudeif in a
stepclimb.
(T/Dl Top of Descent - The point where the predictionprocess

interceptsthe constructeddescenUapproachpath, or the aircraftis
predictedto descendfrom the cruisealtitude.
NOTE: Short route segments with high CRZ ALT's can

cause the (T/C) and (T/D) to be at the same point on
the fl i ghtplan.
(S/G)Step Climb - The point at which the aircraftis predictedto

begina previouslyinsertedstep climb.
{S/D)Step Descent - The pointat whichthe aircraftis predictedto

beginthe step descentpreviouslyinsertedin the flightplan.
(LEVEL) GlearanceAltitude - The point at which the aircraftis

predictedto interceptthe clearancealtitude.
(SPD LIM)Speed Limit - The Speedand altitudeare displayedas

constraintsin the F-PLNPageA.Thisis an altituderelatedspeedlimit
associatedwith the airspacethe aircraftis in. The speed limit is
insertedintotheflightplanat the pointwherethe aircraftwillcrossthe
speed limitaltitude.
(l/P)InterceptDescentPath - is the pointat whichFMScalculates

that the aircraftwill reach the constructeddescenUapproach
path
underthe followingconditions:
1. IMMEDIATEDESCENTsituationalmode is active.
( S eeSe cti on3 .4.1.)
2. The clearancealtitudeis below the point at which the descenU

approachpath is intercepted.
3. The absenceof an altitudeconstraintcausesthe predictionsto

level off beforethe descent path is intercepted.
p.74
Rev 1 Dec/93 3.1-16
Chatvi AP45
(HHHHH)Altitude lntercept - is the point at which the aircraftis

predictedto reachthe PRED TO altitudewhen it is definedvia the
TACTMODEpage,in the CLB or DES phase.This pseudowaypoint
is not displayedif the altitudeis the sameas the CRZ ALT, SPD LIM
ALT, or FCU ALT.
Any changein the activelateralor verticalsituationmay causethe

predictionsto restart,which in turn causesthe pseudowaypointsto
be recalculated.
3.1.3 Flight Planning
Therearetwo activeflightplanpages,F-PLNA and F-PLNB. Manual

accessto the F-PLNA page is via the [r+LH'lm6flg key on the CDU.
Whenon the F-PLNA page,accessto the F-PLNB pageis provided
throughthe["TII-l mode key.The key allowsthe crewto viewthe lateral
andverticalelementsof theflightplanintheorderinwhichtheyoccur,
f or pla n n in g purposes, and revisio n a s d e s ire d . E a c h
F-PLNpage is capableof displayingup to six waypointsor navaids.
Additionalwaypoints/navaids may be broughtinto view by vertical
sluing,untilthe closedloopflightplan returnsto the originairport.
NOTE: lf bothACT and SEC F-PLNsare used,each may hold

a maximumof approximately 65 waypoints.lf onlythe
ACTiveFlightPlanis used,approximately
96waypoints
may be entered.
Bothlateral(LATREV)andvertical(VERTREV)revisionsare made
on the flightplanningpages,with LAT REVs beingmadevia the left
six LSKs,and VERT REVs beingmade via the rightsix LSKs.This
appliesto the F-PLNA and F-PLNB pagesonly.Bothare coveredin
detailin this section.
p.75
.r .
Chatvi AP45
Theplannedrouteof flightis illustrated

in Figure3.1-9.
co RourE20441
SEC FLT PLAN
PEP MKR (LGTS)

TSL
BRI"
-;t, SKL
cRo
-i*;=;*-
ATH (LGAT)
-$DDM c59595#
Figure3.1-9
CORTE20441,thenortherly trackofthetwoflightplanroutes,would
have been insertedin its entiretyhad the CO RTE optionbeen
selected.
For the purposeof demonstrationhowever,the same route is

manuallystrung,waypointby waypoint.
processhas beencompleted
The initialization and flightplanning
beginswithpressing modekey.Figure3.1-10 is anexample
theF'LNI
of the F-PLNA pageas it wouldappearwithLSGG/LGAT defined.
p.76
3.1-18
Chatvi AP45
A31O FMS PILOVS OUIDE
F ROtl )
GD LS G6 @@gg ---/ @
ED ---F-P LN DIS CONT I NUI T Y -- EF
ED LGA T ---/----- 6E
ED ------E ND 0F F-P LN------ 60
ED -----NO A LTN F-P LN------ 6E
(o LS GG ---/- ---- @
c59596#
Figure 3.1-10
@ LSGG - The origin(FROM)airport.
@ F-PLNDISGONTINUITY - Aflightplanmarkerdisplayedon
the F-PLN,SECF-PLN,and DIRTO pagesonly,indicating the
lateral flight plan is not connected between these two
waypoints/navaids.
@ LGAT - The destination(TO) airport.
@ ENDOF F-PLN - A flightplanmarkerindicatingtheend of the

a cti ve or S E C F-P LN. S ame d is p la y ru le s a s F -P L N
DISCONTINUITY.
@ NO ALTN F-PLN - A flight plan marker indicatingthat no

alternateflightplan has been defined.Same displayrulesas
F-PLNDISCONTINUITY.
@ LSGG - The FROM waypoint,is displayedagain because

the flight plan is a continuousloop (wraps around to the
beginning),and no enroutewaypointshave been definedat
this time.
Waypointstringingbeginswith a lateralrevisionat the origin

airport,to selectthe departureSID by pressingLSK @.
p.77
Chatvi AP45
3,{.3.1 Waypoint Stringing
Manual definitionof a flight plan route, or waypoint stringing,is

accomplished on the F-PLNpagesdirectly,orfromthe F-PLNpages
through the LAT REV function.(See Section 3.1.3.2, LATERAL
R EVTSTONS.)
lf no CO RTE existsfor the desired route,the FROM/TOmethod is

used to definethe flightplan manually,waypointby waypoint.
The pilotmay enterORIGIN/DESTINATION (FROM/TO)waypoints

on the lNlT A page for the activeflight plan. (See Section3.1.2.3,
FROM/TOMETHOD.)
The FROM/TOpair must be eitherairportslistedin the data baseor

pilot-defi
ned runways.(SeeSection 7 .2.1,DEFINED WAYPOINTS.)
NOTE: As a techniqueduringmanualflight planning,to prevent

the unwantedscrollingof the flightplan waypointsas
the pseudowaypointsare insertedby the FMC, it is
recommendedthat waypointstringingon the F-PLN
pagesbe accomplishedpriorto initializingthe weights
on the lNlT B page.
For the purposeof demonstration,assume a flight from Zurich to

Athens(LSGG/LGAT), with Thesalonika(LGTS)as the alternate,for
which there is no CO RTE.
3.1.3.2 Lateral Revisions
Lateralrevisionsare changesmade in the lateralflightplan,from a

specificpointcalledthe revisepoint,which may be any waypointin
the flightplan,includingthe FROMwaypoint(expressedas PPOS),
and F-PLNDISCONTINUITY (expressedas DISCON).The lateral
revisionpageis displayedautomaticallywhen any leftLSKis pressed
on a F-PLNpage.Thewaypoint nexttothepressedLSKformsthetitle
of the LAT REV page.Revisionsmade on these pagesaffectonlythe
downpathflightplan;allflightplanlegsthatoccurup to and including
the revisepoint remainintact.Shouldthe revisepoint becomethe
FROMwaypointwhile a lateralrevisionis beingdefined,the lateral
p.78
3.1-20
Chatvi AP45
A3'O FMS PTLOT'S GUIDE
is erasedandthedisplayrevertsto theF-PLNpage.Lateral
revision
revisionscauseall predictions - dashesare
to be recalculated;
displayedwhilenewvaluesarecalculated.
Thereare fivegeneralcategoriesof lateralrevisions:
directlyon F-PLNA and B pages.

1. Waypointinsertion/deletion
(SeeSection3.1.3.2.6,
WAYPOINT INSERTION/F-PLNA and
B pages.)
2. Fromthe flightplanpagesthroughthe LATREVfunction.(See
Section
3.1.3.2.2,WPT/NAVAID ENTRY, andSection 3.1.3.2.3,
NEWWAYPOINTFUNCTIONandVIA/GOTO in Section3.1.3.2.)
3. TheDIRECT ontheflightplanpages,yi6{hs[""l ksy.
TOfunction
(SeeSection3.3.4,DIRECTTO NAV.)
4. The ParallelOffsetfunctionfor the activeflightplan,from the
PROGpage.(SeeSection3.4.4,PARALLEL OFFSETS.)
5. TheAlongTrackOffsetwaypointenteredon the F-PLNpages,
usingthe PLACE/DISTfunction.(See Section3.5.3,ALONG
TRACKOFFSETS, andSection3.5.3.1, ATOWAYPOINTS.)
SID revisions
are normallydoneonlyat the ORIGINwaypoint,
and
STARrevisions doneonlyat the lastenroutewaypoint.
Pressing LSK Fn, nexttoLSGG,theORIGINwaypoint(seeFigure

3.1-10),causesdisplayof the "LATREVfromLSGG"page.
p.79
Chatvi AP45
A37O FfiIS PILOT'S GUTDE
LAT REV FRor.rLSGG

4 6 1 4 .4 N/Sg 6 S6 .5 E-
<S ID S T A R>
<A I R'.IAY HOLD>
vtAlsoTo
t l /c I P R o CT>
NEH I.IPT CO RTE
*t I t l*
" il
r-$Edzf
* ENA B LEA LTN RE TURN>
Figure3.1-11
NoticethattheLAT/LON_G coordinatesoftherevisepoint,LSGG,are
justbelowthetitlelineO. Thisis truein allcases,exceptwhenthe
revisepointis definedby PLACE/BEARING/DISTANCE, or it is a
F-PLNDISCONTINUITY.
@ SID - Displaysthe SID pagewhenpressed.Thispromptis

onlydisplayed whentheflightphaseis PREFLIGHT, theorigin
airportis definedin the flightplan,andthe revisepointis the
originairport. Thispromptis notdisplayed iftheoriginwaypoint
is a pilot-defined runwayor the originfor the alternateflight
p l a n (. S e eF i g u re
3 .1 -1 1 .)
@ STAR - Providesaccessto the STARpage.This promptis

displayedwhenevera destinationairporthas beendefined,
and the revisepointis any waypointotherthanthe FROM
waypoint.(SeeSection3.4.6,RWY/STAR SELECTION.)
@ AIRWAY- WhenpressedaccessisprovidedtotheA|RWAY
page,to allowselection
ofanyairwaysegment associatedwith
thatwaypoint.Thisprompt is displayed whenthe revisepoint
is a fixedwaypoint,exceptwhen it is a pilot-defined
or pilot
created(waypoint, navaid,runway,or airport).(SeeSection
3.1.3.2.4,AIRWAYS PAGE.)
p.80
Rev 1 Dec/93 3.1-22
Chatvi AP45
A31O FMS PTLOVS OUIDE
@ HOLD- Thisfunctionis usedto inserta holdingpatternwith

a manualtermination leg intothe flightplan,or modifythe
parameters ofanalreadyexistingholding pattern.
(SeeSection
3 . 5 . 4H
, OL D IN G.)
@ VIA/GOTO- (OlP ONLY) Allows for the definitionand

stringingof waypointsalonga commonairwayto a termination
pointalongthat airway.Allwaypoints on the airwaybetween
the LAT REV and GO-TOpointswill be enteredintothe flight
plan.This laborsavingfunctionallowsrapidentryof extended
airwayroutingfrom a waypoint.
@ PROCT - Providesaccessto the procedureturn page.This

promptis displayedonly if the revisepointis a fixedwaypoint,
or is the manualterminationof a procedureturn leg that is not
active.This promptis not displayedif the revisepoint is the
FROMwaypoint,or the manualterminationpointof an active
procedure turnleg.(SeeSection3.6.3,PROCEDURE TURN.)
@ NEWWPT - is usedto inserta fixedwaypointdirectlyintothe

flightplan.The waypointmay be definedby its identifier,LAT/
LONG,or PLACE/BEARI NG/DISTANCE.
Whenthe LSK adjacentto the bracketpromptis pressed,with

the desiredidentifierin the SP, the new waypointis strung
directlyinto the flight plan and displayrevertsto the F-PLN
page. lf the revisepoint is the FROM waypoint,it becomes
PPOS, and a F-PLN DISCONTINUITYis strung between
PPOSand the new waypoint.lf the NEWWPT is a partof the
down path route, a DIR TO leg will be constructed,and all
in ter ve ningwaypoints will be de le t e d . (S e e 3 . 1 . 3 . 2 . 6 ,
WAYPOINTINSERTION/F-PLN A and B PAGES.)
@ CO RTE - This function allows a flight plan revision by

designatinga prestoredcompanyroutefroman enrouterevise
point.The desiredCO RTE number is insertedin this field,
causingall down pathwaypoints,from the revisepoint,to be
deletedandthenewrouteto be inserted.(SeeSection3.1.3.2.5,
co RTE.)
p.81
A31O FMS PILOT'S GUTDE Chatvi AP45
@ NEW RTE TO - This functionis used to define a new

destinationfor the FMC.The destination musteitherbe an
airportstoredin the data base,or a runwaycreatedby the
definedwaypointsfunction(See DEFINEDWAYPOINTS,
7.2.1).Function is mostoftenusedforan emergencyreturnto
the originairportor a diversionto a previouslyundefined
destination
afteramissedapproach attheprimary
destination.
(SeeSection3.3.2.2, NEWROUTETO.)
@ ENABLEALTERNATE - Usedtoactivatethealternateflight
planif an alternatedestinationhasbeenspecifiedonthe lNlT
A page.All primaryflightplanwaypoints andconstraintsare
deleteddown path of the revisepoint,
andthealternate
route
is strungfromthe revisepointfollowedby a F-PLNDISCON-
TINUITYthen the first and subsequentwaypointsof the
alternate flightplan.
@ RETURN- Promptreturnsthedisplayto theF-PLNpage,or

page.
theaccessing
3.1.3.2.1SID/RWYSelection Referring backto Figure3.1-11,

pressingLSK nn , adjacentto the SID prompt,accessesthe SID
page.In thiscase,the titlelineis, "SlDfromLSGG",and a listof
availableSlDsandRWYsis displayed.
S ID FRoH LSGG
SIDS RH Y S
GD ADTN A 5 fi|Fl Alr
ED ADS P ?3 *sl
6D AD9A EF
EB DIJTN EE
ED D IJgA 6E
GD RETURN> GE
1
c59607#
Figure3.1-12
p.82
3.1-24
Chatvi AP45
A31O FMS P'LOT'S OUIDE
EithertheSIDor theRWYmaybeselected first.Assuming thisflight

hasbeenclearedfor a FRISNdeparture,pressingLSK @ selects
RWY05 for departure, and changesthe displayto that shownin
Fi g u r e
3 . 1 - 1 3.
SID FRor,rLSGG
S I DS R 1{Y S
GD DIJB N <SEL> 05 @
ED E P IsN REI , I A I N I N 6 GE
RHYS
GD FRI 7JX ?3 GE
gD FRI7K1Î EE
ED FRIE N EO
GD * I NSERT RETURN> GE
t
c59608#
F i g u re3 .1 -1 3
The selectedrunwayis indicated by the <SEL>05 in line @ . lf

necessary,the scrollfunctionmaybe usedto viewthe entirelistof
SlDscompatible withRWY05.Pressing LSK @ in Figure3.1-13
selectstheFRISNSIDanddisplays Figure3.1-14.
SID FRoM LSGG

SIDS RHYS
FRISN <SEL> <SEL> 05
T RANS E OS ID
ONE E O @s
REI.IAINING REI.IAIN IN G
SIDS R ].IY S
DIJ1A ?3
DIJS N
*INS E RT RE T URN>
1
Figure 3.1-14
p.83
3.1-25
The SID selectedis now indicatedby the FRISN<SEL>in line [Tt-].

Departuretransitions(TRANS), if any, are listed above the
REMAINING SIDSlabelpriortoselection. OnlytheTRANSselected
is displayedafter one is selectedfrom the list. lf 4.oTRANS exist for
the SID selected,NONEis displayedin the fielde. OtherSIDSand
RWYS are listedunderREMAININGSIDS or REMAIN|NGRWYS.
These may be viewedthroughuse of the slew keys on the CDU.
Noticethe ENGINEOUT SID (EOSID)in line {Znl,Figure3.1-14.
There is only one in the database for each runway, and it is
automaticallydisplayedwhen the runwayis selected.PressingEn-l
selects <SEL> the displayedEOSID.
NOTE: lf the SID pagewas accessedfrom the SEC or ALTN

F-PLNpages,no SID promptis displayed.
Pressingthe tFINSERTprompt,Gfl,resultsintheselecteddeparture
being strung into the flight plan, and the display returningto the
accessingF-PLNpage.
3.1.3.2.2WPT/NAVAIDENTRY - Figure3.1-15showsthe SID as

far as Fribourge(FRl),the end pointof this departure,followedby a
F-PLN DISCONTINUITYbecausethe route has not been defined
beyondthis point.
FRor.r L|SO t
GD R l ,.l @s g o o o ---/ t4Io @
ED ( L E V E L ) se e ts/ SgAa EE
.(seP;
ED (LIM) s4 ?5O/ 6E FLLOA
c g4a.
EB SPR ss TAOO GE
ers/*
FRI SN
ED FR I tl FL? 4 7
" / 6E
Ug GD- - -F-P LN DIS CONTINUIT Y -- GE lJ
'.IIL
c59610#
F i g u re3 .1 -1 5
WithWillisau(WlL),thenextwaypoint
alongtherouteofflight,typed
pressing
inthescratchpad, LSK@ stringsit intotheflightplanand
movesthe F-PLNDISCONTINUITY downonedataline.
p.84
3.1-26
Chatvi AP45
A31O FMS PTLOVS GUIDE
F R o l .r l tSg )
Rt^105 @ gao ---/ @l4 t 6

EO (f-E V fl) se ets/ S g g o @E
( SPD)
GD (LIM) gC ?5O/ FLTOA EE
cs48'
gB SPR ss srs/+ TgqO gE
F RISN
6D FRI rr " / FLa47 6E
UG5
N IL ls .ss/ t..ii GE
c5s611#
Figure 3.1-1 o
Anentireroutemaybeconstructedinthismanner,however,
thereare
the sameresult.
otheroptionsto accomplish
3.1.3.2.3NEW WAYPOINTFunction The NEW WAYPOINT
functionis accessedfrom the LAT REV page.When manually
stringinga flightplan,the revisepointwouldbe the lastwaypoint
defined.Usingthisfunction, the newwaypointis strungin the flight
planaftertherevisepoint,witha DIRECTTO leg,andisfollowedwith
a F-PLNDISCONTINUITY, providing
nodownpathwaypoints exist.
PressingLSK f-6n,nextto WlL, Figure3.1- 16, accessesthe LATREV
fromWIL page.
LAT REV F Ro r,r l^lIL

47 rO.8N/60754.4E
<SID @
<A I RIÎAY > GE
HO L D
\ r t r Al80TO
t ltE ' 7 60
*[
NE1 ,,I l.IPT
]
CO
tl*
R TE
go
NEl,I R TE TO
l,,lIL lt l* EE
*E NA B LEA LTiN R E T URN) @
ZUE
Figure3.1-17
p.85
Chatvi AP45
Typethe desiredwaypointin the SP - ZUE is the nextwaypoint

alongthe plannedrouteof flightandpressLSK@.
F-PLNA pageis displayed

withthe newwaypointstrungin the
f lig h tp l a n .
Drsr II5O t
HINI)
(- LiM)
( s PD )
@
co48' s
SPR -9 gss'/os s @
F RISN az/ sse' rl
FRI - g4 " / @
UG5 37
l"lIL - 6s " /
rl
@o
3?
(r /c) -ss " /
rl EE
UG s O 13
zuE ilil/rl
@
TJ
c5s13*
Figure 3.1-18
Eitherof the precedingtwo methodsmay be used to stringthe flight

plan all the way to the destination.
Afastermethodwouldbe to usetheVIA/GOTO functionto stringallthe

waypointsbetweenPPOSand the end pointon an ainuaysegment.
3.1.3.2.4 AIRWAYS Page Accessed from LAT REV page, the

AIRWAYS page may be used to string an entire airway segment
alongthe routeof flight.(See Figure3.1-11,and Section3.1.3.2,
LATERALREV|STONS.)
Referringto the routeof flight(Figure3.1-9),Kempten(KPT) is the

nextwaypoint.The Ainruayfrom KPT to Villach(VlW) is UG313.
After enteringKPT into the flight plan, the desired revise point for a
LAT REVto continuethe manualstringingprocesswill becomeKPT.
A LAT REV from KPT is done, and the AIRWAYS page is accessed
by pressingLSK [-tn, Figure3.1-11.
p.86
Rev 1 Dec/93 3.1-28
Chatvi AP45
A IRT{A Y SFRor{K P T
@ <G313 @
ED <G3 EO
6D <G60 @
<uG313 EE
ED ( UG4 EE
GD <UG6O R E T URN) @
c59614#
F i g u re3 .1 -1 9
The airwayspagelistsall airwaysdefinedby the KemptenVOR,

including LowAltitude.SelectUG313by pressingLSK(Til. Figure
3.1-20liststhe endpointsassociated
withUG313fromKPTnotice
thetitleline.
UG313 FRo1.rKPT
c Rs - 342' cRs-197.
GD *TGO RT T NB * @
V I I,,I*
@ KFT* H€il
EB EE
ED
(il RETURN> GO
c5s15#
Figure g.1-zo
TheairwaycoursesFROMKPTareat thetopof eachlist.Pressing

VIW*, thedesiredendpoint,LSKf-ril,stringsthis in
airwaysegment
theflightplan.
p.87
Chatvi AP45
LIS 0 )
zuE ---/------
KPT ---/------
UG313
RTTNB ---/------
UG313
v I hl --- / ------
- - -F-P LN DIS CONTINUI T Y --
L GA T -__/ 90
fJ
Figure 3.1-21
Noticethe labelline above [gll and [ZD, UG313,and the routeof

flightto VlW, to confirmthe previousaction.
A LAT REV from VIW producesan airway list that includesUB1.

Selectionof this airwaywould allow completionof the flightplan to
destination.
3.1.3.2.5CO RTE Referringback to Figure3.1-11,the CO RTE

option,in @, representsyet anothermethodto definea flightplan
from the desiredrevisepointthroughthe LAT REV function.
Assumea manuallydefinedflightplan routeintersectsa CO RTEto

the samedestination,[e.9.,at Dolsko(DOL),VOR, CO RTE 20441}
lf desired,CO RTE20441(numerics only),couldbe enteredintodata
fieldt?Fl.Thisone actionwouldstringthe remainderofthe route,from
DOL to LGAT into the flightplan.
3.1.3.2.6Waypoint Insertion/F-PlN A and B Pages Way-

points are inserted into the flight plan by first typing the alpha
numericsin the scratchpad,and then insertingthe data into the
desiredfleldby pressingthe adjacentLSK.(SeeAPPENDIXB, DATA
FORMATS,for the correctformat.)
NOTE: Incorrectdata format is indicatedby the SP message,

'FORMATERROR".A dataentryattemptintothe wrong
fieldgeneratesthe SP message,"NOTALLOWED'.
p.88
3.1-30
Chatvi AP45
AS|O FMS PTLOVS GUIDE
Waypointsmay be inserteddirectlyintothe flightplan,from the SP,

at any pointotherthan the FROMwaypoint,by any of the following
methods:
. By itsidentifier,if it is containedin the database,as was previously

demonstrated.
. By itsidentifier,
if it hasbeenpilot-defined
on the NEWWAYPOINT
page (not in data base).
. By its LAT/LONG,(e.9., LLOI would be the first LAT/LONG
waypoint,and would be displayedon the ND as LLO1.)
. By its PLACE/BEARING/DISTANCE, (e.9.,ZUEl225l15 would be
displayedon the ND 1sNM tromZUE on a bearingof 225 deg).
PBDO1 would be thefirstPLACE/BEARING/DISTANCE waypoint,
and wouldbe displayedon the ND as PBD 01.
. By itsPLACE/DISTANCE, (e.g.,ZUE|1
5wouldbedisplayed
onthe
ND, on the routeof flight,1sNM afterZUE, ZUE|1Swould occur
1sNM beforeZUE). PD01would be the first PLACE/DISTANCE
waypoint,and would be displayedon the ND as PD01.
. By an airportidentifier,(e.9.,LSGG.)
. By a runwaythresholdidentifier,
(e.9.,LSGGOS.)
NOTE: The FMCstoresa totalof 20 pilot-defined

waypointsof
alltypes.
(SeealsoSection7 .2.1,DEFINEDWAYPOINTS,
and Section7.2.5,
DEFTNED NAVA|DS.)
3.1.3.2.7Waypoint Deletion on F-PLN A and B Pages Way-

pointsare deletedfrom the activeflightplan,on eitherF-PLNA or B
pages,by firstensuringthe SP is clearof data,and then pressingthe
functionkey on the CDU keyboard.GLR iswrittenin the SP, and may
then be transferredto the desired waypoint field by pressing the
adjacentLSK.
p.89
3.1-31
Referring to Figure3.1-22,pressingLSK@ detetesWILfromthe

flightplanandthedisplaychanges to thatshownin Figure3.1-23.
| 1150 t l
GDI sF R tt' s s s s es s /+7 o s 6 l GE
@DI CiifiJ' ,e ?5o/FL15@ |
I FRr s N I
@ r l s ? 3 / r r - a r sIEO
ITL
ED rs .B s rl eael 60
INIL
@ ( I /O 16 " / F L33oI ED
UG6 9 I
GB
c59617#
Figure3.1-22
WILis replaced
bya F-PLNDISCONTINUITy,
Figure3.1-23,which
maybedeletedinthesamemannerthewaypoint
was.(seesection
3.1.3.2.8,
F-PLNDISCONTINUIry - PURPOSE/CLEARING.)
tl1@ )
co4s,
GD SPR ssss ess/+ TAOO @
ED ([ifiJ' s6 ?54/ FLLSO EE
F RISN
6D FRI 1l 315/ F L 2 49
@ --_F-PLN DIS CONTINUI T Y -- EE

6D (I /C) ?s " / FL3 7 g 5E
U G6 6
GD ZUE ?l " / F L g Tg GD
C LR 1J
Figure3,1-23
Depending on the typeof the waypointcleared,the resultsof this

actionare as follows:
. Clearinga downpathwaypointdeletesthe selectedlegfromthe

flightplan,andreplaces
it witha F-pLNDISCONTINUITy.
p.90
3.1-32
Chatvi AP45
A3'O FMS PILOT'S OUTDE
. Clearingthe TO waypointdeletesthat leg from the flight plan,

causesTP (TURNINGPOINT)to becomethe FROMwaypoint,
and strings a direct leg to the next fixed waypoint. lf the TO
waypointbecomesa F-PLN DISCONTINUITY, or is followedby
one,theFROMwaypointbecomes PPOS(PRESENTPOSITION).
. Clearingthe TO waypoint is not allowed,if aircraftpositionis
invalid.See paragraph8.6.
o ClearingFROMwaypointgeneratesa newactiveleg.Clearingthe
FROMwaypointis not allowedif NAV is engaged.SP message,
"NOT ALLOWED"is displayedin both cases.
o Clearingthe origin or destinationwaypoint is not allowed.SP

message,"NOTALLOWED"is generatedif the attemptis made.
3.1.3.2.8F-PLN Discontinuity - Purpose/Glearing Discon-

tinuities,or flightplangaps,may occuras partof a data base stored
CO RTE, SlD, STAR, or resultfrom a lateralflight plan revision.A
discontinuity mayexistwithina primaryroutelegbetweenwaypoints,
and is normallyencounteredwhen no stored route exists between
two waypoints,or the routerequiresmanualdefinitionby the pilot.
Wheneverthe FMC createsa discontinuity in the flightplan,the first

legfollowingthe discontinuitywill be an initialfix(lF).See Section2.4
for leg typesin the flightplan.All legsare deletedfromthe beginning
of the discontinuityup to the first leg containinga fixed waypoint
termination,and this waypointis then convertedto an initialfix.
Discontinuitiesare indicatedby the flight plan marker. F-PLN

DISCONTINUITY, displayedacrossthe entirewidthof the CDU in a
data line.Clearinga discontinuity
resultsin the two waypointsbeing
reconnectedon the F-PLNpage as well as on the ND.
Referringback to Figure3.1-23,with CLR in the SP, the F-PLN

DISCONTINUITY is clearedby pressingLSK @ Additionally, a
waypointmay be insertedon top of the F-PLNDISCONTINUITY, as
planning,
in manualflight causingitto movedownonedataline,to be
clearedaftertheflightplan (SeeSection
isstrung. 3.1.3.1,WAYPOINT
STR ING INGand
, S ection3.1.3.2,LA TE R A LRE V I S I O NS . )
p.91
3.1-33 Rev 1 Dec/93
3.{.3.3 F-PLN A Page
Lateraland verticalelementsof bothflightplanpagesare listedin the

time sequenceof theiroccurrence.The purposeof the F-PLNpages
is to displaythese elementsin a waypointby waypointformatthat
includesthe time,speed,and altitudeof each segmentof the route,
with selectioncapabilityfor situationalmodeswhereavailable.(See
Section3.4.1,SITUATIONAL MODES.)
The F-PLNA page is accessedmanuallyby:
o The [ipr-lm6ds key on the CDU.

. The ["-Elfunctionkey from the F-PLNB page.
The F-PLNA page is displayedautomatically.
o When a fixedwaypointis enteredon the DIR TO page.

o When a revisionpage, accessedfrom the F-PLN A page, is
insertedin the flightplan.
o Fromthe lNlT A or RTE SELECTIONpagewhen the flightphase
transitionsfrom PREFLIGHTor DONEto an activeinflightphase.
o From a MAINTENANCE page when the flightphasetransitions
from PREFLIGHTor DONE to an activeinflightphase.
FRol,r tts@ )
CD R 1 ^ 1 0 5 0 0 0 @ ---/ tqr a
GD ( L E V E L ) se e rs/ SAOO
(SPD)
GD (LIM) s4 ?5O/ FLIAA
cs4a.
EB SPR sa grs/+ TA06
F RISN
ED F R I rr " / F t" 47
U G5
@ t f IL rs .B s/ rt.ii
Figure3.1-24
p.92
3.1-34
Chatvi AP45
ASIO FMS PTLOVS GUIDE
Figure3.1-24,is an exampleof the F-PLNA pageas itwouldappear

with LSGG/LGATdefined.
Verticallyin columns,from leftto right,the page containsthe

followingdata:
Title Line - The flightnumber,as enteredon the lNlT A page(field

blankif no flightnumberis entered),appearson the rightside of the
psge,followedby the NEXT PAGE arrow ).
@ Waypointswith leg type information,pseudowaypoints,flight

@ planmarkers(F-PLN DISCONTINUITY, END OF F-PLN,
etc.),with leg type informationare displayedin the firstvertical
column;theFROMwaypointis alwaysatthetopof the column
in line1, followedbytheTOwaypointin line2, unlessseparated
by a pseudo waypoint.See Section 2.4 for leg types and
formats.Inthiscase,the pseudowaypoints(LEVEL)and (SPD
LIM) occurbeforeSPR, the TO waypoint.
The time,speed,and altitudeforthe FROMwaypoint(in line1)

are memorizedparameters,not predicted,and are displayed
in LARGEfont. lf PPOS is the FROM waypoint,dashesare
displayedin all threefields.lf the FROMwaypointis also the
ORIGIN waypoint,TIME is as stated under NOTE below,
SPEEDis V1 as definedon the TAKEOFFpage(dashesif not
defined),and the ALTITUDEis the originfieldelevationor the
runwayelevationroundedto the nearest10 feet.
1c Time enroutefor each leg is displayedin the secondvertical

6c column. For predictedtimes the hour is not included on
successivelinesunlessit changes,withthe exceptionof line 1,
where it is always displayed.Hours are always be displayed
with a time constraint.
NOTE: Priortotakeoffthetimesare ETE;aftertakeoffthetime

in line 1 changesfrom zeroesto the time airborne,and
the times for each leg become ETAs at the waypoinU
navaid.
p.93
3.1-35 Rev 1 Dec/93
A37O FMS PTLOVS GUIDE Chatvi AP45
@ Speed and altitude for each leg (large font indicates a

@ constrainedvalue,sMALLfont indicatesa computedvalue)is
displayedon the righthalfof the screenforeachwaypoint,both
geographicandpseudo.Adittosymbol(") in the speed/altitude
columnindicatesthe predictedvaluesdo not changefor that
segment. Constrainedspeed/altitudevalues are always
presented.
Speed is normally FMC generated (stunll font) and is a

predictedvalueat the waypoint,unlessa pilot-entered
speed
constraintis displayed(LARGEfont).
In cruiseflight,if the Machis lessthan0.65,the corresponding

CAS is displayed.
Abovethecrossoveraltitude, Machis displayedunlessit is below.65

(seeabove).Belowthe crossoveraltitude,CAS is alwaysdisplayed.
The crossoveraltitudeis definedas the altitudewhereCASand Mach
representthe same value of TAS.
A (+) or (-) nextto the waypointaltitudemeansa crossingrestriction

at that waypoint of the value indicated,(e.9., line @, +7000,
indicatesthat SPR must be crossedat or above 7000 MSL.) The
barometer corrected altitude is displayed in feet (rounded to the
nearest100) belowtheTRANSALT and FL (ONE)abovethe TRANS
ALT. Prior to T/C the origin TRANS ALT is used, after T/C the
destinationTRANSALT is used (fromdatabaseunlesschangedby
the pilot).
The verticalscrollsymbol t0 on the rightside of the SP, indicates

the flightplanmay be scrolledup ordown throughuseof the scrollup
or scrolldown functionkeys.Each key pressscrollsthe displayone
data line.E @ (See Section3.1.3.5,VERTICALREVISIONS
coNSTRATNTS.)
p.94
3.1-36
Chatvi AP45
3.1.3.4 F-PLN B Page
TheF-PLNB pageformatis identical to theF-PLNA pageinsofaras

plan
displayoftheflight isconcerned. tothedisplayofflight
lnaddition
planroute,therighthalfoftheF-PLNB pagedisplaysthelegdistance,
temperature, and wind for each waypoint.The F-PLNB page is
accessed:
. Manually keyfromthe F-PLNA page.

viathe ["-lnE6Flfunction
. Automatically
fromany revisepageaccessedfromthe
F-PLNB page.
Drsr tlSO t
.(sPD) .C r.rrND
(LIM) EO
cs4a. g
@ SPR -s sss. /sos @
FRrsN gz/seg.
GD rl
FRI -s4 " / @
UG s 37
ED l, . lI L- s s "/ r l EO
3?
6D (f/C) -s5 " / '' EE
uG 60 13
@ zuEril/,' GO
t0
c59620{
Figure 3.1-25
Withreferenceto Figure3.1-25,the F-PLNB pagedisplays,from left

to rightin verticalcolumns:
@ Waypoints,pseudo waypoints,flight plan markers (F-PLN

@ DISCONTINUITY,END OF F-PLN),with track to the next
waypoint,is identicaltothe F-PLNA page.
@ The DIST, is the enroutedistancebetweenwaypoints,to a

@ maximumvalueof 4096NM.The distanceto the TO waypoint
is alongtrackdistanceto go. For pseudowaypointsin the TO
position(seconddata line), the distanceis the along track
distancefromPPOSto the predictedLAT/LONGof the pseudo
waypoint. Distance is not displayedfor all leg types (see
Section2.4).
p.95
3.1-37
A37O FIWSPILOT'S GUIDE Chatvi AP45
1c The forecasttemperature,in degreesCelsius,is displayedfor

6c each waypoint, except the FROM waypoint where the
temperatureis the actualmemorizedvaluefor that position.lf
the FROMwaypointis PPOS,dashes(----) are displayed
in the temperaturefield. Temperatureis displayedin both
LARGE (pilot-entered)or sunll (predictedor default) font.
Temperatureis displayedat the TlC orTlD , but notat any other
pseudowaypoints.
basedon pilotentriesis
The forecastwind direction/velocity,
displayedfor each waypoint, except the FROM waypoint
wherethe actualforecastwind for that waypointis displayed.
lf the FROM waypointis PPOS, dashes (-----) are
displayed.Wind directionis referencedto True North.Wind
valuesare displayedin bothLARGE(pilot-entered) andstunll
(defaultorpredicted)font.
WindisdisplayedatT/CandT/D,but
not at any otherpseudowaypoint.
Otherpage data and symbologyis identicalto the F-PLNA page.
3.1.3.5 VERTICAL Revisions
Verticalrevisionsare changesmadeto the flightplanwhichhavean

immediateordownpath(future)affecton the activeflightplanvertical
profile.This verticalprofilerepresentsthe desiredaircrafttrajectory,
thrustsettings,and speedsalongthe verticalpath of the flightplan.
The two verticalrevisionpages are accessedfrom F-PLN A and

F-PLN B pages and are displayedwhen a right LSK is pressed
adjacentto the desiredwaypointon eitherflightplan page.
Verticalrevisionsto the flightplancan be madeat any pointalongthe

route of flight. The displayedpage correspondsto the accessing
page; (i.e., F-PLN A page allows access to VERT REV A page,
F-PLNB pageA/ERTREV B page).
p.96
Rev 1 Dec/93 3.1-38
Chatvi AP45
ASIO FMS PILOVS GUIDE
The followingrevisionsto the verticalprofilemay be made on these

two pages:
. Speed limitsand climb,cruise,or descentspeeds

o Altitudeand time constraints
. Altitudesteps
r Temperatureand wind revisions
Entry of a verticalrevisioncauses a completerecalculationof the

verticalflight plan profileand invalidatesall previousperformance
predictions;dashes(- - -) are displayedin the data fieldsuntilthe
data is recalculated.
Vertical revisionsmay be made to the primary,secondary,and

alternateflightplans.The methodto accomplishthese revisionsis
identicalin all three cases; however,changesthat may affectthe
active situationare not allowed in either the secondaryor alternate
flightplans.(See Section7, ADDITIONALFEATURES,for specific
data on secondaryand alternateflightplans.)
lf the verticalrevisiondoes not meet certaincriteria,it is rejectedby

the FMC, and the SP message,"NOTALLOWED",is displayed.
NOTE: Any pilot-entered

or procedure-specified
verticalflight
planconstraintis displayedin LARGEfont.Nav Data
Base derived constraintsand proceduresare in
SMALL font.
3.1.3.5.1Time GonstraintEntry Atime constraintis definedas a

time requirement(ETD,ETA),to be metat a specifiedwaypointin the
lateral flight plan. Based on the performancepredictionsof the
verticalprofile,the FMC adjuststhe speedtargetduringthe cruise
flightphaseto meet the desiredtime constraint.
The SP message,'TIMECSTR REMOVED",is displayedwhenever

deletedfrom the flightplan.
a time constraintis automatically
p.97
,t-39
Chatvi AP45
Time constraintsmay be entered at any fixed waypoint in the flight

plan, from the verticalrevisionpage, except under the following
conditions:
. ENG OUT mode is active.

o No valid clock data.
. Active lateralleg is a holdingpatternor procedureturn.
. A STEP is in the primaryflightplan.
. A destinationis not definedin the primaryflight plan.
. A EOSID is missedor approachis beingflown.
. Entry is attemptedon a leg not in the primaryflightplan.
The SP message,'NOTALLOWED', is displayedif any of the above

conditionsexistwhen an entry attemptis made.
Time constraintsare automaticallydeletedfrom the flight plan for

the following:
. When the aircrafttransitionsto airborne.

. When a secondtime constraintis enteredinto the flight plan.
. Activationof the EO mode.
. Loss of valid clock data.
o The activeleg has a manualtermination.
The SP message,"TIMECSTR REMOVED",is displayedwhenever

a time constraintis automaticallydeletedfrom the flight plan.
A time constraintmay be thoughtof as beinga pilot-defined

ETA for
a specifiedwaypointor destination.
With referenceto Figure3.1-26,assumea destinationETA of 1114

is desired for RW33R at LGAT.
p.98
3.1-40
Chatvi AP45
ASIO FMS PILOT'S OUIDE
ttSA )
EGNNB s??7 ?5s / FL055
c 13
E GNl3 3S ??O/+ 3 O O O Ets
c 06 5 '
B RA V 33 ?oo/ ? 5 g g GO
c33
HKNB 36 176/ ? 5 A A EO
c33 -?.7'
R1,-133
R 37 r38/ 6E ?5@g
H33 3.
60@< eoo/------ CE
TJ
Figure3.1-26
Pressing
LSK@, adjacentto RW33R,causesdisplayof theVERT
REVA page.Therevisepointis RW33R,as indicated
by thetitleof
the CDUpagein Figure3.1-27,VERTREVAT RW33R.
VERT REV AT RN33R )

EF o E= 7 .3 ExT RA= 1 . 7
(iD cE)
GT.IT
ED t l* l al {| 4t 1l
ED * tr'zr
AT AL T DES SPD LII.I
ED ? 5 A O ? a s /F Lrsot 6E
ED GE
(B *CLR A LT RET URN> GE
It14
c5s622#
Figure3.1-27
p.99
Typethe desiredETA in the SP, 1114,and insertit intothe field

labeled,"GMT',by pressingLSK @. This actionresultsin the
automaticdisplayof theaccessing
page,F-PLNA pageinthiscase.
Nolicethatthe desiredETAis nowdisplayednextto RW33Rin line

5, O, andin LARGEfontto indicate thatit is pilot-entered
data(see
Figure3.1-28).scrollingtheflightplanbackto the originwaypoint,
RW05at LSGG,it maybe seenthatin ordertomakegoodthe ETA
of 1114at LGAT,usingthecurrentstrategic mode,thetakeofffrom
LSGGmustbe at 0837,(?. (SeeFigure3.1-29.)
I| SO )
EGNNB rrs 4 ?ss/ F L sE s
c r3 g .
EGN13 s7 ? ? 6 /+ 3 O Og
cs85.
BRAV ts ? OO/ ? 5Og
c333.
HKN B t? t7 O/ ? 5OO
c3 33. - ?. 7 .
Rtl33R :Llt4 tse/ ?5OA
Figure3.1-28
FRolr | IS O )
R1^ t05 -A 837 ---/ t4 I O
(LEVEL) gs ers/ S OOA
cs48.
SPR 4? esa/+ 7060
- ( SPD)
(LIM) 4? ?5O/ FLISO
F R ISN
FRI 4s " / F L ? 4s
u6 5
l , , l IL sz .B s/ r.rii
Figure3.1-29
p.100
3.1-42
Chatvi AP45
A3'O FMS PILOVS GUIDE
S TA R To LGA T
ST ARS APPRS
TGRlA <S E L> (S E L> I LS33R
I1-SO t
BI
T GR N B s??s ?77 / FL 1 zs
( SPD)
(LIM) ?4 ?5O/ FLTOO
EGNNB ?7 zss/ FLo63
c t3 s .
EGN 1 3 gs 3@ @ @
-? ? O/+
BRNI- s3 ?oo/ ?sag
- c 333.
HK NB 35 t7O/ ?5gg
TJ
Figure 3.1-30
3.1.3.5.2 Speed Gonstraint Entry Speed constraintsrestrictthe

IASof the aircraftat a specifiedwaypointalongthe lateralflightplan.
Duringthe takeoff,climb,and cruiseflightphasesIAS is confinedto
a value equal to, or less than the specifiedconstraint,until the
waypointspecifyingthe constrainthas been sequenced.
In the descentand approachflight phases,IAS is also confinedto a

valueequalto,or lessthanthe speedat the lastspecifiedconstraintand
is retainedwhen subsequentwaypointsare sequencedunlessfurther
constrained ortheflightphasetransitions
to go-around,climb,or cruise.
Speed constraintsmay be entered manuallyor automaticallyby

procedurefrom the NAV data base; (e.9.,a specifiedspeed at a
STARwaypoint).In the lattercase the constraintwould be automati-
cally insertedin the F-PLNwhen the approachprocedureis selected
from the STAR list.
With referenceto Figure3 ]:30, the TGR1A STAR to RW33R at

Athens has been selected(lJ, and after the *INSERT prompt is
pressed a speed constraint of 220 KIAS at waypg(rt EGN13 is
automaticallyincludedwith the selected procedure(?.
(See Figure3.1-30.)
p.101
3.143 Rev 1 Dec/93
Chatvi AP45
A37O FMS PTLOT'S OUTDE
F RO } I T156 )
RN05 0 0 6 0 ---/ r4 ro
(LEVEL) se zts/ SOOA
.(sPD)
(LIM) s4 ?5O/ FLIOO
cs48.
SPR ss grs/+ TOOO
FRISN
FRI rr
UG5
l. lI L rs .a s / FL3e6
?5 0 /15@ tJ
.(sPD)
GD (LIM) s4 ?59/ FLIS
cs4a'
ED SPR ss srs/+ 76OO 6E
F RISN
6D FRI ll / F L?46 lilE \1 ) tl
UG5
(il NIL 15 . ag / FL3 26 I6RJ
?50/ 150 fJ
Figure3.1-31
Forexample, with25Ot15O O, press-

in theSP (seeFigure3.1-31),
ing LSK Ion-lchangesthe SPD LIM pseudowaypointvaluesfrom
250/10000 to 250115000€).
Anothermethodwouldbea verticalrevisionat a downpathwaypoint,
FRIfor example. Pressing LSK [sRl,(seeFigure3.1-31), causes
displayof theVERTREVat FRIpage,(seeFigure3.1-32). TheCLB
SPDLIMdatafield,adjacent to @, maybe modifiedbywritingthe
desiredvaluesin the SP (U, and pressinqLSK tTn-|. This action
changes theSPDLIMat FRIto 250115000e), anddisplays thenew
constraint in largefontto indicateit hasbeenmodifiedby the pilot.
(SeeSection3.1.3.5.2.2, SPEEDLlMlT,for moreon thesubject.)
Bothmethods workequallywell,however,thefirstmethod,insertion
directlyintothedesireddataline,isthe mostexpeditious.
lf whileon
the F-PLNpageCLR is typedin the SP and the rightLSKon the
SpeedLimitdatalineis pressed,a previously modifiedSpeedlimit
revertsto the DataBaseSpeedLimit.lf the leftLSKon the Speed
p.102
Rev 1 Dec/93 3.1-44
Chatvi AP45
Limit DataLineis pressedwithCLR in the SP the SpeedLimitis

removed. Theonlywayto reinsertit isto accesstheVERTREVpage
at a climbor descentwaypointand reactivate the speedlimit.
VERT REV AT FRI )

EF 0 B= 1 7 .6 EXT RA= 2 .8
S PD G}{T
*[ ] t l*
AT OR ABOVE
*[]
AT AL T CL B SPD L II.I
*[ i zss/FLrss*
AT OR EEL OI..I
*[ i
EB
@
cE)
F RISN
ED FRI rr ?5O/ FLI
uo5
(o l,.IIL t6 .a g / FL328 @
t0
Figure3.1-32
NOTE: Whenon theVERTREVpage,youmaychangeback

to the defaultvalueof 250110000,
by pressingthe @
key,withtheSPempty,andtransferCLR intotheSpD
LIMdatafieldby pressingLSK@.
3.1.3.5.2.1
VerticalRevisionPagesA & B As previously stated
thesepagesareaccessed fromF-PLNpageA, and F-pLNpageB
respectively.
Onceaccessed, the[TÊdFl
keyallowsaccessto theother
pageof the pair.
Figure3.1-33is an exampleof VERTICAL REVISIONpageA, on

whichthe pilotmay insertspeed,altitude,andtimeconstraints.
p.103
Chatvi AP45
V E RT RE V A NC )
EF OB= 2 2 .4 ^r RA= 9 .8
EXT
* CLR S P D CLR G MT *
S PD GI4T
*[ ] t l*
AT OR ABOVE
x[ ]
AT AL T CL B SPII LI}I
*[ ) ess/ rsss o *
AT OR SEL O} I
r ,[ ] S TE P P R E D>
* CLR A LT RE TURN>
Figure 3.1-33
NOTE: For the purposeof demonstrationall label and data

lines are included.However,they are not usuallyall
displayedat the same time.
The title line displaysthe revise point,VERT REV at FRl. Line 2

displaysthe EstimatedFuel On Board(EFOB)and the EXTRAfuel
predictedby the FMC at FRl. Fuel predictionsare only displayedin
this field if the revisepoint is a waypointin the lateralflight plan.
@ CLR SPD - Displayedon the VERT REV pagefor an asso-

ciatedwaypointif a speeddisplayedin datalineIZD is entered
by the pilot or derived from a NAV Data Base SID or STAR.
Pressingthis LSK clearsthe speedin data lineIZD and return
the displayto F-PLN page A.
@ SPD - Entry of a speed in this field creates a speed con-

straintat the revisepointand returnthe displayto F-PLNpage
A. SPD promptis not displayedif the revisepointis a pseudo
waypoint.*CLB and *DES promptsare displayedin line 6
when a SPD constraintis definedand the FMS logic cannot
positivelydetermineto whichconditionthe constraintapplies.
@ Entry of an altitudeor flight level in any of these data fields

@ creates an altitudeconstraintat the revise point and returns
@ the displayto F-PLN page A.
p.104
Rev 1 Dec/93 3.1-46
The constraintAT, AT OR ABOVE,or AT OR BELOW,depending

uponwhichdata linethe entryis madeon. Line{Til is onlydisplayed
when the revisepointis the T/C. LinesIgn and GD are displayedat
geographicwaypoints.
*CLB or *DES prompts are displayedin line 6 when an

altitudeconstraintis definedand the FMS logiccannotdeter-
mine the application.
@ CLR ALT - This prompt is only displayed if there is an

altitude constraintat the revise point. Pressingthe adjacent
LSK clearsthe altitudeconstraintand returnsthe displayto
F-PLN page A.
@ GLR GMT - Promptis onlydisplayedif a time constrainthas

been enteredat the selectedVERT REV Waypoint.Pressing
this LSK clears the time constraintat the revise point and
returnsthe displayto F-PLN page A.
@ GMT - This promptis only displayedif the revisepoint is a

geographicwaypointin the primaryflight plan; not including
missedapproachlegs. Entry of a time in this field createsa
time constraintat the revisepoint,and returnsthe displayto
F-PLN page A.
@ SPD LIM - The defaultspeed limit,250/10000,is displayed

in this field,and may be modifiedby the pilot.The label line
displaysCLB SPD LIM priorto and including the climbphase,
and DES SPD LIM during and after the cruise phase. lf the
SpeedLimitPseudoWaypointdata line had been deletedvia
a CLR and left LSK push, then brackets are presented,
indicatingdata insertionis allowed.(See Section3.1.3.5.2.)
The @ functionmay be usedto deleteany pilot-entered value.

Thisactioncausesthe displayto revertto the defaultSPD LlM.
Entryof SPD LIM intothisfieldmustbe in theformatSPD/ALT.

After data entry, a SPD LIM is createdfor the CLB or DES
phase,and the displayrevertsto F-PLN page A.
p.105
3.147 Rev 1 Dec/93
Chatvi AP45
@ STEPPRED- TheSTEPPRED>promptisdisplayed inthis

data linewheneveran altitudestep may be made.Pressing
this promptcausesdisplayof the STEPPREDpage.(See
S T, E PA L T IT U DPREDICTION
S e c t i o3n. 1 . 3 .5 .3 .1 E PAGE.)
@ RETURN- Pressing the RETURN>promptrevertsthe dis-

playto F-PLNpageA.
NOTE: lf the FMScannotreadilydetermine whetherthe pilot

appliesto a climb
enteredspeedor altitudeconstraint
or descendconditionifCLB or *DES promptsare
presented on dataline6 (seeFigure3. 1-34)requiring
manualselection.
AT AL T
ED r5060 EO
ED EE
@ GE
Figure 3.1-34
VERT REV page B, may be accessedby the following:
r Pressingthe ITFBkey when on F-PLN page A or SEC F-PLN

page A.
o A VERT REV when on F-PLNpage B or SEC F-PLNpage B.
The VERT REV B pageallowsthe crewto enteror modifytemperature

and windvaluesat any waypointon the flightplan.Figure3.1-35is
an exampleof the page as it would appearwhen accessed- data
bracketsempty.
p.106
Rev 1 Dec/93 3.1-48
A3'O FME PILOT'E GUTDE Chatvi AP45
VERT REV AT ANC )

EFoB= ??. 4 EXTRA =9 . 8
CD EE}
'c
ED *E l CE
ED EO
I{ INII
ED *[ 7"/l ] EO
ED S TEP P RE D> EE
GD > @
RE T URN
Figure3.1-35
@ TEMP- ThepilotmayinsertStaticAirTemperature(SAT)at
anyflightplanwaypoint,in deg.C.
@ WIND - A true wind valuemay be insertedin this fieldto I

current performance
windmodelandimprove
;l$t,i[. I
@ STEPPRED- Accessesthe STEPPREDpage

whendisplayed.
@ RETURN- Pressingthis promptreturnsthe displayto

F-PLNpageB.
lf a temperatureor windwas previously

enteredat the revisepoint,
it is displayed
herein LARGEfont.
or windis enteredat theT/Cpseudo
NOTE: lf a temperature
waypoint,the FMC regardsit as a CRZ WIND/
CRZ TEMP revisionto lNlT pageA or the FUEL
PREDpageand changesthe valueson thesepages
correspondingly.
3.1.3.5.2.2 SpeedLimit SPEEDLIMITis an altituderelatedre-

strictionon aircraftlAS,(e.9.,250110000,
see Figures3.1-31and
3.1-32).The speedtargetis determinedat or belowthe specified I
altitudeand is limitedto the maximumdefinedspeed.
p.107
3.1.49 Rev 1 Dec/93
Chatvi AP45
As isalwaysthecase,a pilot-entered in LARGEfont.

valueisdisplayed
DifferentSPEEDLIMITSmay be specifiedfor the CLIMBand

DESCENTflightphases.
WithPROFILEengagedand the aircraftbelowthe SPEEDLIMIT

altitude,theCDUSPmessage, "SPDLIMEXCEEDED', isdisplayed
if the IAS exceedsthe specifiedlimitby morethan 15 kts. The
message automatically
clearswhenthespeedreturns towithin5 kts.
of thatspecified.
Manualclearingviathe@ keyon the CDUis available at anytime.

Thisactionwouldcausethespeedlimitto revertto thedefaultvalue
specifiedin the data base,and the displayedvaluewouldbe in
SMALLfont.
NOTES:
1. Autopilotverticalguidanceinitiatescontrolto a new target
speed within two secondsof any SPEED LIMIT revision/
deletion affectingthe vertical profile.
2. Both speed and altitudemust be entered in the correct
format,(e.9.,250110000),
to be acceptedby the FMS.
3.1.3.5.2.3Thrust Reduction Altitude In additionto being the

lowestaltitudeat which the verticalflight path,or PROFILEmode,
may be engaged,the THRUSTREDUCTIONALTITUDEdefinesthe
verticallocationatwhichthe FMS commandsthe TCC to reducethe
maximumthrust limit from the pilot-definedTakeoff/FlexTakeoff
thrustlimitto the FMS thrustlimit.
lf the A/THR modeis SPEEDor SPEEDON THROTTLE,the thrust

reductionaltitudehasa directimpacton IASwhilestillin the confines
of the airporttraffic area.
3.1.3.5.2.4Acceleration Altitude The ACCELERATIONALTI-

TUDE definesthe verticallocationat whichthe FMS can command
an accelerationto the desiredclimb speed, (e.9.,250 KIAS below
1 0 0 0 0 'M SL) .
p.108
Rev 1 Dec/93 3.1-50
A3'O FfiIS PTLOVS GUIDE Chatvi AP45
NOTE: BothTHRUSTREDUCTION ALTITUDE andACCEL-

ERATION ALTITUDE maybe modifiedto complywith
any desiredspeed schedule;however,changesto
eithermay only be accomplished
on the TAKEOFF
page.Theycannotbe changedon the F-PLNpageor
a VERTREV page.(SeeSection3.2.1.2,TRANS/
THRRED/ACC ALTTTUDES.)
3.1.3.5.3AltitudeGonstraintEntry Aspreviously mentionedthere
are threetypesof altitudeconstraints
that may be enteredintothe
flightplan:
. AT
o AT OR BELOW
. AT OR ABOVE
All may be manuallyenteredby the pilot,or a Nav Data Base

specifiedprocedure
may automatically
enterone.
As a ruleof thumb,altitudeconstraints
mustbe:
o Abovethe originairportfor CLB PHASE
r Abovethe presentaltitudefor a climbconstraint
o Belowthe presentaltitudefor a descentconstraint
r Abovethe destination
airportfor DESandAPPRphase.
lf the altitudeconstraintdoes not conformto requiredcriteria,it is
rejected bytheFMC,anda suitableSPmessageisgenerated; (e.g.,
INITIALIZE CRZFL, NEWCRZALT-HHHHH, etc.)
As with sPD constraints, altitudeconstraintsmay eitherbe inserted
directlyintotheflightplanbywritingthedatain thesp fortransferinto
the desireddatafield,or by verticalrevisionat thedesiredwaypoint.
Bothspeedand altitudeconstraints maybe enteredon the F-PLN

pageA in theformat(e.9.,285114000), howeverthe speedmaybe
modifiedby directentryon the F-PLNpage(i.e.,type"290"intothe
SPthenpresstheassociated rightLSKor to modifythealtitude,type
"/15500"and pressthe associated rightLSK.
p.109
3.1-51 Rev 1 Dec/93
Examplesof bothmethodsmaybe seenin Figure3.1-31(directinto

F-PLN),and Figure3.1-32(viaVERTREVpageA).
Figure3.1-36,is anexampleof anAT ORABOVEaltitude

constraint
at a geographicalwaypoint.
FRor,r llS O )
GB Rh l05 gggg ---/ tq t g
ED ( L E V E L) s? zts/ S gg O EE
(SPD)
ED ( LIM) s4 ?59/ FLI O A EE
co4a'
GD SpR os srs/+ TAg g 6E)
F RISN
6D FRI rr 6E
(o U G5
NI L 15 .s o / F L sa6
?5 9/150 10
c596s2#
Figure3.1-36
In thiscase,the verticalprofileis modifiedby the FMSto crossSPR

AT OR ABOVE7000.The +7000(1) specifies theAT OR ABOVE,
whileAT OR BELOWwouldbe enteredas a -7000.
entryat theT/Cpseudowaypointredefines
An altitudeconstraint the
CRZALT in the FMCin the sameway as entryof a newCRZALT on
the PROGPAGE.In thiscase,the newaltitudeis nota constraint,
but rathera newcruisealtitude.(SeeSection3.2.6,PROGPAGE,
andSection3.4.2,CRZALTCHANGE.)
In a similarmanner,an altitudeconstraint
entryhigherthantheCRZ
ALTdefinedin the FMC,causesthe CRZALTto be redefined to the
new altitude.The SP message,NEW CRZ ALT-HHHH,with "H"
beingthealtitudeor FL,is displayedto advisethecrewof thecruise
altitudechangein the FMC.
p.110
3.1-52
3.1.3.5.3.1 Step Altitude/Prediction

Page A downpathaltitude
stepmaybethoughtof as beinga formof altitudeconstraint,
to either
satisfyan ATC request,or as a normalpart of the flight plan to
conservefuel duringthe cruisephase,or positionthe aircraft
verticallyfor an anticipatedSTAR.Thereare two possibilitiesfor I
altitudesteps,STEPCLBandSTEPDES.TheSTEPCLBsegment I
is activewhenthe followingconditionsexist:
1. Profileis engaged.
2. CRZis the activeflightphase.
3. The STEPCLBpseudowaypointis a partof the activeF-PLN.
4. The STEPpointhas beensequenced
on the lateralF-PLN.
5. Actualaircraftaltitudeis belowthe FCUclearancealtitude.
6. EO DriftDownSituational
Modeis notactive.
The STEPDESsegmentis activewhenthe following

conditions
exist:
1. Profileis engaged.
2. The STEPDESpseudowaypointis a partof the activeF-PLN.
3. The STEPpointhas beensequencedon the lateralF-PLN.
4. Actualaircraftaltitudeis abovethe FCUclearance
altitude.
5. EO DriftDownSituational
Modeis not active.
p.111
3.1-53 4! I
Rev 1 Dec/93
l^ rha --
A3'O FMS PTLOVS GUTDE Chatvi AP45
ln both STEP CLB and STEP DES the AFS commandsthe vertical
guidance path target, speed target, vertical speed target, thrust
target,and controlmode,with PROFILEengaged,as follows:
1. The CRZ FL is the verticalguidancepath target.

2. Speed target is definedaccordingto the followingpriority:
o lf TACT SPD mode is active the speed target is the
definedtacticalspeed entry,(e.9., ECON).
o lf a Hold is activeor is to becomeactivewithin3 minutes,with
a headingleg to a manualtermination (HM),(e.9.,IMM EXIT),
the speed target is the pilot entered Hold Speed. lf a pilot-
entered Holding Speed has not been specified,then target
speed is MAX ENDurance.
o The speedtargetis the PERF MODE CRZ SPD for the STEP
CRZ FL.
3. The verticalspeed target is -1000 fUmin or the pilot-defined
verticalspeed on the FCU, until the IAS reachesthe limiting
speed as definedon the TACT MODE page.
4. The verticalguidancethrust target is maximumclimb thrust in
climband idlethrustin descent.
5. The verticalguidancecontrolmode is speed on thrustor speed
on elevator,or combinationsof each, to maintainthe selected
IAS or verticalspeed.
In climbor descentthe FMC commandsa verticalrate commensu-

ratewith IAS as definedon the MODE or TACT MODE pages(see
Section3.1.3.5.5,PERFMODES).Oncethespeedtargetis reached,
speed is maintainedon elevatoror thrustas necessary,modifying
verticalspeedin compliancewithwhicheverparameteris active IAS/
Vertical Speed. In descent a -1000 fUmin vertical rate is com-
manded,or the verticalrate selectedby the pilot, until the speed
target is reached,then verticalspeed is modifiedby the FMC to
maintainthe descentspeed restriction.
p.112
3.1-54
Chatvi AP45
Verticalguidancecommandsare apportioned accordingto the

activesituation,
withapproximately70 percentdevotedto theactive
parameterand 30 percentto the inactiveparameter.
For example,with verticalrate active,70 percentof the available

energywouldbe devotedto the commandedverticalrate and 30
percentto the commanded lAS,untilthe speedtargetis reached,
thenthe 70 percentshiftsto maintaining speedand the remaining
30 percentgoesto verticalrate.
Thisdivisionof available
energyis mostapparentclimbingthrough
10,000feetwhenIAStargetincreases to theselectedclimbspeed.
Verticalspeeddropsoffas 70 percentof availableenergyis devoted
to the newtargetspeed.
The pilothasthe optionof overriding this automaticverticalguid-

anceby selectingthe desiredverticalratein the V/S windowof the
FCUandpullingtheset knob,engaging theAFSin theV/S mode.
Verticalspeedthen is onlyrestricted by VMAXand VMINfor the
configuration.Thisoptionis available
to complywithATC requests
to expeditealtitudechangesor whenhigherthanFMCcommanded
ratesare desired.
The pointalongthe lateralflightplanat whichthe climbor descent

is to occur,calledthe STEPpoint,is the pointat whichthe vertical
flight plan changesfrom one cruisealtitudeto anothercruise
altitude.TheSTEPpointis indicated ontheF-PLNpagesandtheND
by the pseudowaypoints S/C (STEP CLB)and S/D (STEPDES).
Priorto executing
an altitudestep,the crewhasthe optionto view
the predictions
associatedwith it on the STEP PREDpage,to
determineif such actionis warrantedas far as fuel savingsare
concerned.
p.113
3.1-55
Chatvi AP45
A3'O FMS PTLOVS GU'DE
An altitudestepis available
whenthe followingconditions
exist:
. Theflightplanis either:
- The activeprimary
- The secondarywith performance predictions
enabled
. A cruiseflightlevelhas beendefined.
. A stepaltitudeis not active.
. A timeconstraint has not beendefined.
. The revisepointis a fixedgeographical
waypoint,or the FROM
waypoint,but not ppOS.
. Theflightphaseis notdescentor approach.
lf the abovecriteriaare not met,the fieldis blankanddataentry
is notallowed.
NorE: The srEp PREDpromptis arsodisprayed on VERT

REVpageB underthe samecriteriaas ihatstatedfor
VERTREVpageA, above,
As previously
mentioned,accessto thesrEp PREDpagebeginson
eitherF-PLNpagewitha VERTREV.Regardress oi tr,Laccessing
page,however, theresulting
disprays
are identicar.
Figure3.1-37is
an exampleof a VERTREVfromF_PLNpageA at MetNg.
F R o r.t | ISO )
U BT
MELNB 0944 ?6?/ F L 37O @
U Bl
@ O MA s4 .a r/ F L zTs
U Bl
ED B0SNA rssr .es/ ,l GO
u Bl
EB SAR s6 " / rl
EE
U BI
@ CHILY rs " / rl
@
UE 1
(Eil BUI ,, ,l
?? / @
TJ
Figure3.1-37
PressingLSK@ resuttsin displayof theVERTREVat
MELNBpage.
p.114
3.1
VERT REV AT MELNB )

F0B= r 9. 1 EXTR A =t t . g
ED GE
ED EE
ED EE
DES S P D L I I , I
@ ?55/ F L r 9 0 t EE
6D
@
S TE P P RE D)
>
RE T URN Hs
c59634#
Figure3.1-38
Inthiscase,thedisplaycriteriahavebeenmetandtheSTEppRED>
promptis displayed.
lf thepromptis notdisplayed,
a stepaltitudeis
not available.
PressingLSK@ accessesthe STEPPREDpage.
STEP OPT PT
ST EP TO FL ^T T I} IE ,/D IS T
---- / ----
F UEL T I} IE COS T
RETURN>
Figure3.1-39
Thetitlelineis the pointat whichthe steptakesplace.Therearetwo

possibilities
for thetitleline,dependingon whetherthe revisepointis
theFROMwaypoint or a downpathwaypoint.Inthisexample,MELNB
is the FROMwaypoint. Whenthe FROMwaypointis the revisepoint,
thetitlelineon theSTEPPREDpageis STEPat OpT|MUMpOtNT.
p.115
3.1-57
Chatvi AP45
This meansthat the step pointis identified

and computedby the
FMC insteadof commencing at a downpathwaypointspecifiedby
the pilot.
lf MELNB,the revisepoint,was a downpath

waypoint,
the titleline
wouldbe STEPat MELNB.
Operationally
speaking,theSTEPat OPTIMUM POINTwouldmost
oftenbeusedforfuelplanningpurposes or to complywithanaltitude
changein realtime;whilea STEPat a downpath waypointmightbe
to complywithan ATC request.
In bothcases,the labeland datalinesare identical.
@ STEPTO FL - Thedesiredstepaltitudeis writtenin theSP

andtransferred intothe boxes.The FMGmakesthe determi-
nationbetweena STEP CLB and STEP DES based on
whetherthealtitudespecifiedbythepilotis aboveor belowthe
CRZALT.Stepaltitudemustbewithin8000ft of CRZALT.In
thecaseof a STEPCLB,thespecified altitudemustbeabove
or the SP message,"ENTRY
the highestaltitudeconstraint
OUTOF RANGE",is displayed, andentryof the stepwillnot
be allowed.Entryof an altitudeinto this field causesthe
displayto revertto Figure3.1-40
STEP AT OPT PT
ST EP TO FL T II.IE./DIST
FL?90 00to/oo60
l . IIND AT FL
06g'/o98
P RE DICTE D
A T T?OOGM T
F UEL T Il.IE COST
S A V E DINCR S A V ED
s .? ogss 1 .9 ' t
ST EP L ESS T HAN
* I NSERT
Figure3.140
p.116
3.1-58
Thealtitudestepis nowspecified intheFMCandaftera shortpause

the prediction
fieldsare filled.
@ TIME/DIST- The time,in hoursand minutes,and the dis-

tancein nauticalmiles,fromPPOSto theSTEPstartpoint,is
displayed if predictions
in thisfield.Dashesaredisplayed are
invalid.
@ WINDat FL - Thewindat the STEPTO altitudeis entered

usingthe direction/velocity format.lf no wind is enteredthe
STEPis optimized usingFMCwindpredictions. Bracketsare
displayeduntilwindentryis made.The windis displayedin
smallfontif calculatedbytheFMC,andLARGEfontif entered
by thecrew.lf a windentryis made,it is usedas thewindat
the step altitudeto the top of descent.
@ SAVINGS - The predictedfuel savingsis displayedas fuel

@ in tonnes,time saved in HHMM (HOURS-MINUTES), and
percentageof overallfuel cost saved.lf the STEP resultsin a
fuelsavings,the word SAVED is displayedin @ - @ lf
the STEP resultsin the use of more fuel, the word INCR
( INCRE A S E )is displayed.
@ This data line may display one of the following three

@ messages,dependingon the FMC STEP predictions:
1 . S T EPL E S S T H A N
S MIN U T E S- T heCRZsegm entatthestep
altitudeis predictedto be lessthan5 minutes.lf thismessageis
displayedas a resultof an optimumstep point calculation,
insertion of the stepis not allowed.
2. STEPLESSTHEN15MINUTES- TheCRZsegment atthestep

altitudeis predicted
to be greaterthan5 minutesbut lessthan15
minutes.Insertion of the stepis allowedundertheseconditions.
3. STEPPOINTlN DISCON- An optimumsteppointhas been

determinedto liewithina discontinuity.
Insertion
of the STEPis
not allowed.
p.117
3.1-59
Use or to ihe hstddi^nc tha r*ra
A3'O FMS PILOT'S GUIDE Chatvi AP45
@ RETURN>- Pressingthis LSK returnsthe displayto the

accessingpage,(e.9.,VERTREVpageA). lf the RETURN>
promptis pressedpriorto the *INSERT prompt,all pilot-
entereddataon the STEPPREDpageis erased.
@ *INSERT - Pressingthis LSK insertsthe STEp intothe

flightplan and returnsthe displayto the accessingF-PLN
page.Thispromptis onlydisplayed whenanaltitudehasbeen
enteredin the STEPTO FL fieldtTD.
The *INSERT promptis not displayedif eitherof the SP

messages,STEPLESSTHAN5 MINUTES, oTSTEPPOINT
lN DISCONaredisplayed.
NOTES:
1. Afterthestepaltitudeis insertedintotheF-PLN,theFCUmust
bechangedin accordance withthe newCRZALTto affectthe
desiredaltitudechangewhenthe steppointis reached.
Thirtysecondspriorto the STEPpoint,providing
the FCU
and the STEPALT are the same,P-CLBwill flashon the
PFDFMAindicating tothepilotthata STEPisaboutto occur
at the STEPpointwithoutanyfurtheraction.
2. Aftera STEPhasbeeninserted intotheF-PLNandtheFCU
hasbeenchangedaccordingly, shouldthe FCUbe reposi-
tionedto the presentCRZALT priorto the STEPpoint,the
STEPis automatically canceled
andtheCRZALTrevertsto
the presentaltitude.
lf the FCUwasnotchangedin accordance
withthealtitude
STEP,then uponreachingthe STEPpoint,the STEPis
automatically
deletedandthe SP message,
GHEGKALTI-
TUDES,is displayed.
It is importantto rememberthat the FCU altitudewindow,under

normalconditions,is the masteras far as the altitudeto be
maintained is concerned.
An exception wouldbe GS intercept
with
LANDengaged.Levelchangecan onlyoccurautomatically at the
STEPpointif the FCUhas beenchangedin accordance withthe
altitudeSTEP.
p.118
3.1-60
WithALTtheengagedmodein the FMA,changing the FCUaltitude

to thealtitudeSTEPhasno affecton aircraftaltitudeuntiltheSTEP
pointis reached.At thattime,levelchangeoccursas P-CLBor P-
DESmodesengage.
3.1.3.5.3.1.1
IMM GLB/IMMDES Two verticalguidancesitu-
ationalmodesexistto facilitate climb(lMMCLBIF)or
an immediate
immediatedescent(lMMDES*) ratherthanwaitingfor the aircraft
to sequencethe STEPpoint.
TheyappearontheF-PLNpagesindataline{TR-l
, andaredisplayed
onlywhen PROFis engaged.Theyoccupythis positionuntilthe
STEPpointis sequenced,
and thenare deleted.
ScrollingtheflightplanwillnottakeIMMCLB* or IMMDES{Iout
of view.
Figure3.1-41is an exampleof the IMMDES{eprompt.
FRoM I| S O )
U BT
(iD OMA 6950 IM M D E S * GE
ED (S /D ) s7 .a s / FLsTs GE
U BI
B O S N A rs s s " /F L s s T EE
ED (LE V E L) sr " /FL336 EO
UEI
ED SARs a"/ r l EE
UB I
GD CHILY rs " / 'l @
fJ
c59ffi7*
Figure 3.141
PressingLSK[-i-R],
in thiscase,causesthe aircraftto begina descent
at 1000fUmin.Assoon as the LSK is pressed,initiatingthe IMM
DES*, the displaychangesto reflectthe rateof descentas indicated
in Figure3.1-42.
p.119
3.1-61 Rev 1 Dec/93
thF rFetri^+i^.c
FRoM IIS O )
UBI
O MA O35@ Y /S =-|O@O lTEil
|.ryV/
-^f,
ll
Ezl
(S/D) 37 .s s / F L 3 7s @
U BI
B O S N A ts s s " /F L s s T EE
( LE V E L) sr " /FL33g GE
U BI
rl EE
SAR s6 " /
U Bl
CHI LYTs "/ r r @
Figure3.142
Thisinitialratemaybe changed, at the pilot'soption,by inputof the

desiredverticalrate into the V/S windowof the FCU, or when
PROFILEis engaged, by writingthe desiredratein the SP O, and
pressing LSK finl. See Section3.4.1.1,IMM DES MODEand
Sec t i o 3n . 4 . 1 . 3 , I M C
ML BMOD E .
3.1.3.5.4Wind/Temperature Entry Wind/Temperature compu-

tationsalongthe routeof flightare basedon pilotinputand actual
winds/temps fromthe FMCat PPOS.Windinputis usedfor ground
speed(Fuelconsumption) and optimumaltitudepredictions.
Tem-
peratureinputis usedto calculateTAS,thrustsettings,optimum
altitudes,
etc.
The FMCplacesthe winds/temps

intothreecategories.
enteredby the pilot

1. Entered- Winds/temps
2. Forecast- Are winds/tempsbasedon linearinterpolation
be-
tweenwind/tempentries
3. Predicted- Winds/temps
are a combination
of theforecastand
actualwind/temp
at PPOS.
p.120
Rev 1 Dec/93 3.1-62
reslri.li^h. Ah tha ritra
Chatvi AP45
The pilot-entered and is

wind value format is DirectionA/elocity
referencedto truenorth.Entrymaybe madeon anyoneof fiveCDU
pages:
T/Cwindinthecruisewindfield.See
1. lNlTA - Entertheforecast
Section3.1.2.1,
Figure3.1-3,[6R1.
2. F-PLNB - Enterthe forecastwindsfor eachroutesegmentas
appropriatefor eachwaypointalongthe routeof flight.A slash
(/) precedingthe wind data is requiredwhenwind is inserted
withoutthe temperature,in orderto meetthe formatcriteriafor
thisdatafield.See Section3.1.3.4, Figure3.1-26,@ - @
3. VERT REV B - Entryis the same as F-PLNB above.See
Section3.1.3.5.2.1,
Figure3.1-35,[ZLl.
4. STEPPRED- EnterPPOSwindat the STEPaltitudeon the
S T EPPR E Dp a g eS
. e eS e cti o 3n .1 .3.5.3.1,
Figur e3.1- 40,
[2- n.
5. DES FORECAST- Enterwindson an altitudebasisfor the
descentflightphase,andenterthedestinationsurfacewindfrom
ATIS.Entryof the destinationwind allowsthe FMCto furnish
predictedwindvaluesfor the descentphasewithoutfurtherpilot
input.SeeSection3.4.6.3, Figure3.1-115,@ - @
The climbwindforecastis dividedintotwo segmentsas follows:
o Below10000MSLtheverticalprofileforecastsaredetermined by
linearinterpolation
betweenthe originwindat the originairport
andthe T/Cwindat 10000MSL.
. Above10000MSLtheverticalprofileforecastsaredetermined by
the constantvalueof the T/Cwind.
lf T/Cwindandtheoriginwindarenotenteredbythepilot,thevalues
defaultto zero,andwindvaluesat all waypoints
alongthe routeof
flightcorrespondto the T/Cwindvaluederivedfromthe FMC.
Enroute flightplanning changes,whichcauserecalculation of the

predictions,alsocausea newwindprofileto be calculated usingthe
actualwindat aircraftPPOSas thoughit werethe T/C windand
projectingthe profileforwardfromthat positionto the destination.
p.121
3.1-63
Chatvi AP45
Thedescentwindforecastprofileis dependenton whetheror nota

windentryhasbeenmadeonthe DESFORECAST page.lf nowind
entryis made,thedescentforecastprofileconsistsof thefollowing:
o Above10000MSLthewindforecastis a constant valueequalto

thewindat the T/D.
. Below10000MSL the wind forecastis determinedby linear
betweenthe cruisewind at 10000MSL and the
interpolation
airportsurfacewind.
destination
lf a destination
windis notentered,
a zerowindvelocity
at destination
is usedfor predictions.
Thetemperature alongthe routeof flightmaybe enteredin degrees

centigrade
and is usedto modifyISA valuesto correspond with
to improvepredictions,
actualconditions Temperature entriesmay
be madeon the followingCDUpages:
1. INITA - EnteraT/Ctemperature inthecruisetemperature

field.
Se eS e c t i o n 3 .1 .2 F
.1i g, u re3 .1 -3[5
, F ].
2. F-PLNB - Enterforecasttemperatures at origin,destination,
all
enroutewaypoints, T/C,andT/Dpseudowaypoints. SeeSection
3 . 1 . 3 . 4F, i g u r e3.1 -2 6@
, - @
3. VERTREVB - Entriesarethesameasfor F-PLNB pageabove.
3.1.3.5.5PerformanceModes Twoperformance modesareavail-

attheoptionofthepilot.Thestrategic
ableforselection modeallows
of performance
modification parametersfor all remainingflight
phases,whilethetacticalmodeimpacts phase.
onlythecurrentflight
aremadeoneitherpage,theFMCassumes
lf nochanges theECON
performancemode.
p.122
Rev 1 Deci93 3.1-64
Chatvi AP45
A37O FMS PILOT'S OUIDE
3.1.3.5.5.1StrategicMode Page The purposeof the STRATE-

GIC MODE page is to allow selectionof performance modes
affectingthe entireflightas opposedto makingthe selections
on
eachflightPhase.
Threeoptionsare available:
1. EGON- Economy isthedefaultstateoftheFMC.lt is basedon

the Cl definedby the airlineor specifiedby the pilot,and
represents
the optimization
of minimumfuelandminimumtime.
2. MINFUEL- Minimum fuelmodecorresponds
to a Cl of zero,
and computesthe optimumspeedsrequiredfor minimumfuel
consumption
for the routeto be flown.
3. MINTIME - The minimumtime modecorresponds to a Cl of
999, and providesthe maximumspeed possiblewithinthe
exceptbelow10000MSLwhere
confinesof the flightenvelope,
250KIASis the maximum possible.
Theoptimization calculationsfor ECONandMINFUEL,in boththe

cruiseanddescentflightphases,arebasedon pilotentriesof CRZ
WIND,TEMP,andCRZALT.Inthecruiseflightphasetheoptimum
mach is updatedautomatically as a functionof weight,winds,
temperature, and CG. A fixed MACH/CASis providedfor the
descentphase basedon cruise mach and computedCAS as a
functionof aircraftweightand wind component at the end of the
cruisephase. Inallstrategic
modesthelowesttargetspeediseither:
Vfto(GREENDOT)in thecleanconfiguration or minimum maneu-
veringspeedfor the flapsetting.The highestspeedis the lowerof
Vmo-1Ol34OCAS/or Mmo-.02.
Pilotinputsnecessaryfor this calculation

are CRZ ALT and Cl.
Accessto the STRATEGIC MODEpageis gainedby pressingthe
Fomlkgyon the CDU.
p.123
Chatvi AP45
E CONCLB
C O ST INDEX
(iD 549 Ar DEsr EE
GI,IT EF OS
EB ECoN t?30 ?O . " @
ED r l t l I N F UEL EE
@D rflIN lIl,lE EB
ED GE
GD GE
c59639tr
Figure 3.1"43
MODE PAGE
The title line is identicalto the PROG page and reflectsthe active
performancemode and currentflight phase (e.9., ECON CLB in
Figure3.1-43).lt is importantto realizethat the mode displayedin
the titlemay differfromthat displayedin LARGEfont in [7D through
[?D forthe activemode.This is becausethe titlecan containtactical
and situationalmodes,while IZD through[?D can only displaythe
strategicmodes.
@ COST INDEX - Thisfield is identicalto the Cl fieldon lNlT A

page,and may be modifiedor clearedby the pilot.
@ The activestrategicmode is displayedin LARGEfont,without

@ the *prompt, and the same data line containsthe predicted
@ time and fuel remainingat destination.Predictionfields for
@ the nonselectedmodes are blank until they are selectedby
@ the pilot.Pressingthe LSK adjacentto the desiredmodeacti-
@ vatesit and the displayrevertsto LARGEfont.Aftera shortdelay
predictionspertainingto this mode are displayed.Time predic-
tionsairborneare ETA in GMT, and ETE when on the ground.
p.124
Rev 1 Dec/93 3.1-66
Chatvi AP45
3.1.3.5.5.2Tactical Mode Page The purposeof the TACTICAL

MODE page is to allow activationof the selectedstrategicmode or
one of the availabletacticalmodes,and to displaypredictedtime
and distanceto a predetermined altitudeforthe activemodeand the
MAX CLB mode. Selectionof a mode on the TACT MODE page
impacts only the current flight phase. The FMCS revertsto the
selectedstrategicmode once the currentflight phase is passed.
Access to the TACT MODE page is by pressingthe [TEEflkey on

the C D U .
Three differentCDU pages are availabledependingon the active

flightphase:
1. GLB page - This page is displayedwhen in the DONE,PRE-

FLIGHT,TAKEOFF,or CLBflightphases;or whenanotherTACT
MODEpage is displayedand the flightphasechangesto DONE,
PREFLIGHT,TAKEOFF,or CLB.Availableselectionsare ECON
CLB, MAX CLB,and SPD TACT MODES.
2. CRZ page - This pageis displayedwhenthe[IEEElkeyis pressed
when in the CRZflightphase,orwhenanotherTACTMODEpage
is displayedand the flight phase changes to CRZ. Available
selectionsare ECONCRZ,MAX END,and SPD TACTMODES.
3. DES page - This page is displayedwhen the [I5Fl key is
pressedwhen in the DESoTAPPRflightphases,orwhen another
TACT MODE page is displayedand the flightphasechangesto
DES or APPR.Availableselectionsare ECONDES,MAX DES,
and SPD TACT MODES.
TheTACTMODEpagestitlelinesdifferfromthe strategicMODEtitle
lines in that the activemode is not displayedwith the flight phase.
Additionally, the Cl cannotbe changedon any TACT MODE page.
It is importantto notethesedifferencesto precludeconfusingthe two
performancemode pages.
Selectionof the desiredmode is accomplishedby pressingthe LSK

adjacentto the {tprompt.
p.125
Chatvi AP45
Figure3.1-44is an exampleof a typicalTACTMODEpagefor the

CLBflightphase.
CLB
PRED TO
tiD F L ? 55
G} IT DIS T
ED ECoN I?30 ?5 @
GD r l l A X CL E l? ? g ?? EE
S PD
ED tl ED
@ 6E
(d] (m
c59640#
Figure 3.144
TACTICALMODE PAGE
@ PREDTO - The altitudeto whichthe predictionsshown are

referenced,is displayedin this field. The displayedvalue
defaultsto the FCU altitudein feet MSL (NNNNN)belowthe
origintransitionlevel,and to FlightLevel(FLNNN)abovethe
origintransitionlevel(e.9.,transitionlevel18000MSL).
IB ECON,MINTIME,MIN FUEL - Displaystheselected

gic MODE in LARGE font (see Section3.1.3.5.5)and the
Strate-
predictedtime and distanceto the altitudedisplayedin tlEl. lf

a TACT MODE is subsequentlyselected,it is displayedin
LARGEfont and the predictionfleldsfor the strategicMODE
are blanked.
@ MAX CLB - Pressingthis LSK activatesthe MAX CLB TACT

MODE,displayingMAX CLB and the associatedpredictionsin
LARGEfont. Predictedtime and distanceare alwaysdisplayed
forthe MAX CLB mode,regardlessof whetherit is activeor not.
@ SPD - The SPD MODE cannotbe activateduntilspeedhas

beenenteredin the brackets.Entryof a speedcausesdisplay
of the associatedMachin the CLB and DESflightphases,and
the appearanceof an asterisk*prompt. Pressinga second
timethe LSK adjacentto the promptactivatesthe SPD Mode.
p.126
Rev 1 Dec/93 3.1
Chatvi AP45
Figure3.1-45is an exampleof the TACTMODECRZpage.
GE)
ECON m
e llAX ENII €E
SPD
s.7s EE
6E
@
Figure3.145
Access to this page is gained by pressingthe [ilT80

key when in the
CRZ flight phase, or by the flight phase changingto GRZ while
anotherTACT MODE page is displayed.
The title line displaysthe active flight phase. No predictionsare

displayedon the TACT MODE CRZ page.
@ ECON - Displaysthe activeTACTMODEin LARGEfontand

is the same as CLB page.
@ MAXEND - TheMAXEND(MAXIMUMENDURANCE)TACT
MODE is activatedby pressingLSK btl, and is displayedin
LARGE font when active. MAX END equatesto LRC (LONG
RANGECRUTSE).
@ SPD - Displaylogic is the same as SPD on the CLB page,

but is limitedto entry of eithera SPD or a MACH ratherthan
both.Entryintothis field on the CRZ pagedoes not affectthe
CLB or DES pages.
p.127
Chatvi AP45
TheDESTACTMODEpage,Figure3.1-46,is essentially
thesame
as the CLBTACTMODEpage.
DE S
PRED TO
EB F L l5 g GO
Gl.IT DIS T
ED r E C ON EE
ED rl'lAX DES l3?S ?? GE
SPD
ED ?5 9 r34@ ? 8 60
6D EE
GO
c59649#
Figure 3.145
Accessis gainedby pressingthe ITEEE]key, on the CDU,when in the

DES or APPR flight phases,or when the flight phase changesto
DES or APPR whileanotherTACT MODE is beingdisplayed.The
title line displaysthe activeTACT MODE.
@ PRED TO - This field displays the altitude to which the

predictionsshownare referenced,and usesthe samedisplay
logicas the CLB page,The pilotmay enteraltitudevaluesinto
this fieldfor the purposeof descentplanning.Enteredvalues
are used in the calculationof the Altitudeinterceptpseudo
waypoint(l/P),(seeSection3.1.2.8,PSEUDOWAYPOINTS).
An entry into this field has no affecton CLB page.
@ ECON - Mode selectionand active mode predictionfields

@ are the same as CLB page.
@ MAX DES - Pressingthis LSK activatesthe MaximumDe-

scentTacticalMode,Predictionsare alwaysdisplayedfor this
mode,however,whenthe modeis activatedthe font becomes
largeto indicateit is active.
p.128
3.1-70
A31O FMS PILOT'g GUIDE Chatvi AP45
@ SPD - Mode selectionand activemode predictionfields

@ are the same as the CLB page. Data entry may eitherbe
speed,Mach,or both(MACH/SPD). An entryintothisfieldhas
no affecton the CLBor CRZpages.
3.{.3.6 Flight Plan Gheck
The distanceand courseof each leg of the frightplanare checked

againstthe computer flightplanor enroutechart,to verifythatthe
displayedflightplanis identical
to thatwhichwasfiredwithATC,The
F-PLNpage B, accessedvia the ["lEI]key when F-PLNpageA is
displayed,andthe EFISND in the PLANmode,are usedtogether
to performthe necessaryverification.
F ROl.t Drsr LI56 )

.c 1 {r N I t
(ID Rr.t05 r? gss. /gss @
5
CD ( L E V E)L EE
SPD I
ED (LIM)
cs48. I
ED SPR -9 g sg. /sgs EE
F RISN 37
ED FRI -94
tt
/
rl
EE
u65
(6D NIL
37
- ss " /
rl (m
TJ
c59650#
Figure3.147
Figure3.1-47,a sampleof F-PLNpageB as it mightappearfrom

the
departurerunwayat LSGGthroughthe FRrgNslD, canbe verified
ptan
route
asitisdisprayed
ontheEFrs
l,t:"Jffi:.S1I[lthefrisht I
p.129
3.1-71 Rev 1 Dec/93
Chatvi AP45
c59651#
Figure 3.1.48
ln the PLAN mode,the ND displayis a depictionof the lateralflight

plan in a Northup orientation,with the TO waypointas the centerof
the ND.
The scale of the geographiccoverage is determinedby the range

selectedon the EFISControlPanel(Figure3.1-49),(e.9.,at a scale
of 120NM,the ND map presentsan imagewith a radiusof 60NM).
p.130
Rev 1 Dec/93 3.1-72
ASIO FMS PILOT'S GUTDE Chatvi AP45
[|]BlO
ARC 60
,HH::^
\7
,t'@,
@@@@@ MAP
c59652#
Figure 3.149
Checkingthe F-PLNis accomplished by pressingthe slewarrowson

the CDU, in the desireddirection,sluingthe flightplanthrougheach
waypoint.As the flight plan is slued, the ND display changesto
reflectthe same waypointpositioningas that reflectedon F-PLN
page B. Each button push changesthe center referencepoint from
the TO waypointto the FROM waypoint.ln this way the center
referencepointof the ND is alwaysthe TO waypointas the flightplan
is scrolledthrougheach leg.As each leg is sequencedby pressing
the slew arrow, the FROM waypoint in the top line of the
F-PLN page, changescorrespondingly.
The range scale, Figure 3,1-49,should be constantlychangedto

display the desired geographicalarea as the F-PLN is scrolled
througheach leg to the destination.
NOTE: lt is importantto realizethe Northup orientationof the
ND occursonly in the PLANmode - otherND modes
are orientedto aircraftheading.Additionally,the PLAN
mode offers the only capabilityto view the route of
flightboth ahead and behindthe aircraftPPOS.This
is due to the TO waypointbeingthe centerreference
pointof the ND ratherthan at the bottomportionof the
ND as is the case with all other ND modes.
p.131
3.1-73 Rev 1 Dec/93
rh-
A37O FMS PILOT'S GI'TDE Chatvi AP45
3.1.3.7 Gopy Active

with flightplanning completed
it is recommended thata copyof the
activeprimaryflightplanbe madeto preclude the lossof portions of
the flightplaneitherinadvertenfly or as a resultof certainfunctions
(e . 9 .D
, I RT O ) .
ThecoPYAcrlvE functionmaybefoundonthesEc INDEXpage,

accessedby pressingthe ("ffi-l6Lrttsnon the cDU keyboard.
PressingLSK@ copiesthe activeprimaryflightplanintothe sEC
F-PLN(Figure3.1-50).
SeeSectionT.lforSECF-pLNuses.
SEC INDEX
(iD t- C O RT EI I
F RO} I,/
l/t-
TO
l @
t'rthro ,
EB ( sE c F-'LN trE
GD C OPY ACT IVE } IOD E > @
EE
6D
(il GE
Figure3.1-S0
see 7.1.1 coPY AcrlvE, for [,-'-El
usesand a morecomprete
description
of thisfunction.
3.1.4 Transition to Takeoff phase
FMStransitionfromthe pREFLIGHT
flightphaseto the TAKEOFF
flightphaseoccurs:
1. Whenthe aircraftis not airborne.

2. validgroundspeedis beingreceived andisgreaterthan
100Kts.
3. Eitherthrottleis advancedabovea prescribed
threshold.
p.132
Rev 1 Dec/93 3.1-74
Use or disclosure of the infofmation On this paqe rha ril6 r,
Chatvi AP45
TAKEOFF
TABLEOF GONTENTS
PAGE
3 . 2 T AK E O F F............. ...3.2- 1
3 . 2 . 1 T A K E OF F P a g e ........ ....3.2- 2
3 . 2.1 .1T A K E OF P F A GEA C ARSUplink .........3.2- 7
3.2.1.2THR RED/ACCEL Altitudes 3.2-10
3 . 2 . 4 G W a n dC G U p d a te ......3.2- 15
3 . 2 . 6 PR OGP a g e ........ 3.2- 17
3.2.6.1FMCPositionUpdate 3.2-21
3.2.6.3FuelPrediction Page... .......3.2-24
3 . 2.6 .4B e a ri n g /D i sta nTce
o ............ 3.2- 26
3.2.7TakeoffRoll ".3.2-26
3.2.7.2FMAlndications ........ 3.2-26
3 . 2.7 .4P ro fl l eE n g a g e me nt.............. 3.2- 30
p.133
Chatvi AP45
p.134
Chatvi AP45
A31O FME PTLOVS GUIDE
3.2 TAKEOFFAND TRANSITION TO GLIMB

As the GO Levers are triggeredfor takeoff, the FMGC position is
updated to the approach end of the runway and the A/THR is
engagedbut not active.The positionupdatemay be observedas a
jump in the NavigationDisplayas the positionis entered into the
FMGC. The same positionmay be observedon the PROGRESS
page.SRS and RVfYare engagedon the FMA,A/THRis armed,and
lateralguidanceis referencedto the runway centerlineto a radio
altimeteraltitudeof 30 feet.After liftoff,SRS:V2+ 10 is maintained
and the speed is held on the elevator.The FMGC transitionsfrom
takeoffto climb phasewhen the aircraftaltitudeis greaterthan the
accelerationaltitude(2 enginesoperating)or when A/C speed is
equalto a greaterthan VFTO (singleengine).The thrustreduction
altitudeis definedfrom data base or may be modifiedby the pilot.
At the acceleration altitude and after flap/slat retraction, thrust
energyis dividedinto approximately60% for accelerationand 40o/o
for climb.
At 30 feet or afterat least5 secondsof flight,an autopilotand NAV

mode may be engaged. Runway track mode is disengaged
automaticallyat 30 feet, the FD command bars appear and FM
lateralnav is active,as indicatedby dashes in the AP/FD lateral
mode (column3) of the FMA.
NOTE: Priortotakeoffthe runwayheadingmay be preselected

on the FCU. This "S elec t e d "He a d in g mo d e is
annunciatedon the FMA and precludesFM lateralnav
activationwhen the autopilotis engaged.
The MANAGED NAV departure course flown from 30 feet is that

depictedin the departure,whetherit be a courseor heading.Untilthe
autopilotis engaged,the aircraftguidanceis to runwaycenterline.
Profileis automaticallyengagedat Thrust Reductionaltitude.
Priorto the beginningof the TAKEOFFflightphaseduringTaxi and

BeforeTakeoffthe GW, CG, or ZFWCG,on the FUEL PRED page
(seeSection3.2.6.1)shouldbe updated.Whilea CG updateis not
necessaryon the 4310-200, a ZFWCG update is mandatoryon
aircraftequippedwith a trim tank (A310-300,A300-600)for the
properoperationof the CGCC (CG ControlComputer).
p.135
'1
Chatvi AP45
GW updateis necessarywhenthe ZFWchangesas a resultof last

minutecargoor baggage,and is the sumof the newZFWandthe
totalFOBas indicated
on the leftECAM1@, Figure3.2-51).
LEFTECAM
@
- RPURulilrlr{0
TflI r +8trCt
LFUEL r 80.20I0 I
lqn
c59654#
Figure3.2-51
3.2.1 TAKEOFF Page
The TAKEoFFpagemay be accessedwhenthe aircraftis in the

DONE,PREFLIGHT, or TAKEOFFflightphases,by pressingthe
modekeyof thecDU (Figure3.2-s2).Access
[^T$il is ilso ailowedin
flightbeforeflap/slatretractionand beforevFTo (GREENDor) is
reached.
Pageaccessis normallydoneduringthe pREFLIGHT phaseafter

the weightsare received.v1 and VR are usuallythe only data
inserted,however, otheroptionsexistonthispageandarediscussed
in the followingparagraphs.V2 is preselectedon the FCU speed
knoband is recopiedfromthe FCUto the Takeoffpage.
p.136
Rev 1 Dec/93 3.2-2
Chatvi AP45
Vl RHY
- ' J' ffSHIFT
VR T HR R E II
U? T F CU] ACCEL
148 4s7 s
FLP RET R EO ACCEL
F=163 ?sz s
SL T RET R EO T HR RED
5=196 ?s7 s
VFTO
0=236 A P P R>
Figure 3.2-52
Figure3.2-52is an exampleof the TAKEOFFpage as it would

appearinitially- mandatory
datafieldsblank,andFigure3.2-53is
the samepageafterdatahas beeninserted.
--SEE TEXT
TA K E OFF AT@
vl F L EX RHYr (PAGE
3.2-5)
ED m.l
VR SL AT /F L AP T HR RED
ED EN
V2 T RIM ACCEL
60 6E
FLP RET R ED A C C E L
ED F=153 ?a7 s EO
SL AT RET R EII T H R R E I)
6D 5=196 as7 s EE
VFTO
@ O=?36 A P P R> GE
c5965S
Figure3.2-53
@ V1 - Dataentryis for displaypurposesonly,however,V1 is

displayed on the FMAin lieuof 'SRS' onthePFDif thisdata
is omitted.
Vl is representedbya BLUE-1 movingalongthe
SRSof the PFD.(See@, Figure3.2-54.)lf nodatahasbeen
entered whentheflightphasetransitionstoTAKEOFF, dashes
are displayed.Datacannotbe enteredafterthe flightphase
transitionsoutof PREFLIGHT. Entryattemptscausedisplay
of the SP message, "NOT ALLOWED".
p.137
Rev 1 Dec/93
Chatvi AP45
A3'O FMS PILOT'S GUIDE
,A
c59657#
Figure3.2-54
@ VR - Dataentryis for CDU displaypurposesonly - VR is

not displayedon the PFD. Same displayand entry rulesas
V1 above.
@ V2 - Data is displayedfor referenceonly, and comes from

the valueenteredby the piloton the FCU.This valuecannot
be modifiedaftertheflightphasetransitionsfromPREFLIGHT
to TAKEOFFor CLB.
@ FLP RETR - The flap retractionspeed is calculatedby the

FMC and displayedfor reference.lt is always displayedin
largefont and may be modifiedby the pilot.lt correspondsto
a valueof 1.25Vs, slats15 deg/flaps0 deg,and is represented
by a GREEN -F symbolmovingalongthe SRS of the PFD.
Displayed5 seconds after liftoffand onlyriviththe flap/slat
handlein the 15/15or 15120 position.(See(!), Figure3.2-55.)
@ SLT RETR - The slat retractionspeed is calculatedby the

FMC and displayed for reference.Same display and entry
rules as FLP RETR above. lt correspondsto 1.25 Vs, clean
configuration,and is representedby a GREEN -S moving
along the SRS of the PFD. Displayed5 secondsafter liftoff
and only with the slaUflaphandle in 15/0 position,after the
flaps are retracted.(See @, Figure3.2-55.)
p.138
3.2-4
Chatvi AP45
@ VFTO - Velocityfinaltakeoffis calculatedby the FMC but

maybe changedbythe pilot.lt is atwaysdisplayed in LARGE
font.lt corresponds
to the bestliftoverdragspeedin theclean
configuration,andis represented bya GREENdot(o),orsmall
circle,movingalongthe SRS of the pFD. GREENdot is
displayedonlyrrviththe slaVflaphandlein the clean,0/0
position. (See@, Figure3.2-SS.)
200
180
1 ,4 0
Figure 3.2-bs
Figure3.2-55is offeredas an exampleonly.The F, S, and O speeds

are not displayedon the sRS of the pFD at the same time, each
being a function of a differentslaVflapconfiguration.
NOTE: Data lines@ - Gtrt representthe minimumspeeds

forflap (FLp RETR)and stat(SLATRETR)retraction,
based on presentaircraftweight as calculatedby the
FMC, as well as the minimum clean maneuvering
speed (VFTO).These speeds may also be referredto
as F (flaps),S (stats),and O (VFTOor GREENDOT).
@ TO SHIFT - This field is remainsbtank if the ACARS ptN

functionis enabled.lf ACARS is not enabledit is blank,until
an origin runway has been defined (See
@, Figure 3_S2),
which is normallydonewhen the slD is selectedon the origin
LATREVPage(seeSection3.1.9.2.1,StD/RWYSELECTTON).
p.139
3.2-5
Chatvi AP45
Entryattemptsbeforedefinitionof thetakeoffrunwayresultin
displayof the SP message, "NOTALLOWED". Afterrunway
definition,
theSELECT*prompt is displayed
in Figure3.2-52.
PressingLSK @ , when SELECT* is displayed,activates
theTO SHIFTfunction. ACTIVEis displayed in datatineFE]
as longas thefunctionis active.TO SHIFTmaybe canceled
bythefunctionmanually, or automaticallywhena newrunway
is defined.
The FM assumesthe aircraftalwaysentersthe runwayand begins

the takeoffat the beginningof the RWY. The FM positionbias is
automatically establishedwhenthe go leversaretoggledat T.O.The
positionstoredin the nav data base is the threshold(i.e.,the end of
the runway: the interface of the overrun and the runway or the
associatedcorrectedpoint for a displacedrunway threshold).This
takeoffshift positionprovidesthe abilityto identitya more precise
bias position fix upon applicationof TOGA or FLEX Thrust.
Simultaneously, the pilot may noticea instantaneousNav Display
shiftas the runwaygraphicis positionedwith the aircraftsymbolon
the end of the runwaygraphic.
NOTE: TO SHIFT,when active,causesthe FMCto updatethe

FMC position,when the go levers are toggled at
takeoff,to a point 970 meters (3182 ft.) farther down
the departure runway rather than at the runway
thresholdor displacedrunwaythreshold.
@ T H R RED - The THRUS T RE DUCT I O NA L T I T UDE ,a s

definedin the data base, can only be changedin this field
while the flightphase is PREFLIGHT.See THR RED ALT,
AppendixB.
@ ACCEL - TheAccelerationAltitude(ACCELALT)asdefined
in the data base.Samedisplayand modificationrulesas THR
RED above.See ACCEL ALT, AppendixB.
@ EOACCEL - TheEngineOutAccelerationAltitudeasdefined
in the data base.Samedisplayand modificationrulesas THR
RED above.See EO ACCELALT, AppendixB.
p.140
Rev 1 Dec/93 3.2-6
Chatvi AP45
@ EOTHRRED - TheEngineOutThrustReduction Altitudeas

definedinthedatabase.Samedisplayandmodification
rules
as THRREDabove.See EO THRREDALT,AppendixB.
@ APPROACH>- This promptis onlydisplayedif a primary

has beendefinedin the activeF-PLN.Pressing
destination
LSK (ml, with the APPROACH>displayed,accessesthe
APPROACHpage.SeeAPPROACHPAGE,Section3.6.1.
NOTE: Datafields@ - t$l displaydashesuntilthedefault

valuesfromdata baseare calculated, or a pilotentry
is made.Thisis oneof thefewcaseswherepilotentry
is allowedin a dasheddatafield.Entriesare allowed
onlyin the PREFLIGHT phase.Attemptsat any other
timeresultinthedisplayol "NOTALLOWED', intheSP.
3.2.1.1 TAKEOFF PAGE ACARS Uplink
The FMC with an ACARS interfacepresentsslightlydifferent

TAKEOFFand GO AROUND pages than those previously
described. OtheTACARS TAKEOFFPageinformation
is available
i n S e c t i o n7 .2 .6 .2 .
Threeconditions
can causenewV speedsto be
displayedautomatically:
1. An automatic
changein the takeoffcontrolmodeof the TCC.
2. A pilotentryof a runwayin datafield [1E'1.
3. Receiptof an ACARSuplink.
Underconditions 1 and2 above,previously entereddatais erased

andboxesaredisplayed in the datafields.Condition3 causesnew
datato be displayedin the appropriate fieldsproviding 1
conditions
and2 are compatiblewith the newdata,otherwiseboxesare dis-
playedrequiringmanualentryof thecorrectdata(seeFigure3.2-53).
All V speedsare eitherSP enteredor datalinked.
p.141
Referringto Figure3.2-56,onlythedifferences willbedetailed.Data

linesnot coveredin this sectionare identicalto thosepresentedin
3,2.1.TAKEOFFPAGE.
TAKEOFF
Y1
l!:' R }IY
VR SL AT /F L AP T HR RE II
--/-- ?47 s
v2 T RII{ ACCEL
4 37 g
FL P RETR EII ACCE L
F=163 ?s7 s
SL AT RETR EI ) T HR R E II
S=196 ? 87 s
VF T O
O =?36 A PP R>
Figure3.2-56
@ Vl, VR,V2 - Datais displayed for referenceonly,andcomes
@ fromthe valueenteredby the piloton the FCU.lf ACARSis
@ enabled, V2 mustbe manually seton the FCUto thevaluein
dataline6Tl. Additionally,
V1 mustbe reinserted at dataline
@ to provideV1 displayon the PFD A/S indicator.
1C FLEX- TheFLEXTEMPselectedon theTRPis displayed here
whenFLEXTO is adive(Figure3.2-57), andan ACARSuplinked
FLEXTEMPwas receivedfor the runwayenteredin [t-Fl.
@@@@
Figure 3.2-57
p.142
Rev 1 Dec/93 3.2-8
Chatvi AP45
A3'O FIWSPILOT'S GUTDE
lf a FLEX TEMP is availablefor the specifiedrunway, but

FLEXTO has not beenselectedon the TRP,AVAIL (Available)
isdisplayed.lf no FLEXTEMPisavailable, NONEisdisplayed.
lf no runwayis specifiedin linefiEl , dashesare displayed.The
SP message,SET XX deg.C lN TRP, is displayedif a runway
is specified,FLEX TO is active on the TRP, and no FLEX
TEMP has been enteredin the TRP.
2c SLAT/FLAP - SlaUFlapsettingscommensuratewith aircraft

weightand the specifiedrunway,are uplinkedby ACARSand
displayedin thisdataline.lf SlaUFlapsettingsare notreceived,
a runwayis not specifiedin FEI , or the FLEX TO mode has
been selectedand FLEX TO data has not been receivedfor
the specifiedrunway, dashes are displayed.
3c TRIM - Trim settingsare displayedwhen ACARS uplinked

datais availableforthe specifiedrunway.lf a trim settingis not
received,or FLEXTO is notselectedand FLEXdata has been
receivedfor the specifiedrunway, dashes are displayed.
@ RWY - Boxes are displayedin this field until an ACARS

uplinkis receivedor a runwayis specifiedby the pilot. lf an
uplinkhas been receivedand no runwayhad previouslybeen
entered,the firstrunwayon the uplinklist is displayed,as well
as all otherdata pertainingto that runway.In this case it may
not be the runway desired for departure, underscoringthe
importanceof selectingthe departurerunwaybeforeACARS
uplinkdata is expected.
Figure3.2-58is an exampleof the TAKEOFFpage,after receiptof

ACARSuplink,with all data linesfilled.
p.143
3.2-9
TA K E OFF
Vl F L EX RI{ Y
@ too +o 4 7 3 3 L0a
VR SL AT ./F L AP T HR RE D
ED 115 O/LO EE
i V? T RII4 "e7s
ACCEL
6D t38 +9.4 4s7 E 6E
FLP RET R ED ACCEL
ED F = 1 6 3 ? a 7 s EO
SLAT RET R ED T HR REII I
6D 5=196 zezs ) 60
vFTo I
@ O = ?36 A P P R>| GO
Figure 3.2-58
3.2.1.2 THR RED/AGGEL Altitudes
The THR RED and ACCELALT normallycomefrom the data base,

however,they may be modifiedby the piloton the TAKEOFFpage
only.See Section3.2.1,TAKEOFFPAGE.
THR RED ALT is definedas:
. The thrust reductionaltitudeis the verticallocationat which the

FMScommandsthe TCGto reducethe maximumthrustlimitfrom
the pilot-definedTakeoff/FLEXTO Thrust Limitto the FMS Thrust
Limit,(e.9.,CLB Thrust).THR REDALT is alsoone of the lowest
altitudesat which the PROF mode may be engaged.
. THR RED ALT applies to two-engineoperationonly. Single-
engine operation is indicated by EO THR RED ALT and is
activatedafter EO is selectedby the pilot.
ACCEL is definedas:
. The accelerationaltitudeis the verticallocation,aftertakeoff,at

whichthe FMS can commandan acceleration to the desiredclimb
speed,(e.9.,250/10000).
. ACCEL applies to two-engine operation only. Single-engine
operationis indicatedby EO ACCEL and is activatedafter EO is
selectedby the pilot.
p.144
3.2-10
Chatvi AP45
AS|O FMS PTLOVS GUTDE
3.2.2 Departure Runway Ghange
Therearetwowaysto accommodate a changeof departurerunway.

Althoughthey bothdeal with the sameSID page,the methodis
somewhatdifferent.
duringflightplanning
Thefirstmethodis a repeatoftheSIDselection
(3.1.3.2.1SID/RWY SELECTION) beginningwitha lateralrevision
at the departureairport,LSGG.On the LATREVfromLSGGpage,
pressLSK@ adjacentto the <SlDprompt(Figure3.2-59),
LAT REV FRolr LSGG

4 6 1 4 .4 N/5 5 6 0 6 .6 E
GD <S ID S T A R>
ED (A IRHA Y HO L D)
@l P RO CT >
NE].I } IPT CO R TE
@B *[]tl*
NEI.I R TE TO
ED LS GG, / I ]*
@ *E NA B LEA LTN R E T URN>
Figure3.2-59
The SIDfromLSGGpageis displayed,

withRWY05selected. The
onlyrunwayremaining,
RWY23, maybe selectedby pressing
LSK
[+F](Figure3.2-60)
p.145
Chatvi AP45
SID FRor.rLSGG
S IDS RI.IY S
(iD FRIS N <S E L> (S E L> 05 GD
TR ANS EO SI D
GD NONE E O@s EE
CD R E I,IAINING REM AINING GE
S IDS R} I YS
ED D IJ1A ?3 EO
6D DIJ S N 6E
(@ * INS E RT RE TURN>@
t
cs9663d
Figure3.2-60
Pressing the *INSERTprompt,LSK [o-fl,changesthe departure

runwayto RWY23 andrctumsthedisplayto theaccessing
F-pLNpage.
The othermethodto affecta changeof departurerunwayis offered

as an operational
techniquethat could be employedanytimea
runwaychangeis anticipated.
RecallSection 3.1.3.7,COPYACTIVE, when,againasanoperational

technique,it wassuggested thata copyof theactiveprimaryF-PLN
be made after it is completed?Assumingthis was done, if a
departurerunwaychangeis anticipated, it can alreadybe selected
on thecopyof theactiveprimaryF-PLNwaitingin the SECF-PLN.
Theprocess of runwayselectioninthesEC F-PLNis identicartothat
alreadydetailed fortheactiveprimaryF-PLN(seeSection7.1,SEC
F-PLN).Allthatremainsis to activatethe SECF-PLN- makethe
SECthe activeprimaryF-PLN(seeSectionT.1.1, ACTSEC).
Pressingthe ['-.ffi|key of the CDU accessesthe SEC INDEXpage
(s e eSe c t i o n 7 . 1 .SE
1 , CIN D E X ).
p.146
3.2-12
Chatvi AP45
S E C INDE X
CO RT E F R0 ].t/ T0
[D LSGG/LGTS GD
FU E L
ED <SEC F_PLN ) GE
PRED
@ COPY ACTIVE ) EE
MODE
ED CLEAR SEC EE
CRZ FL DES
ED FL37O > EE
FORECAST
sg* *ACTIVATE SEC @
Figure 3.2-61
At the bottom left of the CDU is the {TACTIVATESEC prompt.

Pressingthis LSK activatesthe SEC F-PLN, making it the active
primaryF-PLN,and returningthe displayto the activeprimaryF-PLN
page.Withtwo buttonpushes,a runwaychangehas been affected.
This is certainlyfasterthanthe firstmethod,providingthe impending
runwaychangewas anticipatedand plannedfor.
Prudencenow should dictatea COPY ACTIVE of the new active

primaryF-PLN.
3.2.3 Speed Ghanges
Changesto the planneddeparturespeedschedule,to accommodate

last minuteATC requests,can be accomplishedby doing a VERT
REV at the desiredwaypoint,(e.9.,FRI; Figure3.2-62).
p.147
3.2-13
Chatvi AP45
F R o l .t LLS6 )
L S GG sggg ---/ t4t g GE)

-(seP;
(LIM) s4 ?5O/ FLIOO EE
FRI rs srs/ FLe4s l3l{l C-2, 11
u65
] , , l IL rs .s s / F L 3a3 * st{r
( LEV EL ) r7 " / F L 35g ED
i/c) ?s " /FL37 g GE
1J
Figure3.252
AssumeclimbspeedbetweenFRIandWIL has beenchangedto,

"Maintain280 kts."The normalclimbspeed in this segmentis
calculated
by the FMCto be 315kts.By reference
to Figure3.2-63,
a speedconstraintmay be createdbetweenthesewaypointsby
writing280 in the SP and pressingLSK @ .
VERT REV AT FRI

E F o B= 8 .2 EXT RA= 2 .4 '
GD
usH *[
*[
S PD
AT
AT
]
OR
]
AL T
ABOVE
CL B SPD
t
GI,,IT
l*
L II.I
EB *[ ] zzs/FLrss*
AT OR BEL OH
6D rt[ ]
@ RETURN>
?84
Figure3.2-63
p.148
3.2-14
Chatvi AP45
Thespeedfortheroutesegmentin question wouldchangefrom315

kts.to 280 kts.The speedschedulewouldautomatically returnto
normal,Mach.80at WlL,as indicated to Figure3.2-62.
by reference
Thisspeedchangewouldonlyoccurautomatically with PROFILE
engaged.lf PROFILE was notengagedthe samechangecouldbe
affectedmanually,directlyin the SPEEDwindowof the FCU.
3.2,4 GW and GG Update
Afterenginestart lNlT page B is no longeravailable, therefore,

revisionsto GW and CG, made just prior to takeoff,must be
accommodated on the FUELPREDpage(Figure3.2-64).
FUE L P RE DICTION
AT G} IT E FOE
IiD LGA T ITO4 9.1 GO
ED LGST 6.8 GO
Gll F OB
6D r? 7 .4 18. 50lF F + F o EO
RT E RSV /Z cG'
@.5/s.s ? 5 . O gE
G t,l FoB ll-
t?7.? 18.35/FF+F0 llGlEJ
RT E RSV/2 , zrnca-fl=L9
ED O.5/s.s 25.0 lltlBj
css667#
Figure 3.2-G4
The GW fieldis displayedO (Figure3.2-64)whenever the ZFW has

been initializedon lNlT page B. An updateto GW made duringtaxi
shouldbe the sum of the ZFW and the presentFOB as displayedon
the bottom portion of the left ECAM.
ft is importantto realizethat both the CG @ lfigure 3.2-64) or

ZFWCG @ lfigure 3.2-64)fields in Gtr| are only displayedin the
PREFLIGHTphase.
ZFWCG is mandatorydata for the CGCC to functionon A310-300

and A300-600 aircraft.CG data is not mandatoryon A310-200
aircraftas they have no trim tank. After transitionto the TAKEOFF
phase,the fieldsare blank.
See Section3.2.6.3,FUEL PREDICTIONPAGE,for a complete

descriptionof page accessand detailsof each data line.
p.149
3.2-15 Rev 1 Dec/93
3.2.5 Manual NAV Radio Tuning
Prior to departure,consideration should be given to the PNF

manuallytuningthe firstleg of the departurerouteto providea raw
datacross-check of courseinformation as it is presented
ontheND.
The followingprocedure is offeredas a technique only.
By referenceto F-PLNpageA, Figure3.2-36,it maybe seenthatthe

courseto SPR,thefirstwaypoint
intheFRISNSlD,is048deg.Manual
tuningofa VORfrequency isenabledbyqst placingtheselectorswitch
of theVOR/NAV/ILS SWITCHPANELQJ (Figure3.2-65),locatedon
theCOMPLEMENTARY EFISCONTROL PANEL, intheVORposition,
andthenmanually tuqngthedesiredfrequencyandcourseintheVOR
CONTROL PANEL@ (Figure3.2-65).
VOR/NAVNLSSELECTOR/CONTROL
PANELS
VOR CRS
o@
Figure3.2-65
Courseinterceptis reflectedin a conventional

manneron boththe
onside(manually tuned)RMI O, and ND @, whenthe latteris
in eitherthe ROSEor ARCmode.(SeeFigure3.2-66.)
operating
p.150
Rev 1 Deci93 3.2-16
ND
G s 210
TAS2JO c R S0 4 8
.{
300
270
/
oso/20
Figure3.2-66
Additionally,
the manuallytunednavaidis indicatedon the PROG
gqgebytheletterM,for MANUAL,adjacentto thefrequencyfor SpR
Q). (SeeFigure3.2-67.)
NOTE: Afterrawdataverification
of courseintercept,
the PNF
mayreturnto autotuningby placingtheVOR/NAV/ILS
SELECTOR SWITCHto the NAVposition.
3.2.6 PROG Page
Th e P R O G R E S SP A GE d i sp l a ysd y nam icflight infor m ation

concerning the activeprimaryF-PLN.
Accessto the PROGpageis gainedby pressingthe F"*-lkey on

theCDU.
p.151
3.2-17
A31O FililS PTLOVS GUTDE Chatvi AP45
CSTR EC0N CLB rrsa

cRz ilAX oP T
FL37g FL37O FL345 @
OO[ FST
] GE
F UEL
PRED>
BRG / I ! I ST
---c/t----
To t l EE
4 630. :-N/OO63I
.6E GO
DIST IIES
1@55 ro DEST FORECAST> EE
A 1 1 3 .9 6 NAV 1 1 3 .9 9
- l"l
SPR-SPR R/I ./ SPR-SPR @
Figure 3.2-67
TITLE LINE - The title line displaysthe performancesubmode

(CSTR),performancemode (ECON),verticalphase(CLB),and the
flightnumber(1150).lf no flightnumberwas enteredon lNlT page
A, the field is blank.
There are three verticalphases:
1. CLB - is displayedif the aircraftis in PREFLIGHT,

TAKEOFF,
CLB, or DONEflightphase.
2. CNZ - is displayedwhen the aircraftis in the CRZ flightphase.
3. DES - is displayedwhen the aircraftis in the DES or APPR
flightphase.
p.152
3.2-18
Chatvi AP45
Performance modesassociatedwith theseverticalphasesare

as follows:
. ECON
o M I NT I M E
o M I NF U EL
o MAXCLB(CLBphaseonly)
. MAXEND(CRZphaseonly)
o MAXDES(DESphaseonly)
. SPD
. ENGOUT
Performancesubmodes,havinga directbearingon the mannerin

whichthe performance
modeis executed,are:
theFMShasdeviated
CSTR - Indicates fromtheactiveperformance
modeIASin orderto meeta timeconstraint.
a STEPCLIMBis in progress.
S/C - Indicates
a STEPDESCENTis in progress.
S/D - Indicates
the aircraftis betweenthe FMCtargetaltitudeand

??? - Indicates
and a conflictexists.
the FGUaltitude,
D/D - Indicatesa DriftDownprocedureis in progress.
modesexist to cover specificflight

ThreeAdditionalSituational
phasesituations:
IMMDES(CRZandDESphase)
IMMCLB(CRZphaseonly)
DECEL(DESor APPRphase)
p.153
/lo
Chatvi AP45
A3'O FMS PILOTYS GUTDE
@ CRZ - The cruiseflightlevelis displayedto the nearest100

feet,butmaynotexceedthemaximum certificated
altitude.
Pilot
entryis allowed,andfollowsthesameformatanddisplayrules
as lNlTpageA, exceptentryis alsoallowedin thedashedfield
displayed whenthe FMCtransitions to the DESphase.
@ OPT - The FMCcalculated optimum(OPT)and maximum

(MAX) flight levels,based on currentperformanceand
atmospheric in @ and tc , andfollows
criteria,is displayed
the sameformatanddisplayrulesas lNlT pageB.
lf the DESoTAPPRphaseis active,theOPTfieldis replaced

by the verticaldeviationof the aircraftfrom the predicted
descentpath,to a maximum19900feet, roundedto the
nearest10 feet O. (S"e Figure3.2-68.)
DES lrso
IiD
O F ST
ED *[ ]
Figure 3.2-68
A positiveverticaldeviation(+) indicatesthe aircraftis above

the predicteddescentpath,and a negativeverticaldeviation
(-) indicatesthe aircraftis below the predicteddescent path.
@ OFST - A paralleloffset,left or right of the activeflight path,

may be entered here when the bracket prompt (*[ ]) is
displayed.Bracket prompts are only displayed when the
course being flown is to an active flight plan waypoint or
navaid, and the terminationwaypoint of that leg is not a
destinationrunwayin the activeprimaryF-PLN.(SeeSection
3,4.4,PARALLELOFFSETS.)
p.154
Rev 1 Dec/93 3.2-20
Chatvi AP45
3.2.6.{ FMG Position Update
@ AircraftPPOS is displayedin this field as LAT/LONGI

@ (Figure3.2-67).PressingLSK Gfl , with the SP empty, I
freezesthe LAT/LONGvaluesat the then currentposition,
and changesthe displayto includethe label line, "POS
FROZEN'. (SeeFigure3.2-69.)
CS TR ECON CLB s 6.1a

cRz lt Ax oPT
GD FL?54 FL35O FL?sO GE
OF ST FUEL
ED *[ ] > EE
P RE D
BR6 /IIIST
EO ___c
/____ EEro t l
rsH IIIST
POS
I?4 ro DE S T
R1 ? 6 .5 0
F ROZ EN
4?47.A N/O! 138.9E UP DA T E * EFI(:7rr
NAV
DE S
FORE CA S T )*
A tt5.7g
vtl
(ill S TU_S TU R/T T G O _ T G O 6E
c59672!
Figure3.2-69
PressingLSKEn a secondtimeunfreezes thedisplayand I

allowsthe LAT/LONGfieldto reflectPPOS.FMS PPOS I
may also be updatedvia this field. The FMC may be
updatedto an actualknownpositionby entry,directlyinto
@, of any of the following:
1. LAT/LONG
2. WAYPOINT
IDENT
3. NAVAIDIDENT
4. PLACEIBRG/DIST
p.155
Chatvi AP45
A37O FIWS PTLOT'S GUTDE
Entryof any of this data intothe tZD fieldcausesdisplayof an

UPDATEiI$prompt in GFI after any necessary LAT/LONG
ca lcu la ti on sare completed by the F MC. P re s s in g t h e
UPDATE* prompt @, as the aircraft overfliesthe update
position,reinitializesthe FMC to this position,and the display
revertsto the new PPOS.lf the UPDATE* promptis cleared
via the @ key, beforethe UPDATE* prompt is pressed,the
data line is clearedof all entered data and the LAT/LONG
display reverts to the previous values. lf aircraft PPOS is
invalidwhen an updateis attempted,the SP message,"NOT
ALLOWED",is displayed.
The updatefunctionimpactsthe FMCsonly and has no affect

on inertialposition.
NOTE: The updatefunctionshould only be attemptedwhen

automaticFMC positionupdatesdo not occurdue to a
lackofradiopositioninputs,andthenonlywithextreme
care. lt is possibleto inducea considerableerror into
the FMC shouldthe UPDATE* promptbe pressedat
the wrong time.
@ DIST - Aircraft Distance to Destination,along the active

primaryF-PLNroute,is displayedherein LARGEfont.Dashes
are displayedwhen no active primarydestinationexists,or
when data is not available.
3.2.6.2 NAVAID Tuning
@ This data line containsthe tuned navaids;the two stations

@ chosenfor displayon the RMls,the frequencyand identifierof
each.andthe methodusedto tunethe station.Thereare three
methodsof tuningthe NAV radios:
(A) by the FMC. See Section4.3, AUTOMATIC

1. Automatically
TU NIN G.
2. Manually(M) throughthe VOR/ILSCONTROLPANELS.See
Sections3.2.5.MANUALNAVRADlOTUNING,and4.4,MANUAL
TU NIN G.
p.156
Chatvi AP45
3. Remote(R) by entryof the navaididentifier, (e.9.,STU;Figure

3.2-69)intothe navaidfieldby pressingLSK @ . The navaid
frequency is preceded by an "R"whenit is remotelytuned,(e.9,,
R126.50;Figure3.2-69).Althoughthe navaidis manually
specified,by insertionof the identifierinto GD, the FMC still
automatically tunes the stationand no furtherpilot actionis
required.lt is importantto realizethat dataentryinto GD is for
VOR 1 anddataentryinto@ is for VOR2.
NOTE: Inthecaseof Manual(M)andRemote(R)tuning, the

VOR/NAV/ILS SELECTORSWITCH,on the COM-
PLEMENTARY EFISCONTROL PANEL,mustbe in
the VOR position,otherwisethe desiredfrequency
cannotbe tunedon the VOR CONTROLPANEL.
@ FUELPRED- Pressing LSK@ accessesthe FUELPRED

page.Thepromptis onlydisplayed afterthesecondengineis
startedand beforethe lastengineis shutdown.See Section
3.2.6.3, FUELPREDICTION PAGE,foracomplete description
of all datalines.
@ BRG/DISTTO- TheFMCcalculatesthe bearinganddistance

to the insertedwaypoint,in whole digits,from aircraftPPOS.
Entry of a specificformat is allowed for a waypoint, navaid,
runway,airportidentifier,LAT/LONG,or PLACE/BRG/DIST.
The BRG/DISTcalculationis updatedevery3 seconds,and is
displayedin degreesand nauticalmiles.In the case of LAT/
LONGand P/B/D,which may not have an identifier,the word,
"ENTRY', in LARGE font, is displayedin the bracketfield.
Waypointsdefined in this manner have no impact on the
allowablelist of pilot-defined
waypoints.See AppendixB, for
acceptableformats.
@ DESFORECAST- ThisLSKallowsaccesstothe DESCENT

FORECASTpage.The promptis only displayedif an active
primarydestinationhas been defined.See Section3.4.6.3.',,
DES FORECASTPAGE, for a completedescriptionof all
data lines.
p.157
Chatvi AP45
3.2.6.3 Fuel Prediction Page
The FUELPREDICTION PAGEdisplaysfuelandtimeinformation

pertaining
to the activeprimaryF-PLN.(SeeFigure3.2-70.)
ManualaccessisfromthePROGpageviaLSK@ (Figure3.2-69),
withautomatic
switchlngafterthe secondengineis startedif lNlT
pageB was displayed.
Muchof thedataon the FUELPREDpageis identical to thatfound

in lNlTpageB. Thestatedpurposeof the FUELPREDpagethen,
is to providefuelplanningcapability
beyondthe PREFLIGHT flight
phase,afterwhichlNlTpageB is no longeravailable.
FUE L P RE DICTION
AT GI.,IT EF OB
ED L G AT 1A 35 GE)T? . ?
@D L G T H 1315 5 . e EE
G l .I F OB
GD IIO.4 23.eslFF+F Q €E
RTE RSV/7 . Z F J.|C o
@o t.t/S.O as.s @
F I N AL T II,IE T EN? /T ROPO
6D ts.a/OO3O -34/s6sss 6E
E X T RA T I} .IE CRZ HIN IT
@ g . a/g g tg g g o ./6 g g @
c59673{
Figure3.2-70
@ Data line containspredictionsfor time and fuel at the

l@ primarydestination, LGAT.When on the ground,the time
labelis TIMEandthe predictions are ETEand EFOBat the
primarydestination. Airbornethe time labelis GMTand the
predictionsareETAandEFOBattheprimarydestination. lf no
primarydestination hasbeenspecified, NONEis displayedin
(lEl and the predictionfieldsare dashed.
@ The alternate destination is displayed

in IZDwiththe EFOB
@ in [ZR.lf no ALTNhasbeenspecified, NONEis displayedin
(Zl-land the predictionfieldin @ is dashed.
p.158
Rev 1 Dec/93 3.2-24
Chatvi AP45
@ GW - Gross Weight is displayedin thousandsof kgs., or

poundsas the case may be. The field displaysdashesand
entryis not allowedif FOB is not beingcalculated,and boxes
if FOB is being calculatedbut ZFW has not been initialized.
Entry of a current GW into the bo-es causes the FMC to
calculatethe ZFW*therebyinitializing the systemexactlyas it
is on lNlT pageB. lf the GW revisionresultsin the computation
of ZFWbeyondthe maxallowable,the SP message,"A/AAAA
OUT OF RANGE",is displayed.The AAAM of the message
can be ZFW, BLOCK,GW, or TOGW.
@ FOB - PresentFOB is displayed,in poundsortonnes.When

both FF and FQ sensorsare used in the FOB computationsby
the FMC,theyare bothdisplayed, as in Figure3.2-70.Eitherone
may be selectedalone by precedingthe choicewith a slash /.
Sensorstatus is indicatedby the SP message,"SENSORlS
|NVAL|D". Entry of CLR into the field, when one sensor is
displayed,causes both to be displayedagain, providingboth
sensorsare valid.Dashesare displayedwhen bothsensorsare
invalid.FOBmay be reinitialized by entryof a valueintoIgRlThe
FQ sensoris automaticallydeletedwhen the FOB is manually
entered,providingthe FF sensor is valid. lf not, the entry is
rejected and the SP message, "SENSOR lS |NVAL|D", is
displayed.lf the new value is abovethe max allowable,the SP
message,'A/fuAlAAOUT OF RANGE",is displayed.
@ RTE RSV/o/o,FINAL/TIME and E-TRA/TIME - These

@ entriesare the sameas lNlT pageB. See Section3.1.2.7,lNlT
B PAGE.
@ ZFWCG - This fieldmay eitherbe GG (aircraftwithouta trim

tank), or ZFWCG (aircraftwith a trim tank).When the latter
case is true, ZFWCG is a mandatoryentry or the CGCC will
not functionon aircraftso equipped.In both cases,the field
is only displayedin the PREFLIGHTflightphase,and data
and formatare identicaltothat displayedon lNlT page B. See
GF-I,INIT B PAGE.
@ TEMP/TROPOand CRZ WIND - Thesefieldsare the same

@ as thatdisplayedon lNlT pageA. See @ and Gn'l, lNlTA PAGE.
TEMP and CRZ WIND are displayedin the CLB phaseonly.
p.159
Chatvi AP45
3.2.6.4 Bearing/Distance To
As a technique,duringthe takeoffand initialclimb portionsof the

flight,or anytimeduringthe flight,it may be usefulto utilizethe BRG/
DIST TO function,on the PROG page,to providecontinuousBRG/
DIST readoutsto almostany desiredgeographicalpoint.
The displayof the PROGpageby the PNF duringflightinsuresthe

availabilityof significantdynamic flight plan data, (See Section
3.2.6,PROG PAGE.)
3.2.7 Takeoff Roll
Up to this point, the altitudes,speeds, weights, functions,and

modes,havebeenselectedor loadedintothe FMCfor one purpose;
to initializethe systemfor flight.
3.2.7.1 Position Update
After initialthrustlevermovement,as the takeoffroll begins,the Go

Leversare toggled.At that moment,the FMC positionupdatesto the
threshold of the departure runway (See Section 4.1.2, FMC
POSITION),LSGG05 in this case.
3.2.7.2 FMA Indications
The FMC is coupled to the AFS when NAV and PROFILE are
engagedon the FCU,and AUTOengageson the TRP.AftertheGo
Leversare toggledand duringthe takeoffand climbportionof flight
up to the THR RED ALT, the followingis representative
of the FMA
displayon the PFD.
p.160
Rev 1 Dec/93
Chatvi AP45
PFD
tt*Ltll, I ntuI I ror

I cHsl
t20
c59674#
Figure 3.2-71
This is validwhen an appropriateILS frequency(e.9.,LSGG RWY
05 ILS) and course are selectedon the ILS CONTROL PANEL,
eitherTOGAor FLEXTO is selectedon the TRP (Figure3.2-72),and
one A/P paddleis in the ON position.
ILS CONTROLPANEL
@
CRS -
-
IIBBB
II
It tl
v
Figure3.2-72
p.161
3.2-27
Chatvi AP45
By referenceto Figure3.2-71,it may be seen that:
The ATS control mode is:
THR - The A/THRsystemis engagedin the THR mode.THR is

the normalengagedmodeuntilthe THR RED ALT,when PROF
engagementis annunciated by P THR changingfrom the BLUE
of the armed statusto the GREEN of the engagedstatus.
The LONGITUDINAL
controlmode is:
SRS - The speed set on the FCU, Y2 +10 kts for 2-engine
operation.SRS disengagesat THR RED ALT if PROF is armed;
or upon manual PROF engagement;or selectionof another
LONGITUDINALcontrolmode.
The LATERALcontrol mode is:
RWY - The PFD ROLL BAR is replacedby the YAW BAR if the
ILSfrequencyforthis
runwayistuned.Thenthecoursecommanded
by the YAW BAR is runway localizercenter line to 30 feet AGL,
then RWY disengagesautomaticallyand the LATERALcontrol
modeengagesin NAV if selected,or HDG if NAV is not selected.
ln Figure3.2-71,the armed modesare P CLB and NAV, so both

engage at the appropriatetime, and the A/P is engagedin CWS.
Afterliftoff,the tuP may be engaged(CMD)by activationof the CMD
P/B on the FCU.
3.2.7.3 NAV Engagement
At 30 feetRadioAltimeteraltitude,RWYdisengagesand NAVengages
providingthe NAV P/Bon the FCUhasbeenpressed;GREENbarsare
illuminatedinthe P/8. Navis annunciated
inGREENinthethirdcolumn
of the PFD FMA (see Figure3.2-73.)
p.162
Rev 1 Dec/93 3.2-28
P FD
I sRs I HnvI
THR
lPCLE l I
c59676#
Figure 3.2-73
At THR REDALT, PROFILEengages(providingit was armed),and

the TRP engagesin AUTO with CLB selected.Then the FMA and
TRP displaysapproximateFigure3.2-74.
PFD
TAT OC
r-r
rr H n le c LalN R v I FDl
il a nr t tl
I I Cr Sl TL==;=JJ
THR LIMIT LIM MODE
c59677#
Figure3.2-74
p.163
A3'O FMS PILOVS GUIDE Chatvi AP45
It is importantto realizethat withoutNAVengagement, the lateral

F-PLN,asspecified in databaseor manually definedbythepilot(left
sideof theactiveprimaryF-PLN), is notflownasdepicted
ontheND.
3.2.7.4 Profile Engagement
Pilot-definedand/orNav DataBasespeedand altitudeconstraints

are not flown unlessprofileis engaged.These constraintsare
depictedin the verticalprofileof the F-PLN(righthalfof the active
primaryF-PLN.
I NOTE: The AFS is coupledto the FMCby armingNAVand

I ProfileontheFCUandsubsequent automatic
engage-
I mentof threemodes:
1. NAV
2. PROFILE
3. AUTO on TRP
I Withouttheengagement of eachofthesethreemodes,
autoflightdoes not occur.
3.2.8 Transition to GLIMB Phase
FMStransition
fromthe TAKEOFFflightphaseto the CLIMBflight
phaseoccurswhen:
1. The aircraftis airborne(oleostrutextended)
2. Groundspeedis > 100kts
In addition:
Two-Engine Operation:
1. Aircraftaltitudeis abovethe THR REDALT
Engine-OutOperation:
1. An EO condition exists
2. Aircraftaltitudeis > EO THR REDALT
3. CASfromthe ADC > Vfto (GREENDot)

p.164
Rev 1 Dec/93 3.2-30
Chatvi AP45
TABLEOF CONTENTS
PAGE
3.3CLTMB ..3.3- 1
3 . 3 . 1R e t urnT o A u to tu n i n g .....3.3- 4
D e fi n e d .......3.3- 5
3 . 3 .2 .1E n g i n eOu t P a g e ...............3.3- 6
3 .3 .2 .1 .1
E O F -P L NP a g es .....3.3- 8
3 .3 .2 .1 .2
E O S tra te g iMode
c Page...........3.3- 10
Mo d e .......3.3- 12
3 . 3 .2 .2N e wR o u teT o ............ ...."...3.3- 16
3 . 3 . 3C l i m bP e rfo rma n ceC h a n g e.............. 3.3- ' 18
3 . 3 .3 .1T a cti caMol de ...3.3- 19
3.3.3.2Strategic Mode .3.3-21
p.165
3.3-i
Chatvi AP45
p.166
Chatvi AP45
3.3 GLIMB
The FMS climb(CLB)phasenormallybeginswhen the aircraft
climbsabove the thrust reductionaltitudeand sequencesthe
accelerationaltitudewithall enginesoperating,andendswhenthe
Top-of-Climb (T/C)is attained.Speedis normally to V2 +
controlled
10knots,untilacceleration altitudewhenthemanaged verticalclimb
becomes activeif armed.Thesystemthenmaintains NAVdatabase
or pilotenteredlimitspeed(i.e.,250knotsbelow10,000feet).Above
10,000feet,the FMStargetspeedfortheactiveperformance mode
is selectedfor the remainder of the climb.Speedconstraints are
observedduringthe climb if they exist.Altitudeconstraints are
observedin profile.
Duringthe climbphaseof operations it may be desirableto make
modificationsto the flightplan.Thesemodifications couldimprove
climbperformance, changealtitudes androutes, andmakedestination
changesaswellas accommodate emergency conditions
likeEngine
Out (EO)operations. The FMSoperations to accommodate these
changesare discussed in thissection.
Duringthisphasethe pilot-defined or databasederivedTHR RED
andACCELaltitudes as the aircraftis cleanedup,
are sequenced
NAVand PROFILEmodesengage(if selected), and aircraftclimb
performanceis governedby the parametersselectedor defined
d u r i n gPR E F L IGH T .
Forthe purposeof demonstration,assumethedeparture clearance

fromLSGGwaschangedby thetowerto,"Honeywell 1150,runway
05, clearedfor takeoff,after departureturn left heading010,
maintainFL100.'Figure 3.3-1is an exampleof theFCUas it might
appearto conformto thisclearance.
SPD/MACH \)-/ ALT sEL HDGsEL v/s FT/Mtr= t00
b tEl"Er-frrl-o-rul'tlqlqlj
@' [t::-:tl'
v
''@"b
dTHR
lftl
o Lr-J o
c59679#
Figure3.3-1 p.167
Chatvi AP45
The engagedlongitudinal modeis PROFILE, the engagedlateral

modeis HDGSEL,andA/P 1 is in CMD.TheSPD/MACH andV/S
windows,of the FCU,are dashedbecausePROFILEis engaged
andspeedis heldor managed by pitchon elevator(notwithvariable
thrust)to conformto the previouslyselectedactiveTACTICALor
STRATEGIC mode.
At THR RED altitudethe TRP goes from TOGAor FLEXTO to

AUTO,as indicatedby Figure3.3-2,andtheTRPTARGETwindow
changesto dashesto indicatethrustcommandsare comingfrom
the FMC.
TAT OC
l.rfl:l tL
@@E@
----
FLX TO TEMPOC
c59680#
Figure 3.3-2
ln thissituationa clearanceon courseand climbto CRZALT may be

implementedby simplypressingthe NAV P/Bon the FCU,dialingthe
desiredCRZ ALT (37000)in the ALT SEL windowand pullingthe
knob to activatea longitudinalmode.
p.168
Rev 1 Dec/93 3.3-2
Chatvi AP45
A3'O FMS PILOT'S OUIDE
Thefollowinglateraland verticalchangesoccur:
r The engagedlateralmodechangesfromHDGSELto NAV

. lf on interceptheading,the A/P turnsthe aircraftto interceptthe
flightplannedroute
o PROFILE istheengaged verticalmodeandisactivewhentheALT
SELknobis pulled.
. A climbto the previously
selectedCRZAlt is initiated
TheFMAofthePFDapproximates Figure3.3-3,underthisscenario,
as the aircraftclimbsto the selectedCRZALT.
PFD
rtHn rcra rnv

I I I
c59681#
Figure 3.3-3
The FMA indicatesthe engagedATS mode is P THR (PROFILE

THRUST),and the engagedAP/FD longitudinal mode is P CLB
(PROFILECLIMB).NAV is the QngagedAP/FD lateralmode. The
altitudeselectedaltitudeindexQ), is BLUE.All engagedmodes,on
the FMA, displaythe color GREEN.
p.169
Chatvi AP45
AS1O FMS PILOVS EUIDE
The FCUconfiguration, climbto CRZ

to affectthe aforementioned
ALT,is displayed
in Figure3.3-4.
SPD/MACH \>,, ALT SEL HDGSEL V6 FTlxN= IOO '
'@E!EFb[ffi] '@'63'
''@"6
c59682#
Figure 3.3.4
Dashes are displayedin the SPD/MACHand V/S windows;and
37000,the desiredCRZ ALT, is displayedin the ALT SEL window.
After a turn on course,assuminga crosswindcomponentof zero,
pressingthe HDG SEL knobsluesthe headingto course,048 deg.
to SPR, the next waypointalong the route of flight.
3.3.{ Return To Autotuning
After verificationof raw data courseinterceptby the PNF, as detailed
previously (seeSection3.2.5,ManualNAV RadioTuning),a return
to autotuningof the NAV radiosmay be implementedby placingthe
VOR/NAV/ILSSELECTORSWITCH in the NAV positionon the
affectedside, as in Figure3.3-5.
VOR/NAV/ILS SELECTOR/CONTROL PANELS
@@
Figure3.3-5 p.170
3.3-4
Chatvi AP45
bythedisplayofdashesinboththefrequency
is indicated
Autotuning
andcoursewindowson theVOR/NAV/ILS CONTROL PANEL(see
Figure3,3-5),and bythe letter"A"preceding
theNAVfrequencyon
the PROGpage(seeFigure3.3-6).
CSTR ECON CLB rr5o

CRZ I1AX OP T
GD FL37@ FL37O F1345
@ OOF
[ ]
ST FU E L
PRED>
BRG /DIST
ED ---"/---- to t l
ED 4639.IN,/06631 .6E
ED
A1 1 3 .9 0
GD SPR-SPR
Figure3.3-6
The "M", precedingthe VOR 2 NAV frequency,@ , would be

by an "A"whentheVOR/NAV/ILS
replaced SELECTOR SWITCHis
movedto theNAVposition,returning
theaffected
sideto autotuning.
3.3.2 Emergency Return - New Destination Defined
TheFMCis programmed, duringPREFLIGHT, to fly fromtheorigin

airportto thedestination
airport.
AnydeviationfromtheactiveF-PLN
relatingto a destinationother than that specifiedmust be
accommodated by redefining lf thisis notdone,no
the destination.
STARsareavailable forthenewairport,nopredictions areavailable,
andtheF-PLNpagedisplayof theactivelateralandverticalsituation
has no bearingon the currentcircumstance.
p.171
,l
Chatvi AP45
A37O FIWSPTLOVS GUIDE
Forthe purposeof demonstrating the stepsrequiredof the pilotin a

situationrequiring
a departurefromthe activeprimaryF-PLN,two
examples aregiven.Thefirstexampleis an enginelosspriorto the
diversion pointandan immediate returnto the originairport.In the
secondexample, anenroutediversion is accommodated, anda new
destinationis specified.
3.3.2.1 Engine Out Page
Assumethe lossof an enginein the CLBflightphasenecessitating

a returnto the originairport,and assumealsothatall emergency/
abnormalchecklistsare complete,by referenceto ECAM,and
clearancehas beenreceivedto returnto LSGG.
Referringbackto Section3.1.3.2.1,
Figure3.1-14,it maybe seen
that an EOSIDwas automatically specifiedat the sametime the
FRISN SlDforaRWY05departurewas duringPREFLIGHT.
selected
OnlyoneEOSIDmaybe specified for eachrunwayfor whicha SID
exists.EOSIDS arepublished
as partof theNavDataBaseandmay
be includedby yoursupplier.
The EOSIDmaybe displayed manually by pressing

the GTI keyof
the CDU.lf anotherFunction or Modeis accessed, the ENGOUT
functionremainsactiveanda subsequent actualengine outdiscrete
fromthe TCC is not recognized. In thiscase,pressingthe {-5-F)
key
a secondtime returnsthe display.lt is then necessaryto pressthe
CLEAR* promptto cause the EO functionto deactivateand
performancepredictionsto revertto the two-enginestate. lf the
*CONFIRMpromptis pressed,undertheseconditions, a returnto
thetwoenginestatecannotoccuras the EOSIDhasbeenactivated
and performance predictionsare for EO, eventhoughan engine
failurehas not actuallyoccurred.
NOTE: Viewingthe EOSIDwith both enginesoperating,

doesnotpresentanyoperational problems,however,
the consequencesof CONFIRMing the EngineOut
withoutan actualfailurewill resultin the FMS
commanding MCTonbothengines andsingle-engine
speed targets.This also results in erroneous
predictions
and activation
of the EOSIDif available.
p.172
Rev 1 Deci93 3.3-6
Chatvi AP45
A31O FMS PILOT'S GU'DE
When the TCC detectsthe loss of an engine,the ATS advances

thrustto maintaincurrentspeedtarget.Additionally,
with PROFILE
engaged,the enginefaildiscretesignalto the FMCcausesautomatic
displayof the EOSID.
NOTE: lf the EO occurspriortoPROFILEengagement(below

the ACCEL ALT), no EO functions are available.
When above the EO ACCEL ALT, with PROFILE
engaged, the E O must b e c o n f irme d - (t h e
*CONFIRM promptpressed)beforeall EO functions
are available.
When an airlinedefinedor publishedEOSIDhas been placedin the

Nav Data Base, the EO unique conditionpage is not displayed.
instead,both active F-PLN pages,and the strategicMODE page,
are modifiedto reflectthe situationperceivedby the TCC.
EOSIDsare not displayedon the FMS untilan EngineOut situation

exists.An EngineOut situationmay be initiatedeither by the pilot
selectingthe ENG OUT key on the CDU or by the FMS detectingthe
TCC EngineOut discrete.lt is importantto rememberthat,if the pilot
selectsthe Engine Out key when no engine out exists, the pilot
must clearthemodeby selectingLS@ (Clear{e). lf the pilotleaves
the page via another function key press, then the Engine Out
functionis left "armed"and the FMS will not respondto the TCC
EngineOut discreteshoulda true enginefailureoccur.
Definition:EO Diversionpoint - This is the lastpointin a departure

which is identicalboth verticallyand laterallyto both the F-PLN
departureSIDand the EO SlD. BothLegtypesmustbe identical(see
Section2-4).
NOTE: When no EO discreteis detectedpressing the[-EFlkey

prior to the diversionpoint,causesthe EOSIDto be
displayedon whicheverF-PLN page is being used.
After the diversionpoint,pressingthe [-5Flkey causes
displayof the strategicMODE page for the specific
flight phase.
p.173
Chatvi AP45
Whenthe aircraftis pastthe EOSIDdiversion pointor no EOSID

is d e f in e di n t h e D ataB a sefo r th e d e p a rtur er unwayand the
, e stra te gicMODEpagewith
TCCd e t e c t sa n e n g i n efa i l u re th
the . : k C O N F I R M p ro mp tsi s a u to matically
C LE A R i F displayed.
3.3.2.1.1EO F-PLNPages- Whenan EngineOutdiscreteoccurs,

if an EOSIDexistsin thedatabase forthedeparture runway,theleg
typesareidentical,andtheaircrafthasnotyetreachedthecommon
identicaldiversionpoint,thenthe F-PLN"A"pagewillbe displayed,
withthe *CONFIRM CLEAR*promptsinsertedimmediately prior
to the diversionpoint.Whenthe engineout is confirmed, the FMS
insertsthe EOSIDintothe activeFlightPlanand provides Engine
Out performance predictions.lf instead,the EngineOut is cleared,
theEOSIDis nolongerdisplayed ontheF-PLNA pageandtheFMS
continues withtwo enginepredictions.
Figure3.3-7showsan exampleof F-PLNpage A prior to the

pointafteran EO is detected,
diversion andbeforethe*CONFIRM
promptis pressed.
F R o rl lL5@ )
GD RNgs A 06g ---/ LAL o GE

ED * C 0NFIRM--E 0S ID- CLE A R* EE
E O6 5
ED s P R / 3 00a EE
E OS5
EB PAS6O Ets
c?4' , .
EB PA S O6+ EE
cs 4 a .
@ sPR / 45A @ @
TJ
c59685#
Figure3.3-7
@ at the top of the page.

The FROMwaypointis displayed
p.174
Rev 1 Dec/93 3.3-8
Chatvi AP45
A31O FMS PILOVS OUIDE
@ *CONFIRMand CLEAR{*are displayed to givethe pilotan

@ opportunityto eitherconfirmthatan enginehasbeenlost,or
clearthe displayin theeventof a falsewarning.Pressing the
*CONFIRM prompt the agreement
signifies of the crewwith
the situation,activatesthe EO performance computations,
stringsthe EOSIDintothe activeprimaryF-PLNdisplay,and
insertsa F-PLNDISCONTINUITY betweenthe lastwaypoint
of the EOSIDandthe diversion point,in thiscaseSPR.(See
Figure3.3-8.)Pressing theCLEAR*promptclearstheEOSID
from the active primaryF-PLN,and the EO performance
computations are not activated.
F R o | ,f tLS g )
Rhr05 0837 ---/ t400 GO

cs4a'
S P R+ ---/ 3 O O O EE
EOS5
P A S 60 ---/- ----- EB
c ?4s '
P A S 06) ---/- ----- EE
cs4a.
sP R ---/ 45gA @
_ -_ F _ P L ND IS C ONTINUITY-@
-
FL ABOVE MAX FL IJ
Figure3.3-8
Whenthe*CONFIRMpromptis pressed, the EOSIDis strunginto

theflightplanbeginning withthe EOSIDdiversion point.Anypartof
theEOSID beforetheEOSID diversion pointisdeleted.
A discontinuity
is strungafterthe lastwaypointin the EOSID.The discontinuityis
betweenthe lastwaypointin the EOSIDand the EOSIDdiversion
point. The resultingdisplay,Figure3.3-8,containsthe diversion
pointin [2D andIst) , andthewaypoints associatedwithEOSIDfor
RWY05at LSGG.The EOSIDis alsodisplayed on the ND.
Thearrivalroutefor an approachto RWY05LSGG,maybe entered

intothe FMCby doinga LAT REVfromeitherPAS60or PAS06by
pressingLSKI3T|orGD , andpressingtheSTAR>prompt,[TFl(see
Section3.4.6.1,RWY/STAR SELECTION).
p.175
Chatvi AP45
AS|O FME PILOT'S GUIDE
NoticetheSP message, O, in Figure3.3-8,"CRZFL ABOVEMAX

FL",(SeeAppendix C).TheFMCis tellingthepilotthatthespecified
CRZALTis abovethe MAXALTof the aircraftdueto the lossof an
engine.A glanceat thePROGpage,displayed on thePNF'sCDU,
confirmsthat the MAX ALT possibleEO, given Eesent aircraft
weightandatmospheric considerations,
is FL190 e).
(SeeFigure3.3-9.)
.-FRrn>
FUEL
BR6 /DIST
---'/---- ro t l
46 30. tN/gA 63I .6E
r r sr DE S
1 0 66 ro DE S T F0RE CA S T >
4 1 13 .9 0 NAV Al1 3 .9 S
SPR-S P R R/T S P R-SP R
Z FL ABOVE MAX FL
Figure 3.3-9
NOTE: The highestdynamically

maintainable
EO ALT may be
above the EO MAX ALT identifiedon the Engine
Out Page.
lf EO is confirmedwhen aircraftaltitudeis at or belowthe MAX EO

ALT, EO ECON modeautomatically engages.When CRUISEflight
phase is reached, speed and thrust are targeted to maintain EO
ECONthat is equivalentto MIN FUEL.
3.3.2.1.2EO Strategic Mode Page - When the TCC detectsan

enginefailureand the Aircraftis past the EOSIDdiversionpoint or
no EOSIDis definedin the data basefor the departurerunway,then
the strategic MODE page (see Figure 3.3-10) is automatically
displayedwith the *CONFIRM CLEAR{epromptsat the bottomof
the page.
p.176
Rev 1 Dec/93 3.3-10
Chatvi AP45
E CONCLB
COST INI' EX
30 l rEsr
^r
G'{T EFOB
EC0N rra T 9.O
o llIN F UEL
o l' lIN T ltlE
{.CONFIRM
E NG OUT CL E A R*
Figure 3.3-10
Thispagemay be displayedmanuallyby pressingthe[EFlkeyon the

CDU keyboard.A specificEO pagedoes not existfor this condition.
The*CONFIRMpromptO, andthe CLEAR*@ navetheidentical

functionas when displayedon the F-PLNpage. Pressingthe LSK
adjacentto the iFCONFIRMprompt enables EO functions and
predictionseven when an EO fail discreteis not detected.
NOTE: Once an EngineOut Mode has been activated,if the

failed engine is subsequentlyrestarted,this active
Mode may be cleared by selectingthe [-EFlkey, and
then selectingLS @ (CLEAR{r) on the CDU.
The SP message,'GFIZFL ABOVE MAX FL'shown in Figure3.3-

9, is displayedon both the PROG and F-PLN pages.
When the aircraft altitude is above the MAX EO ALT, the aircraft
initiallyattemptsto maintainaltitudeand the ATS advancesthrustto
MCT as airspeeddecays.The TCC EO discretecausesautomatic
displayof the EO Mode page.After EO is *CONFIRMed and MAX
EO ALT (FL 190 in this case) is selectedon the FCU, a DriftDown
commencestowardsthe FCUaltitude(i.e.,MAX EO ALT) at GREEN
DOT speed.When EO Cruiseis establishedat or belowthe highest
dynamicallymaintainableEO ALT, the speedscheduleconformsto
M IN FUEL.
p.177
Chatvi AP45
ASIO FIWSPTLOVS GUTDE
NOTES:
1. EOfunctions detailedaboveoccuronly,if EO is confirmed
by pressing
the LSKadjacentto the*CONFIRMprompt.lf
EOremainsunconfirmed, Airspeeddecaysto Vmin-20 and
PROFdisengages. UponPROFdisengagement, theaircraft
speedtargetis FCUspeed,duringan altitudeconserving
descentto an EO maintainable See 3.3.2.1.3
altitude. for
EO DriftDown.
2. A DriftDowndescent fromCRZFLcannotoccuruntila lower
altitude(preferably an EO maintainable altitude,or an
altitudeat or belowthe EO MAXFL on the PROGpage)is
selected on the FCU,andtheALTSELknobis pulled.
Whenthe *CONFIRMpromptis pressedon the strategicMODE
page(seeFigure3.3-10),botl promptsdisappear andthetitleline
changesto ENGOUTCLB((!), Figure3.3-11). Thetwo-engineand
EO pagesare identical
exceptfor the titlelineandthe *CONFIRM
ENGOUTCLEAR*promptsin dataline6.
E NG OUT CLB*
COST INDEX
GD 3A Ar DEsr
T IT ,IE EFOB
ED ECoN Lt@7 9. O
ED r 1 , ' l IN F UEL
ED r l ' | I N T ll.lE
6D
(E
F i g u re3 .3 -1 1
3.3.2.1.3EO Drift DownSituationalMode - The SP message,
'CRZFL ABOVEMAXFL', onthe F-PLNpage(O, Figure3.3-12),
warnsthe pilotthatthe presentaltitudecannotbe maintained
after
lossof anengine.Descent fromCRZALTto maximum maintainable
altitude,EO MAXALTor lowermaybe donemanuallyby the pilot,
by usingthe IMM DESsituational modeon the F-PLNpage(@,
Figure3.3-12),or automatically
by the FMCat GREENDOT.
p.178
Rev 1 Dec/93 3.3-12
Chatvi AP45
Whenan EngineFaildiscreteis detectedby the FMSand the aircraft

is abovethe MAX EO ALT identified,the ThrustControlComputer
(TCC)commandstheATS to set MCT.Currentaltitudeis maintained
as IAS decaysto GREEN DOT (best Lift Over Drag).After a lower
altitude(preferablya EO maintainablealtitudeor the EO MAX ALT)
is selectedon the FCU and the knob is pulled, a drift down
commencesat GREENDOT,
NOTE: lf the FCU altitudeis set lower and the knob pulled
before the aircraft slows to GREEN DOT, a descent
commences and simultan e o u s ly ,t h e T CC will
command reduced thrust as necessaryto slow to
GREENDOT.
The actualddftdown continuesto an altitudethat may be abovethe

FMS displayedEO MAX AlTitude and level off. Then as aircraft
Gross Weight decreasesdue to fuel burn, the aircraft attemptsto
climb in an attempt to maintainthe airframe actual or dynamic
Maximum EO altitude.The speed target remains GREEN DOT
unlessa FCU speed is selectedor the systemtransitionsto Cruise
FlightPhase.Transitionto CruiseFlightPhaseoccurswhen FCU
altitudeis captured.
NOTE: Whenthe Altitudeselectedon the FCU by the pilotfor

driftdown is abovethe highestmaintainable aircraftor
maximum performancecapabilityof the aircraft, the
aircraftlevelsat the selectedaltitude,slows to Vmin
-20 disengagesPROF., descendsat FCU speed
target to the highest maintainablealtitude, and
maintainsFCU speed. lf the selectedFCU altitudeis
too high (i.e., significantlyabove EO MAX ALT), a
secondautomateddriftdowndoesnotoccur.Asecond
Drift Down is not implementedin this software.
EngineQut CruiseFlightPhasecommenceswhen the aircraftis at

an FCU altitudethat is at or below the highest EO maintainable
aircraftaltitudeandthe altitudeis captured.In thisconditionMin Fuel
(Max Range)speed is commandedunlessotherwisemodified.
p.179
3.3-13 Rev 1 Dec/93
A37O FME PILOVS GUIDE Chatvi AP45
FRor{ tLSg )
UG 5
,.IIL O85T IMM DE S *
U G6 S
ZUE ss ?43/ FL"7s
(LEVEL) sss 4 ?4s/ FL?63
U G6 g
KPT ss ?sa/ Flass
u8 I1 .,l
RT T N B ?o es6/ F L ? 4?
UBIl {
VIhl s7 ?os/ F L esg
C RZ FL A B OV EMA X FL TJ
Figure 3-3-12
A PROFDriftDowndescentis notinitiated untiltheEOis confirmed

anda loweraltitude (preferably
theEOhighestmaintainable altitude,
the IMMDES* prompt
or lower)is selectedonthe FCU.Alternately,
allowsdescentfromthe CRZALT immediately, ratherthanwaiting
for IASto decayto GREENDOTbeforedescentis initiated.
PressingLSK fTn] Figure3.3-12,initiatesa descent,within 2

seconds,to the altitudeselectedin the FCU.As soonas the IMM
DES* promptis pressed,the displayrevertsto thatshownin O,
Figure3 . 3 - 1 3 .
FRoM L|SA )
U G5
,,lIL O85I Y/S=-|OOQ
u G 60
ZUE 58 ?44/ FLaB t
(LEVEL) ssss ?4s/ FL?63
U G6 S
KPT sa ?sa/ F L ess
uB 1 1 {
RT TN B ?s ?s6/ F L ?4?
uB l t{
V I hl 36 ?s3/ F L a 38
C RZ FL A B OV EMA X FL lJ
Figure3.3-13
p.180
Revl Dec/93 3.3-14
Chatvi AP45
A3'O FMS PTLOT'S OUTDE
The lOOO'V/S untilthe newlydefinedverticalprofile

is maintained
as IAS reachesGREENDOT. The descentthen
is intercepted
continuesat MCTvaryingthe V/S to maintainGREENDOT.
by any means,the strategicMODEand

Oncedescentis initiated,
PROGpagesboth display-Onirr DOWN(D/D)Title lines(@,
Figure3.3-14).
D/D E NG
COST INIIEX
GD 30 AT BEST
GI.IT EF OB
ED ECON
@ rl'lIN F UEL
DES I rss
ED ellIN TIIIE V IIE V
@
OF ST FU E L
*t I P RE D) GE
8 RG /DIS T
CRZ FL ABO -'-'/---- 6E
ro t l
4653. A N/607? 4 . ? E EE)
IIIST DES
rc?s ro DE S T F O RE CA S T )EE
Att3 .9 9 NAV A 113.90
SPR-SPR R/I SPR-SPR @
CRZ FL ABOVE MAX FL
Figure3.3-14
OnthePROGpage,a newCRZFL maybe specified, (e.9.,FL180),

by writingthe desiredvaluein the SP and enteringit intothe CRZ
datalineby pressingLSK @.;{ssuming this is at or belowthe
EO MAXFL,the SP message(€), Figure3.3-14)disappears.
Summary:
Engine Out Drift Down is engaged automaticallywhen all of the
followingare true:
. Aircraft is above Engine Out MaximumAltitude.

. The Engine Out conditionexists (CDU entered and confirmedor
a TCC reportedfailure).
p.181
Chatvi AP45
o Profileis engaged.
o FCUaltitudeis lowerthanaircraftaltitude.
o Aircraftis belowpathor thereis no descentpath.
There is no test for comparingFCU altitudewith EngineOut

MaximumAltitude,so engineout driftdownmay be engagedby
loweringthe FCUaltitudeto anythingbelowthe aircraftaltitude.lf
FCUaltitudeis not changed,the FMSwill try to maintainaltitude,
bleedingoff speed,untilPROFdisengages at Vmin-20 kts.
untilone of the followingis true:

EngineOut DriftDowncontinues
o PROFis notengaged.
o Descentflightphaseis no longeractive.
o The FMSis activelycapturing
or maintaining
the FCUaltitudeor
descentpath.
o lmmediate
Descentsituational
modeis engaged.
. EngineOutactivemodeno longerexists.
r Aircraftaltitudeis belowEngineOut maximumaltitude.
o Aircraftis on pathor abovepath.
3.3.2.2 New Route To
Whenoperational considerations or a
dictatean enroutediversion
changeof destination,
thenthe newdestinationmustbe specified.
This is necessarybecause:
1. TheactivePrimaryF-PLNdoesnothavewaypoints in common
withthediversion
airportuntilit is specified
as a newdestination.
2. STARScannotbe selected airportuntilthenew
forthediversion
destinationisidentifi theSTARpromptisnotdisplayed
ed;therefore
on the LATREVpage.
3. Predictionsarenotvalidforthe newdestination; bothlateraland
verticalprofilesare for the originaldestination
only.
p.182
Rev1 Dec/93 3.3-16
Chatvi AP45
A37O FMS PILOT'S OUTDE
NumerousSP messagesare generatedas a resultof the diversion

is specified.
fromthe originalF-PLN,untila newdestination
Normally anydiversionfromthe originalF-PLNis dueto weatheror

an emergencyand a turn to the newcourseis desiredas soonas
clearanceis received.Therefore,the LATREVpageaccessedfrom
PPOSdisplaysthe mostchangeoptionsto the lateralflightplan,
ratherthan a fixedgeographicwaypoint.The waypointchosenfor
the LATREVis immaterial as longas the end resultis achieved.lf
PF has the activeprimaryF-PLNdisplayed, then Figure3.3-15
represents the F-PLN pageA as it mightappearbetweenBOSNA
a n dS A Ro n U B 1 .
)
UEl
BOSNA gl18 ,a E/ FL37S GO
UBI
SAR 23 "/rl EE
UBl
CHILY e8 "/rl EE
LAT REV rnor PPOS

4 6 r 4 .4 N/f,9 6 0 6 .6 8
GB
GD HOLD>
ED
NEH HPT CO R TE
6B *[ ] t l*
EB ppOs,/t TO
N E }I
l*
R TE
@ *ENABLEALTN RETURN
LSGG
Figure3.3-15
To entera LAT REVfrom PPOS,the LSK adjacentto the FROM

waypoint,BOSNA,is pressed@, resulting
in thedisplayof the LAT
REVfromPPOS page.
p.183
Noticethe labellinefor @ NEW RTE TO. Qincethe LAT REV was

from PPOS, PPOS/I ] is in the data tine@.
Withthe desirednew destinationin the SP, LSGGfor demonstration

purposes,and pressingLSK [sn-|,the followingoccurs:
1. The new destinationis definedin the FMC.

2. All downpathwaypointsfrom PPOS are erased,
3. F-PLNpageA is displayedwith a directlegfrom PPOSto LSGG,
separatedby a F-PLN DISCONTINUITY.
4. Predictionsare calculatedfor the destination.
The aircraftdoes not turn until the F-PLN DISCONTINUITYis

removedbetweenPPOS and LSGG.The A/P disengages when
a DISGONTINUITY is entered. NAV is disengaged and the AP/
FD lateralcontrolmode becomesHDG when the new destination
is defined.Aircraftpresentheadingis maintaineduntil changed
by the pilot.
As the direct to leg is flown to LSGG, a new route completewith a

STARto the activerunwaycan be builtdirectlyon the activeprimary
F-PLNpage.(See Section3.1.2.3,FROM/TOMethod.)
As an optionthe routecan also be builton the SEC F-PLNpage,by

the PNF,withoutthe necessityof disturbingthe PF.Whencomplete,
the SEC may be activatedand the new routeflown back to LSGG.
(SeeSections7.1,SEC F-PLN,and7.1.1,ACTIVATESEC F-PLN.)
3.3.3 Glimb Performance Ghange
As mentionedpreviously,in the discussionof PERF MODES,once

the currentflight phase is entered,changesto the PERF MODE
impactonlythatflightphase,e.9.,CLB,when the changesare made
on theTACTMODEpages.(SeeSection3.1.3.5.5,PERFORMANCE
M O D E S.)
p.184
Rev 1 . Dec/g.q 3.3-18
Chatvi AP45
AS|O FMS PTLOT'S GUIDE
3.3.3.1 Tactical Mode
Forthepurposeofdemonstration,
assumeATCrequests,"Honeywell
withthisrequest,
1150expediteclimbthroughFL220".Compliance
a changeto the TACTICALSITUATION,caneitherbe:
Manually- by deselectingPROFIIE on the FCU (the AP/FD

systemengagesinV/Sautomatically), turningtheverticalrateknob
to a rateof climbcompatiblewiththe urgencyof the situation,and
then pullingthe knobto engagethe AP/FDin the V/S mode.The
pitchbar of the PFD reflectsthe selectedV/S whenthe knobhas
beenpulled.
Figure3.3-16is an exampleof thisactionon the FCUO, withthe

changein the verticalengagedmodeindicatedon the FMA @ .
Noticealso that the ATS engagesin SPD @ when the vertical
engagedmodeis V/S.
Figure 3.3-16
NOTE: lf the situationcallsfor the absolutemaximumpossible

vertical rate over the short-term,the ATS may be
disengagedby pressingeitherthrottlebutton.MAN THR
in AMBERis then displayedin the ATS modewindowof
the FMA, and throttlecontrolrevertsto the pilot.
p.185
Chatvi AP45
Undernormalconditions IASwouldhaveto be manuallyheldon

elevator,requiringalmostconstantattentionfrom the PF. The
manualmethodalwaysallowsfor the maximumpossiblerateand
angleof climbintheshort-term,
becauseIAScanbetradedforaltitude.
OR
Automatically- bypressing the[TEFlkey
ontheCDU,andselecting
the MAX CLB TACTMODEby pressingLSK @ . Controlof the
verticalprofileis thenautomatic, nofurtherpilotinput,and
requiring
the rateof climbis maximized
overthe long-term,
or as longas MAX
CLB is active.
Figure3.3-17is an exampleof thestepsrequired
to affecta change
in the TACTMODE.
CLB
PRED TO
FL?79
TI M E DI S T
E CO N
*M A X C L B
SPD
rl
Figure3.3-17
Two buttonpushesareallthat'srequired:O @ key,@ - MAX
CLBprompt.Reversion backto the ECONSTRATEGICmodemay
be affectedby pressingLSK f2Tl.
priorityis givento V/S - rememberthe
ln thissituation 70%vs30%
mentioned earlierin Section3.1.3.5.3.1.
A completediscussion of this pagemay be foundunderSection
3. 1 . 3 . 5 . 5 .T2A. C T I CAMOD
L EP A GE .
p.186
Rev 1 Dec/93 3.3-20
Chatvi AP45
ASIO FMS PTLOVS GUTDE
3,3.3.2 Strategic Mode
The STRATEGIC modemay alsobe changedat any time on the

STRATEGIC modepage,by pressing keyon the CDU.By
theFooel
to Figure3.3-18it maybe seenthat ECONis the active
reference
mode,withoptionson MINFUELandMINTIME.
E CONCLB
COST INDEX
[E) 54O oE s r EE)
^r
GI.IT E FOB
ED E CoN t?30 ? O . ? EE
GD r llIN F UEL EO
EB o llIN T ll,lE EO
6D 6E
@ Gts
c59696#
Figure3.3-18
Theactivemodemakesup partof the titlelineon the STRATEGIC

mode page, and is displayedin LARGEfont on data lines (Zll
through GD respectively.
A completediscussion of this pagemay be foundunderSection

MOD EP A GEpages
3 . 1 . 3 . 5 . 5 .S1T, R A T E GIC , 3.1- 64,
p.187
Chatvi AP45
3,3.4 Direct to NAV
DIR TO is a lateral navigationfunction by which the pilot may

proceedfrom PPOS to a selectedfixed waypoint by a direct route.
The affect this action has on the down path waypointsof the active
primary flight plan is determinedby the positionof the DIR TO
waypointin the flightplan.
There are two possibilities:
1. lf the DIR TO waypointis a part of the activeprimaryflightplan.A

DIRTO leg is strungfromPPOSto thatwaypointwhenthe DIRTO
functionis invoked.All
originalflightplanwaypoints,betweenPPOS
and the DIR TO waypoint,are deleted from the flight plan. TP
(TURNINGPOINT)becomesthe FROM waypoint,followedby a
DIRTO leg,andthe F-PLNpageand ND reflectthe newnavigation
situation.
2. lf the DIR TO waypointis not a part of the active primaryflight

plan,a DIRTO leg is strungfrom PPOSto thatwaypointwhenthe
DIR TO functionis invoked.The DIR TO waypointis followedby
a F-PLNDISCONTINUITY, followedby the originalflightplanin
its entirety.None of the waypointsare deleted.TP becomesthe
FROMwaypoint,followedby a DIR TO leg.
Accessto the DIRTO functionis gainedby pressing15ga;l modekey

on the CDU.This accessis only allowedif the aircraftpositionis valid.
The SP message, 'NOT ALLOWED", is displayed when aircraft
positionis invalid(i.e.,the FMS aircrafrpositionis undetermined).
p.188
Rev 1 Dec/93 3.3-22
Chatvi AP45
Therearetwo "DlRTO" ProgramPinOptionsavailable:
1. ThisPinOptionallowsthepilotto viewthe DlRectTO routingon

theNavDisplaypriortoexecution (knownas SoftDIRTO).Inthis
modeof operation mustresidein the LSK
thewaypointidentifier
fiE| brackets.The LSKfin* mustbe pressedagainto execute
the event.When a left LSK is pressed,adjacentto any fixed
waypoint,with the SP empty,a soft DIR TO is initiatedand
displayed astheidentifieris inserted Anadditional
inthebrackets.
pressof the LSK@ causesan immediate DIRTO maneuver by
the aircraftto that waypoint.
2. ThisPinOptioncausesthe insertionof thedesiredwaypointinto

thebracketsandexecutionof the DIRTO functionwithonlyone
LSKbuttonpush.Thiscompletes theactionas the DIRTO page
disappearsandF-PLNpage A is displayed.
Thereisnoopportunity
to preview
the DIRTO and it is immediatelyinitiated.
lf an attemptis made to selectany waypointother than a fixed

waypoint, theSP message, "NOTALLOWED", is displayed
andthe
DIRTO is notinitiated.
NOTE: Datamodification,insertion,
or horizontal
slewingare
notallowedontheDIRTO page(the"NextPage"does
not exist).Additionally,
accessto both lateraland
pagesis notallowed.
verticalrevision Initiation
ofa DIR
TO is the onlyfunctionallowed.
p.189
Chatvi AP45
Figure3.3-19is an exampleof the DIRTO page.
tLS A
IIIR TO
GD *[ ] @
BI
ED TGRNB ttg ? ?8?/ F L 1 69 GE
GD ([ifiJ' s6 ?5O/ FLTOO EE
ED EGNNB B9 ?55/ F L O6l EE
c130.
ED EGN13 rz ??@ /+ 3A A g 60
c0 65.
Eg* BRAV 15 ?gg/ ?5 O g @

TJ
Figure 3.3-19
Althoughreferredto as the DIRTO page,it is identicalin appearance

to the F-PLN page;there are a few notedexceptions:
The most apparentdifferencefrom the F-PLN page is the DIR TO

bracket prompt in data line (lf|.
@ DIR TO - The bracketprompt(rte[ ]) allowsselectionof the

desiredfixed waypoint.This fixed waypoint may be selected
from the activeprimaryflightplan by pressingthe adjacentleft
LSK if the SP is empty,or it may be manuallyenteredintoFD
from the SP. Vertical sluing may be used to scroll to the
desiredwaypointin the active primaryflight plan. When the
waypointis entered into LSK []El via the SP, the DIR TO
promptwith the identifiedwaypoint remains in data line FE|
untilactivated,cleared,or anotherpage is accessedwithout
activatingthe function.The subsequentimplementationis
predictedon the Pin Optionsidentifiedabove.In caseswhere
the waypointis manuallyenteredand is not part of the flight
plan,it may be specifiedby ident.,LAT/LONG,PlBlD,etc.,as
with an y w aypoint.(S ee S ection 3.1. 3 . 2 . 6 ,WA Y P O I NT
INSERTION/F-PLN A and B PAGES.)
p.190
Rev 1 Dec/93 3.3-24
Chatvi AP45
@ Thesedata linesare identicalto F-PLNpageA.

@
Referringbackto Figure3.3-19,an exampleof selecting a DIRTO
waypointfromthe active primary
flightplan Pressing
is illustrated.
LSK@ , initiates an immediateDIRTO EGNNB,andthe display
changesto Figure3.3-20,F-PLNpage A with the DIR TO leg
insertedin the flightplan.
FRolr IL S A )
GD T-P rO3? ?55/ F L 3 7 A @

ED (I/D) 4s .ss/ FLsTs @
.(s PD )
EB (LIM) rrss ?5O/ F L I O O 6E
ED EGNNB s6 ?ss/ FLs6s EE
c 13 g .
6D E GNl3 ss ??O/+ 3gAO 6E
co6
@ B RA V r? ?g@/ GE
fJ
"5gO
cs96g8#
Figure3.3-20
Noticethe FROMwaypointis TP,TGRNB(Figure3.3-19)hasbeen

deletedbecauseit is positioned
betweenPPOSand the DIR TO
point,and EGNNBis the TO waypoint.
As mentioned previously,a DIRTO a waypointnotcontained in the

activeprimaryflightplan,entailsthesamestepsas a DIRTO a flight
plan waypointexceptthe DIR TO pointis followedby a F-PLN
DISCONTINUITY.
p.191
Chatvi AP45
Figure3.3-21is an exampleof a DIRTO a PlaceBearingDistance

(PBD01) waypoint notin the activeprimary
flightplan.
F R o r,r L IS A )
T-P s??s ?77 / GE]

F L rTs
(I/D) ?t " / F L t tB EE
( S PD)
( L IM) ?? ?5O/ FLI O O GD
PBD0I ss ??O/ 3OOO @o
- - -F-P LN DIS CONTINUIT Y _ _6E
c r3 6 '
EGNNB 3s L7g/ 25 A g @
CLR ?J
Figure 3.3-21
ln the above case, a PIBIDwaypointwas definedin the SP, e.9.,

ARXl125l30,and insertedinto the bracketson the DIR TO page by
pressingLSK @ . The FMC namesthe waypointPBD01(the first
pilot-definedwaypoint)andit isfollowedby a F-PLNDISCONTI
NUITY
becauseit is not along the flight plan route.
The F-PLNDISCONTINUITY is deletedwith the CLR function(O,

Figure3.3-21),the flight plan is now reconnected,and the aircraft
flies from PPOS (TP) to PBD01,to EGNNB, and is back on the
originalroute of flight.
must be clearedpriorto sequencing

NOTE: The discontinuity
PBD01 or the A/P disconnects. A F-PLN DISCON-
TINUITY is readily apparent o n t h e ND a n d is
representedas a gap in the GREEN course line
betweenPBD01and EGNNB in this case.
p.192
A31O F*IS PILOT'S GUIDE Chatvi AP45
3.3.5 Transition to Gruise Phase
FMS transitionfrom the CLIMBPHASEto the CRUISEPHASE

occurswhen:
1. Actualaircraftaltitudeequalsthe CRZFL definedin the

F M C + o r - 5 0ft.
2. The CRZFL definedin the FMCequalsthe altitudeset in the
FCU+ or- 50 ft.
NOTE: lf the aircraftis leveledoff at an intermediatealtitude

priorto the CRZ FL specifiedin the FMC,and the
specifiedCRZ FL is never reached,for whatever
reason,the FMC doesnot transition to the CRUISE
PHASE.
p.193
3.3-27
Chatvi AP45
p.194
Chatvi AP45
CRUISE
TABLEOF CONTENTS
PAGE
3.4 cRUrsE ..................3.4- 1
3 . 4 . 1S i t u a ti o nMo
al des ..........3.4- 1
3 . 4 .1 .1IMMD E SMo d e ..........,.......3.4- 2
3 . 4 .1 .2D e ce Mo
l de ......3.4- 3
3 . 4 .1 .3IMMC L BMo d e ..................3.4- 5
3 . 4 . 2C R ZA L TC h a n g e s............. ..............3.4- 8
3 . 4 . 3C r u iseP e rfo rma n ceC h a n g e ............... 3.4- 10
3.4.3.1WindEntryin Cruise 3.4-12
3.4.5 FuelPredictions 3,4-18
3 . 4 . 6D e s ce nPt re p a ra ti o n s......... 3.4- 19
3.4.6.1R\ Selection ........3.4-20
3.4.6.2R\M/ ^flSTAR
ChangeOption 3.4-23
3.4.6.3DES ForecastPage 3.4-24
3.4.7Transition to DescentPhase 3.4-26
p.195
3.4-i Rev 1 Dec/93
Chatvi AP45
p.196
Chatvi AP45
3.4 GRUISE
The FMGScruiseis the phaseof flightbetweenT/C andT/D.The
CRZALT definedin the FMCduringPREFLIGHT musthavebeen
reached,or redefinedto matchthe presentaltitude,otherwisethe
FMCdoes not transitionintothe CRZ phase.The CRZ phaseis
activethen,whenthe aircraftreachesthe CRZALT definedin the
FMC.Duringcruise,the pilotmay be requiredto makenavigation
changes, positionreports,monitorflightprogress,
positionupdates,
changecruisealtitudes,andpreparefordescentintothedestination
airport.Preparing
fordescent
caninclude STARselection, DESCENT
FORECAST windentryandreviewof approach andgo-around data.
Theseare the subjectsthatwill be coveredin thissection.Further
informationaboutplanningandnacigation canbefoundin Sections
4,7 and8.
NOTE: Theaircraftwillaccelerateto cruisespeedandignore

the 10,000ft. speedlimitif cruisealtitudeis below
10,000ft.A tacticalintervention
mayberequired it 250
knotsis to be flown.
Functionsnotcoveredpreviously, whichare likelyto be encountered

in cruise.are discussedin this section.
3.4.1 Situational Modes
Situationalmodes allow the pilot to deviatefrom the verticalprofile

withoutaffectinga verticalflight plan change.Situationalmodes are
usuallyinvokedto respondto a temporarysituationwith the intentto
later returnto the definedverticalprofile,e.9., descentfrom the CRZ
ALT immediately,in compliancewith an ATC request,ratherthanwait
for the flightplan to interceptthe definedverticalprofileT/D point.
There are four Cruise Flight Phase situationalmodes: IMM DES,

DECEL,IMM CLB, and EO Drift Down modes.These modes may
eitherbe manuallyselectedor automaticallyengaged.
p.197
3.4-1 Rev 1 Dec/93
3.4.1.1 IMM DES Mode
The lmmediate DescentModeprovidesa constantrateof descent

(1000fpm),untilthe definedverticalprofileis intercepted,
at the
selectedStrategicor TacticalPerformance modespeed.Vertical
guidanceinitiatesdescentwithin2 secondsof modeactivation.
IMM DES is displayedand may be activatedwhenthe following
conditions
exist:
1. PROFILEis engaged.
2. CRzflight phaseis activeand verticalguidancehas acquiredor
capturedthe definedCRZ FL.
3. The FCU altitudeis at least250 ft, belowthe definedCRZ FL.
4. A STEP DES or destinationexists in the flightplan.
NOTE: lt is importantto realizethat the IMM DES* is only

displayedwhen#3 and#4(STEPDESor a destination)
above are accomplished.
I Manual Engagementof IMM DES: occurswhen the IMM DES*,

LSK @ on the F-PLN page, is pressed.
FRorl tlsg )
UB 1
GD OMA 8950 IMM DES* @
ED ( S / D ) E7 .s o / FL37s EE
UB1
GD BOS NA rsso"/FLssT @)
ED ( LE V E L) sr " /FL33O gE
uB I
g6 rl EE
SAR "/
UB1
rl 6E
CHILY rs " /
fJ
c59700*
Figure3.4-1
p.198
Rev 1 Dec/93 3.4-2
Chatvi AP45
A31O FMA PILOT'S GUIDE
AutomaticEngagement of IMMDES:bytheFMSoccurswhenall
of the followingconditionsare met:
1. AircraftaltitudeaboveCRZFL.
2. Verticalguidanceis notactivelycapturing
the FCUaltitude,
3. MaximumDescentTacticalModeis notengaged.
AutomaticDisengagement of IMMDES:bytheFMSoccurswhen
any one of the followingconditions
are met:
1. MaximumDescentTacticalMode is engaged.See Section
3 . 5 . 2 , 1M, AXD E ST A C T IC AMOD
L E.
2. PROFILE
is notengaged.
3. Verticalguidancehas acquiredor capturedthe FCU or FMS
definedCRZFL to whichthe aircrafthasbeendescending.
4. DESor APPRflightphaseis activeand the verticalguidance
descentstate is abovepathor onpath.(See Section3.5,
D E S C E N T .)
5. CRZphaseis activeandSTEPDESis notactive.
Modeis active.(SeeSection3.3.2.1.3,
6. EO D/DSituational EO
DRTFTDOWN STTUATTONAL MODE.)
(HM)isactiveor nextinthe
7. A HOLDlegwitha manualtermination
F-PLN,andTTGis < 3 minutes.
(SeeSection3.5.4,HOLDING.)
3.4.1.2 Decel Mode

The DECELfunctionis intendedto allowthe AFS to reintercept the
verticalprofileaftertheT/Dpointhasbeenpassed.The Deceleration
Modeprovides for a decreasein IASfrompresentspeedto minimum
speed(Vmin),limitedby the FAC to maneuvering speedfor the
configuration. Verticalguidanceinitiatesspeedcontrolto the new
targetspeedtwo secondsafter mode selection.DECELMode is
manually selectable only,noautoengagement bytheFMCisprovided.
p.199
3.4-3 Rev 1 Dec/93
Chatvi AP45
DECEL* is displayedadjacentto LSK fiE] on the F-PLNpage

(Figure3.4-2)underthe followingconditions:
1. PROFILE
isengaged.
2. Verticalguidancehasacquiredor capturedthe FCU
selectedaltitude.
flightphaseis active.
3. DESCENTor APPROACH
4. Verticalguidancedescentstateis abovepath.
5. TacticalSPDmodeis not active.
| 6 A HOLDlegwitha manualtermination (HM)is notactiveor next
in the F-PLN, and TTG is > 3 (SeeSection3.5.4,
minutes.
I
I HOL D T N G . )
DECELmodeis selectedby pressingLSK@ whenthe DECELtII

promptis displayed.
FR O } I tL50
UB l
GD O MA O95O DECEL* GE)
GD ( s/ D ) 57 .8 5 / F L 3 7g GE
UB1
ED BOS NA lsss " / F L 3 37 GO
ED ( L E V E L) sr " / FL33 O EE
UBI
EO SAR g6tt/r l 6E
UBl
GD CHILY rg
tt
/
rl
@
IJ
Figure3.4-2
Afterthe DECEL*promptis pressed,it disappears

andthedisplay
revertsto the F-PLNpage.
p.200
Rev 1 Dec/93 3.44
Chatvi AP45
The DECEL mode disengagesautomaticallyfor any one of the

followingconditions:
1. PROFILEis not engaged.

2. DESCENTor APPROACHphase is not active.
3. TacticalSPD mode is engaged.
4. StrategicMODE is changed.
5. The verticalguidancedescentstate is onpathor belowpath.
6. An EO conditionhas been detectedby the TCC.
DECEL* promptis displayedwhen the aircrafthas overflownthe

T/D pseudowaypointon the F-PLNpage,usuallyas a resultof the
descentaltitudenot havingbeenselectedin the ALT SEL windowof
the FCU. lf the descent altitudeis not set in the FCU ALT SEL
window,with PROFILEengaged,the automaticdescent does not
occur.lf PROFILEis not engaged,it is necessaryto pullthe altitude
set to engage LVL CHANGEto begin descent - in this case, the
DECEL* promptis not displayed.
3.4.1.3 IMM GLB Mode
After a STEP CLB has been entered into the verticalF-PLN,the

lmmediateClimbSituational Modeenablesclimbto a new CRZ FL
prior to sequencingthe defined STEP point in the lateralF-PLN.
Verticalguidanceinitiatesa climbtwo secondsaftermodeselection,
at the definedcruisetargetspeed.ClimbIAS may be modifiedon the
TACT MODE or StrategicMODE page.(See Sections3.1.3.5.3.1,
STEP ALTITUDE/PREDICTION PAGE. and 3.3.3. CLIMB PER-
FORMANCECHANGE.)
p.201
Chatvi AP45
The IMMCLBIFpromptis displayed

on the F-PLNpageunderthe
followingconditions:
1. PROFILE
is engaged.
2. CRUISEflightphaseis active.
3. The FCUselectedaltitudeis morethan250 ft. abovethe
currentCRZFL,
4. A HOLDlegwitha manualtermination (HM)is notactiveor next
in the F-PLN,and TTG is not < 3 minutes.(SeeSection3.5.4,
HOL D T N G . )
The IMMCLBmodeis engagedby pressingLSK@ , IMMCLB*.
FRor.r |LSO )
uB I
(iD O MA O95g IMM CL B * GO
GD ( S /D ) a7 .a s / F L 3 7s EE
UBT
GD B O SN Ars s s " /F L s s T @
ED ( LE V E L) or " /FL336 @
U BT
ED SAR sB n
/t
rt
6E
U Bl
(d) CHILY rs " /
rl @
IJ
c59702#
Figure 3.4-3
A climbis initiatedwithintwo secondsof modeselection,the IMMCLB*

promptdisappears,and the displayrevertsto the F-PLNpage.
p.202
?
Chatvi AP45
The IMMCLBmodeautomatically for any one of

disengages
the following:
1. PROFILE
is notengaged.
2. An EO is detectedby the TCC.
3. The STEPCLBis deletedfromthe verticalF-PLN.
3.4.1.4 Engine Out Drift Down (D/D) Mode
EngineOut DriftDownModeprovidesa meansfor a singlegood

engineat MCTpower,to maintainAltitudeas longas possible
while
airspeeddecaysto GREENDotspeed(BestL/D).As GREENDot
is approached,
set the FCUto the appropriateloweraltitude(See
Section3.3.2.1.3.)
andminimum altitude
lossoccursasGREENDot
(L/DMAX)is maintained.
Whenbestdescentrateis desired,e.9.,ETOPS:whileclearing
NorthAtlanticTrack Systemandclearofyourtrack,MAXDESmode
on the TACTMODEpagewill providebestdescentrate.MAXDES
modewill reducethruston the goodengineto idleand command
Vmo - 10 (or Machequivalent), providingthe steepestangleof
descent p o ssi b l ew i th o u tsp o i l e rs.Once below the tr acks,
commanding a tacticalspeedof 330 ktsgivesthe quickesttimeto
thealternate airport.TheFMSwilllimitthrustto MCT,so theaircraft
maynotattain330kts.Thusthe FMSwillcommanda speedtarget
basedon the maximumthrustavailable at the currentaltitudefrom
the goodengine.
p.203
Chatvi AP45
3.4.2 GRZ ALT Ghanges

Thereare threemethodsof affectingan altitudechangewhilethe
fuP is engaged:
Manually
throughtheFCU,Manually viathePROG
page,or Automatically
throughthe StepClimbfunction.
1. Manually- throughthe FCU;an immediate climb/descent is

byselecting
initiated thedesiredaltitudein theALTSELwindow,
and eitherpullingthe set knobor pressingthe LVL/CHP/Bto
engagethe LVLCHANGEmode.Pressing the LVL/CHP/Balso
disengages PROFILE, however, if PROFILE is engaged, pulling
thesetknobdoesnotdisengage it,ratherit initiates an immediate
climb/descent tothealtitudeselected ontheFCU.Theexceptions
are:wherea STEPCLIMBis activein the verticalprofile,or if
aircraftPPOSis just priorto the T/D point.Thenpullingthe set
knobinthesecases,armsP CLBor P DESBLUE.V/Smodemay
alsobe utilized,andmaybe moredesirable if thealtitudechange
is only1000to 3000feet.Regardless of the mode selection,
e.9.,
ina climb,whether PROFILE, LVLCHANGE, orV/Sengages, CL
is annunciated on the TRP.Whileclimbpoweris appliedby the
ATS,THR/SPD/NAV in GREENandALT BLUEis displayed on
the FMA.lf LVLCHANGEwasengaged(seeFigure3.4-4),the
A/P initiatesa climbto the newaltitudeselectedin the FCU.lf
PROFILE is engaged, theATSandLongitudinal engagedmodes
in the FMAare precededby a P, e.9.,P THRand P SPD.With
PROFILE engaged, pullingthe set knobalsocausesdisplayof
the Situational ModesIMMCLB/IMMDES,depending on the
flightphase,on the F-PLNpage,allowing the pilotto initiatean
immediate climbor descentas desired.
c59703#
Figure3.44
p.204
3.4-8
Chatvi AP45
2. Manually - via the PROGpage,a climbor descentmay be

-by
atfected changing theCRZattitudein datalineO (seeFigure
3.4-5).Fordemonstration purposes,
assumelevelat FL330,and
a climbto F1370is desiredat PPOS.
ECON CRZ
usH c Rz
FL33O
OF ST
*[]
BRG
ilAx
FL37O
DIST
GB
@
337" /55 ro T S L EO
3935. ?N/O?3?4.7E @
DIST IIE S
tst ro DE S T FORE CA S T >6E
A1 1 3 .4 0 NAV Att3 .4g
SKL-SKL R/T SKL-SKL GE
Figure 3.4-5
A manualclimbto FL370,utilizingthe PROG page to inputdata to

the FMC, is affectedin the followingmanner:
o Write370,or FL37O,
in the SP (O, Figure3.4-5)
o Press LSK t-t-f)
r Select370 in the ALT SEL windowof the FCU
NOTE: With or without PROFILE engaged, the climb is

immediatelyinitiatedwhen the set knob is pulled,
exceptincasesinvolvinga STEPCLIMBora PROFILE
descentwhen aircraftPPOS is priorto the T/D point.
3. Automatically - throughuse of the STEP CLIMB functionan

altitudechangemay be affected.(SeeSection3.1.3.5.3.1,
STEP
ALTTTUDE/PREDTCTTON PAGE.)
p.205
3.4-9 Rev 1 Dec/93
Chatvi AP45
AS|O FMS PTLOVS GUTDE
3.4.3 Gruise Performance Ghange
to the definedcruisetargetspeedmay be accom-

Modifications
modatedon eitherthe TACTModepage,affectingthe currentflight
phaseonly,or the StrategicModepage,affecting all the remaining
flightphases.ln
flight,theTACTMODEpageisthemoreusefulofthe
two,because changesintargetspeed areverylikelyinvolvea choice
betweenECONor an IASdictated bya tacticalsituation,suchasthe
speed,or an increase/
needto reduceto turbulentair penetration
decreasespecifiedby ATC.
Accessto theTACTMODEpageis gainedby pressingthe ['TFlkey

on the CDU(seeFigure3.4-6).
AssumeATCrequests,"Honeywell
1150,canyouincreasespeedto
Mach.82tor spacing?"
cRz
PREII TO
FL37O GO
GM T DIS T
ECoN r? 3 6 ?5 GE
r f . lAX END t? ? S ?? EE
SPD
tl @
6E
GO
Figure3.4-6
Writing.82 in the SP and pressingLSKGn twice(firstentrysMALL

thisrequest.
fontwithasterisk)is all thatis requiredto implement
bypressing
Thereturnto normalcruisetargetspeedisaccomplished
the *ECON promptin @ . (SeeSection3.1.3.5.5.2, TACTICAL
MODEPAGE.)
p.206
3-4-10
Chatvi AP45
Cruisetargetspeedmay alsobe modifiedon the StrategicMode

page.Pressingthe CDU[".;l ksy causesdisplayof thispage.
ECON CRZ
CO ST I NI I EX
54O Ar nEsr @
GI,IT E FOB
E CoN t"3@ ?4.3 EE
r l,lIN F UEL EE
r 1 { IN T II' lE 6E
6E
@
Figure 3.4-7
Three choicesare available,affectingthe remainderof the

flight phases:
1. ECON - The currentselectedperformancemode.

2 . M IN FUEL
3 . M INTIM E
Normal cruise target speed is achievedwith the ECON mode.

MINIMUM FUEL representsa speed reductionfrom ECON, and
obviouslyMINIMUMTIME representsa speed increase.These
m ode s ar e a vailable at anytime. (S ee S e c t io n 3 . 1 . 3 . 5 . 5 . 1 ,
STRATEG|CMODE PAGE.)
NOTE: During Engine Out Cruise all strategicmodes (Min

Fuel, Min Time, Econ), have no effect on aircraft
speed.The systemoperatesin strategicMode Engine
Out MIN FUEL that sets the cost indexto zero.
p.207
Chatvi AP45
Manualspeed selection ontheFCU.Figure3.4-8,

is alwaysavailable
a portionof the FCU,demonstrates the stepsrequiredto makea
manualspeedchangeon the FCUwhenPROFILE is engaged.
\a t*r*.r t-/ *t."

\ffi't3s-o1ffilo
e
H
Figure3.4-8
FirstdisengagePROFILEby pressingthe illuminatedPROFILE

P/BO, theniurn the SPD/MACH set knobto .820Mach@. fne
powerto acquirethe newtargetspeed.
ATS increases
3.4.3.1 Wind Entry in Gruise
DuringPREFLIGHT the forecastCRZWINDwas enteredon lNlT

page A. This is your Top-of-Climb Wind. lf no otherwinds are
enteredforthecruiseflightphase,thisvalueis alsousedfora cruise
flightvalue.Duringcruiseflightphase,actualsensedwindsat the
FROMwaypointare usedto interpolate windsto the nextwaypoint
whichif notupdatedbythe remainsthelNlTA pagecruisewind.
pilot,
Actualwindsfor eachroutesegment,maybe enteredto makethe

verticalprofile,
andthepredictionsbasedonthatprofile,
as accurate
as possible.Thevalidityof the FMSpredictions
is onlyas accurate
as the informationprovided.
p.208
Flav 1 Dec/93 3.4-12
Chatvi AP45
Temperature, maybe enteredor revised

andwinddirection/velocity
on the followingpages:
1 . V E R TR EVpa g eB . (S e eS e cti o 3
n .1 .3.5.2.1,
VERTREVPAGESA & B.)
2 . ST EPPR E Dp a g e (S
. e eS e cti o n
3 .1 .3.5.3.1,
STEPALT/PREDPAGE.)
3. l N l Tp a g eA (P R E F L IGHON
T L Y ).(S ee3.1.2.1,
lNlTA PAGE.)
4. F-PLNpageB. (SeeSection3.1.3.4,
F-PLNPAGEB.)
5. FUELPREDPAGE.(SeeSection3.2.6.3,
FUELPREDPAGE.)
PAGE.(SeeSection3.4.6.3.)
6. DESFORECAST
Figure3.4-9is an exampleof F-PLNpageB withtheactualwindat

that positionenteredinto data line @ at TSL. Entriesat the
remainingF-PLNwaypoints are madein likemanner.
FRor.r Drsr tL5@

BI 'C }IIN I)
E TSL -50 945" /A?O
3g
ED (T /D ) -5 0 s 7 4 ' /ssr
E1 3 / r5 7 '
ED S KL -4 s " / ''
81 5l
ED T GR N B -1 8 " / r'
_ (s P D ) e3
@ (L IM)
t4
GD EGNNB s s 7 4' / sss
TJ
Figure3.4-9
p.209
3.4-13 Rev 1 Dec/93
Chatvi AP45
Pilot-entered
temperatureandwindvaluesaredisplayed in LARGE
font. Withoutpilot-entered
values,the temp/windat the FROM
waypointis the actualmemorized windat thatposition.Windentry
on F-PLNpage B cannotbe made followingCDU calculations
precipitated
bya pageupdate,untiltheT/CandT/Dpointcalculations
have been completed.On long over water flights,it is a good
techniquetoinputupdatedwindsatoceanicwaypoints approximately
one hour apart.This makesthe fuel predictions as accurateas
possible.The cruisewindprofileis basedon a linearinterpolation
betweenT/C,eachwaypointor pseudowaypoint,andT/Dwaypoints
whereforecastwindsare entered.The FMCusesthiswindprofile
for predictions.
ProperformatfortheseentriesmaybefoundinAPPENDIX B,pages
thevaluemustbe preceded
B-10andB-11.lf windaloneis entered,
by a slash/. PPOSwindvaluesareavailable
on the ND 1@,figure
3.4-10),andthe ISDU(@, Figure3.4-11).(SeeSection3.1.3.5.4,
WIND/TEMPERATURE ENTRY.)
210 IS L
230 tx 23 232'
1\ ?6 l3t|ltl
c59709#
Figure3.4-10
p.210
Rev 1 Dec/93 3.4-14
ASIO FMS PILOVS GUTDE Chatvi AP45
S mlETT4
r-n-il-rT6l
2
rDSPL sEL- @
PPOSWIND
r(cs )/,th.HDc/srs
r c s { lUll
@
\y
rSYS OSPL-
.2_
"*ilf['
\_/
c59710#
Figure 3.4-11
3.4.4 Parallel Offsets
A ParallelOffset,a lateralflight plan function,is a course exactly

parallelingthe activeflightplan course,and offsetto the left or right
of that coursea selectabledistanceup to and including99 nautical
miles.The functionis especiallyusefulto providetrafficseparation
subsequentto an ATC request,or when deviatingaroundenroute
thunderstorms.
ParallelOffsetsare allowedon four F-PLNleg types (see Section2-4

for leg definitions:
1. CF - Courseto a FixedWaypointis a great circlecoursefrom

PPOS to a downpathwaypoint.
2. TF - FixedWaypointto FixedWaypointis a greatcirclecourse
between two fixed waypoints.
3. DF - DirecttoaFixedWaypointisacombination ofagreatcircle
arc path from PPOS,tangentto and includinga computedgreat
circlecourseto the desiredterminationwaypoint - a DIRTO leg.
4. FM - Coursefrom a FixedWaypointwith a ManualTermination
is a great circle course starting at a fixed waypoint that is
terminatedby a flight plan revision.
This meansthata ParallelOffsetis allowedon all legsbetweenfixed

waypoints,coursesto a fixedwaypoint,and DIR TO legs to a fixed
waypoint.
p.211
3.4-15 Rev 1 Dec/93
Chatvi AP45
An Offsetcannotbeinserted ona shortlegwitha distanceremaining

belowa prescribed minimum,or when the nextwaypointis the
destination.
An Offsetis automatically canceledwhenthe leg type
or nextwaypointdoesnotmeettheabovecriteria.TheSP message,
'CANCELING OFFSET", is displayed,
andindicates thattheOffset
is canceledat the nextwaypoint.
By referenceto Figure3.4-12,an Offsetof 5NMrightof course

is desired.
cR z
FL33O
OF ST -
FUET
p nEn>
*[]
BRG /DIST
- - - o /t- - - - To t l
4ta2. tN/o7398.?^
DIST DES
A4t7 ro DEST FORECAST>
Altg .4 s NAv
TSL-TSL I
5R
Figure3.4-12
With5R writtenin the SP O, pressingLSK @ insertsthe Offset

distanceintothe bracketsand the Offsetfunctionis immediately
activated.Figure3.4-13is an exampleof howtheNDwouldappear
after insertionof a 5R Offset,and beforea turn to interceptis
executed.
p.212
A31O FMS PTLOVS OUTDE Chatvi AP45
SKL
f eilfli
EOI{NB
c59712#
Figure3.4-13
Theoriginalactiveprimaryflightplancourseis represented by the

dashedline,and the Offsetcourseby the solidline.A 45 degree
interceptwouldbe flownto the newcourse,by the FMS,providing
NAV is engaged.After interception of the Offsetcourse,the NM
displacement fromthe originalcourseis displayed in the lowerleft
portionof the ND nextto PPOSwind @, andthe Offsetdatafield
is displayedjustabove@. ffris datafieY is onlydisplayed whenan
Offsetis active.TheOFSTannunciator, on the rightlowerportionof
bothCDUs,is illuminated as longas the Offsetfunctionis active.
p.213
3.4-17
CDU
Figure 3.4-14
Clearingan Offsetmay be accomplishedby:
1. A DIR TO a downpathwaypoint.
2. By usingthe CLRfunction- Withthe SP empty,writeCLR in the
SP by pressingthe @ key on the CDU and enteringit intothe IZD
data field.
lf the CLR functionis used,the aircraftturnsto a 45 degreeintercept

to reinterceptthe originalcourse,providedthat NAV is engaged.lf
NAV is not engageda manualinterceptmay be performedusingthe
H D G b ug.
3.4.5 Fuel Predictions
Cruisefuelpredictions
may be foundon the FUELPREDpage,with
accessprovidedfrom the PROG page.
Referbackto Figure3.4-12,the samplePROGpage,noticethatthe

FUEL PRED> promptin data field [ZF-I.PressingLSK @ causes
displayof the FUEL PRED page (see Figure3.4-15).
p.214
3.4-18
r ha iFj^r 6ar i^6
Chatvi AP45
AS|O FMS PILOT'S OUIDE
FUE L P RE DICT I O N
AT T II.IE E FOB
LGA T tO54 ?L.T
LGTS 15.3
GH F OB
364.7 93.95/ F F + F 0
RT E RSV/7 . ZFIÎC G
o .a /o .@ ?6.7
F INAL T Il.IE T EAP/TR OP O
c.rIOA3O -Es/s6sss
EXT RA/f IAE CR Z I.IIN I)
rt.? /g r? ? ? ? s. /s4s
Figure3.4-15
SeeSection3.2.6.3,FUELPREDICTION
PAGE,for
detailedexplanation.
3.4.6 Descent Preparations
Justpriorto the T/Dthe ATISinformation

shouldbe obtained,
and
the STAR and/oractiverunwaymodifiedto reflectthe expected
approach,assuming a STAR/RWYwas selected
duringPREFLIGHT.
NOTE: The predictionaccuracyis only as reliableas the

information entered.CompleteroutingfromDeparture
R u n w a y,S l D , C ru i se ,Steps,Descent,STARs,
Approachtype, LandingRunway,and Winds(T.O.,
Climb,Cruise,Descent, andLanding)mustbeentered
or updatedduringflightwhenpreciseplanning datais
required,
The verticalpathis recomputed for eachrevisionenteredafterT/D

and the aircraftattemptsto recapturepath.
p.215
3.4-19 Rev 1 Dec/93
ASIO FMS PILOVS GU'DE Chatvi AP45
3.4.6.1 RWY/STAR Selection
Themechanics of selecting a STARareidentical to theselection

of
a SI D( s e eSe c t i o 3
n .1 .3 .2 .1
S,ID /R WY
S E L ECTION) and
, begins
witha LATREVat the destination or lAF,Figure3.4-16showsthe
LATREVfromEGNNBpage.EGNNBis a IAFfor LGAT.
LAT REV FRor.rEGNNB

3745. 9N/ S?3e5. 5E
(iD STAR> @ q-}r
ED ( A I R],.IAY HOLD> * trt+l
GD PROC T> EO
N EH HPT CO RT E
ED * [ ] t l* EE)
NEX RTE TO
ED EGNNB,/
I ]* EO
@ *ENABLE ALTN RETURN> GE
Figure 3.4-16
the STAR> prompt,resultsin the displayof the

PressingLSK [-1-R-1,
STAR to LGATpage,Figure3.4-17.
STAR T o LGAT
S T A RS APPRS
ARG1D
ARG1E
GD KOR1D
ILS33R
VORl5L
VOR33R
H€[
EE
@D KOR1E 15L
@ KRS1K 15R
GD RETURN>
TJ
Figure3.4-17
p.216
3.4-20
Chatvi AP45
ILSapproaches are in progress to RWY33Rat LGAT'so pressing

to
Lsrc6 setectsnwvg'3niromthetist.TLedisplaythenchanges
Figure3.+-18,showing, <SEL>lLS33R@, and
"-l':Loi::tpatible
may be
sinns on the teftsiie of the disptay.The list of sTARS
by pressing
scrolled, thescrolll-l keyin an up direction, reveal
to
the desiredarrival,in thiscasethe TGR1A'
STAR T O LGAT
GD NRlifr' <sEL>
tig55;
@ RIPlK
Eil SITUiK
ED SOKlD
[gH TGRlA
*INSERT RETURN>
TJ
Figure3.4-18
p.217
.r.
Chatvi AP45
The processof selectingthe arrivalrouteandactiverunwayis now

complete,
as indicated by Figure3.4-19.
STAR To LGAT
S TARS APPRS
TGRlA <S E L> (S E L> tLS S3 n
T R ANS
NO N E R El tArN rN o
REr,r^rNrNG 0 6 f i itr
S TARS
ARG1D V OR 3 3 R
ARG1E 15 L
rTI NSERT >
RETURN
?J
Figure3.4-19
Pressingthe{elNSERTpromptisallthatremains
to inserttheTGRlA
STARintothe activeprimaryftightplan.
As soonasthe{eINSERT promptis pressed,

thedisplayrevertsto F-
PLN pageA, Figure3.4-20.As you scrollingdown [l-l, to the
- - - ENDOF F-PLN- - - marker,youareshownthe arrivalroute
andthe missedapproachroutefor RWY33Rstrungin the F-PLN.
Whena RunwayandStararestrung,a subsequent runwaychange

willcauserestringing
ofthesrAR. Thisrestringing
of the NavData
Base srAR meansthat all pilot-enteredconstraintsalongthe
STARaredeletedandmust be reentered.
p.218
Rev 1 Dec/93
Chatvi AP45
|L S A )
c333'
HK NB s?ss l7g/
c 333' - ?".5
7 'O g
RN33R s7 tss/ ?5@g
H333'
600< 2@O/------
c ?4?.
EGNNB ?oo/ 40gg
------E ND 0F F-PLN------
1J
Figure 3.4-20
3.4.6.2 RVYYGhange Option
Manytimesan approachis programmedintothe FMConlyto change

at the last minute. This occurs frequently at airports with parallel
runwaysor more than one possiblelandingrunway,given that the
surfacewind conditionspermitsuchoperations. of this
In anticipation
possiblechange,it is suggested,as an operationaltechnique during
a non-criticalflightphase,thatthe otherpossiblerunwayand approach
be enteredintothe SEC F-PLNby the PNF.
The SEC F-PLNmaybe accessedfromthe SEC INDEXby pressingthe

f,ttTlkeyon the CDU.The activeflightplanmay be copiedand modified
in thisSEC F-PLNwithoutimpacting the activeflightplan.The process
of selectinganotherapproachrunwayon the SEC F-PLNis identicalto
that alreadydetailedfor the activeprimaryflightplan.
Shouldit becomenecessary,duringthe initialapproach, the SEC

F-PLNmay be activated,becomingthe activeprimaryflightplan
with th e r un waychange alreadyinsert e d .(S e e S e c t io n s7 . 1 . 2 ,
SEC F- PL NA A ND B , and 7.1.1,A CTI V A T ES E C. )
p.219
Chatvi AP45
A31O FMS P'LOT'S GUIDE
3.4.6.3 DES Forecast Page
TheDESFORECAST PAGEisaccessed bypressingLSK@ onthe

PROGpage.(SeeFigure3.4-5.)Thispageshouldbeaccessed, and
thedestinationwindinputsmadepriortobeginning descentso as to
makethedescentprofilepredictions as possible.
as accurate Figure
3.4-21isanexampleoftheDESFORECASTpageasitwouldappear
initially,
withthe destination
definedand beforedatainput.
DE S FORE CA S T
ALT ,/ } .IINI)
I l/t f'/l l
I l/L 7'/l l
| )/t 7'/l l
L G AT /t 7'/t l
Figure 3.4-21
The purposeof thispageis to allowthe pilotto enterwindvaluesforthe

DESCENTandAPPROACHphasesof the activeprimaryflightplan.
@ WINDS - Pilotinputin thesedatalinesimpactthe FMCwind

@ model.A maximumof threedifferentaltitude/wind
combinations
may be specified.The rulesgoverningthis data inputare:
o Altitudeand wind data mustbe suppliedas a singleentryif

the fieldsare blank,otherwisethe SP message,'FORMAT
ERROR', is displayed(see APPENDIXB-2, ALTAIVIND).
. To replaceexistingdata in eitherfield,only the new value
needbe entered.For only a wind entry,the precedingslash
is optional.
p.220
Chatvi AP45
Onceentered, thealtitude valuesaresortedbyaltitude, bythe

FMC, and the resultingdisplayis in a descendingorder,
regardlessof the orderenteredby the pilot,(e.9.,the lowest
altitudespecifiedis on the bottom).
@ WINDAT DESTINATION - The destination surfacewind,

fromATIS,is enteredintothisfield,lt is identicalto the pilot
enteredwindvaluesappearingon VERT REV pageB and
F-PLNpageB.Thedestination asdefined
airport, onlNlTpage
A duringPREFLIGHT, is displayed first in the data line,
followed bybracketsallowingonlytheinsertion ofawindvalue,
(i.e.,direction/velocity).
The destination specifiedcannotbe
clearedonthispage;theentryof CLRintothedatafieldclears
onlythewindvalue.
NOTE: lftheprimary destination

waypoint
iscleared
orchanged
to otherthan a runwayat the primarydestination
airport,all previouswind valueson this page are
deleted.
Figure3.4-22isanexample
ofthecompleted page.
DESFORECAST
DE S FORE CA ST
GD
AL T ,/ l{ INII
ED FL?30/O99"/rO5
ED FL?|O/078" /069
ED 5 0 a a /t3 0 " /o ? 9
ED LGAT/O37',/O45
@
Figure3.4-22
p.221
Chatvi AP45
3.4.7 Transition to Descent Phase
fromthe CRUISEphaseto the DESCENT

FMStransition phase
occurswhen:
1. A newFL or altitudeis specifiedon the PROGpagethatis more

than250 ft. belowaircraftaltitudeidentifiedas Cruisealtitudein
theFMC.(i.e.,A loweraltitude isspecifiedin preparation
for initial
descent).
2. Thealtitudesetin theALTSELwindowof the FCUis morethan
250ft. belowthe aircraftcruisealtitude.
p.222
Chatvi AP45
DESCENT
TABLEOF GONTENTS
PAGE
3.5 DESCENT ..............3.5- 1
3.5.1 Dese,ent VerticalProfileGuidance ....3.5-1
3 . 5 . 2D esce n tV e rti R caelvi si o n s .....,...,.....3.5- o
3.5.2.1MAXDESTactical Mode ....3.5-8
3.5.3AlongTrackOffsets ........3.5-8
3 .5 .3 .1A T OWa yp o i n ts......... ....,....3.5- 8
3 , 5 . 4H ol d i n ............
g 3.5- 10
3 .5 .4 .1H o l d i nP
g a tte rn
T ypes ........3.5- 10
3 .5 .4 .2H o l dP a g e 3.5- 11
3 .5 .4 .3H o l d i nP
g a tte rn
E xi t........... .3.5- 17
3.5.5Transition ToApproach Phase 3.5-18
p.223
Chatvi AP45
p.224
3.5 DESGENT
The DESCENT flight phase normally begins when the aircraft
departsthe entered cruise altitudeand ends when the approach
flightphaseis activatedwith slat extension.The manageddescent
profileis builtbackwardsfromthe destinationto the Top-of-Descent.
It is built assuming idle thrust (with a small delta), followed by
geometricsegmentsbetweenconstraintsand all knownspeedand
altitudeconstraintsduringdescentand approach.This is optimized
with an appropriatedecelerationdistancefor landingconfiguration
preparationsprior to approach.
Thereforethe verticalprofile,in the DESCENTand APPROACH

phases,is constructedof leveland descendingflightpathsegments.
Theseflightpathsegmentsoccurin a sequenceallowingthe aircraft
to meet the verticalprofileas it has been definedin the FMC.
With PROFILE engaged and descent unrestricted,the vertical

profileis exactlyas computedby the FMC as the aircraftdescends
to the altitudeset on the FCU.
The ECON performancemode, with PROFILEengaged,plans a

descentat idlethrust,whichsavesapproximately 500 poundsof fuel
per descent.Adjust cost index as necessaryin pre-QlP aircraftto
precludeoverspeedconditions.
3.5,1 Descent Vertical Profile Guidance
To monitortheaircraftprogresson the verticalprofile,whileatthe same

time adheringto the selectedspeed,thrust,and altitudetargets,the
FMC considersthree main verticalguidancedescentstates:
1. On-Path - When vertical guidance is actively capturing or

maintainingthe verticalprofiledescenVapproach
path.
2. Below-Path - When verticalguidanceis not activelycapturing
or maintainingthe verticalprofiledescent/approach path,and
the aircraftaltitudeis less than the altitudeassociatedwith
that path.
p.225
3.5-1 Rev 1 Dec/93
Use or disclosure of the information on this page is subject to the reslrictions on the titlc naaF thi. i^^ '-^-1
A31O FMS P'LOT'S GU'DE Chatvi AP45
3. Above-Path- Whenverticalguidanceis notactivelycapturing

or maintaining path,and
theverticalprofiledescent/approach
theaircraftaltitudeis greater
thanthealtitudeassociated
with
that path.
Oncethedescentbegins,On-Pathmeansthedescentprofileis on
theverticalpathdefinedin the FMC,andnoactionis required
of the
pilot, however,Below-Pathand Above-Pathcause changesin
verticalrateand IASthat the pilotshouldbe awareof.
Below-Path- TheFMCcommands theAP/FDto levelofftheaircrafi

untiltheverticalpathis recaptured.
Theleveloffmaneuver is at a rate
of changeof .059.Speedis maintained on thrustandequatesto the
valuepreviously definedintheFMC.Oncetargetspeedis reached the
thrustleversmodulate towardidlein accordance withtargetIASand
verticalratechangesnecessary to maintaintarget.
Above-Path- The FMC commandsthe AP/FDto increasethe

verticalrateuntiltheverticalprofileis recaptured.Thisis accomplished
by accelerating to the targetdescentspeed+20 kts., 290 KIAS,
whichever is higher,Iimitedto MMOminus0.02,and increasing the
verticalratein an attemptto reintercept thedescentpath.lf theaircraft
is still abovethe descentpath when this speed is reached,the
message, "MOREDRAG",isdisplayed onthePFD(O, Figure3.5-3).
'MOREDRAG",indicates thatspeedbrakesare required to maintain
theexisting speedschedule. TheSPmessage, "LESSDRAG",directly
associated with the deployment of the speedbrakes,indicatesan
underspeed conditionexistsas a resultof thetargetspeeddecreasing
10 kts.belowtarget.
Thefollowing
chartis intended theparameters
to assistin identifying
for speedcontrolwhen the aircraftis either BELOWPATH,ON
PATH,or ABOVEPATH.
p.226
Rev1 . P""19.9-
TlD
MACHTARGET
MACH/CAS
TARGET MACH/CASTARGET
SET BY ABOVEPATH SETBY
ALTITUDE ALTITUDE
_l
a DESCENT PATH lS CAS TARGET + 20 KTS CAS OR 290 KTS WHICHEVER I
IS GREATER,AND LIMITEDTO VMO - 10 KTS CAS. I
T CAS TARGET a WHEN ATRCRAFTtS LEVELTHEN DESCENTCAS TARGETONLY tS FLOWN. I
I
IU tl
rl
5 J--
ts
I
F
IL
<2500 FT
I
I
-
speeol'nrrALTTTuDE
(10,@OFT DEFAULT)
W i -------r----
(E
o tl
E
a BELOW PATH CASTARGE-I+5KTS
(MAXSPEED250 KTSCAS)
MACHTARGET CAS TARGET

(DEFAULT250 KTS CAS CONVERTEDTO MACH) (DEFAULT250 KTS)
MACH/CASTARGET
+ SETBY + cotllFtG VePP
MIN V A P P
DISTANCETO DESTINATION CONFIG
SPEED SPEED
T TARGET
AIRCRAFT
DISTANCE
TO DESTINATION+ G3641-06-001#
NOTE: PRE-QIPAIRCRAFT- WHEN ABOVETHE MACHCROSSOVERALTITUDEAND IN AN ABOVEPATHCONDITION, A TARGETAIRSPEEDMAYBE COMPUTED
- wHtcg ts NEARoR AT THE LrMrrNG MAcH. A porENTrAL ovERSpEED coNDrroN MAy RESULTrNAN AUToMATtc DtscoNNEcr oF THE AUToptLor.
PROFILEMODE MAY BE MAINTAINEDIF PRIORTO OR AFTERCOMMENCINGDESCENTA LOWERCOSTINDEXIS SELECTEDWHICHPRODUCESA F-PLN
MACH/CASWHICH IS BELOWTHE LIMITS.
Usa or disdooure of the intormation m this page is subjecl to lhe r€stric{ions on lhe tiue page of this document.
3.5-3 p.227
A3'O FMS PTLOVS OUIDE Chatvi AP45
example((i;, Figure3.5-1),the FMChascomputed

Inthefollowing
the T/D betweenTSL and-SKL.
(iD s?s? IMM
@m ( T/D ) os " /
rl
EI
ED 'Bt
SKL r s ?5O FL?7 6
ED TGRNB ?? ?55 FLl4 0
6D (-LIM)
(sPD)
zs .?5O/ FLIO O
@ rl
EGNNB t4 " /
t0
Figure3.5-1
purposesassumean ATC clearanceto FL70:

For demonstration
1. 7000is selectedin the ALT SELwindowof the FMC.

2. The altitudeknobhasbeenpulled.
3. PROFILEis engaged.
TheIMMDES* prompt@ is displayed aftertheALTSELknobhas

been pulled.lf no furtheractionis taken by the pilot,the aircraft
automatically descends, to the altitudeset on the FCU,whenthe
T/D pointis reached.lf descentis desiredpriorto the T/D,the IMM
DESmodemaybeactivated (seeSection3.4.1.1, IMMDESMODE).
On the FMAportionof the PFD,P DESis displayed in BLUEunder

P ALT,to indicateto the pilotthattheAP/FDis armedto capturethe
verticalprofiledefinedin the FMC(O, Figure3.5-2).
p.228
Rev 1 Dec/93 3.5-4
PFD.FMA
c59729#
Figure3.5-2
"P DES"in BLUEbeginsto flashjust priorto theT/D point,to alert

the pilotto the impending
descent.
NOTE: lt is importantto realizethe differencebetween

PROFILE andALTHOLDinsofarastheALTSELknob
is concerned. lf PROFILEis notengaged, theAP/FD
beginsan immediate descentwhentheALTSELknob
i s p u l l e d- L V L C H G e ngages.lF PROFILEis
engaged,however,the descentdoesnot occuruntil
theaircraftsequences theT/Dpoint.Inbothcases,the
loweraltitudemust have been set in the ALT SEL
windowof the FCU.
The progressof the descentmay be monitored on the PFD and

PROG page. The displayedverticaldeviationrepresentsthe
differencebetweenaircraftaltitudeand the altitudeof the vertical
profiledescenVapproach path.
fromthe descentpathare displayedon the PFD

Verticaldeviations
Scale(@, Figure3.5-3),andthe PROGpage(O,
VerticalDeviation
Figure3.54). Deviations
over1000ft.,are notdisplayed
on the PFD.
p.229
3.5-5 Rev 1 Dec/93
A3'O FMS PTLOVS GUIDE Chatvi AP45
sPD
I
t0RE0Rn0
tE0
o Y/||EV
140 o
120 0
a ;
10 0 :- 2100 _,2
o
I)H
100
c59730#
Figure3.5-3
DE S rrs o
VD E V
CB
GB PRED>
Figure 3.54
MODE PAGE
3.5.2 Descent Vertical Revisions
Speedchangesare accommodatedeitherviathe FCU manually,or

if PROFILEis engaged,on either the TACT MODE (see Section
TACTICALMODEPAGE),or the strategicMODEpage
3.1.3.5.5.2,
(see Section3.1.3.5.5.1,
STRATEGICMODE PAGE).
When the descent to landing is requiredat a tacticalspeed, an

availabletechniquefrom cruise flight phase is to dial down the
altitudeon the FCU, select an lMMediateDEScenton the F-PLN
page, accessthe TACT MODE page, and enter/confirmthe desired
speed/machintoIZD.Thiswill causethe construction of a new path,
whichthe aircraftwill attemptto intercept.Rememberthat although
enroutealtitudeconstraints will be compliedwith,airspeedlimitsand
constraintswill be ignoredin Tacticalmode, i.e., the 10000 foot
p.230
Rev 1 Dec/93 3.5-6
speedlimit.Compliance withthe SpeedLimitandreturnto strategic

flightmode may be used,if sufficienttime, distance,and other
verticalmanagement techniquesand monitoringare used.This
includesmonitoringthe VerticalDeviationfrom profileon the
PROGresspage,@ Figure3.5-4.Therefore, to allowthe aircraftto
slow,the pilot get
must out of the Tactical
Speed mode,andselect
ECONon the TACTMODEpage.
Anothertechniqueinvolvesthe use of a modifiedCost Index.By

selectinga Cost Indexon the MODEpagethat yieldsa descent
mach/CASthat approximates the desiredprofile,the entireprofile
may be flown in the Strategicmode. This providesfor smooth
anddecelerations
transitions andtheapproach.
to limits,constraints,
pagewhenthefiltTEl
Figure3.5-5is an exampleof thedisplayed key
is pressedon the CDU.
DES
PRE D TO
FLl 5g GO
6 1 ,IT D IS T
@D r ECON EE
[gE r ]{ AX
?50
SPD
IIES l3 ? g
134rj
??
?8
GO
EE
6D EE
(il GF
c59732#
Figure 3.5-5
This page was coveredin detail in the previoussection,with the

exceptionof the MAX DES mode.
p.231
3.5.2.1 MAX DES Tactical Mode
MAX DES is intendedto allowthe pilotto, "expeditedescent",when

requestedby ATC,withouthavingto disengagePROFILE.Pressing
LSK@ activatesthe MAX DES mode,causinga pushovertoattain
M,o -.02 MACH,V.o -10 kts, or 340 kts, whicheveris lower.The
verticalguidancethrusttargetis idle;however,speed is heldwith a
combinationof thrustand verticalrate.This maneuverresultsin the
aircraftbeingconsiderablybelowthe FMC calculateddescentpath.
The exactamountof the verticaldeviation,to a maximumof 9990ft,
is indicatedon the PROG page.When MAX DES is deselected,by
selectinganothermode,the aircraftlevelsoff untilthe descentpath
is re-intercepted.
NOTE. When ATC requestscause significantdeviationfrom

the defined vertical profile, it is recommendedthat
PROFILEbe disengagedand the altitudeand speed
changesbe accommodatedmanuallyon the FCU. lf
desired,after the change is initiatedmanually,the
FMC data can be changedaccordinglyand PROFILE
re-engaged.
3.5.3 Along Track Offsets
The Along Track Offset (ATO) waypoint,is a pilotdefinedlateral

navigationwaypointthat may be entered directly into the active
primaryflightplan only on the F-PLNpages.A waypointdefinedas
an ATO is includedin the listof 20 possiblepilot-defined
waypoints.
Operationallythis type of waypoint is especiallyuseful when the
clearance is received to cross a point before or after a waypoint
along the route of flight.
3.5.3.1 ATO Waypoints
An ATO waypoint,enteredas a PLACE/DISTANCE (PD),is written

in the SP to complywith an ATC crossingrestrictionthat is not part
of the selectedSTAR.Duringdescentan ATC clearanceis received
to, "Cross10 northof TGRNBatorbelowFL12O,maintainFL70".To
enter this altitudeconstraintinto the flight plan:
1. On eitherF-PLNpage writeTGRNB/-10in the SP (Display(A),

@, Figure3.5-6).
p.232
Rev 1 Dec/93 3.5-8
TLsO )
UE 1
TAL AS s rs 4 .a t/ FL37g
I
TSL g ? s?
B I
SKL g?r2 ?77 / FL?e4

BI
TGRNB 13 / F L27 6
( PD)
c
(L I M ) ?? ?59/ F L l4 8
EGNNB ?e ?3? / ? 5 AO
TG RNB/ - 1 O
lI50 )
TSL s a sa
(T /D ) to EE
E1
SK L t? ?77/ FL3S 9 EE
P D OL Lo " /FLI
EI
T GR N B ?g " z FLt53 60
( SPD)
( LI M ) ?4 ?50/ FLTOO @
t.t
Figure 3.5-6
2. Press LSK GD - the crossingrestrictionis, "northof TGRNB',

so mustoccurbeforethe waypointidentifyingthe crossingpoint.
When enteringATO waypoints,press the LSK adjacentto the
waypoint to which the crossing restrictionor constraintis
referenced.The FMC automaticallyplaces the ATO before,
- sign, or after, + sign, the referencedwaypoint,dependingon
which symbolwas used to define it. In this case, TGRNB/-10
(PDO1), occursbeforeTGRNB,exactlywherewe want it.(Display
(B), €)) See APPENDIXB, for properformats.
3. Writethe altitudeconstraint,FL12O,in the SP as,1120,and press

LSK @ . (Display(B), G)).
In (Display(B), Figure3.5-6),the ATO waypointis identifiedby the

FMCas PDO1, the firstof 20 possiblepilotdefinedwaypoints.Notice
the ATO occurs 1ONMbeforeTGRNB,and the altitudeconstraint,
p.233
3.5-9 Rev 1 Dec/93
Fl12O,isdisplayed it isa pilotentryanddoes

in largefont,to indicate
notcomefromthe FMC.lf theATCclearancealsoincludeda speed
at TGRNB,thatcouldalsobe placedindatalineEn-), e.g.
restriction
-2101FL120. See 3.1.3.2.6 - WAYPOINTINSERTION/F-PLN A
and B pages.
3.5.4 Holding
In practice,holdingis a simplematterof flyinga racetrack course

over a prescribed waypointor position while awaitingfurther
c leara n c e T
. h e F M C , h o w e ve r,ma ke s extr emelycom plex
computations to causethe AFSto fly thissimplemaneuver.
The path of all holdingpatternlegs, regardlessof the type, is

thesame.Theinboundcourseto thefix,turndirection,
basically leg
or legtime,areallastheyaredefinedintheflightplan.The
distance,
legtimeof an FMShold,as for anyhold,is forthe inboundlegonly,
and conformsto ICAOdirectives.
Holdingpatternentries,flownby the FMS,areidenticalto

thethree
acceptedentriesthatanypilotisfamiliarwith.
Thepilothasnochoice
oftheentrymaneuver- thecorrectentryisa matterof mathematical
calculation
withintheFMC.NAVmustbeengaged fortheFMSto fly
anytypehold.
3.5.4.{ Holding Pattern Types
Therearethreetypesof verydifferentholdingpatternsusedas legs

in a flightplan.See Section2.4 for formatdefinitions.
The main
differencebetweenthemisinthemannerinwhichtheyareterminated:
1. Holdingpafternto a fixedwaypoint(HF):A fixedwaypoint hold

terminateswhenthe aircraftfirstsequencesthe holdingfix after
theholdbecomes active.Theaircraft mustmakeonecircuitinthe
hold,and thenexitautomatically alongthe routeof flight.
2. Holdingpatternwith an altitudetermination(HA):Thishold
terminationis dependenton the altitudespecifiedin the flight
plan,and is most oftenusedwhen terrainis a consideration
duringthe CLIMBphase.lf the aircraftreachesor exceedsthe
p.234
Rev 1 Dec/93 3.5-10
Chatvi AP45
AS|O FMS PILOVS GUIDE
altitudesgecifiedin theflightplanbeforethe HA legis active,the

aircraftdoesnot enterthe hold.Lateralguidancesequences to
the nextlegandthe aircraftcontinuesalongthe routeof flight.lf
the specifiedaltitudeis reachedwhilein the hold,the hold is
terminatedwhenthe aircraftnextcrossesthe fix, and the flight
planrouteis continued.
3. Holding pafternwith a manualtermination(HM):A Holdis

terminatedmanually wheneverthe IMMEXITpromptis pressed.
Whenthe IMMEXITfunctionis active,the aircraftfliesdirectto
theholdingfix,regardless
of theheadingat thetimeof activation,
and existsthe holdalongthe flightplanroute.
All thismeansto the pilotis:
o HF and HA holdsare: DataBasederived(normallyProcedure

Specified,or necessarydue to flightconditions) and the pilot
cannotmanually enterthemintotheflightplan,although theymay
be deletedif desired.Thesetwo typesof holdscomefrom Data
Base,usually witha CORTE,andareintended to coverdeparture
or arrivalcontingenciesfor the definedorigin/destination.
. HM holdsare pilot-entered or definedholdingpatterns, and are
thetypemostoftenencountered. Manualholdsmaybe doneat
anywaypoint, exceptthe TO waypoint, including PPOS,andare
alwaysfollowedby a F-PLNDISCONTINUITY, and is manually
enteredby a lateralflightplanchange.
3.5.4.2 Hold Page
The HOLDpageis accessedfromthe LAT REVpageby pressing

LSK@ . The pointselectedfor the LATREVbecomesthe revise
point,or in the caseof a Hold,the HoldingFix.
of therevisepointselectedfortheLATREV.
Thetitlelineis reflection
Therearethreepossibletitlelines:
1. DATABASEHOLDAT NNN - Hold parameters are database

derived,are a reflectionof publishedor procedurespecified
parameters,
andhavenotbeenchangedbythepilot(Figure3.5-8).
p.235
Chatvi AP45
2. COMPUTED HOLDAT NNN - Indicates a published

holddoes
not existfor NNN.The inboundcoursedisplayedis the actual
aircraftcourseinboundto the fix (Figure3.5-8).
3. HOLDATPPOS - Holdpagewithsystemcomputed parameters
whichhavebeenchangedby the pilot(Figure3.5-9).
The followingthreeexamplesare genericHOLDpages,and are

pagecontentsthat may be encountered.
intendedto demonstrate
To clarifythedifference
betweena DATABASE anda COMPUTED
HOLD,Figure3.5-7is a diagramof the holdingfix showingthe
inboundradialand the DATABASE HOLDon the 300 deg. radial.
TheCOMPUTED HOLD,beinga Directentry,is notshown.
Figure3.5-7
Assumethecourseinboundto thefix isthesamein bothcases,200

deg. In the caseof the DATABASEHOLD,the entrywouldbe a
ParallelOutboundon the non-holdingside(Figure3.5-7).
The COMPUTEDHOLDhowever,is a Directentry,becausethe

holdingradialis beingtrackedinboundto the holdingfix.
p.236
3.5-12
Chatvi AP45
Figure3.5-8is a combination HOLDat NNN,and

of a DATABASE
a COMPUTED HOLDat NNNpages.
D ATA B A S E
HOLD r NNN
INB CRS ÎIlE/DIST
T
ED t ? o " I.O/te.s
TURN
EO L
TRIP
6D 9 .2
RTE COMPUTED
GD r . t/ HOLI) A T N N N
INB CRS TII.IE ,/IIIS T
@
F I NA
3.8
?oo' L.O/tz.s
T URN
@ R
T RIP L II.IIT G1.ITl FU E L
9 .2 t?37 / 17 .8 EE
RT E RSV /Z A LTN FU E L
t. r/5.6 LGTH/ 3.7 EE
F INAL /T INE
s . e/OO3O NO ALTN* EB
*INSERT RETURN) @--@
Figure 3.5-8
Noticethat the only differencein page contentis the title,FEI , and

IZD . Onceagain,a DATABASEHOLDis the publishedor procedure
specifiedhold for the revise point, and the COMPUTEDHOLD is
when the revisepointdoes not havea publishedholdingprocedure.
TITLE - DATABASE HOLD AT NNN/COMPUTEDHOLD at NNN

-The hold comesfrom the databaseor is computedfor the fix.
@ INB CRS - The pilot can modifythe inboundcourse.The I

default is the course to the holdingfix from the preceding
waypoint.lf the holdingpointis the FROMwaypoint(meaning I
the holdis at presentposition),the presenttrackis the default
value of the inbound course. In the DATABASEhold, the
parametersare publishedon the enrouteor approachcharts.
The GOMPUTEDholdINB CRS is the actualaircraft heading
inboundto the fix. lf dashesare displayed,becausepresent
track is invalid,data entry is still allowed.
p.237
3.5-13 Rev 1 Dec/93
Chatvi AP45
@ TURN - Displaysthe turn direction(TURN).The pilot may

specifya rightor left holdingpatternby enteringa R or L via
the scratchpad.Right-turndirectionis the defaultvalue.
@ TRIP - The FMC calculatedfuel burnofffrom the holdingfix

to the destinationis displayedin this field.
@ RTE RSV/% - This representsthe route reserveexpressed

as actualfuel and percentageof trip fuel from the holdingfix
to the destination.
@ FINAUTIME- Sameas lNlT pageB.
@ *INSERT - The*INSERT promptinsertsthe holdingpattern

into the flight plan, and returnsthe displayto the accessing
F-PLNpage.This promptis displayedonly when @ , @ ,
and Fnl have been completedand the hold is not an existing
manualterminationhold(HM)in the flightplanat the selected
holdingfix. lf an HM is alreadyin the flightplan,at the selected
holdingfix, a pilotmodificationis requiredat FE| , @ , @,
or @ , beforethe promptis displayedagain.ln otherwords,
unlesschangesare madeto a hold,there is nothingto insert.
lf the hold is at PPOS, the holdingfix is the aircraftLAT/

LONG at the momentthe *INSERT promptis pressed,and
is labeledTURNINGPOINT(TP) by the FMC.
lf the hold page is left prior to activationof the *INSERT

prompt,all entereddata is erased.Priorto activationof the
{6INSERTprompt,any entereddata can be clearedby the @
function.(@, Figure3.5-8).
@ TIME/DIST- This is the time in minutesand the distancein

nauticalmiles, of the holding pattern leg. Time is the leg
definingvalue, the distance is calculatedaccordingly,and
may be modifiedby the pilot.The time field defaultsto the
ICAOvaluefor the altitude,e.9.,1.0 minuteat or below14000
MSL.and 1.5 minutesabove14000MSL.
p.238
Rev 1 Dec/93 3.5-14
Chatvi AP45
Instead of entering a time, a distance may be specified,for

instance,a DME hold. In this case the distancebecomesthe
leg definingvalue,and time is calculatedfor the leg distance.
A distanceentry must be precededby a slash (/ ). A pilotentry
of bothtime and distancecausesdisplayof the SP message,
'FORMAT ERROR', and the entry is rejected.
lf a defaulttime cannot be calculatedby the FMC because

aircraftaltitude is invalid,the TIME/DIST,field is dashed,
however,entry is allowed.
The leg definingvalue of TIME/DISTis displayedin LARGE

font, the calculatedvalue in strlntt font. Any pilot-entered
value becomes the defining parameter,and is therefore
displayedin LARGEfont.
@ REVERTTO - This field is displayedanytimea new holding

leg is defined by the pilot. The [Zn] data line is either
COMPUTEDor DATABASEdependingon displaylogic.The
appearanceof this promptindicatesthat the holdingpattern
has been modifiedby the pilot.(See @, Figure3.5-9.)
@ LIMITGMT/FUEL - The time the holdshouldbe exited,and

the fuel remainingat that time,to arriveat the destinationwith
planned reservesintact.These are calculatedvalues, and
pilotentry is not allowed.
@ ALTN/FUEL - The alternate destination is displayed in

LARGEfont, unlessno alternateis defined,and then NONE
is displayed.The calculatedfuel burnoffto the alternateis
displayedin stunll font. Pilotentryof a value is allowed,if no
alternateis defined, and is displayedin LARGE font. An
alternatedestinationcannot be definedon this page - lNlT
pageA only - SP message,"NOTALLOWED",is displayed
if entry attempt is made.
p.239
3.5-15 Rev 1 Dec/93
Chatvi AP45
@ NO ALTN - This promptis only displayedif an alternate

existsand the revisepoint(holdingfix) is in the
destination
primaryportionof theflightplan.PressingLSK@ , whenthe
NO ALTN* promptis displayed, deletesthe alternatelegs,
andthealternatefuelcalculations.
Thisisuseful
whenadditional
holdingfuel calculations are desirable,and alternative
are no longernecessary.
calculations
@ RETURN- Pressingthis LSK returnsthe displayto the

accessingLATREVpage.lf theRETURN> promptis pressed
beforethe *INSERTprompt,all entereddataon the pageis
erased(@, Figure3.5-8).
Figure3.5-9 is an exampleof a PPOS hold in which the computed

data is modifiedby the pilot.
HOLD PPOS
CRS ^r T I} IEIIIIST
.8/?O.O
REVERT TO
COMP U T E D
L Il.IIT GI,IT lF UEL
t?37/17.8
RTE RSV/' /. AL T N F UE L
r.r/5.6 LGTH/ s.7
F I N A L/T INE
s . a/O63O N0 ALTN*
* I NSERT >
RETURN
Figure 3.5-9
ln this case,a 20 mile DME leg is specified@, and the turnsare to

the left@ ratherthanthe standardrightpattern.Whenthistype hold
is insertedintothe F-PLN,PPOS becomesTURNINGPOINT(TP).
See Figure3.5-10. PressingLSK @ , in Figure3.5-9,returnsthe
modifiedvaluesto their defaultstate.
Holdingpatternswith terminationat a waypointor altitudeare only

availablein CO RTEs,SlDs,and STARS.Thereare no provisionsfor
pilot-enteredholdingpatternconstraints.
p.240
3.5-16
Chatvi AP45
3.5.4.3 Holding Pattern Exit
The F-PLNpageis displayedwhen the*INSERT promptis pressed,

with the HOLD inserted.Once insertedin the activeflight plan, a
HOLD is displayedin the F-PLNwith the inboundcourseto the fix
(label above the fix ident), the turn direction("HOLD R or L")
followedby the inboundcourseto the Holdingfix whilein the HOLD.
In the case of an HM hold, the holdingfix is followedby a F-PLN

DISCONTINUITY (Figure3.5-10).The displayremainsunchanged
as the aircraftfliesto the holdingfix. However,the momentthe fix is
sequenced,as the holdingentry maneuverbegins,the promptIMM
EXIT* appearsin data line (lE-|.
FRolr 55 1 2 )
GD T-P 1253 IMM E X I T * @ qfir
EE v{I
c lt 3'
ED HoLD R ---/------
GD T-P ---/------ EE
ED ---F-PLN DISCONTINUITY-- 6E
ED EGNNB ---/------ 6E
ct1 g .
GD D160P ---/------ GE
1J
c59737!
Figure 3.5-10
PressingLSK [TFl, when the IMM EXIT* prompt is displayed,

causesthe aircraftto immediatelyexitthe holdby flyingdirectlyback
to the holdingfix, and continuingalongthe routeof flight.In the case
of an HM hold, if the F-PLN DISCONTINUITY is not cleared,the
A/P will disconnectwhen the aircraftcrossesthe holdingfix intothe
DISCONTINUITY.
p.241
3.5-17 Rev 1 Dec/93
Chatvi AP45
A3'O FMS PTLOTYSGUTDE
When the IMM EXIT* prompt is activated,it is replaced by a

RESUMEHOLD* prompt,which will be displayeduntilthe aircraft
leavesthe holdingfix. lf the RESUME HOLD prompt is pressed,
anytimepriortoleavingthe holdingfix, the holddefinedin the F-PLN
is re-enteredthe next time the aircraft crossesthe holdingfix.
NOTE: Any holdingpatternmay be exitedby doinga DIR TO a

down trackwaypoint.This actioneliminatesthe holdfix
and allwaypointsbetweenPPOSand the DIRTO point.
3.5.5 Transition To Approach Phase
FMS transitionfrom the DESCENTflightphaseto the APPROACH

flight phase occurs:
1. When a destinationexists in the lateralflight plan.

2. When the activeor next lateralflightplan leg is not an HM leg.
3. When the slaUflapconfigurationis not clean/zero.
p.242
3.5-18
Chatvi AP45
APPROACH
TABLEOF CONTENTS
PAGE
3 . 6 AP P R O A C H .............. ...............3.6- 1
3 . 6 . 1A p pro a ch Page ..............3.6- 1
3 . 6 . 2F M Al n d i ca ti o n s .............3.6- 4
3 . 6 . 3P r o ce d u re
T u rn s ............3.6- 6
3.6.3.1Procedure Specified PROCT .............
3.6-6
3 . 6.3 .2Ma n u aTl e rmi n a ti on
PROCT..............3.6- 7
p.243
Chatvi AP45
p.244
Chatvi AP45
A37O FIWSPTLOT'S OUIDE
3.6 APPROAGH
The APPROACH phase extends from slaUflap extension to the
touchdownpoint,andis composedof level and descendingflight
path segments,with lateralguidancerespondingto the selected
STAR,or radarvectorsfromApproachControl.Flaps/slatsextension
(e.9., not clean) initiatesaircraft decelerationto the associated
approachflight phase speeds if a destinationexists and the next
eventis not a Hold.(See Section3.5.5).
The APPROACHphase includesthe missedapproachprocedure

applicablefor the selectedrunway.
Lateral and vertical guidance control switches to the selected

approachas NAV disengagesat localizerintercept,and PROFILE
disengagesat glide slope intercept.
3.6.1 Approach Page
During,or just priorto the beginningof the APPROACHphase,the

APPROACHpage is accessedto reviewthe approachparameters.
Access to this page is gained by pressingthe [-^"-4.)
key on the CDU
keyboard.
APPROACH
L ANDING L ],l=128.3
GD CONF IG
VF TO
ED t? 6 /? g O=??8
SL T R E TR
GD 3q/49 5=194
FLP R E TR
EB Y tpp=144 F=159
l.IIND CORR
ED s MDA = 3 6 5
[g* <G0 AROUND FINAL APPR*
Figure3.6-1
p.245
The APPROACHpageis displayedwhenthe [^'.3.1 key is pressed

providing phase
theflight isCLB,CRZ,DES,orAPPR,otherwise the
TAKEOFFpageis displayed. In this case,the APPROACHpage
accessis via LSKfromthe TAKEOFFpage.lf thereis no primary
destination
whenthe LSK @ is pressed,the SP message,"NO
DESTINATION", is displayed
insteadof theAPPROACH page.See
Section3.2.1,TAKEOFFPAGE.
The purposeof the APPROACHpage is to allowselectionof a

landingconfiguration, approach
MDA,displayselected speeds,and
provideaccessto the GO-AROUND page.
@ LANDINGCONFIG- This data line is the titlelinefor the

landingconfigurations
displayedin tZD and [5f1. No data
entryis allowed.
@ The landingconfigurations- slat/flapsettings- availablefor

@ selectionare displayedon thesetwo datalines.The select-
ed configurationis displayedin LARGEfont. 30140is the
defaultvalue.
@ VAPP - The CAS finalapproachlAS, or VREF, is displayed

here in LARGEfont.The value is calculatedby the FMC and
cannotbe modifiedby the pilot.
@ WIND GORR - The wind correctiondefaultsto zeroand may

be modifiedby the pilot.lt is alwaysdisplayedin LARGEfont,
and the value is used to calculateVAPP.
@ GO-AROUND- Providesaccessto the GO-AROUNDpage

when LSK @ is pressed.Promptis not displayedunlessthe
flight phase is CRUISE,DESCENT,or APPROACH.See
Section3.7, GO-AROUND.
@ tlU - The predictedlandingweight is displayedin this label

line. No pilotentry is allowed.
@ VFTO - Velocity Final Takeoff - GREEN DOT - u0" -

Clean Maneuveringspeed.
p.246
Rev 1 Dec/93. 3.6-2
Chatvi AP45
@ SLT RETR- usu- SLATRETRACTION

speed.
@ FLP RETR- uFu- FLAPRETRACTION

speed.
Thevaluesin dataline[Zn-|, andGR-|,

IgE-|, arecalculatedbytheFMC
but may be modifiedby the pilot.Valuesare alwaysdisplayedin
LARGEfont.The defaultstateis the FMCcalculated value.
@ MDA - Thisdatalineis displayedand pilotentryis allowed

underthe followingconditions:
1. Theflightphaseis DESCENT or APPROACH.

2. A Non-Precision
approachis selected.
3. A destination
runwayis selected.
4. The destinationrunwayis not precededby a F-PLN
DISCONTINUITY.
\Mrenall of these conditionsare satisfied,MDA = [ ] is

displayed in stunllfontuntila numericalvalue
is inputand
confirmed by pressing the FINALAPPR* promptadjacent
to LSK @. lf aboveconditions are not met,the fieldis
blank.lf any of the aboveconditions occurafterdata is
entered,the data field blanksnothingis displayed. The
FINALAPPR* promptdisappears afterLSK@ ispressed,
the bracketsdisappearfromdatalineFF-|,the inputvalue
is displayed in LARGEfont (Figure3.6-1,O).Useof the
CLRfunctionin thisfielddeletesthe inputvalueand the
displayrevertsto bracketprompts.
@ FINALAPPR* - Thispromptis displayed afterdatais input

in dataline[En-|.
PressingLSK@ confirms the MDAinputin
dataline6n-1,the FINALAPPRif promptdisappearsand the
bracketsdisappearfrom aroundthe MDAvalue.
p.247
3.6-3 Rev 1 Dec/93
3.6.2 FMA Indications
Selectionof the RWY/STAR,

to LGAT33R,was coveredin Section
3.4.6.1. purposes,
AircraftPPOSonthe STAR,for demonstration is
betweenTGRNB,theFROMwaypoint, andEGNNB,theTOwaypoint
(seeFigure3.6-2).
FRor{ tIsO )
B1
TGRNB TTQI 311,/ FL168
.(sPD)
( LIM ) as ?5O/ F L IO O
EGNNB sa ?ss/ FLSB I
c13g'
EGN13 rr ? ? O /+ 3 OOO
c965.
B RA V 14 ? OO/ ? 5 60
(L E V E L) rs es s / ,r 4 1
Figure3.6-2
Byreference to F-PLNpageA it canbeseenthattheaircraftcrossed

TGRNBat 311KIASat 16800MSL@, anda speedreduction
to 250
kts.isto occurat 10000at 11OSGMT@tt necessary, speedcanbe
furthermodified directlyon thispage,br manually
on the FCUafter
PROFILE is disengaged.
LANDis armedon the FCU,allowingintercept

of the LOCandG/S.
DatalineGD displaysthe (LEVEL)pseudowaypoint @, indicating

a levelverticalsegmentfor glidepathintercept
at 2300MSL.IASis
200K|AS,at this point,and the aircraftis beingconfiguredfor
landin g .
p.248
3.6.4
Chatvi AP45
ExampleEFISFMAindications, at thispointon approach,

maybe
seenin Figure3.6-3.TheAFSis intheLOCTRACKmode,NAVhas
disengaged,andthe G/S is armedfor capture.
c60259#
Figure 3.6-3
PROFILE is engaged, as indicatedby P SPD and P ALT, and

remainsengageduntil G/S* CAPTURE.
A late configurationof the aircraftfor landing may result in the

approachbeing flown at a higherthan normalspeed. The aircraft
beginsto slowto the flap associatedtargetspeedswhen the flap/slat
configurationinitiated.A timely executionof the final landing
configurationallows decelerationto Vapp. lf the aircraft cannot
completethe decelerationto the final configurationVapp prior to
GlideSlopecapture,thenthe approachis flownat the speedexisting
at Glide Slope intercept.
Figure 3.6-4 is an exampleof G/S{eCAPTURE (A), PROFILEis
disengaged,and G/S TRACK (B).
c59740#
Figure 3.64
p.249
3.6-5
3.6.3 Procedure Turns
Thereare two typesof procedureturnsusedas legsin a flightplan

(seeSection2.4 tor WaypointFormats):
1. PROC T to intercepta course(Pl) - The procedure comes

fromdatabasewhentheapproachrunwayis selected.lt mustbe
followedbya Courseto Fix(CF)legbackto thePROCT fix,which
is alsotheFAFin mostcases.TheinboundcoursefortheCF leg
is definedby the flightplan,and corresponds
to the approach
procedure specifiedPROCT for the landingrunway.
2. PROCT witha ManualTermination (PM) - Thisprocedureis
manuallydefinedby thepilot,andis alwaysfollowedby a F-PLN
DISCONTINUITY, whichcannotbeclearedfromtheflightplanby
the CLRfunction.
Thepurposeof a PROC T is to accordthe pilotthetimeto configure

the aircraftfor approachand landing,whileperforming a course
reversalmaneuver to aligntheaircrafton thefinalapproachcourse.
A PROCT is normallyonlyflownin a non-radar environment.
the FMSfliesa PROCT as a greatcirclecoursefromthe

Basically,
PROCT fix,or revisepoint,to the initialturnpoint.The FMSthen
makesa 180degreecirculararcturnbackto a courseparallel to the
outboundcourseto affectan interceptto the finalapproachcourse
inboundto the PROCT fix - a coursereversalin simplerterms.
3.6.3.1 Procedure Specified PROG T
Figure3.6-5is an exampleof a PROCT specified

by an approach
procedure.
p.250
Rev 1 Dec/93 3.66
tith dm. nf lhir dmrm.6t
Chatvi AP45
;*,
PROC T FIX INBOUND POINT

COURSE INTERCEPT
FAF TO FAF
Figure3.6-5
Thisterminalareaprocedure is definedin the NAVDataBaseand
providesforcoursereversalwhenrequired. lf a procedure
turnis not
desiredfor theselectedapproach,it maybe clearedfromthe F-PLN
withthe CLRfunction,at anytimepriorto beginning the approach
procedure.
3.6.3.2 Manual Termination PROG T
A PROCT witha manualtermination (PM)maybe definedat any
waypointin the flightplanby firstdoinga LATREVat the desired
procedure turnfix.As withany LATREV,thisfix or pointbecomes
the revisepoint.Figure3.6-6is the LATREVfromPBD01page.
LAT REV FRolr PBDOI

lfKR/3 4 5 .5 ' /e .g
(iD STAR> GO
ED HOLD> EE
ED PROC T> lSl(l qJz
gl
-ll
NEI{ I{ PT CO R TE
6D *[]tl* EO
NE} I R TE TO
6D P B DOI / t l* 6E
GD RE T URN>@
c59742t
Figure 3.6-6
p.251
Chatvi AP45
A3'O FMS PTLOT'S GI'TDE
the pRoc r> prompt,resultsin displayof the

PressingLSK [3-R-t,
PROCT at PBD01page.Two possibilitiesexistfor thispage.
PROC T Ar PBDOI
O UT B CRS
3 0 0'
I NB DIST
5 .A
I NB CRS
165.
* INS E RT RE TURN>
PROC T PBDOL
^r
O UT B CRS
lTr-1.
INB IIIST
El.tr
INB CRS
lTf-].
RETURN)
Figure 3.6-7
lf a PROC T alreadyexistsfor the revisepoint,data lines
@, @,
and [.il containthe d_atapertainingto this definedpRoc-T ((A),
Figure3.6-7).lf a PRoc rdoes notalreadyexistforthe revisepoint,
these same data linesdisplayboxes ((B), Figure3.6_7).
In the case of Display(A) above,any of the data is modifiableat the

optionof the pilot.
The purposeof the PRoc r page is to allow the crew to insertor

modifya procedureturn to a manualtermination(pM), in the active
primaryflightplan, at the revisepoint.
p.252
3.6-8
Chatvi AP45
Referringagainto Figure3.6-7,(A) and (B):
TITLE - Revisepoint,or PROC Tfix, atwhichthe procedure

turn is inserted,in this case PBDO1.
@ OUTB CRS - Gourseflown outboundfrom the revisepoint.
@ INB DIST - Distance,in nauticalmiles,of the inboundleg

from the FinalApproachCourseinterceptto the revisepoint.
@ INB CRS - Courseflown inboundto the revisepoint (Final

ApproachCourse). I
@ INSERT - PressingLSK GLl, insertsthe PROC T into the
activeprimaryflightplan.This promptis only displayedwhen
data lines @, @, and GD containdata, and the PROC T
does not already exist at the revise point. lf the PROG T
alreadyexists at the specifiedrevise point, any one of the
threedatalinesmustbe modifiedbeforethe*INSERT prompt
isdisplayed.Onceinserted,thedisplayrevertstotheaccessing
F-PLN page. lf any other mode key is pressed before the
*INSERT prompt,the newlyentereddata is erased.
@ RETURN - PressingLSK @ returnsthe displayto the LAT

REV page.
NOTE: CDU SP message,"ENTRY OUT OF FIANGE",is

displayedif the geometryof the pilot-enteredPROC T
cannot be flown. To ensure that this does not occur,
make certainthat the lnboundand OutboundPROC T
legshavean angularrelationshipof lessthan90 degrees.
In additionto the maximumspecifiedangle,the manual PROC T

has a slightlydifferentpatternthan the Nav Data Base PROC T
(see Figure3.6-8).
p.253
Chatvi AP45
ASIO FMS PTLOVS GUTDE
FAF INB CRS cssTrg,#
Figure3.6-8
Noticethereare no parallelOutboundand Inboundcourses.The

180 degreechangeof direction,and the interceptof the course
inboundto the revisepoint,is donein a constantturn.
Whenthedesiredparameters are inputon the PROCT page,and

the*INSERTpromptactivated by pressingLSKGD (seeFigure
3.6-7,(A)),thedisplayrevertsto the F-PLNpagewiththe PROCT
inserted,
followedby a F-PLNDISCONTINUITY.
ILS O +
GD PBDOT
P ROC T
eo M A NUA L EE
ED - - - F-P LN DIS CONTINUIT Y -_ 60
EB TSLNB EE
c1 65.
GD Rr,l17 ED
Ht8g.
til I NTCP T @
TJ
c59745{
Figure3.6-9
p.254
Chatvi AP45
ThisDISCONTINUITY cannotbe removedwiththe @ function.In

theexample, aftertheinbound turnis completed,a DIRTO TSLNB,
is t h e o n l y wa y to re mo veth e ma nual PROC T and the
DISCONTINUITY fromtheflightplan.Thisisthe"manualtermination"
of the PROCT that is requiredto exitthistypeprocedure turn.
A normalcompleteprocedure
turnpatternis displayed
on the EFIS
ND provided:
1. ThePROCT is partof theactiveor nextlegof theactiveprimary

flightplan.
2. TheNDrangeselected PANELis 15,30,

ontheEFISCONTROL
or60NM.
Otherwise the PROCT is depictedon the ND as a curvedarrow

the directionof turnof the PROCT only.Figure
symbol,indicating
3.6-10displaysan exampleof eachfordemonstration purposes @
a full PROCT pattern,@ a curvedarrowsymbol.
2? t2,a 2s
Figure3.6-10
p.255
Chatvi AP45
Forclarity,bothsymbolsaredepictedlargerthanwouldbe normal
on thisrangescale.
TheF-PLNDISCONTINUITY,following
theABCwaypoint,indicates
the PROCT displayed
hasa manualtermination
(pM)leg
3.6.4 Transition To Go-Around Phase
FMS transitionfrom APPROACHflight phaseto GO-AROUND

occurs:
1. Whenaircraftaltitudeis at least25Oft belowthe altitudeset

in the FCU.
2. The activeflightphaseis APPROACH.
3. The GO LEVERSare toggled.
p.256
3.6-12
Chatvi AP45
APPROACH
TABLEOF CONTENTS
PAGE
3 . 7 G O - A R OU N............
D ...............3.7- 1
3 . 7 . 1G o -A ro u nPda 9 e ......... ...3.7- 1
3 . 7 . 2M i sse dA p p ro a ch R o u te ..................3.7- 2
3.7.3SecondApproach To Destination ....3.7-6
3.7.4Diversion To Alternate ...3.7-6
3 . 7 . 5T r an si ti oTno th e D ON EF l i g htPhase...............3.7- 9
p.257
Chatvi AP45
p.258
Chatvi AP45
A3'O FMS PILOVS OUIDE
3.7 GO-AROUND
Thereis no operationalrequirementto access,check,makeentries,
or reviewthe GO-AROUNDpage priorto an approach'
3.7.1 Go-Around Page

prompton
ln additionto the accessprovidedby the <GO-AROUND
page
the APPROACHpage (See Figure3.6-1),the GO-AROUND
may be accessed under the followingconditions:
1. The @ key when the flightphase is TAKEOFFdue to a

Go-Around.
2. CLIMBfollowingthe sequencingof the destination,after a
Go-Around,and then only until a new destinationis definedin
the FMC.
3 .LSK@,o n theA P P ROA CHpage,whe n t h e f lig h t p h a s e is
CRUISE,DESCENT,or APPROACH.
NoTE: If the Go-ARoUND page is disp|ayedwhen the f|ight

phasetransitionsto CLIMBor CRUISE,the pagedoes
not automaticallychangeto the APPROACHpage'
Figure3.7-1 is the Go-AROUND page for RWY33Rat LGAT,the

primarydestinationfor FLT 1150.
AROUND
THR RED
157 e EB
ACCEL
157 6 GE
FLP RET R EO ACCEL
F=159 167 e 6B
SL T RET R EO THR R E I}
5=195 r57 e 60
VF T O
0=?29 APPROACH>@
Figure3.7-1
p.259
3.7-1 Rev 1 Ded93
Chatvi AP45
@ RWY - The selectedapproachrunwayis displayedin this

@ datalineunderthepagetitle.lf noapproach
runwayhasbeen
defined,dashesaredisplayed. WhentheACARSPINfunction
is enabledthisfield@ is blanked.
@ FLP RETR- Flapretraction

speed.Sameas
APPROACH page.
@ SLT RETR- Slatretraction

speed.Sameas
APPROACH page.
@ VFTO - FinalTakeoffVelocity,GREENDot.Same
as APPROACH page.
@ THRRED - Thethrustreduction
altitude.
@ ACCEL- The acceleration

altitude.
@ EO ACCEL - The engineout acceleration

altitude.
@ EO THR RED - The engineout thrustreduction

altitude.
@ APPROAGH- AllowsaccesstotheAPPROACH page.This

promptis onlydisplayed if a primarydestination
is definedin
the activeprimaryflightplan.
Entriescan only be madeon the GO-AROUND pageif the flight

phaseis CRUISE,DESCENT, or APPROACH. Oncethe flight
phasetransitions to TAKEOFFor CLIMB,the SP message,'NOT
ALLOWED", is displayed
if an entryattemptis made,andthe entry
is rejected.
3.7.2 Missed Approach Route
Theactualmissedapproachis a combination of theTAKEOFFand

CLIMBphasesasfarastheFMSisconcerned. Tothepilotit issimply
a plannedandbriefedprocedure to followwhena missedapproach
is executed,for whateverreason.
p.260
Rev 1 Dec/93 3.7-2
A3'O FMS PTLOT'S OUTDE Chatvi AP45
Figure3.7-2,F-PLNpageA, showsthe publishedmissedapproach

procedurefor R\ttfY33Rat LGAT.
FR o t{ LLSO )
cs 6 5 '
BRAV 1 1 1 3 ? 4 1 / ?366
c 3 33'
H KNB r s 1 7 6 / ?5gO
c 3 33' -?.7'
RtÎ3
3R 16 te e / ?5gA
H3 33.
600 €
H2 t ?.
INT CPT
c? 4?.
EGNNB
Figure3.7-2
The procedurebeginsafterthe runway,witha climbto 600ft on a

headingof 333 degrees@, then a left turn to a headingof 212
degrees@, to intercepta courseof 242 degreesto EGNNB@.
The 242 degreeradial,in this case,happensto be the published

holdingradialfor EGNNB.The FMSfliesthe aircraftto EGNNB,
alongthe missedapproachpath,and executesthe correctholding
patternentry,a Teardrop,basedontheangularrelationship between
aircraftheadingandthe holdingradial(seeFigure3.7-S,@). fne
dashedline,in Figure3.7-5,is the missedapproachpath-5ndthe
holdat EGNNB.Referring backto Figure3.7-2,@, the altitudeof
600e, withthe arrow,meansthe aircraftturnsto a headingof 212
degreesafterpassingan altitudeof 600ft. The arrowis a Specified
Turnarrow,in the direction of the turn - the pointor altitudemust
be sequenced beforethe turn is executed. (SeeSection2.2.)
p.261
3.7-3
Most missed approachesinclude a Hold at the clearancelimit,

EGNNBin this case.
F ROl.l IISI )
H 33 3 .
IiD 60@e 1163 ?o9/ 70q
ED (r/c) sa ees/ FLO4O EE
H2t ?'
ED I NTCP T s6 ? 8 A/ 4 SgO GE
c?4?'
ED EGNNB oa ?OO/+ 4O A g 60
L II{ IT HOL I)
6D H OLDR l43O sPEED ars 6E
(il E Gc sN6N2B' | | sa s ?a / 4gg g (Eo
f0
c59749#
Figure3.7-3
Scrollingdown[-T-ltwo positionsrevealsthe Holdis alreadya part

of themissedapproach procedure. the HOLDpagecould
lf desired,
be accessedto makenecessarychanges.
p.262
3.7-4
I l.a dic.l^.'r. dt lh. infd.mtlktn dn lhis D.m i6 subiect
Chatvi AP45
LAT REV FRoH EGNNB

37 45. 5N/ s ?3e5. 5E
( A I R]ÎAY HOLD>
P ROCT>
NEI{ I{PT CO RT E
* []tl*
NEl{ RT E TO
E GN N B /t l *
EN ABLEA LTN RE TURN>
DATABASEHOLD TT EGNNB
INB CRS TI}|E ID IS T
GD s 6 ? . -.-/?O.O
T URN
EO R
Lrr{rr \!!'_i'_y'_'_
ED Illl
RT E RSV/' I A LTN FU E L
EO -.-/-.- LGTS/ ?.4
F INAL /T INE
6D z.z/OO3O N0 ALTN*
[g * *INSERT RETURN>
Figure 3.74
For example,20NM legs have been requestedand approvedfrom

ATC (O, Figure3.7-4).PressingLSK @ , insertsthe changeinto
the flightplan.Noticealso that the publishedholdfor EGNNBis the
242 degreeradial - INB CRS in the hold is 062 degree.
p.263
3.7-5
Chatvi AP45
3.7.3 Second Approach To Destination
lf anotherapproach isflownto theprimarydestination,

it needsto be
redefined in the FMC,becauseit is no longerpartof the remaining
flightplan.To havethe variousapproaches available
for selection,
the destination airportmustbe redeflned in the FMC.
Referbackto Figure3.7-4,@, notethe NEWRTETO fieldin data

line [sE-|.The aircraftis presentlyholdingat EGNNB.This field
alwaysreflectsPPOSas the FROMpoint,therefore EGNNB/[ I
is displayed.
To redefinetheprimarydestination,
writeLGATin theSPandpress
LSK[sR-|,LGATis nowpartof theflightplan,the approachrunway
can be selected, and anotherapproachcan commence. LGAT,as
the new destination, occursin the flight plan afterthe EGNNB
holdingfix, so flightplanningfrom that pointcan occurwithout
impactingthe hold.
The aircraftcontinuesto hold at EGNNBuntilanotherapproach

clearanceis received,and hold exit is performedin the normal
manner- IMMEXITor DIRTO.
3,7.4 Diversion To Alternate
lf continuedholdingis impractical,
from a fuel standpoint,
or the
definitepossibility
of anotherapproachbeingunsuccessful exists,
diversionto the alternate
airportmustbe considered.
Figure3.7-5showsthe primarydestination
of LGAT(1),the holdat
EGNNB@, and the alternaterouteto LGTS @,-th" alternate
airport.
p.264
3.7-6
Chatvi AP45
A31O FMS PILOT'S GU'DE
(L-LG)
11. 0M KR
IIKR-LGTS
RW17
TSL
ATH.LGATRW33R
VO
c61209#
Figure 3.7-5
DuringPREFLIGHT,LGTSwas selectedas the alternate,however,

no specificroutewas availablefrom the data base to this alternate
( se eSecti on3 .1.2.1,lNlT pageA ).
The processof flying to the alternatebeginswith a LAT REV at the

pointyou wish to leave currentroutingand proceedFROM. In this
case the LAT REV would be FROM EGNNB,the holdingfix.
p.265
3.7-7
Chatvi AP45
Referring backto Figure3.7-4,@;, noticethe prompt*ENABLE

ALTN.Thisfunctionis usedto indorporate the alternateportionof
theflightplanintotheprimary
flightplan.SeeENABLE ALTERNATE,
Sec t io n
3.1.3.2.
Therulesgoverning
theactivation
of theENABLE
ALTNfunction
are
as follows:
1. Theflightplanmusthavean alternatedestination,andtherevise
pointmustbe partof the activeprimaryflightplan.
2. Whenthe ENABLEALTNfunctionis activated, all waypointsin
the originalprimaryflightplan,downpath
of the revisepoint,are
deleted;this includesthe primarydestination and the entire
missedapproach.
3. Thealternatedestination theprimarydestination,
is redesignated
and the formerprimarydestinationbecomesthe newalternate
originwaypoint.
4. Thealternate flightplanis strungintotheprimaryflightplanwith
a DISCONTINUITY between therevisepointand
thefirstwaypoint
in the alternateroute.
5. TheFROMwaypointmaybethe revisepoint;inwhichcaseNAV
disengages
- TheAP/FDengagesin HDG.
6. AllSPDandALTdescentconstraints,aswellasTIMEconstraints
betweenPPOSandtheformer primarydestination,
including
the
formerprimarydestination,
are deleted.
7. ThealternateCRZFL,if onehasbeenspecifiedfroma CO RTE,
orspecified
duringPREFLIGHT bythepilot,becomestheprimary
CRZFL.
Sinceno alternateroutewas specified,duringPREFLIGHT, when

LSK@ is pressed, LGTS,the F-PLNpage
enablingthe alternate,
will containthe FROMwaypoint,EGNNB,followedby a F-PLN
DISCONTINUITY, andthe newprimarydestination,LGTS.
p.266
3.7-8
Chatvi AP45
Referringagainto Figure3.7-5,the routecan be builtby the PNF,

usingthe enroutewaypoints TGRNB,SKL,and TSL.At the same
timethePFcanestablish theaircraftonanintercepttotheroute,with
theFMSengaged in HDG,or do a DIRTO TGRNB,andthenstring
the othertwo waypointsintothe flightplan.
predictions
Withina few secondsafterthe flightplanis completed,
to the newprimarydestinationare available.
3.7.5 Transition To the DONE Flight Phase
SeeSection3.8,DONEPHASE.
p.267
3.7-9
Chatvi AP45
p.268
Chatvi AP45
DONEPHASES
3.8 DONE PHASE

Afterlandingthe FM transitions to the DONEphasewhenthe FMS
sensesthattheaircraftis notairborne and15secondsafterthesecond
engineisshutdown withfuelflowlessthan220PPH.Atthistime alldata
enteredfor the flightis erased.At shutdown, if the activeandSEC
F-PLNsharea commonleg,theSECF-PLNiserasedwiththeactive
F-PLN.TheMCDU,afterashortdelay, displaystheA/C STATUS page.
ExitfromtheDONEphaseisaccomplished bypressing thefil,rI orF R'l
modekey,sequencing theflightphaseto PREFLIGHT. Inthe caseof
a throughflight,a quickalignof the lRUsis necessary, to levelthe
platformsand zerothe groundspeedvalues.
To retaina flightplanfor immediate

or futureuse afterlanding,the
activeF-PLNmaybe copiedintothe SEC F-PLNandthe activeleg
alteredto preventSECF-PLNlegsequencing. Afterlanding,
theSEC
F-PLNis preserved andmaybe activated for immediate use.
NOTE: Fortrainingflights,whereanothertakeoffis planned

andDonePhasehasnotaccurred, the previous flight
planis lostaftertouchdown; however.it is stillin the
SEC F-PLNand may be activated, makingit unnec-
essarytogothrough theentireflightplanningprocedure
beforeanothertakeoffcan be accomplished.
p.269
Chatvi AP45
NAVIGATION
TABLEOF GONTENTS
4.0
4.1
4.2
4,3
4.4
p.270
Chatvi AP45
p.271
Chatvi AP45
NAVIGATION
4.0 NAVIGATIOI{
OVERVIEW:
TheFMCcomputes aircraftpositionutilizing
anddisplays inputfrom
ADC,lRS,VOR,DME,and lLS.Aircraftpositiondetermination is
arrivedat independently
by each FMC, utilizinga mix of the
availableinputdata.
Signalsfromthe threelRUsare usedto computeinertialposition,

while signalsfrom VOR, DME, and ILS facilitiescomputeradio
position,
providenavigation guidance.
updates,andtakeoff/approach
Radiotuningis performed by the FMC,utilizing
automatically facili-
ties capableof furnishing
the highestobtainableaccuracylevels.
Provisionis alsomadefor manualtuning,viathe PROGpageof the
CDU,andVORCONTROL PANELS.
Whileradiotuningby the FMCmayoccureitheron the groundor
inflight,radiopositionupdatingonlyoccursinflight.
4.1 NAVIGATION FUNCTION
To computean accurateposition,and providethe crew with a

reliableaccuracylevelassessment,
the FMCtunesthe bestavail-
ableNAVAIDS, and selectsthe mostefficientnavigation
modeto
computea preciseposition.The navigationmode combinations
enrouteare:
. IRS-DMEs
. IRS-VOR/DMEs
. IRSonly
and on approach:
. IRS-DMEs
. IRS-VOR/DMEs
o IRS-ILS/DMEs
p.272
Chatvi AP45
4.1.1 IRS Position
ThethreelRUsareinitialized, on theground,normally throughone

of thetwoCDUs.Departure coordinates areautomatically specified
by theselection of a route(CORTE),or an airportof origin(FROM/
TO).Coordinates fromDataBasemaybefurtheradjusted manually
to conformto a specificgateposition, whichis sentto thethreelRUs
withactivation of the ALIGNIRSprompton the lNlTA page.(See
Section 3.1.2.5,PREFLIG mayalsobeaccomplished
HT).Initialization
on the ISDUwithidentical results.(SeeSection 6.2.4,ISDU.) After
process,
the initialization eachFMCusesthethreeIRUpositions to
computea meanpositioncalledthe IRSposition. (SeeFigure4-1.)
IRU 1
C59T
MIXED IRS POSITION
Figure 4-1
4.1.2 FMG Position
Each FMC usesthe IRS positionas its own positionuntilthe thrust

leversare advancedand the GO LEVERSare toggledat takeoff.At
this time the FMCs are updatedto the runwaythresholdposition
storedin DataBase.The differencebetweenthe mixedIRS position
and the FMC thresholdpositionis calledthe BIAS.This computed
differenceis then added to subsequentFMC positions.
(See Figure4-2.)
p.273
4-2
Chatvi AP45
A/C AT RWY
THRESHOLD
c59599#
Figure 4-2
4.1,3 Radio Updating FMG Position
Thereare four distinctaircraftpositionupdatemodesutilizedby the

FMCs for navigation.These modes are automaticallyselected
based on internalaccuracy level criteria,and no pilot action is
requiredin the selectionprocess.
In the order of prioritythey are:
o RADIO/INERTIAL
(R/l)
. INERTIALonly(l)
. RADIOonly (R)
. DEAD RECKONING(DR)
NOTE: lf no navigationmode is possiblein a given situation,

air or ground,(NONE)is displayedin the NAV fieldof
the PROGpage.Thisindicates the completefailureof
a navigationmode to engage (See DEGRADED
PERFORMANCE,Section8.6).
The positionupdatemode selectedby the FMC is annunciatedon

the PROG page,in data line6 underthe "NAV"label(See Figure4-7
and PROG page, Section3.2.6).
p.274
4-3 Rev 1 Dec/93
Chatvi AP45
Inthe RADIO/INERTIAL navigation mode,(R/l),theFMCcomputes

a radioposition
fromDME/DME, VOR/DME, or ILS/DME(approach
only).Theradiopositionis usedfor FMCpositionupdating,
andthe
originaltakeoff
BIAScorrectionis nolongerusedinthecomputation.
A new BIASis computedusinga filteredradioposition. The FMC

positionis thengradually slewedfromthe IRSpositionto the radio
position,creatinga new BIAS. This processtypicallytakes
approximately 2 minutesintheterminalareaand7 minutes enroute.
This new BIAScontinuesto be computedas long as the radio
positionis valid.lf radiopositionis lost,the existingBIASis frozen
and appliedto the IRSposition.
Inthisway,FMCposition iscontinuouslycorrectedforanyIRSdriftthat
occurredup to thetimethe radiopositionwas lost.(SeeFigure4-3.)
RADIOUPDATING
FMC
POS
IR S . RADIOPOS
NEWBIAS
POS
c59600#
Figure 4-3
4.1.4 IRS.DME/DME
The FMC searchesaroundthe aircraftpresentposition,untilat least
two DMEs are locatedwhich furnishthe highestaccuracylevel of
those availablefrom the Data Basefile. ldeally,one DME would be
positioneddirectlyahead, and the other abeam. Since this is not
alwaysthe case,the bestavailableare selected(see Figure4-4)for
the DME/DME position,based on their angular relationshipTO
(geometriccriteria),and distanceFROM,the aircraft(FIGUREOF
MERIT).Utilizationof at leasttwo facilities,for aircraftradioposition,
is based solelyon these parameters.The fact that a stationis within
rangedoes not necessarilymean it will be used.However,the pilot
may remotelyor manuallytune any desiredstation.(See MANUAL
TU N I N G,Secti on4 .4.)
p.275
44
Chatvi AP45
IRS-DMgDME
D M E1
Y
I
I
I
I
DME3
DME2
+
+ c59601#
Figure 44
4.1.5 |RS-VOR/DME
lf two separateDMEs are not available,the FMC uses an available

collocatedVOR/DME,if the potentialradio positionerror is lower
than the FMC estimatederror.(See Figure4-5,)
COLLOCATED
VOR/DME
Figure4-5
p.276
4-5
NOTE: When radio positiondiffersfrom the IRS positionby

morethanSNM,withthe FMCsoperatingin DUALand
the IRS-DME/DME or IRS-VOR/DME modein use,the
CDU scratchpadmessage, "FMC POSITION MIS-
MATCH', is displayed.The messageis automatically
erased when the difference is less than 3NM. A
positiondifferenceof more than 1ONMcauses the
FMCto go intotheINDEPENDENT MODEof operation.
( SeeINDE P E NDE NT MODE ,S e c t io n1 . 2 . 1 . 2 a n d
DE -
GRADEDPERFORMANCE, Section8.1.)Resolution
of thissystemdisagreementis leftup to the crew using
conventionalcrosscheck proceduresto determine
which is correct.
4.1,6 |RS-ILS/DME
The localizeris used,on approach,to providean additionalcross-

track positioncorrection,utilizingDME distanceand center beam
deviation,to eliminateany existingerror betweenthe FMC position
and the centerof the localizerbeam,althoughno coursecorrection
is applied.
IRS-ILS/DME
DMEDISTANCE LOCDEVIATION
LOC BEAM
c59603#
Figure 4-6
p.277
4-6
Aircraft position may be updated by localizer corrected position

when the followingconditionsare met:
. A destinationrunwaywith an ILS is a partof the activeF-PLN,and

the correct frequencyhas been identifiedby the FMCs.
e The aircraftPPOS is within20NM of the localizerbeam.
o Localizerdeviationis less than 2 deg.
. APPR or LAND track is engaged.
. An IRS positionis computed.
. Localizerinterceptis less than 45 deg.
lf these criteriahave been met within the FMC, positionupdate

occursautomatically withoutany pilot action.
4.1.7 INERTIAL Only
The INERTIALOnlynavigational mode,( | ), is usedwhen no reliable

radiofacilitiesare available,and at leastone IRS is in the NAV mode
supplyingvalid positionand groundspeedvelocitydata.The BIAS
existingbetweenthe radio positionand the inertialposition,at the
time transitionto the INERTIALOnly mode occurs,is frozenat the
currentvalueuntilsuchtimeas the FMCstransitionbackintoRADIO/
INERTIALas radio positiondata is again available.lf the position
updatemode has been INERTIALOnlyfor a periodof morethan 10
minutes,and remainsso, the message,"lRS ONLY NAVIGATION",
is displayed10 minutesaftertransitionto the inertialupdatemode.
lf the FMC transitionsout of the INERTIALOnlymode,the message

is automaticallycleared.(See Section8.4.2.)
4.1.A RADIO Only
The RADIO Only mode, (R), is activewhen no inertialpositionis

availableand valid radiodata is being received.
In this mode,the primaryNAVAIDSare utilizedto computeaircraft

positionbasedon slantrange,groundrange,and bearinginformation
from a combinationof DME/DMEand VOR/DMEinputs.
p.278
4-7
I As in the INERTIALmode,the BIASexistingbetweenradioand

inertialpositionsis frozenat itscurrentvalue,at thetimeof transition
fromRADIO/INERTIAL to RADIOOnly,sothata validBIASexistsin
casethe FMCstransition backintothe R/l mode.
The RADIOOnly navigation

modeis also indicated
by the SP
"RADIOONLYNAVIGATION."
message;
4.1.9 DEAD REGKONING
The DEADRECKONING mode,(DR),becomesactive

navigation
whenat leastone IRSis in theATTITUDE modeand no IRSis in
NAV.In otherwords,as the nameimplies,no currentpositiondata
is availablefromany source.
For DEADRECKONING
to be availablethe followingconditions
mustbe met:
. OneIRSin theATTITUDE
mode.
. No IRSin NAV.
o No computedradioposition.
. A validTASfroman ADC.
The DEADRECKONING positionis then calculated

fromthe last
knownposition,takinginto accountIRS magneticheading,ADC
TAS, and the last knownwind,to estimatethe presenttrack and
groundspeedoftheaircraft.
Fromtheseinputsa DEADRECKONING
positionis calculated.
Thismodeis alsoindicated
by the SP message:
'DEADRECKONING NAV."
Figure4-7 illustratestypicalexamplesof navigationmodes@ that

may be encounteredon the PROG page duringcruise.
p.279
Rev 1 Dec/93 4-8
1 150
cRz OP T
FL37g @
OF ST
"t l Ets
BRG /I!IST
---o/---- €E @ro t l
47?3.3N/60823.?E EE) Ets
IIES
DEST FORECAST> EE EO
A1 S9 .6 g NAV 4 1 0 9 .60
K P T-K P T -I K P T- K P T Gts gE
6D
1 9 9 .6 6 N AV A 109.60
K P T_K P T /I KP T -K P T GE
Figure4-7
4.2 NAVIGATION AGGURACY
Theaccuracyof the computedradioposition,andthe FMCupdated

radioposition,
is solelydependent
on the NAVAIDSused,andtheir
geometry.Whenno radiopositionis available, the FMC position
+
accuracy(lRS BIAS)dependson the amountof timesincelast
update.
The FMCestimatesposition,by reference to accuracylevelcriteria,

basedon the airspacethe aircraftis in:
o TerminalArea - 2NM
o Enroute- 3 to 4NM
o Approach- .3 to .5NM
p.280
4-9
4.3 AUTOMATIG TUNTNG

NAVAIDS areautomatically
tunedby theFMC,basedonthe before
mentionedaccuracylevel criteria.lt is importantto realizethat
autotuningcan only occurif the VOR/NAV/ILSswitches(@ see
Figure4-8),on the FCU,are selectedto eitherNAVor ILS
413
PFD VU
/6' t
ON
ott OFF
rot*t
/A\
rv/
Figure 4-8
Autotuningis further indicatedby dashes displayedon the VOR

Control Panels.The tuned frequencyis not visible,on the VOR
ControlPanels,in the autotuningmode.
NAVAIDSselectedby the FMC for autotuning,are indicatedby the

letter"A" (AUTO)precedingthe frequencyin line 6 of the PROG
page (See Figure4-7.)
Each FMC may select up to four DME frequenciesto be tuned

automaticallyfrom the data base, or from the list of NAVAIDS
entered by the crew on the NEW NAVAIDS page (See NEW
NAVAIDS,Section7.2.5).Stationselectionis basedon the FIGURE
of MERIT,or rangecapability,of that particularstation.
FI G U REofM ER IT: 0=40NM

'. 1 = 70NM
.2=130NM
: 3 = 250NM
p.281
4-10
d^.'rmFnt
Chatvi AP45
A3'O FMS PILOT'S OUIDE
The FMCautotunes.
a VORand DMEfor display.

a DMEfor navigational
computation.
o The FMCdoesnot autotunethe lLS.
These NAVAIDtypes, in the order of their tuning priorityare:
VOR/DME
o Procedurespecified(SlD, STAR, etc.)

o TO waypoint NAVAID
o FROMwaypointNAVAID
. Any other down path NAVAID
o NearestNAVAID
4.4 MANUAL TUNING

Manualtuningmay be accomplishedby one of two methods:
1. By manuallyselectingthe desiredfrequencyon the VOR Control

Panel - the VOR/NAV/ILSswitchmust be in VOR. The results
of manuallytuning are indicatedby the letter'M" (MANUAL)
precedingthe frequencylistedon the PROG page.
2. On the PROGpage,by writingthe desiredfrequencysr identifier

in the SP and transferringit into the appropriatefield on line 6.
This methodis referredto as remotetuningand is indicatedby the
letter"R" (REMOTE)precedingthe frequencyon line 6 of the
PROG page.
p.282
Chatvi AP45
Examples of AUTO(A), REMOTE(R),and MANUAL(M) may be

seenintheaccompanying illustration@.Noticethatany combination
of the threemethodsis availableat the optionof the pilot.
ECON CRZ 1rls

cRz l. t Ax oPT
FL37O FL37O F1345 @
F UEL
OO FST
[ ] PRED> EE
BRG /DIST
3LI'/?3 ro VIr,l @ GE
4633. IN/OI4I3.7E EE EE
DIST DES
7OG ro DEST FORECAST> @ €E
Att?.79 NAV - R1 1 a .9 S
-DOL R/T/V Il,,I-VI1,.I @ EE
6E
u tL 7 .7 S NAV t t ?. 7 9
DOL_DOL R/I OL_DOL Gts
Figure 4-9
BothAUTO and REMOTEtuningrequirethe NAVAIDbe contained

in the data base or definedby the pilot,othenrvise
the SP message,
'NOT lN DATA BASE,' is displayed.MANUALtuninghowever,does
not requirethat the NAVAIDbe containedin the data base,as it is
purelya manualfunction.(SeeSectionT.2.5,NEW NAVAIDS,for a
descriptionof pilot-definedNAVAIDS.)
WARNING
Refer to the 4310 approved flight manual for
specific data concerning operation of the ElS,
comm u n icationssystems,flig ht instruments,and
other related navigationalsystems.
p.283
Chatvi AP45
NAVIGATION
TABLEOF GONTENTS
5.0 oVERVTEW .. ...:l?=
5 . 1 PE R F O RMA N C
DEA T AB A S E ..................5- 1
5.2 NAVIGATION DATABASE ......5-1

5 . 2 . 1 N ami n gC o n ve n ti o n s............... ........5- 2
5 . 2.1 .1 F i x l d e n ti fi e..............
rs ......5- 2
5 . 3 D AT ABA S EL OA D E R .............5- 8
5 . 3 . 1L o a d e Op
r e ra ti o n ............... ,.,...........5- 8
5 . 3.1 .1D a taB a seC ro ssl oad .........5- 10
p.284
Chatvi AP45
p.285
Chatvi AP45
DATABASE
NAVIGATION
5.O OVERVTEW
The DataBaseis the embodiedmemoryof the FMC.As such,it is
dividedintothe Performance DataBaseand the Navigation Data
Base.The Navigationportionis revisedevery 28 days,with two
consecutive2S-day cyclesalwaysavailable.Selectionof thecurrent
cycleis accomplished ontheAIRCRAFT STATUSpageoftheCDU.
(SeePREFLIGHT, Section3.1.1.)Shouldthe selectedcyclenot
conform tothecurrentclockdate,thescratchpad
message, "GHEGK
DATABASECYCLE,"is displayed.
5.{ PERFORMANGEDATA BASE

Consistsof:
. Aerodynamic
and enginedata
5.2 NAVIGATION DATA BASE

Consistsof:
o NAVAIDS
. Airports
o Runways
o Airways
. Waypoints
. AirportProcedures
o CompanyRoutes
p.286
Chatvi AP45
Data containedin the data base is tailoredto individualairline

requirements,andthepilotshavetheoptionof modifying, addingto,
or deleting,
certainelements ona perflightbasis.(SeePREFLIGHT,
Section7.2.1.)However,actualmodification or deletion,of a
permanent naturebytheflightcrew,to eitherdatabasecycle,is not
possible.In all cases,crew-entereddata is automaticallydeleted
fromthe databaseafterLong-Term PowerInterrupt, (e.9.,engine
shutdown).
5.2.1 Naming Gonventions
The followingrules are used to identifyor name fields when

government sourcesdo notprovideldentifiers
or nameswithinthe
by ICAOAnnex11. (Thisdata is extractedfrom
ruleestablished
ARTNC SPECtFTCATION 424.)
ICAOAnnex 11 definesthe international standardsfor coded

designators
of Navaids,Waypoints, Ainruays,
StandardInstrument
ArrivalRoutes,and StandardlnstrumentDepartures.
5.2.1.'l Fix ldentifiers
Fixidentifiers
areassigned
to allWaypoints.
Theidentifier
is limited
to five characters.
A. VOR,VORDME, VORTAC, TACAN, andNon-DirectionalBeacons

(NDB)take on the identifierof the facility,(i.e.,Los Angeles
VORTACbecomesLAX,TyndallTACAN becomesPAM,andFt.
NelsonNDBbecomes YE).
B. Non-DirectionalBeacons usedas a waypointareidentified bythe

followedby "N8", (i.e.,Ft. Nelson,
use of the stationidentifier
CanadabecomesYENBand Newark,NJ becomesEWRNB).
C. NamedRNAVWaypoints, Intersections,
and ReportingPoints
maybe assigneduniquefive-character namesandthe identifer
isthesame.Forwaypoints notsonamed,identifiers
aredeveloped
usingthe followingidentifiers:
p.287
Chatvi AP45
One-Word Names
usethe full name,

are involved.
1. lf fiveor lesscharacters
(i.e.,Logan).
2. lf the nameis morethanfivecharacters:
doubleletters,(i.e.,KIMMEL
a. Reduceto fiveby eliminating
becomesKIMEL).
b. Keep the first letter,the first vowel,and the last letter,
droppingvowelsfromrightto left,(i.e.,ADOLPHbecomes
ADLPH).
c. Dropconsonants, fromrighttoleft,(i.e.,ANDREWS
starting
becomesANDRS).
Multiple Word Names
3. The first letterof the first word is usedand the lastword is

shortened usingthe rulesfor One-Word Names,(i.e.,CLEAR
LAKEbecomesCLAKE).
Phonetic Letter Names
4. Waypoints
namedby ICAOPhonetic alphacharacter,
usethe
One-WordNamingrulesor uniqueidents.
a. Whenmorethanone nameis useda unique identifier

is
(i.e.,NOVEMBER
developed, becomesNOVMR).
b. Twowaypoints withthesameidentifler (i.e.,
arenumbered,
CHARLIE becomes CHARI,CHAR2).
c. Whena doublephoneticis usedthe Multiple WordRuleis
used,(i.e.,TangoIndiabecomes TINDA).
d. Whena phonetic alphacharacter followedby a numberor
otheralphacharacter,it is codedas stated.
p.288
Chatvi AP45
D. UNNAMED
WAYPOINTS
usethe followingrules:
1. Whenovera NamedWaypointthat nameis used.
2. Whennot coincidental withthe Waypoint, the nearest
Waypoint, Intersection
namewiththedistanceis used.lf the
distanceis overg9 milesthe lasttwo digitsof the distance
precedes the identifier,
i.e.,Fixat INW18NMbecomes
lNW18,Fixat CSN106NMbecomes 06CSN.
3. FlR,UIRandControlled
Airspace Reporting Positions
unless
otherwise
designated,
are identified
as follows:
a. FIRusesthe threecharactersplusa unique2-digit
numericfor the geographic
area.
b. UIRusesthe threecharactersplusa unique2-digit
numericfor the geographic
area.
c. FIR/UIRuse"FlR"andthe numeric.
d. Controlled
Airspaceusesthethree-letters fortheairspace
typeplusa numeric,(i.e.,TMA= TerminalArea, CTR=
ControlZone,ATZ--AerodromeTrafficZone,CTA =
ControlledArea, andTlZ = TrafficlnformationZone).
E. Reporting Positions
Definedby Coordinates
usethe
followingrules:
1. Latitudealwaysprecedeslongitude.
2. The letter"N"is usedfor Northlatitudeand Westlongitude.
3. The letter"E"is usedfor Northlatitudeand Eastlongitude.
4. The letter"S" is usedfor Southlatitudeand Eastlongitude.
5. The letter"\A/'is usedfor Southlatitudeand West
longitude.
i.e.,NorthlatitudeMestlongitude
N52004ru075 00 = 5275N
Northlatitude/East
longitude
N5000/E02000 = 5020E
SouthlatitudeAl/estlongitude
S52 004ru07500 = 5275W
Southlatitude/Eastlongitude
S50 00/E020 00 = 50205
p.289
Chatvi AP45
F. TerminalWaypoints:
1. The followingtwo-letterprefixesare addedto the runway

numberto identify:
FF = FinalApproach Fix
lF = InitialApproach Fix
OM = OuterMarker
MM = MiddleMarker
lM = InnerMarker
BM = BackCourseMarker
RC = RunwayCenterline Intercept
CF = FinalApproach CourseFix
MD = MinimumDescentAltitude
RW = RunwayThreshold
MA = MissedApproachPoint(notrunway)
TD = Touchdown Pointinboardof threshold
A(+ an alpha) = StepDownFix
p.290
5-5 Rev 1 Dec/93
A31O FMg PILOT'S GUIDE Chatvi AP45
WAY.
POINT PROCEDURETYPE(SEEPARAGRAPH5.7, ROUTETYPE CODE)
TVPF
rLS(r) rLS(L) rLS(B) voR(D) voR(v) voR(s)

FACF UI tJL ttt CV CS
FAF FI FL FB FD FV FS
MAP PI PL PB PD PV PS
IAP tl IL IB ID IV IS
MDA DI DL DB DD DV DS
TDP TI TL TB TD TV TS
RCI RI RL RB RD RV RS
NDB(N) NDB(O) MLS(M) RNAV(R) TACAN(T) LORAN(C)
EAAE
CN CM CR
FAF FN FQ FM FR FT rU
MAP PN PQ PM PR PT PC
IAP NN IQ IM IR IT tc
MDA DN DQ DM DR DT n^
TDP TN TQ TM TR TT TC
RCI RN RQ RM RR RT RC
rGS(G) LDA(X) sDF(z)
FACF CG CX cz
FAF FG FX FZ
MAP PG PX PZ
IAP IG IX tz
MDA DG DX DZ
TDP TG TX TZ
RCI RG RX RZ
c-T-L(E) c-T-L(F) c-T-L(J) c-T-L(K)
FACF CE CF CJ CK
FAF FE FF FJ FK
MAP PE PF PJ PK
IAP IE IF IJ IK
MDA DE DF DJ DK
TDP TE TF TJ TK
RCI RE BF RJ RK
G3641-06-007#
Figure5-1
NOTE: .C-T-L"is Circleto Landapproach. lf a fix is usedfor

twoor moreapproaches as definedinthetableabove,
then the proceduretype prefix is changedto "Y"
indicatingmultipleuse.
p.291
Rev 1 Dec/93 56
Chatvi AP45
2 . Bearingand DistanceWaypointsare identifiedwitha preceding

"D",followedby the radialon whichthewaypointlies,andfinally
followedby the DMEarc radiusexpressedin a equivalentletter
ofthealphabet,(i.e.,A= 1NM,G = 7NMetc).lfgreaterthan26NM
the unnamedconvention is used.
3 . AlongTrackDistanceWaypointsusesthe wholenumberdis-
tancewiththe tenthsdecimalremoved. Whena tenthsdecimal
has been removedfrom the identifier,then "NM"precedesthe
distance.lf no decimalfraction
is involvedthenthe "NM"follows
the distance.
4. ConstantRadiusto a FIXWaypointusesthreefixesto assistin

AIF = ARC
definingthe arc,(i.e.,ARC-- ARCCenterWaypoint,
AEF= ARCEndingWaypoint).
lnitialWaypoint, Theseidentifiers
may requirea numericsuffix to ensurea uniquewaypoint
identifier.
p.292
5-7 Rev 1 Dec/93
5.3 DATA BASE LOADER

ThesizeoftheDataBaseandthetypeof loaderused,determine the
time requiredto completethe loadingprocess. Transferfromthe
loaderto each FMC is via two receptacleson the cockpitlateral
panel.Onedatatransferis doneat a time.TheQIPsoftwaredoes
allowcrossload capability.
Thetimerequiredto loadthesecondFMC
is reducedto severalminutes. Thecapabilityhasuniquefunctional
utilityfor bothaircrewand maintenance.
Whenthe Nav DataBase
differsbetweenthetwo FMCs.thentheCrossloadFunctionis active
if enabledand Pin Selected.
Two types of loadersare currentlyused on A310 aircraft:
1. ARINC603, a cassettetape loader,takingup to 30 minutesper

FMC for the data transfer.This type is graduallybeing replaced
by the disk loader.
2. ARINC 615, a disk loader, transfers data in approximately
9 minutesper FMC.
5.3.{ Loader Operation
Beforeconnectingthe loader,both CBs, FMC1and FMC2,must be

pulled.Reason: the FMCsperforma safetycheckto determineif the
loaderis properlyconnected.lf it is not, loadingis not permitted.To
load the new data base cycle:
1. VerifyFMC CBs are pulled.

2.Verify CDUs are powered. (Loaderreceivespowerfromthe CDU)
3. Remove cover from Load Panel.
4. Connectloaderto Side 1 data base Load Connector.
5. Loader- 'ON".
6. Insertdisk in loader.
7 . FM C 1 CB - Pu shln.
8. Activateloader.
p.293
Rev 1 Dec/93 5€
Chatvi AP45
NOTE: TheCDUwilldisplay,"FMCFAIL',aftera 3O-second

withthe
timeout,as the FMChas no communication
CDUduringthe loadingprocess.
9. Loadingprocesscomplete- loader"OFF'.
1 0 , F M C1 C B - P u l l .
11. Disconnect
loaderfromSide1.
12, FMC1 CB - Aftermorethan10 seconds- PushIn, (Long-
Termpowerinterruption)
NOTE: Whenpoweris restoredto the FMG,the AIRCRAFT

STATUSpageis automaticallydisplayed.lf dataload
hasnot beensuccessful,
the FMCfailsandthe CDU
SP message,"NAV DATA BASE LOAD INCOM-
PLETE',is displayed.
SeeFigure5-2.lt dataloading
is successful,
the newdatabasecycleis reflectedin
the seconddatabasedataline.
13.Repeatltems1-12torSide2, or utilizeCrossloading
if available.
ln the event data transferis unsuccessful,a CDU messageis

generatedindicatingthe presentstatusof the loadingprocess.
(SeeFigure5-2.)
ED GE]
ED EE
NA V DA TA B A S E
ED GE
LOA D INCOMP LET E
EB 6E
6D 6E
@ @
c5s625#
Figure5-2
p.294
5-9 Rev 1 Dec/93
Chatvi AP45
NOTE: CDU displaysthe AIRCRAFTSTATUSpage, at

powerup,aftertheFMC1 CB is pushedin.Successful
dataloadmaybe verifiedby reference
to thetwodata
basecycles.
5.3,1,{ Data Base Grossload
lf Crossloadingis availablein yourcurrentsoftware, the database

cyclemaybetransferred totheotherFMCbyCrossloading, withoutthe
necessityof usinga loaderfor the datatransferto the secondFMC.
Crossloading onthe MAINTpageof theCDUby pressing

is initiated
the F;l key,accessing the REF INDEXpage,and selectingthe
MAINT> bypressing LSK@. (SeeFigure5-3.)TheMAINT> isonly
displayedwhentheflightphaseis PREFLIGHT or DONE.
p.295
Rev 1 Dec/93 5-10
Chatvi AP45
RE F INDE X
I}EFINEI) DEF INEI)
GD <H AYPO
I NTS GB
NAVA I DS>
ED <,.IAYPO
I NTS NAVA I DS> GE
CLOSEST
GD <AIRPORTS GE
ED ( SENSORS TA TUS A IDS > EO
ED <A/C STA TUS MA INT> *€[
GD
MA INT
SELF TEST (io
EO A NN TE S T EE
@ <TE S TP A TTE RN €E
ED <K E YTE S T IRS MON I T O R>EE
DAT A BASE
ED AB?860tOgt t l 6E
TRANSMIT RECEIVE
ARM
Figure 5-3
Data Crossloadingis initiatedby the followingsteps:
1. Write 'ARM' (D, in the SP of both CDUs and transferinto the

bracketsby prEssingLSK tEFl."ARM' must be in data line [s-n-l
to
continuethe Crossload.
2. Press'TRANSMIT'@,on the CDU of the FMCbeingthe source
of the Crossloadthe FMC already loaded with the new data
base cycle.
3. Press'RECEIVE'@,on the CDU of the FMCbeingthe recipient
of the Crossload the FMC not havingthe new data base cycle.
This action initiatesthe data transfer.
p.296
Chatvi AP45
p.297
Chatvi AP45
ISDU
TABLEOF CONTENTS
PAGE
6 . 0 r s D Uo PE R A T ION ..................6- 1
6 .1 r R SD E S C R IP T ION .,..........,.....6- 1
6 . 1 . 1l n erti aSl yste ms D i sp l aUy n i t(ISDU).................6- 1
6 . 1 . 2 M od eS e l e ctU n i t(MS U ) .................6- 2
6 . 1 . 3 O n -th e -Gro uD ndi sp l a ys............. ....6- 3
6 . 1 . 4 Acti o nC o d e s ...,.............6- 5
6 . 1 . 5 F l ash i nA g n n u n ci a to...........,.
rs ....,..6- 5
6 . 2 o PE R A T IN G P R OC E D U R E S ...................6- 6
6 . 2 . 1 I R SMo d e s ...6- 6
6 . 2 . 2 N a vi g a ti oMo n d e- S yste mTur n- On................6- 6
6 . 2 . 3 T e st......... ....6- 8
6 . 2 . 4 I R SIn i ti a l i za ti o n ......... ....6- 9
6 . 3 LATITUDE/LONGITUDE PROBLEMS..
INSERTIONS 6-11
6 . 4 PROBLEMS AFTERLATITUDE/LONGITUDE
H A V EB E E NA C C E P T E D .............. ........,...6- 13
6 .5 N A VM O DE_ 3 -MIN U TR
E E A L IGN
OPTION............6- 13
6 . 5 . 1 R e a l i g Op
n ti o nP ro b l e ms ................6- 14
6 . 6 ATTITUDE
MODE ..6-15
6 .7 o F F M O D E ............6- 17
6 .8 S Y S T EM
OP E R A T T ON
D T A GR A..............................
M 6- 1I
6 . 8 . 1 O f fMo d e- S yste mT u rnOff.... .......6- 18
6 . 8 . 2 N A VMo d e ...6- 18
6 . 8 . 3 At ti tu d Mo
e de ................6- 18
p.298
Chatvi AP45
p.299
Chatvi AP45
ISDU
6.0 ISDU OPERATION

This sectiondescribesthe operationof the InertialReference
System(lRS)throughthe useof the InertialSystemsDisplayUnit
(ISDU)andtheModeSelectUnit(MSU).
6.{ IRS DESGRIPTION

The components IRS are locatedas follows:
of the three-channel
r The ISDUandthreeMSUsare mountedin the overheadpanel.

o ThethreelRUsare locatedin the equipment
bay.
6.1,1 Inertial Systems Display Unit (ISDU)
o Display:
- Readoutdisplaysselectedsystemdata.
o SYSDSPLswitch:
- Allowspilotto selectone of threesystemsor OFF.
. DSPLSELswitch:
- Hasfourpositions to selectoperationmodesandoneposition
to testlamps.
. Keyboard:
- Usedto inputdata.
p.300
ASIO FMS PILOT'S GUIDE Chatvi AP45
SEL- @
-DSPL
PPOSWINO
DISPLAY
ISDU
DISPLAY
@ OSPL- KEYBOARD
SELECT -SYS
SWITCH
CUE
SYSTEM LIGHTS
DISPLAY
SWITCH
c59557#
Figure 6-1
Inertial Systems Display Unit
6.1.2 Mode Select Unit (MSU)
e Mode select(OFF/NAV/ATT) switch.(switchhas a detentin the

NAV position)
- OFF: Systemoff position.
- NAV: Navigationand systemalignmentposition.
- ATT: Attitudeerectionposition.Headingmay be enteredor
displayed.
. Annunciators:
- Providesystemfunctioninformation.
MODE SELECT
SWITCH ANNUNCIATORS
SWITCH HAS A DETENT IN

THE NAV POSITION
Figure6-2
ModeSelectUnit
p.301
6-2
Chatvi AP45
A31O FMS PILOVS OUTDE
6.1.3 On-the.Ground Displays
TK/GS: Displaysgroundtrack directionin degreeson the left

display,and groundspeedin knotson the right.
Displaystrueheadingfrom6.5minutesintoalignuntilground
speed
is greaterthan50 knots.Thentrackangleis displayed.
(o) .--,--,-4--o
| | t+t\tqtql
\ Lrf=E\ir
sei- @
-wr
P6 Wr{o
sss**
\\,/
@ 6P!-
-sF.2_
trfirxt
orr.{llll }
\_/
Figure6-3
On-the-GroundDisplay
PPOS:Displayspresentpositionof the aircraft.Latitudeon the left

displayand longitude
on the right.
Displaysthe enteredlatitudeand longitudeduringalign.Displays

the PPOS(latitudeand longitude)afteralignis completed.
LATITUDE LONGITUDE
sEL- @
-osPr
PPOSW|XO
w6XN(yHoc/sE
6{ \U\ |
^ \_v
e)
-SYS
DSPL-
"rr@'
Figure6-4
p.302
Chatvi AP45
WIND:Displays windspeedin knotson the rightandwinddirection

in degreeson the left.
NOTE:Displayis blankif TAS<100knots.
W I ND
DIRECTION WIND
(0-359 SEI- SPEED
DEGREES) -6Pt
ProS WNO
rxler,flnrocnr
(0-2s6
6 1 lu l l KNOTS)
tu
@
-s-mpr-
'7fl1x'
o"\y
c59561#
Figure6-5
HDG/STS:
Displaystrue headingafter6.5 minutesof align.
ACTION
S rtrfiqT4l CODE
sa- @
-wr TIME UNTIL
NAV MINUTES
;I:'f7i"""o"
\z-/
@ DSPL-
-sYs 2
*,i,[f['
\_/
ATT MODE
MAGNETIC
HEADING .--'---'---'-t l @)
-
AVAILABLE t,-t-t' t- -t-Ht
' - - -Tt
' - - Tt
'-E
IF INITIALLY
ENTERED
c59562#
BY PILOT
Figure6-6
p.303
6.4
Chatvi AP45
6.1.4 Action Godes
Actioncodesareusedto informpiloUmaintenance
of actiondesired.
TIME
CODE ACTION 16r#
UNTILNAV
| | tlthtHtHt
t--j.....J--iP
1 REMOVEIRU (SEENOTE) \ MINUTES
2 DELAYEDMAINT sEL- @ ACTION
-6Pr
3 ENTERPPOS zr^. ,4 u^^Fft
CODE
4 SELECTATT (IN THE AIR) rx{/)
5 EXCESSMOTION
6PL-
6 SWITCHADC -sE 2
7 CHECKCiB 'rtx'
orF{ lul )
8 REMOVEISDU \_/
9 ENTERHEADING
NOTE:
OPEBATORERRORCAN ALSO CAUSEACTIONCODE 1 TO OCCUR(i.e..IMPROPER
PPOSINITIALTZATION).
THE CREW SHOULDPOWERUN|TOFF,THEN POWERUN|T
ON (LONGTERMALIGNMENT)FOR A FULLALIGNMENTTO CONFIRMTHE FAULT, C59563#
Figure 6-7
Action Godes
6.{.5 Flashing Annunciators
A flashingannunciatorrequirespilot action.
DuringALIGN
o ALIGN MODE flashing(actioncode = "3")
- Enter PPOS.
. ALIGN MODE flashing(actioncode = "5")
- Excess motion detected.Make sure aircraft is stationary.(A
new alignmentbeginsin 30 seconds.)
o IRS WARNflashing(actioncode = "1")and ALIGN MODEsteady
- Pilot and IRU disagreeon latitude.Retry the full alignment
procedureand ensurethat you inputthe correctLAT/LONG.lf
the sameconditionpersiststhesecondtime,the unitis probably
the cause of the failure.
DuringNAV
. IRS WARN flashing(actioncode = "4")
- SelectATT mode.
. IRS WARN flashing(actioncode = "1")
- IRU is most likelyfaulty.
p.304
Chatvi AP45
A37O FIWSPILOVS GUIDE
6.2 OPERATINGPROGEDURES
Thisprocedureassumesthatthe IRSis turnedoff.To operatefrom
this procedureshouldbe followedin the order
the off condition,
presented (throughthe navigation[NAV]mode).
The three basic IRS modesthat are used duringoperationare
describedbelow.
6.2.1 IRS Modes
. OFF:IRSoff.
o NAV:Normaloperation.Pilot enterspresentposition(PPOS)
during1O-minute
alignmentwith aircraftstationaryon
ground.
o ATT: Reversionaryaftitudemodeto provideaircraftattitudeand
headinginformation when the NAV mode has failed.
Selectedeitheron groundor in air. Pilotinsertsreference
heading.
The followingparagraphs describepilotactionrequiredto operate

the lRS.Actionsto be takenby the pilotare in boldlettering.
6.2.2 Navigation Mode - System Turn-On
PilotAction:
GAUTION:
Do not move aircraft during align.
NOTE: Any excessmotionin the x or y axisthatexceedsan

averagevelocityof 0.011 fUsecdueto accidental
GSE
bumpsor severegroundwind buffeting, causesthe
IRUto triggerthe excessmotionresponse.
1) Set three MSUmode selectswitchesto NAV(initiatesa

10-minute align).
2l Set |SDUSYSDSPLswitchto IRUchannel1,2, or 3.
p.305
Rev 1 Dec/93
Chatvi AP45
MSU: BAT OPERannunciator is lit for 5 seconds.ThenALIGN

is lit.
MODEannunciator
5 SECONDS
LITFORAPPROXIMATELY
LIT AFTER BAT OPER GOES OUT C59564#
Figure6{
InertialReferenceSYstem
by the positionof the sYS

lsDU: lsDU displaydata is controlled
DSPLswitch:
o Blankdisplayindicatesthat the sYS DSPLswitchis set to an

unenergized channel.
that
o Setof sixdashes,decimalpoints,anddegreelights,indicate
but
channelis active, validdatais not yet available.
p.306
Chatvi AP45
@Tn-ffirm-Hl @
\ t 4ur ! r rr!z
, sre'spr_ | lll ; lllli llll; lll @)
o rrrHl rrriHl o
r, L i:l- 4 :j | | l- l l- lJ- l /-
ser- @
-mer
PPOS Wtilo
n</csX$\,rocisr
EsIl \u \J
^\J 05PL-
@
-5Ys
"rr@'
@
c59565#
Figure6-9
6.2.3 Test
PilotAction:
3) Set and hold ISDUDSPLSELswitch to TEST(fullyccw).

ISDU:Displaylightsand keyboardcue lightsare energized
(allsegments).
4l Gheckall displayslightsand cue lightsto ensurethat none

are burnedout-
@) .------,-,''F----'4r.--.---,---,-61- (o)
- IEIEIEIBIEIEI IEI IIEIEIEIEIBI -
tr--rr
sa-
MUSTHOLD -oser
@
D S P LSEL
SWITCHIN
SPRING.LOADED
TEST POSITION
Figure6-10
p.307
Chatvi AP45
AS|O FMS PTLOT'S GUTDE
"'@"
ANNUNCTATOR')
. LAMPTESTVIACOCKPIT
MASTERTESTSWITCH
LAMPTEST I . BRIGHT/DIM DIMCONTROL
VIAAIRCRAFT
CONTROL
ANDDIMMING )
Figure6-11
PilotAction:
5) Activatecockpit mastertest switch.
MSU:Annunciator
lightsare energized.
6.2.4 IRS Initialization
PilotAction:
6) Set ISDUDSPLSEL switch to HDG/STS.
ISDU: Afterthe 8-secondpower-up,the rightdisplayshowstime

untilNAVandexistingactioncodes.The leftdisplayshows
threedashes.
T I M EU N T I L
NAV IN
MINUTES
sEr-
-osPL
@ ACTIONCODE
3 APPEARS
XTf,:i"'*^ (3 = ENTEB
\.2/ PPOS)
@ 6PL-
-sE.2
'/ftl('
oFFl u
I l./
VERIFYSAME
DATA FROM
OTHERlRUs c59568#
Figure6-12
p.308
Chatvi AP45
@ nrrffilrrrrHl o
t:..j4]=\cl= L__L__j___J_L--!.+J
f, E
su- @
-mrr
ru mD
nvcrfi$rrmtsn
H{ \u\ I lF
^
(+J
\-v ilr(O
6PL- ll - --/n--/n#
tNtq tfr q t-,ttft |I t t t t|t - l _l-
6r
t l- t l- l :
'r r r d r
r 'i r 13 J
\
-sn,?.
')ftlx- -
oo\:/ @
-Mse-
PM WNO
*N-Y
n<lcr1ffirm6r
(9
R_- lNlql=l=lrlfl lEl | | I I rlr -
-sE
DsPr- lL
(O .----.Ja#.1.---,---,---,Jo-Fln
,,,,,,- E
@)
z
'nfi'r','
"*\:/ -6PL
sEL- @
@
o 6p;fiffi o
rEi-i-fiTiTarq
- s&-
,2- \- - E
Note:
oAll t h r e e ( 1, 2 , 3 ) l R S s will b e "rr@'
simultaneoslyinitializedwith the wcrffirrctsn
K1 \U\J
latitude/longitudeentered
^ \J
(+J 6P!-
-s 2
.Either latitudeor longitudecan
be enteredlirst o"\:/
'/fllx'
oAlign mode annuncialorflashes

after 10 minutes align if latitude/
longitude have not been entered
c59569#
Figure6-13
PilotAction:
7) Set ISDUDSPLSEL switchto PPOS.
8) Enterpresentpositionlatitude.
(Press
E o. El r"y.)
decimalpoint,zerolight,ENT,and
ISDU: N or S, degreemarkers,
CLRcuelightswilllight.
9) Pressnumberkeysto enterdegrees,
minutes,andtenthsof
minutes.
ISDU:Dataappearson ISDUas it is entered.
10) PressB f"y to enter data, ffi key to changeand reenter

data.
p.309
Chatvi AP45
A37O FITilSPILOVS GUIDE
111 Enterpresentpositionlongitude.
(Press
Elor E r"y.)
ISDU: E orW, degreemarkers,decimalpoint,zerolight,ENT,and
CLRcuelightswilllight.
121 Pressnumberkeysto enterdegrees,

minutes,andtenthsof
minutes.
13) Pressffi or ffi f"y as in Step4, above.
ISDU:Displayspresentpositionlatitudeand longitude
inputdata.
6.3 LATITUDE/LONGITUDETNSERTIONS
PROBLEMS
lf ALIGN MODE annunciatorflashes (action code "3"), re-verify
airportlatitude/longitude.
Reenterlatitude/longitude.
RepeatprocedureuntilAL|GNMODESannunciatorceasesto flash
or IRS WARN flashes(actioncode "4"),
Pilot Action:
1) Set ISDU DSPL SEL switch to PPOS.
2l Set SYS SEL switch to positions 1,2, and 3 to verify all three
lRUs are initializedto the latitude/longitudeentered.
@ @
\ E
sa- @
-DsPr
PPOSW|NO
rr<tcs
,fin\aroc6n
rsr{ \u \ )
^ \J DSP[-
@|
-sE
@
VERIFYALL THREE
lRSsARE INITIALIZED a
",,ilfrb'
rvz E
TO LATITUDE/ .-- -l
l'
LONGITUDEENTERED l@ c59570#
Figure6-14
p.310
6-11 Rev 1 Dec/93
Chatvi AP45
ISDU: Latitude/longitude to
dataappearson displaycorresponding
systemselected.
PilotAction:
3) Set ISDUDSPLSELswitch to HDG/STS.
4l SetSYSSELswitchto positionsl,2,and3toverifyrespective
IRUtimeuntilNAV.
5) GheckMSUsto verify that all annunciatons

are off and the
threelRUsare in NAV.
ISDU: ISDUdisplays inaddition

timeuntilNAVinminutes, toaircraft
trueheading.
WAIT FOR TIME TO NAV

TO REACHZERO @ TIME TO NAV - 4
@ rrrHl
t-tt-tt-l
\ +c/J
-mer sei- @
vtcsyf,fuoams AIRCRAFTTRUE HEADING
iltr|ttr|tEl WILL BE DISPLAYED
(D
\.4/
DspL- mtrm.
Itrtrtr1
-sn 2 NOTE:MAGNETICHEADINGlS
'/fllK'
rr\"l/ DISPLAYEDIN ATT MODE
L- - -
trM
-@)------------ F -- VERIFYALL THREElRUsARE lN NAV!
c59571#
Figure6-15
MSU:Allannunciators asthesystemsgo intoNAV.
areextinguished
"ffi"
[il
ALL ANNUNCIATORSOFF
AIRCRAFTCAN BE MOVED (TAXIEDOR TOWED) IF ALL ALIGN
ANNUNCIATORSARE OFF.
Figure 6-16
p.311
6-12
Chatvi AP45
6.4 PROBLEMS AFTER LATITUDE/

LONGITUDE HAVE BEEN AGGEPTED?
lfALIGNMODEannunciatorflashes (actioncodeH "5"),theIRUhas
detectedaircraftmotion.Makesure is stationaryas a new
aircraft
alignmentautomaticallybeginsin 30 seconds.
6.5 NAV MODE - 3.MINUTE REALIGN OPTION

PilotAction:
(Assuming
IRUalreadyoperatingin NAVmode)
1) PullMSUmodeselectfrom detentbeforegoingfrom NAVto
OFF,and backto NAV(within5 seconds,eachMSU).
MSU: ALIGNMODEannunciator is offduringS-secondoptiontime
andwill be on during3-minuterealignperiod.
Figure6-17
ISDU: Duringfirst 5 seconds,"OFF' and secondsremainingto
on ISDU.
selectrealignoptionare displayed
@ @
\ E
sf,- G)
-osPL
PPOSWIND
nPsyffixoo6n
rr{ \u\ )
\'v
@ 6PL- o
. 2,
-s6
XTX'
o"\:l/
1 @ f
Figure6-18
p.312
Chatvi AP45
2l Set DSPLSELswitch to HDG/STS.Rightdisplayshows time

until NAV(in minutes)and actioncode "3."
ACTION
CODE
SEL-
-6PL
PPOS WIND
TIME UNTIL
NAV MINUTES
*1/4
v
@ 6PL-
-ss.2 -
arr@'
Figure6-19
3) Pilot must enternew PPOS.
NOTE: Followingthe 3-minuterealign,the systemauto-

maticallygoes mode.ALIGNMODE
intothenavigation
annunciator
flashesafter3-minuterealignif latitude/
longitude
havenot beenentered.
6.5.{ Realign Option Problems
1) IRUonlyacceptslatitude/longitude
dataif:
r Latitude< 0.5 degfromexistinglatitudeat timeof realign.

. Longitude< 1.0degfromexistinglongitude at timeof realign.
2) lf ALIGNMODEannunciator cannotbe extinguishedby sub-

sequentlatitude/longitude
insertions,
turnIRUoffandstartover.
3) lf excessmotionis detectedduringrealign,the ALIGNMODE

annunciatorflashesandactioncode"5"issent.After30seconds,
the systemstartsa fullalignment.
lt is notnecessary
to reinsert
latitude/longitude,
if it was correctlyenteredbeforeexcess
motionoccured.
p.313
Rev 1 Dec/93 6-14
Chatvi AP45
@) .-----r)--O
| | rJrJr 'l
\ iJ
sEL- @
-DsPr
PM WINO
)-l.
'"r- ""^r*
ftsrrql
6Pr-
*,0'
@
-sE 2
Figure6-20
NOTE: Recallthat the flashingannunciatorrequires
action.ACTIONCODESindicatethe required
action.
fifi|
6.6 ATTITUDE MODE
PilotAction:
1) SetMSUmodeselectswitch
toATT(pullswitchoutof detent,
eachchannel).
MSU: ALIGNMODEannunciator is on during2O-second attitude

erection.
Aircraftmuststaystraightandlevelduringthistime.
ln the eventthat the ATT modeis engagedwith the aircraftnot in

level flight,an erectioncut-outfunctionwithin the IRU delays
platformerectionwhen the yaw rate exceeds0.5 deg/secand
permitserectionto continuewhenyaw ratedropsbelow0.25 degl
sec. Twentysecondsof flightwiththeyawratebelowthisthreshold
(thecut-outfunctiondisengaged) is requiredto erectattitude.
orr Ntv on
@
c59578#
Figure6-21
ISDU: "Att"appearsas rightthreecharactersin display.

p.314
6-15
Chatvi AP45
Tlrtr--r-Tt' ;--1-y--1-1;1;1-q sz
\- | r-r t-rJ-tLl_L_t_l!l5JE a
ACTIONCODE
@rrr1-rr-1
\ 4#
@l@
-BPL$L-
'#h*"*
PPOS W|ND I
\.<--/ l=
@
*o"-sYs6PL- 'A .----,ei--61 ---rH.l

- - | | I f ls lClql ll ll
+f
--t
-oserseel
@
@
lF r =r =r
*"@
",,iTfr['
\_/
c59579#
Figure 6-22
2) Set ISDU DSPL SEL switch to HDG/STS.
3) PressE f"y.
ISDU: Degreemarker,zerodecimalpoint,ENT,and CLRcue lights
will light.
4l Enter heading (magnetic). (Press number keys to enter

degrees and tenths of degrees.)
5) Pressffi f"y to enterdata,and ffi f"y to changedata.

ISDU: After enteringheading,headingis displayedon left display.
NOTE: Magneticheadingmay be periodicallyenteredduring

flight to update magneticheadingto compensated
for drift.
p.315
6-16
Chatvi AP45
A37O FMS PTLOVS GU'DE
6.7 OFF MODE

PilotAction:
1) Set MSU mode select switch to OFF. (NOTE:The NAV

position of the switch has a detent and requirespulling
beforerotating.)
PLACEMSUMODESWITCHTO OFF.(PULLSWITCH
FROMNAVDETENTTO SELECTOFF)
Figure6-23
ISDU: NAVto OFFresultsina S-second (realign

countdown option)
followedby a 20-secondcountdownfor the built-intest
(BITE)memoryservicecycle.
equipment
ser- @ 5.SECONDREALIGNOPTION
-osrr
rrcsX\t\HDc/srs
TEsl1 IF MODESWITCHIN OFF GREATERTHAN
\u \,/
.qJ 5 SECONDS,THEN LEFTDISPLAYSTARTS
^
Q) DSPL- 20 SECONDCOUNTDOWN TO POWEROFF.
-sYs z
(B|TEMEMORYSERVTCE
".,@' CYCLE)
NOTE: REALIGNOPTIONBYPASSED
IN ATT MODE
c59581#
Figure6-24
ATT to OFF resultsin a 2O-second

countdown.
NOTE: Circuitbreakersmust not be pulleduntilAFTERthe

2O-secondcountdown.
p.316
6-17118
Chatvi AP45
p.317
Chatvi AP45
6.8 SYSTEM OPERATION DIAGRAM

The IRS has threebasic modes:OFF, NAV,and ATT.Also,flve
submodes(modestates)are usedin goingfromone
operational NORMALOPERATION
ATTITUDEOPERATION
primaryoperationmode to another.Their interrelationships
are
t-_-___-t
a. -6
shownin the modestatediagrambelow.
MODES: SUBMODES:
6'on ffi ' o-. "@"
@s
. Off o lnitialization o Realign
. Navigation . Align . Power-Off
o Attitude . Erect Attitude
6.8.1 Off Mode- System Turn Off CHANGINGMODES
DURINGTHE
The OFF modemaybe enteredfromany modeor submode. The SUBMODESTEP
IS POSSIBLE
system switchesto the 20-secondpower-offcountdown,except I
I
AND IS SHOWN BY
fromNAVor realign,
whereit firstgoesthroughtheS-second
realign I
decisionpointandthen to the 2O-second power-off
countdown. I
@ NAVIGATION
MOOE I ATTITUDEMODE
Oncethe OFF modeis entered,the BITEtestfunction(transferring

ofanyfailuredatafromthe randomaccessmemorytothenonvolatile
ftl
al
.tl
I
I
I
I
I
I I
memory)is accomplished. al
ll
al
I
I
K.'}\ I
arl
all
6.8.2 NAV Mode !t

a tl
a tl DECTStON
a 'l
I I
Selection ofthenavigation (NAV)modecausestheIRUto utilizetwo al
arl
al \Z I I
iit il
submodes(initialization
navigationmode.
and align) beforeenteringthe actual :tl
!a tll l
!tl
i tl
I
I
I
I
I
I
o InitializationSubmode - Duringthis two-minuteperiod,the S U B MOD E a
systemis energized,(BITE)testfunctionsare performed,

"AutoCal" functionmakesminoradjustments
anda
tosensorcoefficients.
!
a
a
a
ll
tl
ll
.z \_
*t*l tl I li__l
,
I
\-d>{ ERt
I ATTT
---N 2or
. AlignSubmode- Duringalignsubmode, thesystemgoesthrough -l
an eight-minute align. I t --l I
. RealignSubmode- Withtheaircraftnotin motion, thepilotmay I
electto refreshthe IRSsystemwitha shorterthan
usualalignment
at an intermediate stop. t
6.8.3 AftitudeMode
Theattitude(ATT)modeis a reversionary
modeusedincasetheIRS
t_ ---------<- __)
cs9s82(R1)#
experiencesa total power shutdown,or in case of certainBITE
detectedfailures(lRSWARNannunciator lit).TheATTmodecanbe
enteredat any time,both on the groundor duringflight.Attitude Figure6-25
referenceis establishedduringthe 2O-second erectiontime.
6-19 p.318
Use or disclosure of the infomation on this page is subjec{ to the Estriclions on the title page of this document
Chatvi AP45
FEATURES
ADDITIONAL
TABLEOF CONTENTS
PAGE
7 .O A D D T T ION F
AEL A T U R E.........
S ................7- 1
7.1 S E C o N D A RF
Y-P L N ...............7- 1
7 . 1 . 1 S E CIN D E XP a g e .........7- 2
7 . 1 . 2 SE CF -P L NP a g eA a n dB ..............7- 3
Page
7 . 1 . 3 S E CF U E LP R E D IC T ION ......7- 5
7 . 1 . 4 S E C ON D A RMOD
Y EP a ge........ ....7- 6
7 . 1 . 5 S E CD E SF OR E C A SPTage ..........7- T
7 . 2 R EF ER E N CTEN D E X ...............7- 9
7 . 2 . 1 De fi n e dWa yp o i n ts ........7- 10
7.2.1.1LoadingA/erifying OceanicWaypoints 7-14
7.2.2 WAYPOINTS/NEW WAYPOINTS Page..........7-16
7 . 2 . 3 C l o se st
A i rp o rts .............7- 19
7 . 2 . 4 S E N S OR STATUS P a g e........ ........7- 20
7.2.5 DEFINED NAVAIDS/NEW NAVAIDS Page......7-22
7 . 2 . 6 AC A R S ............ ..............7- 24
7 .2 .6 .1A C A R SP a g e ........ .............7- 24
7.2 .6 .2A C A R ST A K E OFF Page.........
.............7
- 26
7 .2 .6 .3A C A R SMe ssa g es .............7- 30
7 .2 .6 .3 .1
U p l i n kMe ssages ( MUto FMC)..7- 31
7 .2 .6 .3 .2
S yste m Me ssage Logic..............7
- 31
7 .2 .6 .3 .3 t l a n( FPR)( Uplink)
F l i g hP .........7- 32
7.2.6.3.4Predicted WindData(PWD)
(U p l i n k) ...7- 33
7 .2 .6 .3 .5
E n ro u te Wi nds( ER) ..............,..7- 33
D e sce nWi
7 .2 .6 .3 .6 t nds ( DW )................
7- 33
7.2.6.3.7Predicted WindDataRequests
,"n" 1'1:l1":':]llll
727AIDS +-3t
7 . 2 . 8MA IN TP a g e .7- 36
7.2 .8 .1T E S TP A T T E R NPage......... - 37
................7
7 .2 .8 .2K E YT E S TP a g e ........ ........7- 38
7.2 .8 .3IR SMON IT OR P age ..........7- 40
p.319
7-a
Chatvi AP45
AS|O FMS PILOT'S GUIDE
7.3
p.320
Rev 1 Dec/93 7-aa
Chatvi AP45
FEATURES
ADDITIONAL
7.1 SEGONDARYF.PLN
The SEC F-PLN feature is a design and storage tool used to
accomplish additionalor alternateflightplanningwithoutdisturbing
the activeand alternateflightplan.Flightplanningfeaturesavailable
in the activeflightplanare alsoavailablein the secondaryflightplan.
The pilothas the optionto stringa secondaryflight plan manually,
or copy the active flight plan and modify it. Examples of the
secondaryflightplan uses include:
o Anticipatorypreparationsfor an alternativedeparture runway,

SlD, or other pre-takeoffconsiderations.
. CopyActivejustpriortoa DIRTO, thendisplaythesecondaryflight
plan to observerelativeabeam waypoints.(Don'tActivate).
o Anticipatorypreparationsfor an alternativearrival and landing
runwayat the destination.
. Stringinga routeto the alternatedestination.
. Specialperformanceflight planningwith full predictions.
. Stringinga route completelydifferentfrom the activeflight plan,
(e.9.,the nextdepartureand flightrouting).
A descriptionof the secondaryF-PLN functionsfollows.Refer to

page 7-8 for a SEC F-PLNtree diagram.
As a rule,entryand displayrulesdescribedfor the activeflightplan

workexactlythesameforthesecondaryflightplan.Wheredifferences
exist,they will be specificallynoted in the followingexplanations.
p.321
7-1 Rev 1 Dec/93
Chatvi AP45
7.1.1 SEG INDEX Page
TheSECF-PLN'INDEX'page isaccessed
bytheGF.Tl
key.TheSEC
INDEXpage providesaccessto the SEC F-PLNand functions
relatedto it (seeFigure7-1).
sEc I NDE X
CO RTE F ROl.t/ TO
GD tl rt/tl @)
FUEL
@D <SEC F-PLN PRED> EE
6D COPY ACTIVE MODE> €E
@
@ S E C INDE X
CO RT E F RON/ TO
GD GD LSGG/LGAT
FUEL
EB <SEC F-PLN PRED>
6D COPY ACTIVE MODE>
ED CLEAR SEC
CRZ FL DES
ED tl >
FORECAST
@ *ACTIVATE SEC
LSGG,/LGAT
Figure 7-1
@ CO RTE - Fietddefaultsto entry prompts([ ]) when no CO

RTE or FROM/TOis defined.lf any modificationto the CO
RTE is made,thisfieldis blanked(seeFigure7-1).lf the active
flightplan is copiedintothe SEC F-PLN,then the CO RTE is
reflectedhere if it exists in the active F-PLN.
@ SEC F-PLN - ProvidesaccessSEC F-PLNpageA Figure7-1.
@ COPYACTIVE - CopiesActiveflightplanintothe secondary

flightplan.See Figure7-1.
p.322
7,2
Chatvi AP45
@ CLEARSEG- Displayedonlyifthereisatleastonewaypoin
in the SECF-PLN,Clearsall lateralandverticalelementsof
the secondaryflightplan and defaultsto:
PPOS
ENDOF F-PLN
@ CRZFL - Displayed
onlyif thereis at leastonewaypointin
theSECF-PLN.
Thisvalueis Pilotalterable.(SeeFigure7-1.)
@ ACTIVATESEC - Functionactivatesthe secondaryflight

planbycopyingtheSECF-PLNto theactiveflightplan.lf NAV
is engaged, thefirstlegof the SECmustbe laterally
identical
to theactiveleg,to gettheACTIVATE SECpromptdisplayed.
NAVmustbe deselected if thisidentical
legdoesnotexist,to
getthisprompt.At leastonewaypointmustexistin the SEC
flightplanfor the ACTIVATESECpromptto be displayed.
@ FROM/TO- Definedby copyingactiveflightplan,entering

or defaultsto entrypromptswith no entry.
origin/destination
@ FUELPRED- Providesaccessto the FUELPREDpage.
@ accessto theSECMODE(Strategic)
MODE- Provides page.
@ DESFORECAST- Provides accessto thedescentforecast

wind entrypage.This promptis displayedonly if a primary
destination
has beendefined.
7.1.2 SEG F-PLN Page A and B
PressingIZD in Figure7-1 accessesthe SEC F-PLN page A (see

Figure7-2). SEC F-PLNpage B is accessedvia the ["-Ellfunction
key. All LSKs functionidenticallyto the activeF-PLN LSKs except
that EOSIDis not availablefor selectionand the asterisk(rF)is not
displayed.Vertically,TO/APPR parameters,MDA and MAX SPD
are assumedto be identicalto the active flight plan and cannot be
changedin the SEC F-PLN.CRZ ALT is enteredon the SEC INDEX
page insteadof lNlT PageA and the MODE selectis madevia LSK
@ on the SEC INDEXpage.
p.323
7 -3 Rev 1 Dec/93
Chatvi AP45
AS|O FMS PTLOT'S GUTDE
(SEC INDEX Page)
FROM
RN05 T L QO
SPD
( LI M ) s4
co4 a
SPR sE
FRl8N
FRI 11
IIA F
D rsr SEC )
NI L 15 I.IIN I'
( f / C) SP -t4 s s s '/ g g s
ls I
(t-
ee/ seg'
FR - 3 3 g O g '/ s s s
U 37
NI -56 " / "
(r -5o
tt
/t
tl
U 43
ZU r i l /r ,
IJ
Figure 7-2
SEC F-PLNSequencing - Sequencing of the SEC F-PLNoccurs

at the sametimeas theACT F-PLNif the activelegof theACT F-PLN
is identicalto the firstleg of SEC F-PLN.lf at any time afterthe copy
is made,a flightplanrevisionoccursso thatthe activeleg of the SEC
F-PLNandthe firstlegof theACT F-PLNare no longerthesame,all
SEC F-PLNlegsequencingceases.lf conditionsfor secondaryflight
plansequencingexistat DONEphase,thenthe SEC F-PLNreverts
to its initialdefaultstate of PPOS followedby an END OF F-PLN.
Flight PlanMemory - F-PLNMemorySpacein the FMCis shared

among ACTive (ACT) F-PLN,ALT F-PLN and SEC F-PLN both
primaryand alternate.The ACT F-PLN has priorityin occupying
memorywith the ALT F-PLN next and SEC F-PLN having lowest
priority.Whena revisionis attemptedandan overflowisencountered,
the secondaryF-PLNis clearedand the revisionreattemptedexcept
if attemptedto the SEC F-PLN,then it is not allowed.lf activationof
the SEC F-PLNcausesan overflow,thenactivationwillstilloccurbut
the secondaryflightplanwill subsequentlybe deleted.lf a company
p.324
7-4
Chatvi AP45
A37O FMS PILOVS OT'IDE
routeis beingenteredwhenan overflowis encountered, thenroute

legswillbe enteredup to the pointwherethe overflowoccurs,with
a discontinuity
beingstrungtothedestinationairport.
cDU Messages
encountered duringoverflows include:F-PLNFULL,ALTN F-PLN
CLEARED, andSECF-PLNCLEARED.
page
7.1.3 SEG FUEL PREDIGTTON
Fuelpredictions
are onlydisplayedif the conditions
necessary
for
secondary
flightplanpredictions
aresatisfied,othenrvise
dashesare
displayed.
SEC FUEL PREDICTION

AT TI I { E
GD LGAT 12r35 EO
EO LGTS
6 l{
CD Ito .4
RT E RSV/Z
ED r . s/5.8
23.2 5 , / F F + E 0
?5.Oce
H€U
o EE
F INAL /T T T lE T EN P /TR OP O
EB rs.z/36 -34/360I9r/ 6E
EXT RA/T INE CR Z l .IIN I)
GD s.8 /g stg 3t8'/060 @
Figure7-3
Forthe sEc FUELPREDpagein Figure7-3,differences

fromthe
activeFUELPREDpageinclude:
@ GW and FOB - Aircraftgrossweightand fuel on boardare

@ displayedbut cannot be changed.Beforeengine start, this
field displaysdashes.After engine start, the values in the
activeflight plan are displayed(see Figure7-3).
@ TEMP/TROPO - A cruise temperaturecan be entered only

if a CRZ FL has beendefinedforthe SEC F-PLN.Entryof the
TROPO altitudeis not allowed.
p.325
7-5
Chatvi AP45
@ CRZ WIND - A cruisewind can be enteredonly if a CRZ FL

has been definedfor to the SEC F-PLN.
@ CG - Centerof Gravitycannot be changed.
For predictionsto be calculated,the followingconditionsmust be

met for both the ACT F-PLNand SEC F-PLN:
1. Laterally,duringpreflight,the originairportsmust be the same.

Duringflightphases,the SEC F-PLNmust be made by a COPY
ACTIVEand the first leg of the SEC F-PLNmust be identicalto
the activeleg of the F-PLN.
2. Verticalprofilesmustbe identical,duringtakeoffor climb.During
cruise,the cruiseflight levelsmust be identicaland predictions
are not availablewhen descentor approachis the activephase.
The followingitemsare modifications

that may be madespecifically
to the secondaryflight plan:
. Speed constrainUlimit
. Altitudeconstraint
. Cruiseflight level (preflightphase only)
. Forecast wind/temperatures
. Cost index
o Strategicmode
Any of these modificationswill cause the secondaryflight plan

predictionsto be recalculated.
7.1.4 SEGONDARY MODE Page
The SECONDARYMODEpageis shownin Figure7-4.Strategicmode

selectionand predictionsfor the SEC F-PLNare made on this page.
Forengineout predictions(copyingengineout activeF-PLN)the title

SEC ENG OUT MODE is displayed.The COST INDEX may be
changedvia the SP and FE| of Figure7-4. lf the Cl is undefined,
brackets([ ]) will be displayed.The companyrouteor a pilotentry
definesthis field.All other informationremainsunchanged.
p.326
7-6
S E CONDA RY
MO DE
INIIEX
AT DEST GO
EFOB
? 3 . ? 5 EE
FUEL GE
TI } I E 60
@
@
Figure74
7,1.5 SEG DES FOREGASTPage
Thispageis identicalto
the activeflightplan.(SeeSection3.4.6.3.)
NOTE: lf the primarydestination
is clearedor changedto
other than a runwayat the destinationairport,all
previouswindentrieson thispageare deleted.
SEC DES FORECAST

GO
AL T ./ } IINII EE
I J/E )./t l
6E
t 1/l 7"/E l
EE)
I J/E 7"/t l
6E
LGA T ,/I ]'/I 7
m
Figure7-5
p.327
7-7 Rev 1 Dec/93
SEC F-PLN Tree
SEC INDEX F UE L P R E D IC TION

CO RTE FROil/ TO AT 6ilT EFOB
L S GG/L GAT L GAT 1tO4 9.1
FUEL
<S E C F - P L N EB
PRED) L GT S 6.8
0i FoB
COP Y A C T I V E M ODE) EO L ? 7 .4 1A .50/FF+F8
Rr E RSV /Z
CLE A R S E C EO 9 .5 /s.s
CRZ FL DES F I IALET I }IE IE I{P/TROPO
F L3 1 F ORECAST > EO e . z/OO3O ---/ sesgs
€xtRA/TtfiE CRZ t{lND
*ACTIVATE SEC @ 4 , g,/ oosS ---' /---
FR o r S EC ) SECON D A R YI'4OD E
COST INDEX
Rf ^ t 0 5 0@g@ ---/ tAL g EE) lO DEST
(SPD) TI},IE^T EFOS
(LI f l ) s4 ? 5 Ot F L I6 O EE ECON 12135 ?3.?5
co48.
SPR ss 3 r s /+ T OOO @ rII FUEL
FR I S N
FRI rl " t rL?4s 60 ItN rtffE
u6 5
, . lI L 15 eo/ r tg e e @
(I / C ) rs " / FL37O @
1J
Drsr SEC ) SEC I]E S FOR E C A S T

c o4 8 ' HIND
5FK -r4 g9g. /sgs GE @
(SPD) I
(LI M ) EE ED
FRI SN 3 s/sB s. ALf / !l tN D
FRI - 33 ggg. /g5g GD GD r )/t ) '/ t 1
u6 5 37
HI L -5 e " / " GO 60 t ) / t - ) '/ t l
e
( r/c) -5 e " / " u|| 6D t J / t ) '/ t l
u 66 A 4e
ZUE 6D LG AT, / t ) '/ t I
1t
Figure7-6
p.328
7-8
7,2 REFERENGEINDEX
In the REFINDEXsectionthe followingitemswill be covered:
-a DEFINEDWAYPOINTS to includeoceanicwaypoints
a WAYPOINTS and NEWWAYPOINTS
a CLOSESTAIRPORTS
a SENSORSTATUS
a DEFINEDNAVAIDS/NEW NAVAIDS
a ACARS
o AIDS
a Maintenance
Accessingthe [*;l key selectsFigure7-7. Fromthe REF INDEX

page,pressingFEl (DEFINEDWAYPOI NTS)accesses theDEFINED
WAYPOINT pagewherepilot-definedwaypoints aredisplayedand
maybe deleted.
RE F INDE X
IIEF INEI! IIE FIN E D
<,.IAYPO
I NTS NAVAI DS> GE]
<HAYPOINTS NAVAIDS> EE
CL OSEST
<AIRPORTS ACARS> EB
(SENSORSTATUS AIDS> EE
<A/C STATUS MAINT> EE
GE
Figure 7-7
NOTE: From the [*;l page the AIRCRAFT STATUS page

may be accessedby pressing[sT].
p.329
7-9
7.2.1 Defined Waypoints

The Place/Distance (PD)waypoint(alsoknownas an alongtrack
offsetwaypoint)is a pilot-defined
point,a givendistancebeforeor
afteran existingflightplanwaypoint,and on the existingflightplan
track.A PDwaypointis locatedbeforethewaypointif a minus(-) is
usedandafterthe pointif a plus(+)is used.Forexample,by typing
ZUEI-\OintheSPandpressing theleftLSKabeamZUE,thePD01
point10 NMshortof ZUEis generated andinsertedintothe F-PLN.
SeeFigures7-8and 7-9.PD01is thefirst(01)of 20 possiblepilot-
definablewaypoints.
ED
ED
rsH
ED
GD
Figure7-8
Place/Distance
Waypoint
ED @
ED EE
ED @
ED gE
ED @
GD @
Figure7-9
p.330
7-10
Chatvi AP45
A31O FMS PILOT'g GUIDE
The referencedwaypointmay not be the "From"waypoint.Also,

whenproceeding "DIRECTTO"a waypoint, a PD waypointcannot
becreatedshortoftheTOwaypoint. A discontinuity
is neverinserted
sincethe pointis alongan established
route.The PD pointcannot
becreatedcloserthan1NMto a waypoint or lessthanSNMfromthe
aircraftpresentposition.
A Place/Bearing/Distance(PBD)point(i.e.,ZUEl36Ol17) may be
createdin a similarmanneras a PD point.The PBD02point
becomesoneof thepilot-definable
waypoints. Forexample,PBD02
is createdin Figures7-10and7-11.TheEFISshouldbe reviewed
whenclearingthe DISCONand establishing furtherrouting.
GD
ED
GD
rsH
GD
Figure7-10
GD GE
ED GE
ED GO
ED 60
GE
@) (m
Figure7-11
p.331
7- 11 Rev 1 Dec/93
Chatvi AP45
A LAT/LONG waypoint(i.e.,4730.3N/00810.1E) maybegenerated

thesameas a PD or PBDpoint.lt willbe calleda LL pointanduses
the nextnumberin sequencewhenentereddirectlyon the F-PLN
page.ForexampleLL03is generated anddisplayed in Figures7-12
and7-13.AnotherDISCONmustbe cleared.
Figure 7-12
D EFINE DhIA Y P OINT

I D E NT
GD PBDO 1
L AT lL ONG
ED 40 3 7.ON/O??56.5E
PLACE/ BRG ./ItIST
ED M KR/345.O" /6.O
ED NAYPOI NT >
6D DELETE ALL
@
Figure7-13
Individualwaypointsmaybe deletedby using@ in theSP andFE|

unlesstheyare in the F-PLN.Withonlyonewaypointto deletethe
displaychangestotheWAYPOINT page(seeFigure7-14).Pressing
DELETEALLwilldeleteallwaypoints
tEE-l notstrungin a flightplan.
p.332
7-12
HAYPOi NT
l"IAYPO
I NT
IDENT
ZUE
L AT lL ONG
374?.ON/O?3 5 .14 E
Figure 7-14
Accessto the other pilofdefinedwaypointsin Figure7-13

must be
madethrough(Zn-tand [gR'tLSKs. Figures7-15 ind 7-16 show
2/3
and 3/3 pilot-definedwaypoints.
DEFINED NAYPOINT ?/3

IDENT
CD PBDO?
ED A7slihI.,tibEdEs.er
NEXr>
@
EB
ZbtiEtts
.6 12
ti:A'
hAYPo
pREV
>
ifil > EE
H€[
@ DE LE T EA L L @
GD GE
Figure7-15
p.333
7-'13
DEFINED ,,IAYPOiNT 3/g

I I !ENT
(iD L L g3 GE)
L AT L ONG
ED 4 7 30.3N/OA UO. tE
ED
NE X T > EO
P RE V > GE
€r
ED IfrI>
NAYPO
@ DE LE TEA L L 6D
@ GO
c6031i #
Figure 7-16
Up to 20 pilot-definedwaypoints may be created using entry

proceduresand/orthe NEW WAYPOINTLSK @.
7.2.1.{ Loading/VerifXring Oceanic Waypoints
For oceanicflights,over-oceanwaypointsshould be loaded by one

pilotand verifiedindependenilyby the otherpilot.proceedas follows:
e All oceanicwaypointsare enteredthroughthe Definedwaypoints

page that is accessedthrough fhg I REF I ksy.
o AII oceanic waypointsare "named"with a 5-digit name when
defining each waypoint. For example, the waypoint N5300.0/
W1500.0shouldbe named53N1S;thewaypointNSSOO.OAru2OOO.O
shouldbe named55N20.In thisway,meaningfulwaypoint names
w i l l a pp e a ro n the flightplan page and on th e ND ra t h e rt h a n
L L O 1 ,L L 0 2 ,etc.
o when definingoceanicwaypoints,be sure to load minutesdigits
eventhoughtheyarezero.Forexample,to loadN5300.0Aff1S00.0,
it is necessaryto pressN,5,3,0,0,/,W,1,S,0,0.
p.334
7-14
lf the tenths of a minutedigitis not zero,it mustalsobe entered,

preceded bya decimalpoint.TheN or S andW or E maybeentered
eitherbeforeor afterthe digits.
o Afterall oceanicwaypoints
areloadedandnamedon the Defined
Waypoints page,theyshouldbeenteredintotheFlightPlanpage,
in propersequenceusingthe waypointnames.
. Thepilotwhoverifieseachoceanicwaypoint mustchecktheexact
latitudeand longitudeof each waypointusing the Defined
Waypointspage.
NOTE: lt is a goodtechniqueto havethe waypointsverified

by the otherpilotpriorto enteringthemon the Flight
Planpage.ln thisway,if anerrorwasmadein defining
a waypoint,the waypointcan be deletedand re-
enteredcorrectly.A waypointthat has beenentered
into the activeor secondaryflight plan cannotbe
deletedfrom DefinedWaypointsunlessit is first
removedfromthe FlightPlan.
GD GO
ED EE
6D @
ED EE
6D @
GD (m
Figure 7-17
lf a non-collocatedVOR/DME is entered as a waypoint within the

flightplan,alwaysuse the LAT/LONGof the VOR Navaidas the fixed
waypoint.Attemptedentry of more than 20 points resultsin the first
pointenteredbeingdroppedunlessit is in the activeflightplan.
p.335
7- 15 Rev 1 Dec/93
Chatvi AP45
7.2.2 WAYPOINTS/NEWWAYPOINTS Page
Pressing the [-"*-lkey selectsFigure7-18.Fromthe REF INDEX

page,pressingfitr|(DEFINEDWAYPOI NTS)accesses theDEFINED
WAYPOINT pagewherepilot-defined waypoints aredisplayed and
may be deleted.PressingDELETEALL ( @ on Figure7-16)
deletesallwaypoints previouslydefinedby the pilotwhereuponthe
displaychanges to theWAYPOINTS Page(shownin Figure7-14).
lf anydefinedwaypoints arewithintheactiveF-PLNor SECF-PLN,
theyare notdeletedand messageF-PLNWPT/NAVRETAINED
is displayed.
RE F INDE X
usH D EF INED
<,.IAYPO
I NTS
<,.IAYPOI NTS
C LOSEST
I} EF INEI)
NAVAI DS>
NAVAI DS>
@
GB
@ (AIRPORTS ACARS> EE
ED <SENSORSTATUS AII]S> gE)
ED <A,/C STATUS MAINT> 6E
@ GE
Figure 7-18
Pressing[4n-lon the DEFINEDWAYPOINTpageprovidesaccessto

the NEW WAYPOINTpagefoundin Figure7-19.
p.336
7- 16
Chatvi AP45
rs f4Tl (DEFINED
or
WAYPoTNT
Page)
rg (REF INDEX,no waypointsdefined)
NEH HAYPOINT
EB
L AT lL ONG
rTTT.E/ EE
PL ACE/ BRG /DIST
rTrTn,/ErE.E. /ETTE. E EE
gE)
EO
@
Figure 7-19
On this page,insteadof usingPD, PBDor LL for the IDENT,the pilot

may name the waypointwith any combinationof alphanumerics.lf
a duplicatename is generated,the DUPLICATENAMES display
appearswhen the waypointis next accessed.
When a LAT/LONGis enteredin tZD via the SP, the PLACE/BRG/

DISTfield is no longerdisplayed.lf a PLACE/BRG/DIST
is entered
in @, thenthe LAT/LONGis calculatedand displayedin@ above.
lf a runway is entered in the format of RW16R, then the boxes

associatedwith LSK iZn (ELV),@ (LENGTH),and GD (CRS)are
displayedand must havedataenteredto becomea definedrunway.
lf the runwaylengthis displayedin meters,a small "M" appearsto
the right of the number.Figures7-20 and 7-21 show all RW data
insertedand the ENTERGnl promptwhichcreatesthe pointas one
of the 20 pilot-definable
waypoints.
p.337
7- 17 Rev 1 Dee/93
Chatvi AP45
ASIO FMS PTLOT'S GUIDE
NE'.I
rsH IDENT
Ril16R
rrrn.E/
P LACE/
'.IAYPOINT
L AT ,/L ONG
BRG /DIST
@
EE
@ rrrff-]/rrT-I. tr. /rrrrl. tr @
ELV
@D EE
LENG TH
6D fTTTlN 6E
cRs
GD rT-[-'lo @
Rr.t16R
Figure7-20
NE'.I
IDENT '..IAYPOINT
ED Rl,.l16R @
L AT /L ONG
ED 4 754.5N/OO845.IE EE
ED EE
E LV
ED ?580 6E
L ENGT H
6D ?760 EE
(o cRs
1 57' E NT E R @
Ftgure 7-21
The definedrunwaymay be used as an origin or destination,but

there will not be any SlDs or STARs availablefor the runway.The
associated LAT/LONG of the RW is assumed to be the runway
thresholdpoint. Defininga runwayin this mannermay be used to
establishan airport not in the NAV DATA base for arrival and
departureoperations.
p.338
7-18
RE F INDE X
DEF INEI' DEFIN E I)
<,.IAYPO
I NTS NAVAI DS)
<NAYPOINTS NAVAIDS>
CL OSEST
(A IRP ORTS A CA RS >
<S E NS ORS TA TUS A I DS >
(A ,/C S TA TUS MA I NT >
Figure 7-22
7.2.3 Glosest Airports
The CLOSESTAIRPORTSpage of the REF TNDEXprovidesa

meansof reviewing theflveairportsin thenavigation databasethat
areclosestto the currentaircraftposition.pressing@ of FigureT-22
selectsthe CLOSESTAIRPORTSpageshownin Figure7-23.
CLOS E S TA IRP ORT S

B RG DIS T
LFLL ?38'/53
LFLS ?L5'/6?
LFS A 6?6. /93
LFS B O38"/rOO
LIMC TTO'/L16
>
RE T URN
Figure 7-23
p.339
7- 19
Chatvi AP45
ICAOidentifiers of thoseairportsand theirbearingand rangeare

listedin orderof increasingdistancewiththe closestairportin @
Onlyairportsthatare between2 and2000NMfromthe aircraftwill
be displayed. lf no airportsare foundwithin2000NMthen NONE
WITHIN2000NMisdisplayed ontheCDU.Noentriesor changes are
allowedon thispage.
7.2.4 SENSORSTATUS Page
TheSENSOR STATUSpageoftheREFINDEXprovides information

on the statusof the devicesthatprovidesensorinputsto the FMC.
Thestatusof eachsensorforthecurrentflightlegandthe previous
sixflightlegsin whicha failureoccurredmaybe viewedby usingthe
@ key Thelefttwo-digit numberin thetitlefielddenotestheflight
legduringwhicha failureoccurred. In @ datafield,1 = leftsideof
2 = rightsideof aircraft,and3 = center.(SeeFiguresT-24
aircraft,
and 7-25.)
RE F INDE X
D E F INED I} EF INEI)
GO (HAYPOINT NAVAIDS> EE)
ED <HAYPOINT NAVAIDS> EE
C L OSEST
ED <A I RPORTS €E
rsH <SENSORSTATUS
<A,/C STATUS
AIDS> EE
GE
GD @
Figure 7-24
p.340
7-20
S E N S OR
S TATUS )
13?
IRS F AIL @
FF FA IL
FO F AIL EE
GD GB
@ Gts
GB 6E
6D GE
INDE P E NDE NT
OP E RA T I O N
c61211{
Figure7-25
Sensortypesare listedin the orderof theirdisplaypriority:
SENSOR SENSOR
IRS/AHRS InertialReference ILS lnstrumentLanding System 1
ADC Air Data Computer 2 VOR VHF omni-directionalranoe 'I
EFIS-CP EFISControlPanet z', CLOCK GMT 1 2
TCC Thrust Controldata bus DME DistanceMeasuringEquip. 1
FAC Flight AugmentationComputer 1 CDU Conkol OisolavUnit fault 1
FF FuelFlowfrom EMUX 2 FMC FMC tault 1
FQ Fuel Quantity FMC S/!V FMC Softwarefault I
FCU FlightControlUnit J DIS-IN FMC inpuldiscretes I
I INDICATES
ONLY THE ONSIDE SENSOR IS DISPLAYED IF FAILED c61210#
lf the SENSOR STATUS page is accessedwhile the FMC is in

independent operation,
the messageINDEPENDENT OPERATION
is displayedand automaticallyclearedwhen exitingthe SENSOR
STATUSpage.
p.341
7-21
thA
A37O FMS PILOVS OUIDE Chatvi AP45
7.2.5 DEFINED NAVAIDS/NEW NAVAIDS Page
A new NAVAIDmay be addedto the data baseusingDEFINED

NAVAIDS fiE-lofthe REFINDEXandthenselecting NEWNAVAID
l?trI.lf thereareno navaidsdefined,pressingIrE-lgoes
directlyto the
NEWNAVAIDpage.Up to 20 navaidsmaybe definedby the pilot
and addedto the database(seeFigure7-27).
RE F INDE X
DEF INEI! IIEF INEI)
<NAYPOI NTS NAVAI I]S) |'i-
t!6J \+/ I I
trt{l
-g
<NAYPOINTS NAVAIDS> *
CL OSEST
( A I RPORTS EE
<SENSORSTATUS AIDS> EE]
<A,/C STATUS MAINT> 6E
@
Figure7-26
NE IÎNA V A ID
I D ENT
GD ZUE @
L AT lL ONG
ED 4 735.6N/9984?. LE EE
F R EO
6D t | s.OA GE
ED EE)
[gH
CLASS
VORTAC 6E
@
Figure 7-27
p.342
7-22
ASIO FMS PILOT'S GUTDE Chatvi AP45
NOTE: Whenthe20 navaidsor20 waypoints

aredefined,
the
messageLISTOF TWENTYlN USEis displayed on
the CDU.
Whiledatalines,@, @, and [gD are selfexplanatory,

[dl'|,the
CLASSis enteredas a:
VOR VOR only ILSDME CollocatedILSand DME
DME DME oTTACAN VORTAC CollocatedVORand TACAr\
VORDME CollocatedVOF/DME LOC Localizer
c61261#
Figure 7-28
ln Figure7-29 afterthe CLASS is entered,@ ELEV is displayed

(exceptVOR) and Gfl FIG of MERITis displayed(exceptLOC)and
may be entered.For Figureof Merit informationsee Figure7-29.
NE I^NA
I V A ID
IDENT ST AT ION DEC
ZUE LgE
L AT lL ONG
37 42.ON/O?351.4E
F REO
r15.ga
EL V
t?oo
cL ASS
V ORTA C
F IG OF } ,IERIT
I?1 E NT E R
Figure 7-29
lf no FIG of MERIT is entered,2 is used as a defaultvalue. lf the

STATIONDEC (magneticvariation)is displayedas it is for a VOR,
VORTAC,orVOR/DME,a valuemustbe entered.Whenall required
dataentriesare made,theGF) ENTERpromptis shown(seeFigure
7-29) and when pressed the data is entered into the data base.
Leavingthis page withoutpressingENTER,deletesentereddata.
p.343
7-23 t:''-
or disclosure fhe ra.lddi^--
7,2.6 AGARS
General: The AircraftCommunications Addressingand Reporting

System(ACARS)is a meansof transferringdatato and from aircraft
via existingcommunicationlinks, (i.e.,VHF and HF radio).This
section describesthe ACARS interfacefor the HoneywellA310/
4300-600FlightManagement System(FMS).See Section3.2.1.1.
This FMS/ACARSinterfacedefinitioninvolvesthe following:
1. Thegroundstation'sabilityto uplinktheflightplan,load,predicted
wind, and positionrequestinformationto the FMS aboard the
aircraft.
2. The FMSsabilityto downlinkthe flightplan,load,predictedwind
requests,and positionreportsto the groundstation.
7.2.6,1 AGARS Page
An exampleACARS page is shown in Figure7-30.
1. Access - Line select key @ on the Referencepage.

2. Purpose - To initiateACARSdownlinks,displaystatusof FMC
ACARS interface,and displayand modificationof certaindata to
be presentin ACARS downlinks.
3. Data Fields:
@ ROUTE - Pressingthis LSK initiatesan ACARS FlightPlan

Request(FPR)downlink.lf a validentryhas not been made
in [tFl, the downlinkshall not be initiated.lf an ACARS
downlinkis in progress,the downlinkshallnot be initiated.
@ T/O DATA - Pressingthis LSK initiatesan ACARS Load

InformationData(LlF) requestdownlink.lf a validentryhas
n o t b e e n m a de in [ZR],the downlinksha ll n o t b e in it ia t e d .
lf an AC ARSdownlinkis in progress,the d o wn lin ks h a lln o t
be initiated.
p.344
7-24
A CA RS
CO R TE
[D ROUTE LS G G L G A T E 9GD
R l .IY
ED T,/O DATA 33L EE
ED P OS RE P ORT EO
F-P LN ,/FL
ED hIIND P LA N ACT FL37O EE
6D *IÎINDCH6 6E
STATUS
GD RE A DY GE
Figure 7-30
@ POS REPORT - Pressing this LSK initiates an ACARS

PositionReport(AEP)downlink.lf an ACARS downlinkis in
progress,the downlinkshall not be initiated.
@ WIND PLAN - Pressing this LSK initiates an ACARS

PredictedWind Data (PWD) requestdownlink.Selecting[+u]
generatesa PWD downlinkto requestwind data for planning.
lf an ACARSdownlinkis in progress,the downlinkshallnotbe
initiated.lf a valid entry has not been made in [7-n],the
downlinkshall not be initiated.
@ WIND CHG (*WIND CHG) - Pressingthis LSK initiatesan

ACARS PWD requestdownlink.Selectingfsti generatesa
PWD downlinkto requestwind data for incorporation intothe
selectedflight plan.lf [4n-]contains "ACT",the promptdisplayed
forGD is "{rWlNDCHG'andthewinddatarequested shallbe
usedin the activeflightplan.lf Gn-lcontains"SEC",the prompt
displayedfor[sT]is "WINDCHG'and the winddata requested
shall be used in the secondaryflightplan. lf a validentry has
not been made in @, the downlinkshallnot be initiated.lf an
ACARS downlinkis in progress,the downlinkshall not be
initiated.
p.345
7-25
ra th^ -
Chatvi AP45
@ CO RTE - The companyroute input by the pilot to be

transmitted whenthisLSKis pressed.
in FPRdownlinks
@ RWY - The runwayinputby pilotto be transmitted

in LIF
requestdownlinks.
@ F-PLN/FL- Theflightplantypeandflightlevelinputby pilot

to be transmitted in PWDrequestdownlinks. lf @ displays
brackets,a flightplan typeanda flightlevelmustbe entered;
otherwise,a flightplantypeand a flightlevelmaybe entered
individuallyor together.Flightplan type entriesare either
'ACT"or "SEC".
@ STATUS- Thislineidentifies
the statusof FMG
ACARSinterface.
7.2.6,2 AGARS TAKEOFF Page
ExampleTAKEOFFpagesare shownin Figures7-31and7-32.
1. Access - @ keywhen theaircraft

isintheDONE,PREFLIGHT,
TAKEOFF phases.lf thispageis displayed whentheflightphase
to CLB,the pagewillnotautomatically
transitions changeto the
APPRpage.
takeoffparameters.
2. Purpose - To displayor modifynecessary
3. DataFields:
@ Thesefields'contentsmay be alteredby a changein takeoff

@ parameters,a runwaybeing enteredin @, or a LIF uplink
beingreceived.See sectionsbelowfor specificoperationsof
thesefields.Manualentriesin thesefieldsshallbe clearedwhen
the takeoffmode is changedor a runwayis enteredin @ lf
valuesexistfor the new takeoffmode or runway,these values
are displayed;othenuise,boxesare displayedin thesefields.
p.346
7-26
Whena LIF uplinkis receivedand valuesfrom a previous

uplinkaredisplayed in thesefields,boxesor valuesfrofnthe
uplinkaredisplayed. lf theuplinkjustreceivedcontainsvalues
for the lt-R]runway,
but did not containvaluesfor the current
takeoffmode,boxesshall be displayedin thesefields.lf
valuesfor the currenttakeoffmode and fiE] runwayare
received intheuplink,thevaluesreceived forthesefieldsshall
be displayed.
lf an LIF uplinkis receivedwhen a runwayhas not been

enteredin [1r-land the firstrunwayin the uplinkhasdatafor
the currenttakeoffmode,the first runway'svaluesfor these
fleldsshallbe displayed.
TA K E OFF
v1
l!:' R IIY
VR SL AT /F L AP TH R
R E I)
--/-- ?87,,
v2 T RI} I ACCEL
437 g
FLP RET R EO A C C E L
F=163 ?a7 g
SL AT RET R EO TH R REO
S =195 247 S
VF T O
0=236 APPR>
Figure7-31
p.347
7-27
1^ rh^
Chatvi AP45
TA K E OFF
Vl F L EX R].IY
@ Lgg +O47 33L0 2 GE
VR SL AT /F L AP T HR RED
ED 115 6/tg ?87s EE
V? T RII.I ACCEL
ED l3g + O .4 437 s @
FLP RET R ED ACCEL
ED F=163 ?a7 s EE}
SLAT RET R ED T HR REO
ED 5=196 ?s7 s @
VFT O
(ED 0 =2 36 A P P R> @
c60328#
Figure 7-32
@ Vl - The airspeedinputby pilotor receivedin an ACARSLIF

uplink. Entries received via an ACARS uplink shall be
supersededby manualentries.This parameteris output on
the EFISbus for displayon the PFD.
@ VR - The airspeedinputby pilotor receivedin an ACARSLIF

uplink. Entries received via an ACARS uplink shall be
supersededby manualentries.
@ V2 - The airspeedinputby pilotor receivedin an ACARSLIF

u pl i nk. En tr i es receivedvia an A CA R S u p lin k s h a ll b e
supersededby manualentries.
@ FLP RETR - FlapRetractionSpeed.Thisvalueis calculated

by the FMC but may be changed by the pilot. lt is always
@ SLT RETR - Slat RetractionSpeed.This value is calculated

by the FMC but may be changed by the pilot. lt is always
@ VFTO - Final TakeoffVelocity.This value is calculatedby

the FMC but may be changed by the pilot. lt is always
p.348
7-28
@ RWY - Runwayinputbythepilotorreceived inan LIFuplink.

This field displaysboxes until a pilot entry is made or a LIF
uplinkis received.lf an LIF uplinkis receivedand[Tn-ldoesnot
containan entry,the first runwayin the uplinkshall be input.
@ THR RED - Thrust ReductionAltitude (THR RED ALT)

roundedto the nearest10 feet.
@ AGCEL - AccelerationAltitude(ACCELALT)
roundedtothe
nearest10 feet.
@ EO ACCEL - EngineOut accelerationaltitude(EO ACCEL

ALT) roundedto the nearest10 feet.
@ EO THR RED - ENG OUT Thrust Reductionaltitude(EO

THR RED) roundedto the nearest10 feet.
@ APPR - This LSK allows accessto the APPROACHpage.

This promptis only displayedif there is a primarydestination
in the activeF-PLN.
@ These fieldsdisplaydashes untileitherthe defaultvaluesor

@ a pilot entry is made. The pilot may enter these values and
oncethe pilothas enteredthe value,the FMC will not change
the entered value to the default value unless the field is
cleared.
Entriesare allowedonlywhilethe flightphaseif PREFLIGHT.Once

the flightphasetransitionsfrom PREFLIGHT,entriesare rejected.
1c FLEX - Flex temperatureshall be displayedwhen the flex

takeoff mode is selected and an ACARS uplinked flex
temperaturewas receivedfor the runwayentered in [1il. lf a
flextemperatureis availablefor the runwayin IrFl, but the flex
takeoffmode is not chosen,"AVAIL"shall be displayed.lf a
flex temperatureis unavailable,"NONE" is displayed.lf a
runwayhas not beenenteredin [TF-!, dashesshallbe display-
ed. The flex temperaturein tc shallbe displayedwhen a flex
temperatureis receivedfor the runway in @ and the flex
takeoffmode is chosen.
p.349
7-29
Chatvi AP45
AS|O FMS PILOVS GUIDE
2c SLAT/FLAP - Slatand flap settingsshallbe displayedwhen

ACARS uplinkedvaluesare availablefor the runwayentered
in @. lf slatand flapsettingswere not received,a runwayhas
not beenentered,or the flextakeoffmodeis selectedand flex
data was not received for the runway in FE-|, dashes are
displayed.
3c TRIM - Trim settingsare displayedwhen ACARS uplinked

values are availablefor the runway entered in @. lf a trim
settingwas not received,a runwayhas not been entered,or
the flex takeoff mode is selected and flex data was not
receivedfor the runwayin @, dashesare displayed.
7.2.6.3 ACARS Messages
An ACARS message,uplink or downlink,can containonly one

messagetype. The messagetypes are identifiedby three-character
lmbeddedMessageldentifiers(lMl), which precedethe message
contents.A message can have several data elements. These
elementsare identifledbytwo-characterlmbeddedElementldentifiers
(lEl), which precede the element data. lmbedded elements are
separatedby a slash ( / ) precedingthe lEl.
lMl Downlink Message Content Uplink MessageContent
AEP Fixed FormatPosition Requestfor PositionReport

Reportwith Time,Altitude, Downlinkat waypointsin
Temperature,Wind and
a variableflight plan length
message
FPR Requestfor Flight Plan, FlightPlan and Performance
i.e.,CompanyRouteand Information
FlightLevel
LIF Requestfor Load Informa- Load Informationand Take-
tion at a Runway off ReferenceInformation
PWD Requestfor CruiseWinds Cruisewinds at waypoints
for Flight Plan Waypoints and/ordescentwinds at
altitudes
p.350
7- 30
lf an FPRmessagecontaining performancedatais receivedwhile

NOTAIRBORNE, theadvisory message
scratchpad ACARSPERF
DATA is displayed.The ACARS PERF DATA messagecan be
clearedby pressingthe@ key.TheACARSROUTEDATAmessage
is displayedafterthe ACARSPERFDATAmessageis cleared.
All applicablepilot-entered
performance
valuesare overwrittenby
ACARSvalues.
The FPR data shall propagateinto other CDU pages,program

predictions,
and calculationsin an identicalmannerto CDU-
entereddata.
lf the FPR messageis receivedwhile in the air, the ACARS PERF

DATAmessageappearsonlywhenany of CruiseTemperature(CT),
CruiseAltitude(CL), CruiseWind (CW), and TropopauseAltitude
(TA) elementsare sent.
7.2.6.3.1Uplink Messages(MU to FMC) An uplinkmessagecan

be receivedby the FMC as a resultof an unsolicitedinitiationby the
ground station or as a response to a crew-initiatedflight plan
request, via the CDU ACARS page. An ACARS message can
containone of four messagetypes,each of whichwillbe discussed
individually.
7.2.6.3.2System MessageLogic Whena FPR uplinkis received,

the FMC loadsflightplandataderivedfromthe RT data intothe SEC
F-PLN.lf the SEC F-PLN has existingflightplan data, the ACARS
flightplan data will replaceit.
A CDU alertingscratchpadmessageshall be generated,afterthe

integrity of the message block has been establishedand before
independenttext processingbeginson a receivedFPR,to alertthe
crew aboutthe RT data. This messageshall be:
"ACARS ROUTE DATA''
The messagecan be manuallyclearedusingthe @ key.
p.351
7-31
r^ rtsa _-';_!:--_
Chatvi AP45
lf an error in the RT data is detected by CDU software,the data

processingceasesand the propererrormessageis displayed.lf an
error is encountered,the crew shouldrequestthe FPR uplinkagain
via the CDU ACARS page.
7.2.6.3.3Flight Plan (FPR) (Uplink) The FPR uplinkcan be re-

ceived both on ground and in air. lt consistsof flight plan data
followedby performancedata. lt can be an unsoliciteduplinkfrom
the ground station or a response to a crew-initiatedrequest. An
unsoliciteduplinkwill be ignoredunlessthe flightphaseis DONE,or
PREFLIGHTbefore"EngineStart".To requesta flightplan,a crew
member accessesthe ACARS page and selectsthe appropriate
options. FPR requestswill be further discussedin the downlink
section.
The FPRuplinkis a variableformatmessageusingseverallmbedded

Elementldentifiers(lEl),followingthe imbeddedmessageidentifier
FPR. The only requiredelementfor an FPR uplinkis Route (RT).
Optionalelementsconsistot Zero FuelWeight(ZF),CruiseAltitude
(CL), Cost Index (Cl), AlternateDestinationAirport (AN), Cruise
Temperature(CT), Cruise Wind (CW), PerformanceFactor (PF),
Zero Fuel Weight Center of Gravity or Gross Weight Center of
Gravity(if no trim tank) (CG),BlockFuel (BF) and Taxi Fuel (TG) in
any order after an RT.
lf the FPR messagedoes not containthe requiredelement,the

messageis processedup to the point of error detection,and the
INVALID ACARS DATA message is displayed.lf any of the
performance quantities(zerofuelweight,cruisealtitude,etc.)exceed
the entry ranges, the INVALID ACARS DATA message will be
displayedand processingof the FPR will cease. lf any of the
performanceparametersis included several times in the same
uplink,then only the final one is used.The valid processedportion
of any FPRcontaininginvaliddatawill be includedin the FMCflight
plan or performancedata.
Whenon the ground(NOTAIRBORNE) performancedataelements

are accepted.The exceptionsare PerformanceFactor(PF), Cost
Index(Cl) and BlockFuel (BF),that are only allowedif the onside
TCC is valid,and the flightphaseis DONE,or PREFLIGHTbefore
"EngineStart".When AIRBORNE,only Route,CruiseFlightLevel,
p.352
7-32
A3'O FMS PILOT'8 GUIDE Chatvi AP45
CruiseTemperature,CruiseWind and AlternateDestinationAirport

are processed.Therefore,the acceptedlmbeddedElementldentifiers
(lEl)following
an FPRin theairareRT,CL,TL,CT,CW,andAN.Any
additionalperformancedata includedin the uplinkis ignored.
7.2.6.3.4Predicted Wind Data (PWDI(Uplink) The PWD uplink

can be receivedwhileeitheron the groundor in the air. lt can be an
unsoliciteduplinkfrom the groundstationor a responseto a crew-
initiatedrequest.An unsoliciteduplinkwill be ignoredunless the
flight phase is DONE, or PREFLIGHTbefore "Engine Start".To
requesta PWD, a crew memberwould have to access the ACARS
page, and select the appropriateoptions. PWD requestswill be
furtherdiscussedin the downlinksection.
The PWD uplinkconsistsof two PWDs: the EnrouteWinds (ED)

and the DescentWinds (DW)
The CDU advisorymessageACARSWIND DATAwill be displayed

in responseto a PWD uplink.Uplinkedwind data is entered into
eitherthe ACT or SEC F-PLNonly at pilotselectionon the ACARS
page.The data is enteredonly intothe primarypartof the flightplan
and not the alternate.
7.2.6.3.5Enroute Winds (ER) ER text defineswind velocityand

bearingat cruisewaypoints.ER data is assumedto be at the current
cruisealtitude.An optimalmessage(215freetextcharacters)allows
the maximumnumberof ER waypointsto be 19 if DW text is not
appendedor 15 with DW data for four flight levels.
The variablefield consistsof text that has been entered in the

scratchpadpriorto manually-initiated
downlink.The variablefield is
null for automaticpositionreports.
7.2.6.3.6Descent Winds (DW) DW text defineswind velocities

and bearingsat specifiedflight levels.
The DW text element is a fixed format field consistingof nine

charactersper flightlevel.The flrstthreecharactersdefinethe flight
level (units:hundredsof feet). The next six charactersdefine the
wind vector; the directionthe wind is coming from, in degrees,
followedby the wind magnitude,in knots.
p.353
7-33
Chatvi AP45
7.2.6.3.7PredictedWind DataRequests(PWD)(Downlink)An
ACARSdownlink PWDcanbetransmitted whileeitherontheground
or in the air,A PWDdownlinkwill requestwinddataat a selected
altitudefor flightplanwaypoints. The messagecan requesteither
windforactualuseorwindfor planning. Theresponse to a planning
request go
will totheaircraft printer
andnottothe FMC.The response
to an actualrequest willgo to theFMCfor useontheACTor SECF-
PLNpages(accessed visthsfil-lkeyorthefffi]keyandSECF-PLN
prompt ontheSECINDEXpage)ortheDESCENT FORECAST page
(accessed viathe DESFORECAST prompton the PROG page)as
appropriate.
Fromthe ACARSpage,a F-PLNtype (ACTor SEC)and three-

characterflightlevel,separatedby a slash,is enteredinto[a-Fl.
Ex am p l e l A C T /3 5 0
ActiveF-PLN.F1350
Ex amp l e 2 S E C /0 9 0
Secondary F-PLN,FL090
lf anentryhasalreadybeenmade,a F-PLNtypealoneorflightlevel
alonewillalsobe accepted as a validentry.Forexample,if field[Znl
displaysACT/350 and/370isentered, thedisplaywillchangetoACT/
370.Thisidentifiesthe flightplanand flightlevelfor whichdatais
beingrequested.
or@ (WindPlanorWindChange)
Pressing[?D initiates
anACARS
downlink
PWD.
existsin @, pressing@ or GD causesa "NOT

lf no F-PLN/FL
ALLOWED"messageto be displayed at the CDU.
intoGn]
Thelastentry isretained oruntilalong-
untilflightcompletion,
termpowerinterruption
occurs.
p.354
7-34
A31O FMS P'LOT'S GUIDE Chatvi AP45
A PWD messageconsistsof the enteredflight level and the

remaining waypoints(maximum of 39) in theflightplanselectedin
l?tr|.lf therearemorethan39 waypointsin theflightplanthatsatisfy
the PWDdownlinkcriteria,the first39 waypoints will be used,
7.2,7 AIDS Page
An exampleAIDSpageis shownin Figure7-33.
1. Access - LS keyon REFINDEXpage
2. Purpose- Allowsflight
crewtoenterdataintotheA|DSsystem
throughthe scratchpad.
GO
EE
DAYlI.IONT H
s5/sr @
@
AIDS IIAT A
tl @
@
Figure7-33
3. Data Fields:
@ DAY/MONTH - lf the date transmittedby the clock is valid,

then it is the defaultvalue for this field. Otherwise,the field
defaultsto boxes. ln eithercase, a pilot entry of DAY/MONTH
replaces the default value. Clearing the field reverts the
displayto the appropriatedefault.Leadingzerosare displayed
on both day and month.For example,an entry of 1/1 would
resultin a displayof 01101.lf a date is displayedon this page,
then it is also transmittedon the GeneralOutputbus.
p.355
7- 35
rha
Chatvi AP45
@ AIDSDATA - Dataenteredin thisfieldis transmitted

on the
GeneralOutputbusas documentary data.Theentryremains
displayed
and can be updatedby a subsequent entry.
7.2.8 MAINT Page
An exampleMAINTpageis shownin Figure7-34.
1. Access - @ LSKfromREFINDEXpage.
MA INT
[D S E LF TE S T @
@D A NN TE S T GE
6D <TE S TP A TTE RN EE
ED ( K E Y TE S T IRS MONI T O R) EO
DATA BASE
ED AB ?860tOOt t l 6E
GD TRA NS MIT RE C E I V E @
c60331#
Figure 7-34
lf the MAINTpageis displayedwhenthe flightphasetransitionsfrom

PREFLIGHT or DONEto TAKEOFF,CLB,CRZ,DES,orAPPR,the
displaychangesto the F-PLNA page.
2. Purpose - Toallowmaintenancepersonneltoselectand
perform
certaintest functions.
3. Data Fields:
@ SELF-TEST- Pressingthis LS key initiatesthe internalself-

testof the FMC.Duringthe test,the CDUdisplayis blank.After
completionof the test,(PASS)is displayedadjacentto SELF-
TEST. Once this page is exited, the (PASS) is no longer
displayedon subsequentaccesses.
p.356
7- 36
ASIO FMS PTLOVS GUTDE Chatvi AP45
@ ANNTEST - Annunciatortest. Pressing thisLSkeylightsall

four annunciators on the CDU front paneland the prompt
CANCELis displayed in line[7n1.PressingLS key[Zn-twhile
CANCELis displayed turnsoffthefourannunciator lightsand
removesthe CANCELprompt.lf the annunciator test is not
canceledmanually, the annunciator lightsare automatically
turnedoff after8 t 2 seconds.
@ TESTPATTERN- Pressingthis LS key causesthe CDU

TEST- TESTPATTERNpageto be displayed.
@ KEYTEST- Pressing thisLS keywillcausethe KEYTEST

pageto be displayed.
7.2.8.1 TEST PATTERN Page
An exampleTESTPATTERNpageis shownin Figure7-35.
1. Access - @ LSKfromMAINTpage
CDU TE S T--TE S TP AT T E RN
A rB sCcDoE eFrGaHx
I r J . lK x L r-
MnNr0oP pS oRnS sT r UuVv Nx X x
Y ,r7z t t ?a3g4 c5 sBe7z 8 e 9s @s
<RE TURN
7 .? = * tl + .c i OOor.tl l t
7.?=*[]+*e;" /-.' otra ><( )1 J
Figure7-35
lf the TESTPATTERNpageis displayed whenthe ftightphase

transitions
fromPREFLIGHT or DONEto TAKEOFF, CLB,CRZ,
DES,or APPR,the displaychangesto the F-PLNA page.
p.357
7-37
thA r^^lriJ^
Chatvi AP45
2. Purpose- Thispageallowsmaintenance personnel to check

presentation
alphanumeric onthe CDUandverifoallfieldsof the
CRTandthatit canbe writtenon.
3. DataFields.
Thispagedisplaysall available symbolson the CDUin LARGE

and stvtRttfont.All alphanumeric charactersarewrittenon lines
gn
@ -@ throughI -@ Thespecialcharacters aredisplayed
on line@ - [e-n-] and in the scratchpad.
@ RETURN- Pressing[?D returnsthe displayto the

MAINTpage.
7.2.8.2 KEY TEST Page
ExampleKEYTESTpagesare shownin Figures7-36and7-37.
1. Access - Accessis fromthe MAINTpageLSK hT).
lf theKEYTESTpageis displayedwhentheflightphasetransitions
from PREFLIGHT or DONEto TAKEOFF,CLB, CRZ, DES,or
APPR,the displaychangesto the F-PLNA page.
GD 6E]
ED Ets
GD PRESS LS KEY Gts
ED 6B
ED 6E
GD (B
c60333#
Figure7-36
p.358
7- 38
Chatvi AP45
ASIO FMS PILOT'S GUTDE
Figure 7-37
2. Purpose - To allow maintenancepersonnelto verify correct

key operationon the CDU front panel.
3, Data Fields:
@ Throughoutthis test, PRESS is displayed in LARGE font

followedby a key identifier,which is displayedleft-justified.
The first part of the Key Test checksthe operationof the Line
Sequence Keys (LSKs). During this part of the test, the key
identifieris fixedat LSK and a LARGEfont arrowis displayed
on the leftor rightside instructingthe maintenancepersonnel
to press the associated LSK. When that particular LSK is
pressed,the arrow sequencesto the next LSK (flCl through
GD and thenfiE]throughGnl ). Correctoperationof the LSKs
is verifiedby the arrowsequencingwith the buttonpushes.An
exampleof the KEY TEST pagewhen first accessedis shown
in Figure7-36.(Thepositionof the arrowindicatesthatthe test
is readyto begin.)
The second part of the Key Test checks the operationof the
mode keys,and beginsafterGn] is pressedat the end of the
LSKtestsequence.At this point,the arrowis removedand the
key identifierbecomes DIR (see Figure 7-37). Pressingthe
] kgy changesthe key identifierto MODE.Thus,usingthe
[-orn
key titles as prompts,the mode keys are sequencedleft to
p.359
7- 39
Chatvi AP45
rightbyrowswiththedownslewarrow.l,'asthelastkeytested.
Unassigned keysare nottested.On pressingthe downslew
arrowf-il key,thedisplayreturnsto theMAINTpage.Correct
operationof the mode keys is verifiedby the key identifier
sequencing withthe buttonpushes.
lf a LSKor modekeyis pressedoutof sequence,

thenthe key
promptdoesnotincrement. Theonlyexception thisruleis
to
the downslewarrow[-1-l key.
Pressingthedownslewarrow[I-l fey at anytimeduringthe

Key Testterminates
the test and returnsthe displayto the
MAINTpage.
7.2.8.3 IRS MONITORPage
The IRS MONITORpage providesIRU drift ratesand terminal

groundspeedreadingsat the end of a flight.The page may be
accessed on thegroundonlyby pressing the[-"*-lkeyselectingthe
maintenance @ (see Figure7-38)and pressing [4n] associated
withthe IRSMONITOR prompt(seeFigure7-39).Thepagecannot
be accessed duringflightand if displayed
whenthetransition from
preflightis made,the F-PLNpageA is displayed.
RE F INDE X
D E F INED IIEF INEII
ED <NA Y P OINTS NA V A I DS ) EE
ED <I,.IAYPO
I NTS NAVAI DS> EE
C LOSEST
€D <AIRPORTS ACA RS> GE
EO <SENSORSTATUS AIDS> EE
6D <A/C STATUS MAINT> ffi6n
gt{l
@ *
Figure 7-38
p.360
7- 40
ASIO FNilSPTLOT'S GUTDE Chatvi AP45
MA INT
S E LF TE S T (P A S S )
A NN TE S T CA NCE L
<TE S TP A TTE RN
(K E Y TE S T IRS MO NI T O R>
Figure7-39
IRS MONITOR
DRIF T RAT E
IRU1 O.?
IRUE O.3
IRU3 O.I
RETURN>
Figure 740
After the pilot has begun his takeoff roll and the ground speed is
greaterthat 120 kts or the oleo strut indicatesthat the aircraftis
airborne,the takeoff time and the bearingand distancefrom the
FMC positionto each IRU positionare storedin FMC memory.After
the aircrafthas landedand the groundspeedis berow60 kts and the
oleo strutindicateson the ground,the FMC once againmeasures
the land time and bearingand distancefrom the FMC positionto
each IRU positionand recordsit in memory.By resolvingthe two
bearingsand rangesfor each IRU into total drift and then dividing
by the trip time,the averagedrift ratefor each IRU is calculatedand
displayed.The value is rounded up to the next whole tenth of a
NM/hour.
p.361
7- 41
Chatvi AP45
A37O FMS PILOT'T GUTDE
Sincedriftrate,RadialPositionErrorRate(RPER)is RadialPosition
Error(RPE)dividedby time in flight,a Figureof Merit(FOM)for drift
rate"evaluation" is a non-lineardecreasingfunctionof time. lt is also
statisticalin nature and thereforeshould be consideredover two
flights if practicalto establishreliabilitycriteria.Since the FMS
snapshotsthe data for the drift rate calculations(at liftoff and
touchdown),T is flighttime only. The followingchart representsdrift
rate removalcriteriafor the HoneywelllRU. (See Figure7- 41.)
c
€6
E
uJ
&4
t
;-3
LL
E2
o
1
0
1 2 3 4 5 6 7 I 9 10 11 12 1 3 1 4 1 5 1 6 1 7 1 8
NAV TIME (hours)
NOTE:
DriftRateis not usedas a pedormance
criteriafor flights
lessthanonehour. RPEis usedinstead. c61212#
Figure 741
Thegroundspeed(GS)displayedon the CDU is the residualground
speedfor each IRU at enginestop roundedto the next whole NM/
hour. lf a valid groundspeed is not being receivedat enginestop,
dasheswill be displayed.
lf groundspeederrorexceeds20 knots,the 3-minuteRapidRealign
mode is disabled,and the IRU will need to be cycledthru a full 10-
minutealignment.Sincegroundspeederrorscontinueto buildas
long as an IRU remainsin the NAV mode,this totaltime shouldbe
consideredwhen the pilot evaluatesthe lRUs performanceat the
end of a power-onperiod.lf groundspeedexceeds15 knotsfor two
flightlegsin a row,a full realignmenthas beenperformedin between
those legs,and total NAV time sincefull alignmentdoesn'texceed
18 hours,then the IRU shouldbe investigated.
Entriesmay not be madeon this page.TheRETURNpromptin @
returnsthe operatorto the MAINT page.
p.362
Rev 1 Dec/93 7-42
Chatvi AP45
7.3 ALTERNATE FLIGHT PLAN

Thealternateflightplanverticalrevisions
aresimilarto the primary
plan
flight verticalrevisions.
However, revisions
thefollowing canbe
madeto the primaryflightplanbut notto the alternateflightplan.
THRREDALT
ACCELALT
EO ACCELALT
EO THRREDALT
S T EPP R E D
TO/APPRparameters
T I M EC ST R
ALT CSTR
SPEEDCSTR
Revisions to theprimaryflightplanaretotallyindependent of revisions

to itsalternateflightplan,withthe exception of thefollowingitems:
1. EnableAlternate- This is the specialrevisionfunctionthat
the alternateintothe primaryflightplan.
incorporates
2. AlternateOrigin - The alternateflightplanoriginis alsothe
primarydestination.
Additionally
thefollowing lateralrevisionsareallowedin theprimary
flightplanbut not in the alternate plan:
flight
flightplan.
1. SlDsare notstrungin the alternate
2. EOSIDSare not strungin the alternateflightplan.
aremadeto boththeprimaryandalternate
Lateralrevisions flightplans
in identical
mannersexceptfortheaboverestrictions.lf therevisepoint
is in the ALTNflightplan,the revisionis madeto the ALTN.
Figure7-42 is an exampleof the stepsnecessaryto stringthe
alternateflightplanmanually.The processis essentially
identicalto
stringingthe primaryflightplanexceptthe laststep.
As indicatedbythe LATREVfromLSGGdisplay,pressingLSKGD
will ENABLEALTN.The alternate flightplanbecomesthe primary
flightplanandthe displayrevertsto the F-PLNpage.
p.363
7-43
Chatvi AP45
---------+ GD
GD
@
r9
---"-/ 1750 ,
( r /c) / F L??o
SKL
---------> ( r / D)
TSL
MKR
rg - - - F- PLN D ISC ON T IN U IT Y- -
MKR,/345/6 tJ
1150 i LAT RE V F R oi PBD o1

t R R / ? 4 6 .6 '/6 ,6
(r /D) ST AR >
TSL HOLI}>
@
IlKR ---------+ PR O CT >
NE{ IPT CO R TE
P B D O1 +[ ] t l*
N ET R TE TO
_ -_ F _ P L N DIS C ONTINUITY- - PBD @ I/C l *
L6TS R ET U R N >
1J
STARS
STAR TO LGTS
APPRS
--"--"- l 15U t
FSKTH <SEL> ILS1Z PBD61
FSKIL REi^rxrNc ___F_PLN D ISC ON T IN U IT Y- -
ra
APPR S
SKL1H 10 L_LG
c 155.
TALS1H 17 TSLNB
--------+ c 165.
TALS1L A8 Rt^t
17
H l ag.
< INS E R T RETURN> INTCPT
t CLR f .l,
--"-'--- LAT REV FRoi LSGG

4514,4Nl44605.5E
P B D O1 <SID
---F -P L N DIS C ONT]NUITY- - HOLD'

T S L NB --------l>
NET XPT CO iTE
R HI7 +[ ] t lr
Hr 9g. NEH RTE TO
I NT CP T L50U/ L l*
ug
r s Laa6
3 5 OO) TENABLE ALTN RETURN>
CLR fJ
Figure742
p.364
7- 44
7.3.1 Alternate Flight Plan Prediction
The Performancefunction calculatesan estimateof the fuel re-

quiredto fly the alternatelateralflightplan assumingMIN FUEL
mode operation.The alternateflight plan predictionis calculated
when the associatedprimaryflight plan has satisfiedthe necessary
conditionsto be invokedand a destinationexistsforthe primaryflight
plan. The alternateflight plan predictiondoes not require any
matchingof flightplandefiningparametersto be invokedas doesthe
secondaryprimaryflight plan predictions,exceptthat the originof
the alternateflightplan is the destinationof the primaryflightplan.
Therefore,the alternateflight plan predictionallowsfor the modifi-
cationof the followingdefiningparameters1 through4:
1. Alternate Cruise Flight Level - This assumesa defaultvalue

of FL200 if the great circle distance between the origin and
destinationis less than 300NM and FL300 if the distance is
greaterthan 300NM.
The pilot has the optionof enteringan altitudeconstraintat the

alternatetop-of-climb(T/C) pseudo waypoint.This is treated as
a pilot-enteredalternatecruiseflight level.
2. Constraints - Noaltitude,speedortimeconstraintsareallowed,
exceptforthe alternatetop-of-climbusedto enteralternatecruise
flightlevel.No speedlimitentryis allowed,buttheequationsused
for climb and descentare based on the defaultspeed limit.
3. Winds - The pilotis able to enter a singlewind magnitudeand

bearingat the alternatetop-of-climbpseudo waypoint.This is
resolvedalong the great circle course from the origin to the
destinationto obtainthe headwindor tailwindcomponent.For
tailwinds,50 percentof the valueis used in the predictions,
while
for headwinds,150 percentof the value is used.
p.365
7- 45
Chatvi AP45
A31O FfiIS PTLOVS GUIDE
4. Temperatures- Thepilotis ableto entera singletemperature

at the alternatetop-of-climb pseudowaypoint.This is converted
to a deviation
fromstandard Thisvalue
dayat thecruisealtitude.
of AISAis usedfor all alternate lf the pilot
flightplanpredictions.
subsequently entersa newcruisealtitudefor the alternateflight
planthen the valueof AISA is retained.lf no temperature is
enteredat thealternate top-of-climb,thenthevalueofAISAat
the primarydestination is used.
flightplanprediction
of thealternate
A recalculation occurswhen
anyof the abovedefiningparameters 1 through4 are modified.
Predictions for the alternateflightplanusesimplified techniques

(anddataobtainedfromoff-linecomputations), ratherthanthe
full prediction
techniques usedfor the primaryflightplan.The
alternatefightplan lengthis computed fromdefaultlegdistances
andis notcorrected dueto legtransitions.Thetechniqueusedfor
eachflightphaseisdescribed indetailinthefollowingparagraphs.
7.3.1.{ Takeoff (Go-Around)
The airportpressurealtitudeused for the alternateoriginis the

primarydestinationairportelevation,the finalaltitudeis 3000feet
abovethe primarydestination airportandthe startinggrossweight
at thealternate
originis theestimatedlandingweightat the primary
destination.
7 . 3. 1.2 G l i m b
Predictionsfor the climbflightphaseuse a tabulardatato obtain

time,distanceandfuelburnfora nominal weightandoriginelevation,
thenmodifythesepredictions to allowfor actualweightand origin
elevation.
7.3.1.3 Gruise
Thisusesa rangeequation anda singleestimate

of optimumspeed
(basedon the alternatetop-of-climb
weight).
p.366
7- 46
A31O FfrIS PILOVS GUIDE Chatvi AP45
7.3.1.4 Descent and Approach
The combineddescentand approachflightphaseusea simplified

computation
basedon descentat the MINIMUMFUELspeed.
7.3.2 Enable Alternate Function
Thisfunctionis usedto incorporate portionof theflight

thealternate
planintothe primaryportion.
The rulesfor the enablealternatefunctionare as follows:
1. The revisewaypointmustbe in the primaryportionof the flight

planandtheremustbe an alternate
destination.
2 . All waypointsin the originalprimaryportionof the flightplan

beyondthe revisewaypointare deleted.(This includesthe
primarydestinationand missedapproach.)
3 . Thealternatedestination astheprimarydestina-
is redesignated
tion.Thisprimarydestinationbecomesthe newalternate
origin
waypoint.
flightplanis strungintothe primaryflightplanwith

4. Thealternate
betweenthe revisepointandthefirstwaypointin
a discontinuity
the alternate(alwaysthe alternateoriginwaypoint,no altitude
constraintexistshere).
5 . The FROMwaypointcan be the revisepoint.
6 . All SPD and ALT descentconstraints,

as well as TIME con-
straintsat waypointsbetweenthe presentfuC positionand the
primarydestination(including
primarydestination)
are deleted.
7 . The alternateCRZ FL is assignedas the primaryCRZ FL in

accordance
with the rules.
p.367
7-47
Chatvi AP45
p.368
Chatvi AP45
PERFORMANCE
DEGRADED
TABLEOF GONTENTS
PAGE
8 . 0 D E G R A D EP
DE R F OR MA N C E ..................8- 1
8 . 1 D U A LA N DIN D E P E N D E N
OP 8- 1
..,..,,...........
T ERATION
8 . 2 c R o s s -T tE DMo D E ...............8- 3
83 SINGLE
F L IGH T
MA N A GE ME NT.....,... ....8- 5
COMPUTER
8 . 4 D EG R A D EN DA V |GA T |ON ........ ...............8- 5

8 . 4 . 1I RSD e g ra d e d .................8- 6
8 . 4 . 2I RSOn l yN a vi g a ti o.........
n ................8- 7
8 . 4 . 3At ti tu d(A
e T T On) l yN a v.. ..................8- 8
8 . 4 . 4( N ON EN ) a vi g a ti oMo
n de .........
.......8- 8
8 .5 F M CM A L F U N C T T ON S ............8- 9
8 . 5 . 1F M R e se t ......8- 9
8.5.2FM Re-synchronization ...8-10
8.5.3LockedCDU ..8-10
8 . 5 . 4F MCF a i l u re Star t.......................8- 11
D u ri n gE n g i n e
8.5.5Independent Operation - Possible 8-11
Fix...............
8 .6 E N G I N E
OU T ......... ..................8- 12
8 . 6 . 1E n g i n eOu tWi th o uat S ID ................8- 13
8 . 6 . 2En g i n e Ou tS IDa n dR o u te ..... ......8- 14
8 .7 M A I N T E N A N C
WRE IT E -U P-S FMS . ....8- 15
p.369
Rev 1 Dec/93
Chatvi AP45
p.370
Chatvi AP45
DEGRADED
8.0 DEGRADEDPERFORMANGE
The FMS is a ruggednavigationand flight aid. The normalloss of
sensorsorcapabilityimpactlittleon overallperformance
and mission
accomplishment(See Section1.2.1,OPERATIONALMODES).To
understandand still use the system when it is degraded, the
followingtopics will be covered.
o DegradedNavigation
o FMC Malfunctions
Additionally,FMSassistanceprovidedduringEngineOutOperations
will be discussed.
8.1 DUAL AND INDEPENDENTOPERATION

The FMS is operablewhen electricalpower is appliedto the aircraft.
Built-lnTest(BITE)is performedat thistime and afterany short-term
powertransients.Pilot-enteredflightdata is retainedduring power
transientsthroughbattery-powered memoryin the FMS.
When powered,the FMS supportsDual,Independent, Singleand

Crosstied operationalmodes.Dualmodeis the normalmodeof the
FMS.In Dualmode,thetwoFMCscommunicatewith eachotherand
each CDU communicateswith it's FMC.
p.371
8-1 Rev 1 Dec/93
Chatvi AP45
Dualoperation involvesbothFMCsoperating togetherwithone of

thempickedto actasmasterFMCandtheotherasslave.Uponinitial
power-up(within0.5 seconds),whenFMC-1is designated as the
and cross-talk(or synchronization)
master,initialization of FMC
residentdatabeginsto include:
. Nav DataBaseldentification
. FM Operational
ProgramSoftwarePartNumbers
. Aircraftand EngineTypeProgramPlNs
o Non-Aircraftand EngineTypePlNs
. Nav DataBaseLoadComplete
. Side1 Indicator
(fromprogramPlNs)
. SourcelD
An FMCchangecouldcausethe FMSto operatein Independent

modeifthedataineachinstalled FMSisnotidentical. Anydiscrepancy
intheIisteddatacausesa CDU message, "A/GSTATUSMISMATC H'.
Thesystemthenrevertsto Independent mode.A failureof the Inter-
SystemBus (lSB) or a re-synchronization failureresultsin the
m e s s a g e , ' I N D E P E N DOP
ENET R A T ION '.
In Dualmodeoperation aircraftpresentposition,
threeparameters,
grossweight,andtargetCASairspeedarecomputed independently
by each FMC.Individually
computeddata is comparedwith any
significant
errorsannunciated
witha CDUSP message.
. Presentpositions
differby morethansNM,CDUmessage, "FMC
POSITIONMISMATGH" is displayed.This is automatically
can-
celedwhenthe difference is lessthan3NM.
. GrossWeightdiffersby morethan1 Tonnesor 2204pounds,the
message,"GROSSWEIGHTMISMATCH" is displayed.
Thisis
automatically
canceledwhen the differenceis less than 0.5
Tonnesor 1102pounds.
NOTE: ln some dynamicconditions, verticaland lateral

computations maytemporarilydisagreeand may be
evidenton the ND.Inthiscase,theflightdirector
and
auto-flight
systemusethe masterFMCfor tracking.
p.372
Rev 1 Dec/93 8-2
Chatvi AP45
Whilesynchronization of datais in progress,theCDUSP message,

"PLEASEWAIT"is displayed. Thesamemessageis displayed for
a powerinterruptof longerthan4 seconds(VeryLong-Term, VLT).
In thiscase,the FMCin questionbecomesthe slaveand re-syncs
itselfto themasterwhile
establishing dualmodeoperation.Whilethe
'PLEASEWAIT"messageis displayed, CDUkeyinputsfromeither
CDUarenotaccepted forprocessing. Themessageis automatically
clearedwhen re-synchronization is attained.
. The PROGRESS pagedisplaysa blankedoffsidetuned
navaidfield.
. Onlythe onsideradiosare showntuned.
Whenre-synchronization andfails(5 re-synchswithin

is attempted
5 minutes),eachFMCrevertsto lndependent modeof operation
withoutcross-talk.Themessage "INDEPENDENT OPERATION" is
displayed in theCDUSP untilit is clearedor theFMCreestablishes
dual.lf the pilotdesiresto forcereestablishingcross-talk,
he may
attemptto do so. See Section8.5.2 tor FM re-synchronization
recovery.
NOTE: Flightoperationsin the INDEPENDENTMODE are

not recommended. The system may be forced to
operatein the SINGLEMODEby pullingone FMCCB,
then selectingthe CROSS-TIEDMODE.
8.2 CROSS-TIEDMODE
The CROSS-TIED MODEis utilizedwhenone FMCfails.lt provides
the capabilityto connectboth CDUs to the one operationalFMC
(Figure8-1),allowingdata inputand cross-talk
in a normalmanner,
exceptthe following:
1. Both CDUsdisplaythe same page.

2. Buttonpushesare processedin the orderin whichthey are
received- there is no master/slaverelationshipas in the
D U A Lm o d e .
3. Data changesto one CDU are reflectedon the other CDU
simultaneously.
4. All SP messages
are displayed
on bothCDUs.
p.373
8-3 Rev 1 Dec/93
Chatvi AP45
EC D U1
E
C D U2
c59722#
Figure 8-1
The CROSS-TIEDMODEis enabledby pressingthe switchlabelled,

FMC (Figure8-2),O on the SWITCHINGPANEL,locatedto the left
or rightside of the respectivefonrvardINSTRUMENTPANEL.
AN
HDE
ADC INST ll F/o/lll

@t
F/o/1ll
FD ll
@t
EFIS ll Fiol3ll
SGU
t@l
voR ll F/onll
t@l
il F/O/1tl
ILS
@l
FMC
Figure8-2
Whenpressed, the P/Billuminates WHITEon theaffectedsideand

GREENontheoperating side,e.9.,Capt.P/Bpressed- switchcap
displaysF/O/1SYS2, FIOswitchcapdisplaysCAPT/2SYS 1.
p.374
C A P T .S ID E F/OSIDE
c59724#
Figure8-3
8.3 SINGLE FTIGHT MANAGEMENT

GOMPUTER
The FMS Buift-lnTest (BITE)is composedof a combinationof internal
softwareand hardwaremonitorswithinthe FMCand CDU.The built-
in test was designedto detectand isolate95 percentof all failures
in the attemptto correctthe situationvia hardware/softwareresets.
lf the MasterFMC fails,the fact is detectedby itselfand the slave

FMS. The slave FMS then functionsas the master FMC and the
failedsideCDU displays'FMCUNAVAILABLE"after25secondsof
lost communications.
lf a CDU failureis detected,the displayis blankedand the top left

FAIL annunciatoron the left side of the keypadlightsup.
8.4 DEGRADEDNAVIGATION
Detailednormalnavigationinformationcan be found in Section4.
From the normal mode of both radio and inertial navigation,
degradationof the individualand combinednavigationmodes are
discussedin the followingsections.For review,the highestpriority
positionupdatemode is Radio/lnertial,
followedby lnertialonly.
Dueto inherentdriftratesin the lRUsor noisyradioinputs,thereare

times when the IRS positionand the FMS-computedradioposition
are different.This conditionmay indicatefaultylRUs or radioinputs
p.375
8-5 Rev 1 Dec/93
to the FMSpositioncomputation.
Whenthe radiopositionis different
fromthe IRSpositionby morethan12NM,thefollowing
eventsoccur:
1. lf possible,
differentradiosare selectedand tunedand the new
radiopositioncompared is lessthan
to the lRS.lf the difference
12NM,no furthercorrective actionsoccur.
2. lf the positiondifferenceremains12NMor greater,the CDU
message, "VERIFY A/C POSITION" is displayed.
The pilot must now resolvethe discrepancybetweenthe two
positions.lf it is notpossibleto selectdifferentnavaidsand resolve
the discrepancy, the positionupdatemodechangesfrom Radio/
lnertial
to lnertial.
The "VERIFYA/C POSITION" clearedif
messageis automatically
the differencebetweenIRS and mean radiopositionfalls below
8NM.The pilotmay alsoclearthe message.lf the lRUsare mis-
alignedduringpreflight outsidethe12NMtolerance,
to a location the
messageis notdisplayed updating
andradiotuning/position willnot
commence. SeeSection4.1.8,RADIOONLYNAVIGATION.
4.4.1 IRS Degraded
lnertialPositionis normally computed in the FMSat therateof ten
per secondby combining threeindependent IRU positions.
Each
IRUposition is normally compared to theprevious positionandafter
passingthe comparison test, is combinedinto the new inertial
positionusing a weightedaverage.For the comparison test,
differences of morethan 30NMor 20 knotsresultin otherthan
normalmodeoperation andeachFMSrevertsto and usesa single
IRUfor position inputs.The IRUfailureand usecombinations are
f o u n di n T a b l e8 - 1 .
TABLE8.1
IRUFAILURE
ANDFMSUSESELECTIONS
IRU 3 Fails IRU 2 Fails IRU 1 Fails

FMC 1 usesIRU 1 FMC 1 uses IRU 1 FMC 1 uses IRU 3
FMC 2 uses IRU 2 FMC2 usesIRU3 FMC 2 uses IRU 2
c61267#
p.376
8-6
InertialGround Speed is also computedin the FMS at a 1O-per-

secondrate by a simpleaverageafterthey pass a comparisontest.
lf the comparisontest is failedor any IRU is operatedin otherthan
normalmode,the FMS receivesas singlegroundspeed input per
Ta b le8- 1 .
When two IRU platformsare operatedin otherthan normalmodes,

the FMCsbothuse the singleremainingIRSfor positionand ground
speed inputs.
InertialNav is declaredon the PROGresspage,2 minutesafterradio

p o siti on u p dating has ceased. The me s s a g e ' lRS O NL Y
NAVIGATION"is displayedwhen the positionupdate mode has
been inertialfor 10 minutes.The message automaticallyclears
when a radio update is obtained.lf cleared,this message is
immediatelyre-displayed when transitioning
from cruiseto descent
and the IRS conditionremains.
All three IRU positionsare averaged and comparedto the FM

position.When an IRU positiondiffersfrom the Radio positionby
more than 12NM, then the CDU SP message "VERIFY AIG
POSITION"is displayed.
Loss of all IRU inputs to the FM results in an "A/G POSITION

INVALID'messagein CDU SP.
8.4.2 IRS Only Navigation
IRS Only Navigationoccurswhen NAVAIDSare out of range(e.9.,

flyingoverwater),or do not meetthe FM radiotuningcriteria.ln this
modeof operation,the masterandslaveFMC positionsdisplayedon
the progresspage are identicalto the mixed IRS position.The
scratchpadmessage.lRSONLY NAV" is displayeduntilradioinput
is againavailable,orthe messageis manuallyclearedfromthe CDU
with the @ key.
Radio navigationis normallyaccomplishedby eitherDME/DMEor

DME/Bearingcalculationsof aircraftposition.Positionerrorsof up
to 0.35NMfor DME/DMEand a calculatederror basedon DME for
DME/Bearingare used in the acceptance and comparisontests.
p.377
8-7 Rev 1 Dec/93
Chatvi AP45
[VOR/DMEthreshold= 0.25NM+ (navaidgrounddistancetimes

2.5I 57.3).1A once-per-secondconfidencecheck is accomplished
on new radio data to verify radio positiondata. Radio deviation
outsidethe allowablerange declaresthe radio positioninvalid
and revertsnavigationto inertialor in its absence,no navigation.
The message"lRS ONLY NAVIGATION"is displayedon the CDU
SP. Retuningoccursevery2 secondswhileairborne,if navigation
is via "lRS ONLY'.
No navigationis declaredupontransitionto descentor not laterthan

2 minutesafter both a radio and inertialpositioncalculationcannot
be made.The message"A/C POSITIONINVALID' is displayedto
indicatea completefailureto achieveany navigationmode. Unless
resolved,this No Navigationconditionleads to "ATT" (AttitudeOnly
Navigation)or "None"navigation mode.See Section4.1.7, RADIO
ONLY NAVIGATION.
8.4.3 Attitude (ATT) Only Nav
ATT is a reversionaryattitudemode to provideaircraftattitudeand

headinginformationwhen a NAV faultcausesthe navigationdatato
be invalid,but leavespitch,roll,and headinginputsvalid.Selectable
eitheron the groundor in flight via the ISDU,data input,with this
failure,must be madefrom a wings levelattitude.See Sections6.6
and 6.8.3,ATTITUDEMODE.
8.4.4 (NONE) Navigation Mode
Entryintothis conditionindicatesa completefailureof a navigational

mode to engage.The two casesto be consideredare:
1. Ground - The aircraftpositionis consideredvalid as long as at

leastone IRS is in the align mode.The positionbecomesinvalid
should a long-termpower interrupt(> 10 seconds)occur. The
(NONE) navigationcondition continues until an IRS position
becomesavailable;at which time the INERTIAL(l) Only mode
activates.
p.378
Rev 1 Dec/93 8-8
Chatvi AP45
2. Airborne - The lastknownaircraftpositionis considered valid

for the firsttwo minutesof the (NONE)navigation mode.During
thisperioda re-acquisition of validradiodataand/orthe returnof
IRSdatawouldcausethe engagement of a navigational mode
consistent with the sensorsavailable,e.9., R/l or L Aftertwo
minutesin the (NONE)navigational mode,the aircraftpositionis
considered invalid.ln thiscase,a transitionto INERTIAL(l) mode
can only be achievedby the returnof at least one valid IRS
position. lfAttitudeOnlyMode(ATT)istheonlymodeavailable on
oneor morelRUs,a validTrueAirSpeedisavailable, andnoradio
position is available,thenDeadReckoning (DR)is declared.(See
Sectio4 n . 1.9 .)
No pilotactionis necessary or possiblein the (NONE)navigational

mode.Aswithallothernavigational modes,the(NONE)navigational
modeis disptayed in dataline6 of the PROGpageunderthe NAV
label.See Section4.1.3.RADIOUPDATING - FMC POSITION
andFigure4-7.
8.5 FMG MALFUNGTIONS
Themostoften FMCproblem
encountered areas,aswellasproblems
observedwithsystemsdependingon the FMCfor inputdata,are
coveredin thissection.
8.5.1 FM Reset
A resetmay occureachtime the FM sensesthat it cannotwork

properly.
Whena resetis performed, a re-synchronizationwiththe
otherFM (ifavailable)
follows,In mostcases,a FM resetlastsroughly
30 secondsduringwhichtimenothingcanbedone.lf severalresets
followone another,this may leadto an overallmemorycleanup
whichcausesthe failingFMC to completely reloadits flightplan
informationfromthe otherside.Thesystemmaybe inoperative for
about3 minutes.
The followingdescribesthe recoveryprocedure.
p.379
8-9 Rev 1 Dec/93
Chatvi AP45
8.5.2 FM Re-synchronization
An FM re-synchronization occurseach time a self-comparison

betweenFM1and FM2revealsa discrepancy. Mostoccuraftera
resetof one FM. lf 5 re-synchronizations
occurwithin5 minutes,
Independentmodeoperation commences.
A resetmay occureachtime the FM sensesthat it cannotwork

properly.Whena resetis performed,a re-synchronization
withthe
otherFM (if available)
follows.In mostcases,an FM resetlasts
roughly30 secondsduringwhich time nothingcan be done.
Occasionally,
severalresetsfollowoneanother,
andmayleadto the
systembeinginoperative for about3 minutes.
Recovery procedure:
An FM RESET/RESYNCHis identifiedby the ND message"MAP

NOTAVAIL".The CDU revertsto theAIRCRAFTSTATUSpagewith
the message"PLEASEWAIT' in the scratchpad.
NOTE: Do not attemptdata input duringdisplayof the

'PLEASEWAIT"CDU message.
Recovery procedure (dual FMC loss):
Pull both FMC 1 and FMC 2 CBs for 10 secondsor more; then
reinstatethem to recoverthe systems.
8.5.3 Locked GDU
ln certainremotecasesthe CDU appearsto be lockedup and data

inputsare not accepted,althoughthe MAP on the ND is available
and everythingappearsnormal.This conditionmay appearafter a
reset has been completed,or followinga CDU internalproblem.
Recovery procedure:
Pull the affected FM/CDU CB for more than 5 seconds; then

reinstateit. The scratchpadmessage"PLEASEWAIT" will then be
is in progress.
displayed,indicatingthat a reseVre-synchronization
p.380
Rev 1 Dec/93 8-10
AS|O FMS PILOT'S GI'TDE Chatvi AP45
8.5.4
lf an FMCfailsafterelectrical
powertransferduringenginestart,it
maybe restored by pullingtheaffectedFMc cBs for approximately
10 seconds,causingan FMCreseUresynch.
8.5.5 x
It is sometimespossibleto affecta returnto the DUALmode,from
theINDEPENDENT mode,byperforming a sELF-TEST oftheFMC.
Thisfunctionis availableon the groundviathe MAINTpagethatis
inturnaccessed fromtheREFINDEXpage(Figureg-a)bylressing
LSK@.
RE F INDE X
IIEF INED DEFIN E I}
(E) <IÎAYPO
I NTS NAVATD5 > GD
ED <,.IAYPO
I NTS NAVAI DS> GE
CL OSEST
6D <A I RPORTS GE
ED <SENSORSTATUS AIDS> EE
@ <A,/C STATUS MAINT) 60 axg{l
INDEPENDENTOPERA TION trE
c59725#
Figure8-4
The MAINTpageis displayed
as shownin Figureg-5.
p.381
8-11 Rev 1 Dee/93
Chatvi AP45
A37O FfiIS PILOT'S GUTDE
MA INT
@ SELF TE S T
ED ANN TE S T
6D <TE S TP A TTE RN
@D < KE Y TE S T
6D
@ PLE A S EIÎA IT
Figure 8-5
The SP message"PLEASE WAIT" is displayedafter the SELF-

TEST is initiatedby pressingLSK [-1T1,
and remainsdisplayeduntil
the test is complete.The successfulconclusionof the SELF-TEST
is indicatedby the work (PASS)besidethe SELF-TESTprompt.
The FMCs shouldnow be operatingin the DUAL mode.
NOTE: The MAINT page can only be accessedwhile the

aircraft is on the ground and the flight phase is
PREFLIGHTor DONE.
8.6 ENGINEOUT
The FMS incorporatesan Engine Out mode of operationthat
includesperformanceintegration(EO MAX altitude;deceleration
anticipation'sfor holding,speed limitsand speed constraints;and
fuel at destination)designedaroundthe loss of one engineand the
incorporation of emergencyEngine Out (EO) SID routing.The
EOSID routing is incorporatedinto the Nav Data Base at airline
request and may or may not exist for every departure runway. lf
EOSID routing exists for a selected departure runway, it is
automaticallyselectedwhen selectingthe runway.
Whenan EngineOut conditionis detected,the MODEpagedata line

6 displays{rcoNFlRM/CLEAR{i.
p.382
Rev 1 Dec/93 8-12
A31O FIWSPILOT"S GUIDE Chatvi AP45
The EngineOutspeedtargetis the speedobtainedat timeof loss

of the engine(betweenV2 and V2 + 10) until the ENG OUT
ACCeleration altitude.
Then,an aircraftleveloff is commanded and
acceleratesto GREENdot. After this acceleration the aircraftwill
climbto FCUaltitude, or TrueEO MAXAltitudeunlessconstrained.
TheTargetspeedremainsGREENdot unlessfurtherconstrained,
limitedor tactically
designatedby the pilot.
TOGAthrustis maintained for EngineOutoperation untilGREENdot

or aboveis attained,the aircraftis in a cleanconfiguration,
and the
altitude
is abovetheallengineACCEleration altitude.
Normally,
when
thesethreeconditions aresatisfied, MCTis calledfor on the FMA.
8.6.1 Engine Out Without a SID
lf no EOSIDis identified
in the data baseor the enginefailureis
beyondtheEOSID/Active F-PLNdiversion waypointfortheselected
runway,theoriginalSIDandflightplanareflownat EOspeedsand
altitudes. bothCDUsdisplaythe MODEpagewith
In thiscondition,
the "{$CONFIRM/CLEARTF" promptsat dataline6. (SeeFigure8-6.)
STEP: Detected EO
E NG OUT CLB
COST INIT EX
GD 756 Ar DEsr
6 } ,IT E FOE
ED E CoN @156 13.8 Ets
GD r l' lIN F UEL GE
ED e llIN T Il.lE @
ED @
GD *CONFIRM ENG OUT CLEAR* @
CRZ FL ABOVE MAX FL
Figure8-6
NO EOSIDMODEDisplay
p.383
8-i3 Rev 1 Dec/93
f^ fha racr'irr^-- ! "
Chatvi AP45
S T EP!:g @
E NG OUT CLB
cRz r.tA x OPT
(iD FL35O FLA 55 EE)
O FST FUEL
@ * tl PRED> EE
BRG /DISl
GD ---c /---- ro t l @
@ 4 3 5?.4N/@sO54
.3E GE
DIST DES
ED 553 ro DE S T FORE CA S T >GE
A l t 4 .8 g NAV AL l4 .8 g
@ AGN-AGN R,/I AGN-AGN @
CRZ FL ABOVE MAX FL
c61266*
Figure 8-7
PROG Page
The SP message,'CRZ FL ABOVE MAX" is shownbecausethe two

engineCRZ FLwas FL 370.The PROGpagedisplaysthe RECMAX
altitudefor singleengineoperationsand OPTimumALT is dashed.
The REC MAX altitudeis that altitudethat may be maintainedwith
one engineoperatingat MCT.
PressingLSK [TR],clearsthe EO requestand causesperformance

predictionsreturnto normal.
8.6.2 Engine Out SID and Route
lf the Nav Data Basecontainsan EOSIDfor the selectedrunway,it

is automaticallyselectedwhen the departurerunwayis selected.lt
maybe previewed on the ND orif thepilotwishestoscrollthe
EOSID,
it may be selected and inserted as the departure SID on the
secondaryF-PLN.
The EOSIDis displayedif an engine-outconditionis detectedbefore

passingthe EOSIDdiversionwaypoint.ThisEOSIDis automatically
presentedfor insertionor erasure.To landusingFMS guidance,the
pilotmust{TCONFIRM to initiatethe EOSID.Thenthe destination is
the departureairfield.lf a differentairfieldis more appropriate,the
destinationmust be changedin order to get properapproachand
runwayselectionfor the arrival.Of coursethe pilot may chooseto
p.384
Rev 1 Dec/93 8-14
manually flytheaircraftwithoutemploying theFMSfunctions. Once

the EngineOut is confirmed, the EOSIDis automatically inserted
andtheoriginalF-PLNis lost.However, if theactiveF-PLNis copied
into the secondaryF-PLNprior to the EO situation,it remains
availablefor use,
lf theEOcondition
occursafterthe EOSIDdiversion waypoint or the
EngineOut is not CONFIRMED priorto the EOSIDdiversion
waypoint,theEOSIDis deletedandtheMODEpageis displayed on
bothCDUs.The EOSIDis no longeravailable for pilotinsertion.
8.7 MAINTENANGEWRITE.UPS - FMS

Io assisf Engineering in determining the cause of operational
problems encountered with FMS, the following data should be
included in every maintenance logbook write-up.
o Position- (aircraftLaVLong)
. FlightPhase (Takeoff,CLB, CRZ, etc.)
o Configuration(Flaps,slats,gear)
o F-Plan data (SlD, STAR, AIRWAY, pilot-definedWPTs and
constraints,CRZ FL, G.W., Cost Index)
. Leg Type (HOLD,DIR TO, ManualHeading,etc.)
. AP Status(FMA Indications,FCU Altitude)
. Speed (lAS and Target)
. Guidance(ENGAGED,ARMED OR DISENGAGED)
NOTE: Pilotactionon the CDU,priortothe statedmalfunction,

shouldalso be noted.
p.385
8-15 1L-
Rev 1 Dec/93
tha r6alri*i^-^ ''
Chatvi AP45
p.386
Chatvi AP45
APPENDIGES
TABLEOF CONTENTS
PAGE
Appendices
A Ab b r e via tions
& A cronyms . . . . . . . . . . . A -1
B D ataFo r mats . . . . . . . . . .B
. . -1
.
C Scr atchpad.,........... . . . .C-1
D Te r m in o logy.....
.... . . . . D-1
.
E Ind e x . . . . . . .E. -1
p.387
Chatvi AP45
p.388
Chatvi AP45
&
ABBREVIATIONS
ACRONYMS
Thefollowing
abbreviations andacronyms maybe usedbytheFMS
or maybe foundthroughout the manual.Someabbreviationsmay
alsoappearin lowercase having
letters.Abbreviations verylimited
usageare explainedin the sectionwheretheyare used.
A Autotune
ACARS Aircraft
Communications andAddress
Reporting
System
ACCEL Acceleration
ACT Active
ACTVT Activate
ADC Air DataComputer
AFCS AutomaticFlightControlSystem
AFMCS AdvancedFlightManagement ComputerSystem
AFS AutomaticFlightSystem
A IDS AircraftIntegratedDataSystem
ALT Altitude
ALTN Alternate
ANN Annunciator
AP Autopilot
A PPR Approach
A R INC Aeronautical RadioIncorporated
ARPT Airport
AiTHR Autothrottle
ATO AlongTrackOffset
ATS AutothrottleSystem
ATT Attitude
AWY Airway
BI T E Built-lnTestEquipment
BRG Bearing
BRT Bright
C Celsius
CAS CalibratedAirspeed
ccw CounterClockwise
CDU ControlDisplayUnit
p.389
A-1
A3'O FMS PILOT'S GUTDE Chatvi AP45
CF Courseto a FixedWaypoint
CG Centerof Gravity
CGCC Centerof GravityControlComputer
Cl Courseto an Intercept
CLB Climb
CLR Clear
CLRALT ClearanceAltitude
CMD Command
CONFIG Configuration
CORR Correction
CO RTE CompanyRoute
CRS Course
CRT CathodeRayTube
CRZ Cruise
CSTR Constraint
CW Clockwise
CWS ControlWheelSteering
DA DriftAngle
D/D EO DriftDownPoint
DEC Declination(Magnetic)
DECEL Deceleration
DES Descent
DEST Destination
DFA DelayedFlapApproach
DH DecisionHeight(sameas ICAODA Decision
Altitude)
DIR Direct,Direction
DIRTO DirectTo
DISCON (F-PLN)
Discontinuity
DIST Distance
DME DistanceMeasuringEquipment
DR DeadReckoning
DSPY Display
DTG DistanceTo Go
E East
ECON Economy
ECAM ElectronicCentralizedAircraftMonitor
EFIS ElectronicFlightInstrumentSystem
EFOB Estimated FuelOn Board
p.390
Chatvi AP45
ELV Elevation
ENG En g i n e
EO EngineOut
EOSID EngineOutSID
E PR EnginePressureRatio
ETA EstimatedTimeof Arrival
ETE EstimatedTime Enroute
F FlapRetraction SPeed
FAC FlightAugmentation ComPuter
FAF f inatnppioach Fix(sameas ICAOFAP FinalApproach
Point)
FCC FlightControlComPuter
FCU FlightControlUnit
FD FlightDirector
FF FuelFlow
FIG Figure
FL FlightLevel
FLT Flight
FMA FlightModeAnnunciator
FM C FlightManagement ComPuter
FMCS FlightManagement Computer System(FMCandCDU)
FM S f tigfrtManagement (FMCS,
System AFCS,andsensors)
FOB FuelOn Board
F- PLN FlightPlan
FPM FeetPerMinute
F,S,O Flaps,Slats,VFTO(GreenDot)
FQ FuelQuantitY
FREQ Frequency
GA Go Around
GMT GreenwichMeanTime
G/S GlideSlope
GS GroundSpeed
GW GrossWeight
H Hour
HDG Heading
h Pa hectoPascals(sameas millibars)
p.391
A-3
Chatvi AP45
ASIO FMS PTLOT'S OUIDE
I lnertial
IAF InitialApproachFix
IAS Indicated Airspeed
IDENT ldentifier
lF lntermediate Fix
IMM lmmediate
I NB Inbound
lNlT lnitialization
INOP Inoperative
INTCP Intercept
VP InterceptProfile
IRS InertialReferenceSystem
IRU InertialReferenceUnit
ISDU InertialSystemsDisplayUnit
KG Kilograms
KG/H Per Hour
Kilograms
L Left
LAT Latitude
LAT REV LateralRevision
LIM Limit
LOC Localizer
LONG Longitude
LSK LineSelectKey
LW LandingWeight
M ManualTune,Minute(s), Meters,Mach
MAG Magnetic
DEC MagneticDeclination
VAR MagneticVariation
MAX Maximum
CLB Maximum Climb
DES Maximum Descent
END Maximum Endurance
Mb Millibars
MCT MaximumContinuous Thrust
MDA Minimum DecisionAltitude(sameas ICAO
MDH MinimumDecisionHeight)
p.392
A4
Chatvi AP45
MIN Mi n i mu m
Fuel Minimum Fuel
Time T i me
Mi n i mu m
MLW MaximumLandingWeight
MMO MachMaximumOperating
M SG Message
MTOGW MaximumTakeoffGrossWeight
MZFW MaximumZeroFuelWeight
N North
NAV Navigation
ND NavigationDisplay
NDB NonDirectionalBeacon
NM NauticalMiles
N/P NexVPage
o VFTO,GreenDot
OAT OutsideAir Temperature
OFST Offset
OPT Optimum
OUTB Outbound
PIB Pushbutton
PIBID ng/Distance
Place/Beari
PID Place/Distance
PERF Performance
PFD PrimaryFlightDisplay
PPH PoundsPerHour
PPOS PresentPosition
PRED Prediction
PREV Previous
PROCT Procedure Turn
PROF VerticalProfile
PROG Progress
PT Point
Q FE Altitudereferencedto Station(airport)Pressure
QNE Altitudereferenced to StandardPressure(29.92TTHgl
1 0 1 3 .2mb
5 a n dH p a )
QNH Altitudereferencedto Sea LevelPressure
QIP Qualitylmprovement Package
p.393
Rev 1 Dec/93
Chatvi AP45
R RemoteTune
R ED Reduction
RE F Reference
R E PR Repressurization
REV Revision
RMI RadioMagneticIndicator
RNAV Area Navigation
R NG Range
RSV Reserve
RTE Route
RWY Runway
S South
s/c StepClimb
S/D Step Descent
SEC Secondary
SEL Select
SI D StandardInstrumentDeparture
SP Scratchpad
S PD Speed
SRS SpeedReferenceSystem
STAR StandardTerminalArrivalRoute
SYS System
TACT Tactical
Ttc Top of Climb
TCC ThrustControlComputer
T/D Top of Descent
TEMP Temperature
THR Thrust,Throttle
TO Takeoff
TOGA Takeoff/GoAroundThrust
TOGW TakeoffGrossWeight
TP TurningPoint
TRANS Transition
TROPO Tropopause
TRP ThrustRatingPanel
TTG TimeTo Go
p.394
A-6
Chatvi AP45
UTC (sameas Greenwichand

UniversalTimeCoordinated
Zulutime)
VAPP ApproachSpeed
V1 TakeoffDecisionSpeed
V2 TakeoffSafetySpeed
VDEV VerticalDeviation
VERT Vertical
VFTO FinalTakeoffSpeed,"O" Speed,GreenDot Speed
VR TakeoffRotationSpeed
VREF Reference Speed
V/S VerticalSpeed
W West
WPT Waypoint
ZFW Zero FuelWeight

ZFWCG Zero FuelWeightCenterof Gravity
p.395
A-7
Chatvi AP45
p.396
Chatvi AP45
DATAFORMATS
CDU DATA FORMAT LIST

Thefollowinglistgivesall the datathe pilotmayenteron the CDU.
Alsoprovidedare the relatedacceptable

format,acceptablerange,
unitsof entryandtheCDUpagesonwhichthedatacanbeentered.
Unitsof measureare programpindependent at the carriersoption
(English or Metric).
The followingcodesare usedto indicatevariousdataformats:

A - Alphabeticentry
N - Numericentry
X - Alphanumeric entry
<l> - Belowor equalto/aboveor equalto
DATA RANGE DISPLAY
NAME FORMAT (X is input) UNITS PAGE
ACCELAL T +N NNNN RefAlt +3000' ft (MsL) TAKEOFF

lf+or - is < Thr RedAlt GO-AROUND
not input,+ < AccelAlt
assumed;lead < MaxCertAlt
ing zeros may PinableRefAlt
be omifted. +1500'
AIDS DATA NNNNNNwhere N N/A AIDS

is an octal
character(07).
ALT NNNNor MaxAlt = 35000- ft (MSL) F-PLNA

NNNNN 4 1 0 0 0b y S .N . V E R TR E V A
(leading zeros Entryis SECF-PLNA
must be rounded to the
included). nearest10 feet.
ALTN FUEL SeE BLOCK See BLOCK See BLOCK I N I T B

HOLD
ALTN RTE Same as CO RTE Same as CO RTE N/A I N I TA
p.397
B-1
Chatvi AP45
A3'O FI"S PILOVS OUIDE
DATA RANGE DISPLAY
NAi/lE FORMAT (X is inputl UNITS PAGE
ALTMIND ALT or Flight See ALT or ft (MSL)/ DES FORECAST

Level/NNN/NNN FLIGHT LEVEL. degrees/ SECDES
FORECAST
Entry must be kt
NNN - leading greaterthan
zero not neces- destination
sary. An entry elevation.
of WIND DIR = WIND DIR
360 is displayed 0-360
as 0. WIND VEL
0-200
ARPT AAAA lf AA,/AAis not lNlT A

in data base file. LAT REV
..NOTIN DATA FUEL PREDICTION
BASE" message F-PLNA and B
is displayed. SEC F-PLNA and B
WAYPOINTDIR TO
BLOCKfuel NN.N(KG) 0-65.5Tonnes Thousands lNlT B

or NNN.N of kg or
(LBS); leading thousands
zeros may be of pounds,
omitted. resDec-
tively.
CG NN.N '10.0to 40.0 % MAC lNlT B
CLASS AAAAAA VOR N/A NEW NAVAID

(navaid) (refer to range DME
for exact in- VORDME
puts allowed) VORTAC
LOC
NDB
ILSDME
CO RTE XXXXXXX lf CO RTE is N/A LAT REV

not in the NAV lNlT A
data base, "NOT
IN DATA BASE''
message is
displayed.
CO RTE XXXXXXXXXX N/A ACARS

ACARS
p.398
B-2
Chatvi AP45
A3'O FMS PTLOVS GUIDE
DATA RANGE DISPLAY
NAME FORMAT fi is input) UNITS PAGE
CO RTE/FLT See CO RTE and lf CO RTEis N/A lNlTA

FLT. May be not in the NAV
entered as: database,"NOT
CO RTE IN DATABASE''
/FLT messageis
CO RTE/FLT displayed.
CO RTE may be FLT:09999
entered alone
aSXXXXXXX.
FLT may be
enteredalone
as /NNNNor
both may be
entered as
XXXXXXX'UXX.
COST INDEX NNN KG 0-999 (Ratio) INITA

and LBS. May See Section MODE
be entered 3.1.2.4 SECMODE
as 1-3 digits;
leading zeros
may be omitted.
CRS Same as INB CRS Same as INB CRS degrees NEW WAYPOINT
CRZ FL Must be entered See FLIGHT hundreds lNlT A and B

as FLIGHT LEVEL. LEVEL offi SEC INDEX
(MSL) PROG
CRZ WIND See WIND See WIND See WIND I N I TA

FUEL PRED
SEC FUEL
DAY/MONTH DD/MM where DD: 1- 31 N/A AIDS

DD is day of M M : 1- 12
monthand MM
is month of
year. Leading
zeros may De
omittedbut will
be displayed.
DIST NN.N (leading 0.99.9 NM HOLD

and trailing i n .1 N M
zeros may De increments
omitted).
TNNNN -1000to +20470 ft (MSL) NEW NAVAID

if+or - is NEW WAYPOINT
not input,
assume +;
leading zeros
may be omitted.
p.399
B-3
DATA RANGE DISPLAY

EOACCEL SameasACCEL MAXALT=41000 ft (MSL) TAKEOFF
ALT ALT Entry is rounded GO-AROUND
to the nearest
10 feet.
EOTHR RED SameasACCEL MAXALT=41000 ft (MSL) TAKEOFF

ALT ALT Entry is rounded GO-AROUND
to the nearest
10 feet.
FF + FQ One or both N/A N/A FUEL PRED

Sensors may be entered.
BOth:/FF + FQ
or /FQEFF
Fuel Flow:/FF
Fuel Quantity:
/FO
FIG OF N O-3 N/A NEW NAVAID

MERIT
FLIGHT FLNNNor NNN NNN has range hundreds F-PLNA and B

LEVEL Leadingzeros of MAX ALT to of ft (MSL) PROG
on NNN may be = 41000. VERT REVA
omitted. lNlT A and B
SEC INDEX
SEC F-PLNA
SEC F-PLN B
ALONG TRK OFST
ALT INTCP
STEP PRED
FLP RETR Same as SPD Same as SPD kt (CAS) TAKEOFF

APPR
GO-AROUND
FLT /NNNN 0-9999 N/A INIT A
FOB NN.NNKG See BLOCK See BLOCK FUELPRED

or NNN.NNLBS:
leadingzeros may
be omitted.
FREQ NNN.NN 108.00- 117.95 MHz NEW NAVAID
FROM/TO AAAAA/AAAAA AAAAA must be N/A lNlT A

in data base See INDEX
or message,"NOT
IN DATA BASE''
is displayed.
FINAL/TIME FINAL {see See BLOCK See BLOCK lNlT B

BLOCK),TIME and GMT and GMT HOLD
(see GMT) FUEL PRED
SEC FUELPRED
p.400
B-4
Chatvi AP45
A31O FMS PTLOTS GUTDE
RANGE
HHMM H H :0 2 3 nours VERT REVA

where:HH are MM:059 minutes
hoursand MM are
minutes.Leading
zeros may De
omitted.l or2digit
entry is interpreted
as minutes.
INBCRS NNN 0-360 degrees PROC T

Leadingzeros may HOLD
be omitted.An
entry of 360 is
displayedas 0.
INB DIST Same as DIST 0-99.9,see PROC T

range on OUTB
CRS for PROC T
restriction.
LAT DDMM.MBor B: N or S oegrees I N I TA

BDD M M , M O < DD< 90 minutes
DD=degr ees 0< M M . M < 59. 9 tenths of
MM.M = minutes minutes
B = direction.Leading
zeros may be omitted
but the direction(B)
is required.Latitude
is displayedas
DDM M , M B.
LAT/LONG LAT/LONG Same as LAT and Same as PROG

Same as LAT and LONG LAT and F-PLNA and B
LONG excePt LONG NEW WAYPOINT
both must be NEW NAVAID
entered with "/" SEC F-PLNA and B
in between. DIR TO
LAT REV
LENGTH NNNN meters Metersor

1000-8000 NEW WAYPOINT
Meters or feet,
NNNNN respec-
Feet; leading tivelY.
zeros may De
omitted.
p.401
Chatvi AP45
DATA RANGE DISPLAY
NAME FORMAT (X is inputl UNITS PAGE
LONG DDDMM,M Bor B :Eo rW oegrees I N I TA

BDDDMM.M 0<DDD<180 minutes
DDD = degrees 0<MM.M<59.9 tenths
MM.M = minutes of minutes
B = direction.
Leading zeros
may be omitted
but the direction
(B) is required.
Longitudeis
displayedas
DDDMM.MB.
MACH .NN 3 to .84 MACH TACTMODE

The decimalpoint number (CLBor DES)
is necessary.
Trailingzeros
are not
necessary.
MACH/SPD MACH and SPD Same as MACH Same as TACTMODE

must be entered and SPD MACH and (CLBor DES)
with "/'in between SPD
(see MACH and
SPD formats).
MDA TNNNN -1000to ft (MSL) APPR

lf+o r-is +8000
not input,
assume E; lead-
Ing zeros may
be omitted.
NAVAID XXXX Any alpha N/A PROG

numeric,if NEW NAVAID
entry not found NAVAID
in the data WAYPOINT
base NAVAID F-PLNA and B
file, message LAT REV
.'NOT IN DATA
SEC F-PLNA and B
BASE" iS DIR TO
displayed.
OFST NNB or BNN B: Lor R NM PROG

NN = offset 1<NN<99
NN = distance
B = direction
Leading zero
on distance may
be omitted. OFST
will alwaysbe dis-
playedas BNN.
p.402
B-6
Chatvi AP45
ASIO FMS PILOVT GUIDE
DATA RANGE DISPLAY

NAME FORMAT (X is inout) UNITS PAGE
OUTB CRS Same as INB CRS. 0-360 degrees PROC T

An entry of360 Selectedcourse
is displayed as 0. must be <90' of
aircraftheadingor
message,"ENTRY
OUT OF RANGE''
is displayed.
PERF N.N (leadingor -9.9 to 9.9 Percent(%) A/C STATUS

FACTOR trailing zero
may be omitted).
PLACE/BRG/ PLACEcan be PLACE - if not F-PLNA and B

DIST any data base in data base, SEC F-PLNA and B
ARPT, NAVAID message "NOT LAT REV
or WAYPOINT. lN DATA BASE" NEW WAYPOINT
is displayed. PROG
BRG must be a BRG 000-360.0 BRG -

3-digitentry. degrees
Decimalolace
may be omitted.
An entry of BRG
= 360.0is
displayedas 0.0"
DIST is NNN.N DIST - 0-999.9 DIST-NM

Leadingzeros
may be omitted;
all 3 parameters
must be entered
with "/" in
between.
PLACE/DIST PLACE - Any PLACE - if not F-PLNA and B

navaid,way- in data base, SEC F-PLNA and B
point,airport, message"NOT
or runwayin lN DATA BASE"
the data base. is displayed.
DIST - tNN.N -99.9 to +99.9 NM

lf + or - is not in .1 NM incre-
input,assume +; ments.
leadingzeros
may be omitted.
PRED TO Same as ALT or See ALT and See ALT CLB

FLIGHTLEVEL FLIGHT LEVEL. and DES
In CLB: Entry FLIGHT
must be greater LEVEL
than present A,/C
altitude.
In DES: Entry must

be less than present
A/C altitude.
p.403
B-7
Chatvi AP45
ASIO FMS PTLOT'S GUIDE
DATA RANGE DISPLAY
NAME FORiIAT (X is input) UNITS PAGE
RTERSV May be entered Thousands I N I TB

as fuel or per- of kg or HOLD
centage of trip thousands FUELPRED
fuel but not of pounds SEC FUELPRED
both. 2I1d o/o.
FUEL - N.N for FUEL - See

KG and LBS Para. 6.3
% - enter/N.N %: 0-9.9
where the trail-
ing N and deci-
mal point may
be omitted.
RWY AAAANND Same as

WAYPOINT
where: AAAA is
same as ARPT.
NN is runway
number(2 digits
must be entered).
D is runway
suffix.
D is L or R if there
is more than one
runway with the same
numberat the airport.
D is not included
unlessthere is more
than one runway with
the same numberat
AAA/A
RWY AANNDII ACARS, TAKEOFF

(ACARS)
AA is'RW. AA is an
optionalportionof
the entry.
NN is runwaynumber
00-36 (2 digits must
be entered).
D is runway suffix
(see RVI|Yabove). D
is an optional portion
of the entry.
p.404
B -8
A31O FMS PTLOVS OUTDE Chatvi AP45
DATA RANGE DISPLAY

RWY On the Takeoffpage,

(ACARS) ll is an optional
(cont.) portion of the entry.
ll may be composed
of any alphanumeric
characters, except 0.
On the ACARS page
entry of ll is not
allowed.
SLT RETR Same as SPD Same as SPD kt (CAS) TAKEOFF

APPR
GO-AROUND
SPD NNN 85-Vmo kt (CAS) F-PLNA

(must be 3 SEC F-PLNA
numerics) VERT REV A
SPD LIM SSS/NNNNN SSS same as kt/ft F-PLNA

sPD. NNNNN (MSL) SEC F-PLNA
SSS is a soeed must be < VERT REV A and B
(see SPD for rules).41000.
NNNNNis an ALT or
FLIGHTLEVEL
(see ALT and
FLIGHT LEVEL).
SPD and ALT

must be entered
with "/" in
between.
SPD/MACH See MACH/SPD Same as MACH Same as CLB TACT MODE

and SPD MACH
and SPD
STATION NND NN: 01-99 degrees NEW NAVAID

DEC where: NN is the D: E or W
declinationand
D is the direc-
tion. Leading
zeros may be
omitted.D is
not reouirec
for an entry of
zero delination.
STEP TO Same as FLIGHT Same as FLIGHT See FLIGHT STEP PRED

ALTITUDE LEVEL LEVEL except LEVEL
that entries
must be within
t8000 feet of
CRZ FL.
p.405
B -9
Chatvi AP45
DATA RANGE DISPLAY
STEPTO Sameas WIND Sameas WIND Sameas STEPPRED

WIN D DIR/MAG W IN D
TAXI N.N-KG 0 to 5.0Kg. SeeBLOCK lNlTB
NN.N-LBS. 0 to 11 lbs.
Leadingor
trailingzeros
maybe omitted.
T E MP r NN degrees F-PLN B
lf no sign, centigrade SEC F-PLNB
assume+ VERT REV B
I N I TA
FUELPRED
S E C F U E LP R E D
THRRED See ACCEL ALT Ref Alt +1500' ft (MSL) TAKEOFF

ALT < Thr Red Alt GO-AROUND
< Accel Alt
< Max Cert Alt
TIME N.N 0-9.9 minutes HOLD
TOGWand NNN.Nfor KG 60.0 to 255.0 SeeBLOCK rNrTB (TOGW)

GW and LBS leading FUEL PRED
and trailing (GW)
zeros may be
omitted.
TROPO Same as ACCEL Sameas ACCEL ft I N I TA

ALT ALT FUELPRED
S E C F U E LP R E D
WIND NNN/NNN Direction:

0-360 oegrees F-PLN B
Both must be Magnitude:0-200 kts SEC F-PLN B
entered;leading VERT REV B
zeros may be DES FORECAST
omitted. SECDES
FORECAST
WIND DIR = 360
is displayedas 0.
WIND CORR NN 0-30 APPROACH

Leading zeros
may be omitted.
V/S TNNNN -€000 to +6000 fUminute F-PLNA

Leadingzeros F-PLN B
may be omifted.
V1 Same as SPD Sameas SPD kts (CAS) TAKEOFF
VFTO Same as SPD Sameas SPD kts (CAS) TAKEOFF

APPR
GO-AROUND
p.406
B -10
Chatvi AP45
DATA RANGE DISPLAY

NAME FORMAT (X is inout) UNITS PAGE
VR Same as SPD Same as SPD kts (CAS) TAKEOFF
WAYPOINT XXXXX - may Must be in NAV N/A WAYPOINT

be from 1-5 data base unless NEW WAYPOINT
characters for LAT/LONG or F-PLN A and B
waypoint. PLACE/BRG/DIST; SEC F-PLNA and B
Acceptable as if not in data LAT REV
waypointIDENT: base, message PROG
ARPT "NOT IN DATA DIR TO
RWY BASE" is
NAVAID displayed.
WAYPOINT
For F-PLNA and B,

SEC F-PLNA and B,
LAT REV pages and
LAT/LONG,PLACE/
BRG/DISTmay be
enteredto define
a waypoint.
ZFw NNN.Nfor KG 60.0 to 190.0 See BLOCK lNlT B

and LBS.
Leadingand
trailingzeros
may be omitted.
ZFWCG See CG See CG See CG lNlT B

FUELPRED
p.407
B -11
Chatvi AP45
p.408
Chatvi AP45
SGRATCHPAD
GDU MESSAGES
Twotypesof messagesaredisplayedin thescratchpad
of theCDU:
Type1 messagesaredisplayedas a directresultof pilotaction,e.g.

"ENTRYOUTOF RANGE". Thistypeof messageexistsonlywhen
it isdisplayed
inthescratchpad
- thereis nomessage queue.Type
1messages aredisplayed
immediatelywhen receivedandoverwrites
anyentryin thescratchpad.Theoriginalentryreappears whenthe
messageis cleared. Type1 messages areclearedautomatically by
enteringnewdataintothe scratchpad, or by pressingany LSKor
MODEkey.
fype 2 messagesare displayedautomatically as information, or to

prompta pilotaction.Fivemessages of thisclassmaybe storedin
messagequeue,andonlyoneoccurrence
a lastin/flrstout of a given
messageis allowedin thequeueat anyonetime.Theexistence of
a Type2 message illuminatesthe
MSGannunciatoron therightside
oftheCDUanddisplay thelegend'MSG',in amber,atthe1 o'clock
positionontheND.Thescratchpad mustbeemptyto displaya Type
2 messageand they are overwritten by pilotentries,reappearing
when the pilot entereddata is transferredor cleared.Type 2
messages are clearedautomatically
whentheyno longerapply.
NOTE: Exceptfor "PLEASEWAIT",any messagemay be

clearedby pressingthe CLR key of the CDU.This
actiondoes not clear the messagefrom the other
CDU.
* Indicates
theacronym "MSG",or thefullplainEnglish
message,
is
alsodisplayed
on the ElS.
Message Type Gondition

ACARS TAKEOFF DATA 2* An ACARSuplinkhasbeen
receivedby the system,
containingtakeoffdata.
p.409
c-1
Message Type Condition

ACARSROUTEDATA 2* An AGARSuplinkhasbeen
containing
the requested flight
planroutedata,andit hasbeen
loadedintothe SECF-PLN.
ACARSWINDDATA 2* An ACARSuplinkhas been
containing predicted winddata
along the route of flight,
which
IS available for insertionin the
activeor secondary F-PLNat
the pilotsoption.
A/C POSITIONINVALID Aircraftposition
is invalidduring
HOLDorDlRECTTOoperation.
A/C STATUSMISMATCH 2* Applicable duringdualsystem
initialization,
and indicative
of
differingA/C Statuses.
AL I G NIRS 2* An IRUis inthealignphaseand
lNlTA pagewas leftwithout
pressing theALlGNIRSprompt;
or regardless of the CDUpage
displayed, an IRUhasgoneinto
the alignphase.
ALTN F-PLNCLEARED An activeflightplanrevision
has exceededthe storage
capacityof the FMC,makingit
necessary to clearthe other
flightplans.
ALT CSTRABOVE Thealtitudeconstraint entered,
MAX FL exceedsthe maximum
aircraftaltitude,or
certificated
themaximum altitude
capability
of theaircraftunderthepresent
conditions.
p.410
c-2
Chatvi AP45
A3f O FII'S PILOT'S GUTDE

ALT ERRORWWWWW 2* Altitudeconstraintat waypoint
t NNNN willnotbe metwithin
t200 feet (NNNN).
BLOCKOUTOF RANGE 2* Blockfuel entry is eitherbelow
or above allowablerange.
BUSY-WAIT
FORREADY 1 Systemis busy an ACARS
downlinkis in progressand
anotherdownlinkhas been
initiatedby the flightcrew.
BUTTONPUSHIGNORED1 FMC computationcapacityis
overloadedprocessingflight
plan changes,and the system
cannot respondto inputs.
CANCELINGOFFSET 2* Offsetroutewill be canceledat
the next waypoint.
CHECKALT CSTR An inconsistentaltitude
- WWWWW constraintexistsat waypoint
WWWWW.
CHECKALTITUDES 2* An altitudeconflictexists
betweenFCU altitudesetting
and the activeverticalprofile.
CHECK DATA BASE 2* Date on the AIDS page is not
CYCLE within the effectivitydates of
the activedata base.
CLB ALT CSTRS 2* Climb constraintsare cleared
DELETED automaticallywhen the
specifiedaltitudedoes not
conform to the active vertical
situation,
e.9.,constraintaltitude
is belowA/G or FCU altitude,
and the flightphaseis climb.
p.411
Chatvi AP45

CLOCKSDO NOT 2* Time differencebetween the
MATCH two clocksis two minutesor
more.
CLOCKSINVALID 2* A sensorfailure,causingclock
data to be invalid,has been
detectedby the FMC.
CRZALT INVALID 2* The A/C has enteredthe
DESCENTPHASEandtheCRZ
ALT, as definedon the PROG
page,isabovetheactualaircraft
altitude.
CRZ FLABOVE MAX FL 2* A cruiseflight level has been
selectedthat is above the
maximumcertificatedaircraft
altitude.
DEAD RECKONINGNAV 2* lnertialand radio positionsare
notavailable.A dead reckoning
positionhas been calculated
from the last known aircraft
position.
DEFAULTSTATE 2* Followinga Long-TermPower
AS SU M E D Transient,all pilot-entered
data
is erased.Only defaultvalues
are availableuntilthe FMC is
reinitialized.
D I S C ONTIN U ITY A HE A D2* A discontinuity
will be
encounteredwithin30 seconds
(NAV mode only).
ENTRYOUTOF RANGE Indicatesthat the data format,
data field width, or data type,
has exceededthe allowable
entry rangeof the data field.
FORMATERROR Indicatesthatthedatafieldwidth
has beenexceeded,orthe data
format or type is incorrect.
p.412
Chatvi AP45
AS|O FME PTLOVS GUTDE

FMCPOSITION 2* Aircraftpositiondifference
MISMATCH greaterthanfive NM exists
betweenthe two FMCswhen
operatingin dual.
F-PLNFULL Thestoragecapacity oftheFMC
hasbeenexceededdueto the
sizeof the activeprimaryflight
plan.
F-PLNSTEPREMOVED 2* A lateralflightplanchange
hasobviatedthe steppoint,or
thesteppointhasbeenpassed.
F-PLN WPT/NAV DELETEALL prompthasbeen

RETAINED pressedand a WPT/NAVis
eitherpartof the activeflight
planor is beingusedby the
FMCfor displayor position
computations.
GRO SSWEIGHT 2" A GW differencegreaterthan

MISMATCH one tonneexistsbetweenthe
two FMCswhenoperating in
dualmode.
GW OUT OF RANGE 2* Grossweightentryis either
belowor abovethe allowable
range.
INDEPENDENT 2" Resultswhenthe two FMCs
OPERATION are unableto maintaindual
operationdueto the inability
of
the slaveto processrequests
fromthe master.
INITIALIZE
CRZFL 2* Cruisealtitudehas notbeen
definedbeforeenginestart.
INITIALIZE
COST INDEX 2* Enterthe CostIndexon either
the lNlTA pageor thestrategic
performance MODEpage,as
appropriate. p.413
Chatvi AP45

INITIALIZE
WEIGHTS 2* EithertheZero FuelWeighthas
not beenenteredin the FMC,or
the Fuel Quantitysensor is
invalid.
INITIALIZE
ZFWCG 2* TheZeroFuelWeightCenterof
Gravitymust be enteredon the
lNlT B page,otherwiseperfor-
mance predictionswill not run
and PROFILEwill not engage.
IRSONLYNAVIGATION 2* A validradiopositioncannotbe
computed.At leastoneIRS is in
the normalmode and valid
inertialpositionandvelocitydata
is available.
INVALIDACARSDATA 2* Flightcrew has made an
A CA RS f lig h t p la n u p lin k
request in which is containeddata or
formaterrors,or flight plan data
notfoundin the navigationdata
base.
LESS DRAG 2* Speedbrakesaredeployedand
CAS is at least10 kts belowthe
descent speed target, or 5 kts
belowthe FAC VMIN.
LISTOF TWENTYIN USE 1 Displayedwhen20 pilot-defined
waypointsor NAVAIDShave
alreadybeen enteredinto the
data base,and all 20 are being
used in the activeflight plan.
MSG NOT SENT 2* An ACARS downlinkhas been
initiatedand a communication
problem exists between the
FMCandthe MU (Management
Unit).
p.414
c-6
Chatvi AP45

NEW CRZ ALT _ 1 The cruisealtitudehas been
HHHHH automaticallychanged,in the
FM C,t o HHHHH(F L ? ? ? )t o
remove inconsistencybetween
the CRZ ALT in the FMC,and
the FCU altitudeenteredby the
pilot.
NO DESTINATION An altitudeor speed constraint
has beenenteredon the F-PLN
A page,the DES* flight phase
prompthas been pressed,and
no destinationhasbeendefined
in the F MC.
NOTALLOWED Buttonpushorattemptedaction
is not allowedby the FMC data
entry rules.
NOT IN DATA BASE The identifierof the requested
NAVAIDis not in the data base.
PLEASEWAIT 2* Displayedduringresychroniza-
tion of the masterand slave
FMC. Buttonpushesare not
acceptedfrom eitherCDU.
RADIOONLY 2* Valid radio positiondata is
NAVIGATION beingreceived,however,inertial
positionis not available.
REF NAVAID 2* The referencedNAVAID has
DESELECTED been deselectedby the flight
crew on the NAVAIDpage.
REF NAVAID 2* The referencedNAVAID,
UNTUNABLE selectedby the FMGfor tuning,
has not respondedwithinthe
allotted1O-secondperiodand
is classifiedas untunable.
p.415
c-7
Chatvi AP45
A37O FilS PTLOT'S GUTDE

SECF-PLNCLEARED 1 An activeflightplanrevision
has exceededthe storage
capacityof the FMC,makingit
necessary to clearotherflight
plans.
SELECTXX C ON TRP 2* A FLEXTEMPhasbeen
receivedvia ACARSfor the
selectedrunway,FLEXTO is
engaged,and the displayed
temperature is to be set on the
TRP.
SENSORIS INVALID 1 Displayed whenthe crewhas
electedto manually choosethe
sensortype(FFor FQ)usedto
computeFOB,and the sensor
of choiceis invalid;or both
becomeinvalidas a choiceis
entered.
SPDERROR 2* Speedconstraint at waypoint
XXXXXINNN XXXXXwillnotbemetwithin +5
kts.XXXXX(waypoint), NNN
(errorin knotsCAS).
SPDLIMEXCEEDED 2* With PROFILEengagedand
theaircraftbelowthespeedlimit
altitude,it indicates
the speed
limithasbeenexceededby 15
knots.
STEPPREDAVAILABLE 2* Informscrewthat FMCstep

altitudepredictions
havebeen
completed andareavailable
on
the STEPPREDpage.
TIMECSTRREMOVED 2* Theactivesituationhascaused
the automaticdeletionof the
timeconstraint.
p.416
c-8
Chatvi AP45
ASIO FINS PILOVS GUIDE

TIMEERROR 2* Timeconstraint at waypoint
[fiXXtHHMM X)fiXXwillnotbemetwithin +2
minutesof the specified
time.
HH (hours)MM (minutes).
TOGW OUT OF RANGE 2* Takeoffgrossweightentryis

eitherbelowor abovethe
allowablerange.
TRANSFERABORTED 2* Databasecrossloadshave
failedthreeconsecutive
comparisontests.
TRANSFERCOMPLETE 2* Databasecrossloadhas been

completed.
TRANSFERIN 2* Databasecrossload is in
PROGRESS progressand FMCoutputsare
disableduntilthe transferis
complete.
TUNE AAA - FFF.FF 2* The NAVAIDis procedure
specified
and cannotbe tuned
by the FMCbecauseanother
N AVAIDis being m anually
tuned b y the flight cr ew. AAA
(identifier)
- FFF.FF(frequency).
USINGL DG CONFIG 2* Displayedwhena landing

30t40 configurationof
2Q120hadbeen
previously
selected,a DFAis
subsequentlyarmedor
engaged,and the system
automatically
revertsbackto
the 30/40configuration.
p.417
c-9
Chatvi AP45

VERIFYA/C POSITION 2 * A differencegreaterthan 12
NM existsbetweenradio
positionand IRSposition.
Aircraftpositionshouldbe
verifiedusingconventional
means.
ZFWOUTOF RANGE 2* Zero tuelweightentryis either

belowor abovethe allowable
range.
p.418
c-1 0
Chatvi AP45
TERMINOLOGY
TERMINOLOGY
Thefollowing usedinthisguide,someofwhich
isa listofterminology
is uniqueto the FMS,
ACCELERATION ALTITUDEisthataltitude atwhichacceleration

to
initialclimbspeedis initiated are retracted.
as slats/flaps
ACTIVEFLIGHTPLANis the routebetweena ORIGIN/DESTINA-

TIONas definedby the pilotin the FMC.Mayalsobe referred
to as
theACTIVEPRIMARY FLIGHTPLAN.
refersto an altitudecrossingrestriction.
ALTITUDECONSTRAINT
AUTOFLIGHTSYSTEMS (AFS)comprisestheFlightAugmentation
Computer(FAC),ThrustControlComputer(TCC),FlightControl
(FCC),andthe FlightControlUnit(FCU).
Computer
CLASS is a measureof NAVAIDtransmitterrange capability

presentedasT
- Terminal, - HighAltitude,
L - LowAltitude,andH
(e.9.TVOR,HVORTAC,LDME,etc).
COMPANYROUTEcomprises theentireroute,withtheexceptionof
thedestination
STAR,between theorigin/destination,
including
cost
index,and cruiseflightlevel.
CONSTRAINT
is an altitude,speed,or timerestriction.
COST INDEXis a factorrepresenting the cost of operatingthe

aircraftin dollarsper hourdividedby the costof fuel in centsper
pound.
CROSSTALK of information
is thecommunication betweenthetwo
(FMCs).
computers
p.419
D-1
Chatvi AP45
DATABASEis the navigation andperformance-relatedinformation

thatis storedin the non-volatile
memoryof the FlightManagement
Computer.
DATA FIELD refersto a data line on the CDU where specific

information
is displayed
or entered.
DEFAULTrefersto data, from the FMC, that is automatically

displayedwhen no previousentrieshave been made,or when
entereddatais manuallycleared.
DELTA is a termwhichdescribes
a vadable.
DESELEGTrefersto the actionof inhibitinga NAVAIDfrom being

automatically
tuned.
DISCONTINUITY identifiesa breakin the lateralflightplanwhere

pa
t wo s u c c e s s i v e th te rmi n a ti o n s(w a ypoints/navaids)
ar e
disconnected.
EGONOMY CLIMBrefersto an IAS/Mach

schedule
whichresultsin
minimum
operating
costper mile.
FIGUREOF MERITis a numberbetween0 and 3 that ratesa

range.,
NAVAIDwith respectto useablereception
FIX is a referencewaypointfromwhichan approachor maneuver

procedure is begun(i.e.,FinalApproachFix).
FLIGHTMANAGEMENT SYSTEMis an integratedcontroland

information
systemwhich providesautomatic guidance,
navigation,
map displays,and in-flightperformance
optimization.
The system
comprisestwoControlandDisplayUnitsandtwoFlightManagement
Computers.
HOLDis a specifiedflightmaneuverutilizedto maintaina relative

geographical
position.
datapreviously
INSERTrefersto theactof transferring typedin the
scratchpad
to the desireddataline,or in the caseof the INSERT
prompt(rF),to enterpagedataintothe FMC.
p.420
D-2
Chatvi AP45
IRSALIGNMENTrefersto the processof ensuringthat the lRUs

at a knowngeographical
start their computations latitudeand
longitude.
LEGis oneof 16possible pathterminations,

navigational usedinthe
FMC,to deflnea lateralflightplan.
MAPmodeis a formatof the Navigation Displaywherea heading-

up presentation
of the routemovesrelativeto a fixedaircraftsymbol.
MAXIMUMALTITUDEis a computed valuewhichconsidersthrust

limitations,
speedenvelopeconstraints,
and loadfactormargins.
MAXIMUMCLIMBrefersto a speed-altitude
schedulewhichresults
climbflightpathangle.
in a maximum
MAXIMUMENDURANGEis a speedtargetwhichresultsin bestlift

overdrag ratio.
NAVis an Automatic
FlightSystemmodewhichcouplesthe Flight
Management Computerguidancesignalsto the FlightControl
Computer.
NAVAIDis a VHF radiostationthat is usedto determineaircraft

position.
OPTIMUM ALTITUDE atwhichperformance

isthealtitude factorsof
fuel,time,and costare optimizedaccordingto the currentstrategic
cruisemode.
PERFORMANCE OPTIMIZATION refersto the determination

of
speed/altitude
schedules
whichwillminimizecost,fuelconsumption
or elapsed
time.
PLANMODEis a formatof theNavigation Display

wheretheaircraft
symbolmovesrelativeto a fixednorth-uppresentation
of the route
centeredat the TO waypoint.
PROCEDURE TURN is a coursereversalmaneuverto alignan

aircrafton the finalapproachcourse.
p.421
Chatvi AP45
PROFILE theFMCverticalguidance
isanAFSmodewhichcouples
signalsto the FCCandtheTCC.
PROMPTrefersto a symboldisplayed ontheCDU,adjacent to a line

selectkey,to selectdata( < or > ), or modifytheactiveflightplan(*).
PSEUDO WAYPOINT is a pointinsertedintothePrimaryFlightPlan

reflectinga changein the verticalprofile.
REMOTETUNINGis the manualselection

of a station,ontheCDU.
to be autotunedby the FMC.
SCRATCHPAD isthebottomlineoftheCDUreserved
forthedisplay
ofsystemmessages, forinitialization
andthetypingofalphanumerics
andflightplanning.
SCROLLING refersto theactof movingtheCDUdisplayupor down

on the screento accommodate dataon the page.
additional
SECONDARYFLIGHTPLAN is an optionalroutethat may be

insertedintothe FlightManagement for lateractivation.
Computer
SELECTED
ALTITUDErefersto the altitudeselectedon the FCU.
refersto passinga F-PLNwaypoint- TO to FROM.

SEQUENCED
SITUATIONAL MODES (lMMDES,DECEL, IMMCLB,andENGOUT

DRIFTDOWN) allowthe pilotto deviatefrom the verticalprofile
withoutnecessitating planchange.Thesemodesare
a verticalflight
eithermanuallyor automaticallyengaged.
SPEEDLIMITis a maximumspeedspecifiedby regulation.
SPEEDTRANSITIONis the pointor altitudeat whicha speed

changeoccurs.
SPEEDCONSTRAINT refersto an airspeedrestrictionat a

specifiedpoint.
p.422
Rev 1 Dec/93 D-4
Chatvi AP45
STEPALTITUDEPOINTis a predicted
pointof theroutewherethe
cruisealtitudeis changed.
STRATEGICMODEpertainsto verticalperformanceparameters
affectingall phasesof a flight.
TACTICALMODE pertainsto verticalperformanceparameters

affectingonlythe currentflightphase.
THRUSTREDUCTION ALTITUDEis that altitudewheretake-off

thrustis reduced/increased
to climbthrust.
= POUNDS.
(1000kg).TONNESx2.2046
TONNEreferstometricton
1 TONNE= 2204.6POUNDS.
TOPOF CLIMBis a predicted pointof the routewherethe cruise

flightlevelenteredby the crew,intothe FMC,is reached.
TOP OF DESCENTis a predictedpointof the routefrom which

optimumdescentperformance
to the destination
maybe achieved.
VAPPis finalapproach speedin the landingconfiguration

and has
defaultvalueof VREF+5 KTS.
a modifiable
VFTOis finaltakeoffspeed,GreenDot,or bestliftoverdragspeed.
WAYPOINTis a geographically-fixed position,alongthe routeof

withinthe databaseor definedby the pilot.
flight,eithercontained
WRITE refersto typingalphanumeric charactersin the CDU

for transferintothe desireddatalineon a page.
scratchpad
p.423
D-5
Chatvi AP45
p.424
Chatvi AP45
p.425
E-1
p.426
E-2
Chatvi AP45
p.427
E-3
Chatvi AP45
Comp a nR y oute ...3.1- 4

c o M p u r E D H o L DA T ............ 3.5- 12
CO NF I R M Prompt ..................3.3- 6
Cons tr a i An tl t i t u d e .................3.5- 9
Alt itu d E
e n t r y . . . ...... 3.1- 51
TimeE n t r y ........3.1- 39,3.1- 42
Constraints ALTNF-PLN .......7-45
CopyA c t i v e . . . . . . . ........ 3.1- 74,7- 2
c o RT E 3.1- 23,3.1- 30
CO RTEACARS ..7-26
c o RT ESE Ct N D EX .............. .............,...7- 2
Cos tln d e x 3.1- 6.3.1- 66
Cros s- T i eMdo d e ...................8- 3
Crossload DataBase 5-8.5-10
Crossover Altitude 3.1-36
c RUt s E ................3.4- 1
Cruis eAL T NF - P L N ...............7- 46
CruisePerformance Change . 3.4-10
CruiseWindEntry 3.4-12,3.4-13,
3.4-14
c Rz . . .. . 3.1- 14
ALTC h a n g e . . . . . ........., ........3.4- 8
FL . .. .. . . . . . . .........3.1- 7
PageT a c t i c a. .l . ......... 3.1- 67,3.1- 69
PRO GP a g e . . . . .... 3.2- 17,3.2- 20
Win d . . . . . . . . 3.1- 8,3.2- 25
c Rz F LA L T NF - P L N .............7- 46
CRZF L S E CI N D E XP a g e ....7- 3
c Rz wt N Ds Ec F - PL N .........7- 6
D/ D. . . . . . . . . . . 3.3- 15
Das he s .................2- g
DA TA B A SH EO L DA T ............ 3.5- 11
DataBase (Nav)
Cro s s l o a d .........5- 10
Loader ..............5- 8
Operation ..........5- 8
Overview ..........5- 1
Sele c t i o n ...........3.1- 2
Dat aF o r m aLt i s tC D U ......... ...B- 1
p.428
E-4
Chatvi AP45
D AY / M O N T H ............... ...........7- 35
..................4- 8
D E A DR E c Ko N tN G........:.......::...........
D e c eM l ode ..........3.4- 3
D E F T N ENDA V A T D S ..............7- 22
DefinedRunway ..7-18
Defined W a yp o i n ts ................7- 10
D e g r a d eN d avi g a ti o n .............8- 5
D e g r a d ePe d rfo rma n ..............
ce .............8- 1
Departure RunwayChange ...3.2-11
DESCENT ............3.5- 1
P a t h. . . . . . ... 3.5- 1.3.5- 3
PhaseTransition 3.4-26
P r e p a r a t i o...............
ns ........3.4- 19
VerticalProfileGuidance ...3.5-1
V e r t i c aRl e vi si o n s ...............3.5- 6
D e s c e nAt L TNF -P L N ............7- 47
DescentSpeedTargets 3.5-2,3.5-3
Descent WindsACARS .........7-33
D E SF O R EC A S T .3.2- 23
D E SF O R EC A SPTa g e........ .3.4- 24
D E SF O R EC A SSTE CIN D E XP a g e .......7- 3
DESPageTactical 3.1-67,3.1-70
D e s t i n a t i oWin n d........ 3.1- 63
DFLeg 3.4- 15,2- 17
D i r e cTt o N AV ......3.3- 22
D i s c o n t i n ui ty.............. 3.1- 33
Display .................2- 3
DIRTO 3.3-24
P i nO p t i o n ........3.3- 23
D i v e r s i ot n
o Al te rn a te ............3.7- 6
D O N EPH A S E .....3.8- 1
DONETransition ..3.8-1
D r i f tD o w n 3.3- 12.3.4- 7
D S P YA n n u nci a to r................ ................... 2- 6
D U A LI R SN AV ....8- 1
D u a lM o d e ............1- 6
ECON .3.1- 69,3.1- 70

ECONStrategic ...3.1-65
E F I SN D ....,....,.....1- 3
p.429
E -5
Chatvi AP45
EF | SP F D ..1- 3
......,...
EF I SP L ANM o d e .3.1- 72
Emer g e n cRye t u r n .................3.3- 5
ENAB L E AL T E R N A T..............
E 3.1- 24.3.7- 8.
7-47
Engin eO u 1 . . . . . . . .... 3.3- O,B- 12
EOA C C E L .......3.2- 6
ACC ELG o - Ar o u n d .............3.7- 2
DriftDownSituational Mode 3.3-12
Drif tD o w n .........3.4- 7
F-PL NPa 9 e . . . ...... ...............3.3- 8
s f D... . . . . . . . 8- 12,8- 14
St ra t e g iM c o d ePa g e....,... .3.3- 10
Ta k e o f f ..........
. 8- 13
THRR E D ..........3.2- 6
THRR E DG o - A ro u n d .........3.7- 2
Engin eO u tF l i g hP t 1 a n ....,..... .3.3- 8
Enrou t W e i n d sA C A R S .........7- 33
EOAC C E LAC A R S ...............7- 29
EOTH RR EDA C A R S.............. ...............7- 29
ET 4 . . . . . . . . . . 3.1- 35
ET E. .. . . . . . . . 3.1- 35
ExitHoldingPattern 3.5-17
EXTRA/TIME Fuel 3.1-14
F-PLNA P a g e .....3.1- 34
F-PLNB Pa g e ......3.1- 37
F-PLNDiscontinuity .3.1-33
F-PLN / FAC L ARS ..................7- 26
FAI LAn n u n c i a t o r ...................2- 6
Field. . . . . . . . . ............2- 3
FI NA L / T I MFEu e l .3.1- 14
FINAL/TIME HOLD 3.5-14
FI NA LA P P RPr o m p t . ,........3.6- 3
FL AP / SL AT . . . . . . . . ....... 3.2- 9.7- 30
FL EX ..3.2- 8
FL EXA C A R S .......7- 29
Flig hC
t o n t r oUl n i t .......... ........1- 2
Flig hPt hases ..... 3.1- 1
Flig hPl
t a nC h e c k .3.1- 71
p.430
E-6
Chatvi AP45
Flig h tPla nMemoryS pace . . . . . 7 -4

Flig h tPla n ning . . . . . 3 . 1 -1 7
FlightPlan Uplink .7-33
FL P RETR . . . . . . . . . . . . 3 . 2 -4
FL P RETRACA RS . . . . . . . . . . . . . . . . 7 -2 8
FL P RETRA pproachP age ........ . . . . . . . . . . . . . 3 . 6 -3
FL P RETRGo-A round . . . . . . . . . . . 3 . 7 -2
FM A l nd ications ......... 3 . 2 -2 6
Indications Approach ..,......3.6-4
Fa ilu r eDuringE ngineS tart.......... . . . . . . . . 8 -1 1
ln d e p e n dent
Operation Fix .......... . . . . . . . . 8 -1 1
M a lfun ctions ............... . . . . . . . . 8 -9
Position 4-2.4-3
PositionUpdate 3.2-21
FM Le g 2 -2 0 , 3 . 4 -1 5
FM Re se t.. . . . . . . . . . . . . 8 -9
FM Re syn chronization . . . . . . . . . . . 8 -1 0
FM SAPPROA CH . . . . . . . . . . , . . . . . . . 3 . 6 -1
CDU Keyboard......... . . . . . . . . . . 2 -2
CDU O verview............ . . . . . . . . 2 -1
Co m p o n ents .............. 1 -1 , 1 -4
cRUlsE . . . . . . . . . . . . 3 . 4 -' l
De g r a d e dP erformance............ . . . .......8 . .-1
Disp la y . . . . . . . . . . . . . . 2 -3
Du a lM o de . . . . . . 1 -6
ln d e p e n dentMode 1 -7 , 8 -1
lNlTA Page......... . . . . . . . . . . . . . . . 3 . 1 -3
lNlT B Pa9e......... 3 . 1 -1 1
Initi alization . . . . . . . 3 . 1 -3
L a ter a Functions
l . . . . . . . . . . . . . . . . 2 -1
M a jo rFu nctions . . . . . . . . . . . . . .1 -1
M a sterSlave . . . 1 -6
Modes
O pe r a ti onal . . . . . . . . . . . . . 1 -6
Powe r - u p . . . . . . . . . . 3 . 1 -1
Pr efl i gh t . . . . . . . . . . . . 3 . 1 -1
Si ng leM ode . . . . 8 -5
Syste mConfiguration............. . . . . . . . . . . .1. .-5.
Ta ke o ff . . . . . . . . . . . . . 3 . 2 -1
Ver ti calFunctions . . . . . . . . . . . . . . . 2 -1
FM S Fix ld entifiers . . . . . . . . . . . . . . . . . 5 -2
p.431
E-7
FO B. .. . . . . . . 3.2- 25
FORECAST DES .3.2-23
FormatWaypoint .2-17
FRO M/ T O .............3.1- 5
FRO M/ T O SE CI N D E XP a g e ..................7- 3
Fu e lPl a n n i n g . . . ........ 3.1- 11
FUELPRED 3.2-24
Pred i c t i oPna 9 e .,,....,. 3.2- 24
Pred i c t i o n s ........3.4- 18
Weig hE t n t r y. . . . .... 3.1- 12
FUE LP R E DSE C| N D E X.............. ..........7- 3
Fu n c t i oK
n e y s. . . . . .... ...............2- 4
G e n e r aOl v e r v i e w ..................1- 1
G M T. . . . . . . . . 3.1- 47
G O -A R O U N D . . . ......... 3.6- 2,3.7- 1
G o -Ar o u nPa d g e . ........ 3.7- 1
Go-Around Transition 3.6-12
G re e nD o t. . . . . . . . . .. .3.1- 65,3,3- 11
G W. . .. .... . . 3.2- 25
GW andCG Update 3.2-15
G W an dF O BSE CF-P L N .....7- 5
HDG / ST |SS D U. . . ..... .............6- 4

HO LD .3.1- 23
HO LDA T PP O S ..3.5- 12
Hold in g 3.5- 10
Pat te r n Ex i t . . . . . ...... 3.5- 17
PatternTypes ...3.5-10
HO L DPa 9 e . . . . ..... 3.5- 11
Tit leL i n e 3.5- 13
To A l t i t u d(eH A) .......... ........2- 21,
3.5- 10
To F i x( H F ) . . . . . .... 2- 21,3.5- 10
To M a n u aTl e r m i n a ti o...............
n 2- 21.3.5- 11
VP . . . . . . . . . . . . . 3.1- 16
I M MCL B / I M M DES 3.1- 61
CLBM o d e ........3.4- 5
DE SM o d e ........3.4- 2
p.432
E-8
Chatvi AP45
r NBCRS HOLD . . . 3 . 5 -1 3
cRS PR OCT .............. . . . . . . . 3 . 6 -6
DtsT PR OCT........... . . . . , . . . . . 3 . 6 -6
Independent Mode 1-6,8-1
TNDEPEN DE NT OP E RA TION . . . . . . . . . . . . . . . . . 7 -2 1
OperationFix.........
Ind e p e n d e nt . . . . . . . . . . . . . 8 -1 1
IN ERTIALO nlyNA V . . . . . . . . . . . . . . 4 -7
lNlTA Pa g e ........ . 3 . 1 -3
lNlT B Pag e ........ . 3 . 1 -1 1
Initi aliza ti on . . . . . . . . . . 3 . 1 -3
Initi aliza ti on
IRS ...,,...... . . . . . . . . . , 6 -9
TNSERT HO LD . . . . . 3 . 5 -1 4
PR OCT............... . . . . . . . . . . . . . . . 3 . 6 -9
Ste p ......... 3 . 1 -6 0
IRS/FMPositionVerification ..3.1-5
fRS- D M E/DME Navigation........... . . . . . . . . . . . . 4 -4
IR S- lL S/DME Navigation .............. . . . . . . . . . 4 -6
IR S- VOR/DME Navigation ........... . . . . . . . . . . . . 4 -5
IR SAlig n . . . . . . . . . . . . . . 3 . 1 -7
AttitudeMode ...6.6-15
De scr ip ti on . . . . . . . 6 -1
ln iti aliza tion . . . . . . . 6 -9
Modes . . . . . . . . . . . . . . . 6 -6
O FF M od e . . . . . . . . 6 -1 7
o NL Y NAV ......... . . . . . . . . . . . . . . . . 8 -7
Positi on . . . . . . . . . . 4 -2
IR S M O N ITORP age . . . . . . . . . . . . . . 7 -4 1
IR UAlig nSubmode . . . . . . . . . . . . . . . 6 -1 8
AttitudeMode ...6-18
Initi aliza tionS ubmode . . . . . . . . 6 -1 8
lNlT Pr o b 1ems............ . . . . . . . . . 6 -1 1
M o d eSe lectUnit........... . . . . , 6 -2
NAV M od e . . . . . . . . 6 -1 8
Pr ob le m sAfterlNlT . . . . . . .. . . 6 -1 3
QuickRe-Align .6-13
QuickRe-AlignProblems ...6-14
Re a lig nSubmode . . . . . . . . . . . . . . , 6 -1 8
Syste mO perationDiagram . . . . . . . . . . . . . . . . . . 6 -1 8
Syste mTu rn Off . . . . . . . . . . . . . . . . . 6 -1 8
Te st.......... . . . . . , . 6 -8
p.433
E -9
Chatvi AP45
p.434
E -10
Chatvi AP45
p.435
E-l1
Chatvi AP45
NewR o u t eT o . . . . ......... 3.3- 16

NEWWAYPOINT 3,1.23
NE WW AY P O I NFTu n cti o n ...3.1- 27
NOAL T NH O L D ..3.5- 16
NoneN a v i g a t i oMon de ..........8- 8
Nume r iK
c e y s . . . . ..... ................2- 6
O c e a n iWc a y p o i n ts ................7- 14
o FST . . . . . . . . 3.2- 20
O FSTA n n u n c i a to r................ ...................2- 6
On-PathDescent .3.5-1
O p e ra t i o nM a lo d e s ................1- 6
O PTAl t i t u d e . . . . . . ........ 3.2- 20
o PT F L 3.1- 14
o u TB c R S P R O CT ............... .................3.6- 9
O v e rf l y ..................2- 9
O v e rv i e C
w D U. . . . ..... ..........,...2- 1
DataB a s e .........5- 1
Nav i g a t i o n ........4- 1
PageN u m b e r . . . ......... .............2- 9

PageP r o m p t s . . .......... ............2- 9
PageT r e e s. . . . . . . ........ 2- 11112,
2- 12t13,
2-13114,
2-15116
ParallelOffset ......3.2-20,3.4-15
Pt B t D ..3.3- 26
PB DW a y p o i n t . .......... ............7- 11
PD W a y p o i n t . . . .......... .............7- 10
Performance ChangeCruise . 3.4-10
DataB a s e .........5- 1
Deg r a d e d ..........8- 1
Modes 3.1- 65
PF D.. . . . . . . ............1- 3
Wa
Pla c e / B e a r i n g /D i sta yp o i n................
n ce t 7- 11
.............
Pla c e / D i s t a nW
c ea yp o i n.............
t ...........7- 10
Position Update ...3.2-21,3.2-26
p.436
Chatvi AP45
A31O FMS PILOVS OUTDE
P o s i t i oVn e r ifi ca ti o n ...............3.1- 5

P O SR E P O R T ACARS ..........7- 25
Power-up ..............3.1- 1
P P O S|S D U. ....... ...................6- 3
P r e d i c t i oA
n sL T NF -P L N .......7- 45
Prediction Step......... 3.1-49
Preflight 3-1,3.1-1,7-2
P R E DT O . . . ......... .3.1- 68,3.1- 70
Preparation Descent 3.4-19
Procedure Turns ..3.6-6
P R O CT . . . . . .......... .3.1- 23
M a n u aTl e r mi n a ti o..............
n ...............3.6- 7
P r o c e d u rSp e e ci fi e d ...........3.6- 6
P r o f i l eEn g a g e me n t.............. .3.2- 30
P R O GP a 9 e ......... 3.2- 17
PseudoWaypoints 3.1-15
Q u i c kR e - A l i g n .....6- 13
Qualitylmprovement Package 1-1,3.1-3,
3.1- 5,3.1- 8,
3.1- 10
R A D f OO n l yN A V ...................4- 7
R a d i oU p d a ti n g -F MC P o si ti o n .......,........
.. . ... ...4- 3
R e - Al i gInR U........... ...............6- 13
R E F ER E N CIN E DEX .............7- 9
R e s y n c h r o ni za F ti M............
on .. . . ....8- 10
RETURN 3.1- 24,3.1- 48
HOLD 3.5- 16
P R O CT . . . ............ ...............3.6- 9
S t e p . . . . . . ... 3.1- 60
RETURN M AIN TP a g e........ ..7- 38
R e t u r nT o A u to tu n i n............
g ..................3.3- 4
REVERTTO HOLD 3.5-15
R O U T EAC A R S ..,7- 24
R o u t eS e l e cti oPna g e......... ...3.1- 10
R T ER S V / %F u e ..........
l 3.1- 13
p.437
E -l3
Chatvi AP45
p.438
E-I4
A31O FMS PILOVS OUIDE Chatvi AP45
Speed Changes ...3.2-13

Co n str ainEntry
t ........ 3 . 1 -4 3
L im it....,.... 3 . 1 -4 7 , 3 . 1 -4 9
SRS Mode 3.2-28
STAR........ 3 . 1 -2 2
STAR Selection ...3.4-20
STATUSACARS .7-26
Ste pAlti tu d e/P redictionP ageA ........... . . . 3 . 1 -5 3
Clim b 3 . 1 -1 6 , 3 . 1 -5 3
De sce n t 3 . 1 -1 6 . 3 . 1 -5 3
PR ED....... 3 . 1 -4 8
PR EDF- PLN8............... . . . . 3 . 1 -4 9
T|M E/D IST . . . . . . . . 3 . 1 -5 9
TO FL 3 . 1 -5 8
WINDa t FL ........ 3 . 1 -5 9
StrategicMode .....3.3-21
M o d e Pa 9 e......... 3 . 1 -6 5
Sym bo ls( + o r -) .. . . . . . . . . . . . . . . . . . , 2 -9
Syste mC on figuration ............ . . . . . . . . . . . . . . . . . . 1 -5
T/O D ATA . . . . . . . . . . . . 7 -2 4
TacticalModeAutomatic .......3.3-20
M o d eM an ual . . . . 3 . 3 -1 9
M o d e Pa 9 e......... 3 . 1 -6 7
Ta ke o tf . . . . . . . . . . . . . . . . . 3 . 2 -1
FM A Ind ications......... 3 . 2 -2 6
Pag e ........ . . . . . . . . . 3 . 2 -2
Pag eACARSUplink , . , . . . . . . . 3 . 2 -7
PositionUpdate 3.2-26
Ro ll.......... . . . . . . . . . 3 . 2 -2 6
Transition 3.1-74
Ta ke o ffAL TN F-P LN . . . . . . . . . . . . . 7 -4 6
TAKEOFFPageA CA RS........... . . . . . . . . . . . . . . 7 -2 6
TAXI Fuel 3.1-12
TEM P/TR OP O ........... 3 . 1 -7 ,3 . 2 -2 5
TEMP/TROPOSEC F-PLN ...7-5
Te m p e r a tur e
............. 3 . 1 -3 8
Temperature ALTN F-PLN .....7-46
TEM PVe r t Rev . . . . 3 . 1 -4 9
Te r m in o lo g...................:.............
y . . . . . . . . . .D-1
..
p.439
E -15
lha litl- thic d^^"mahr
A3'O FMS PILOVS GUTDE Chatvi AP45
TES TP A T T E R N P a g e........ ..7- 37

TF L e g 3.4- 15,2- 17
THRA T SM o d e ....3.2- 28
RE D / AC C EAl L t i tu d e s ........3.2- 10
RE D . . . . . . .........3.2- 6
RE DG o - Ar o u n d .................3.7- 2
Th re e - M i n uRt e - a l i gIR n U........... ...........6- 13
THRR EDAC A R S ..................7- 2e
Th ru sR t e d u c t i oAl n ti tu d e ......3.1- 50
TI M E/D I SHTO L D 3.5- 14
TI M E/D I S T 3.1- 59
TimeConstraint Entry 3.1-39
Tit leF i e l d .............2- 3
L ineF - PL N4 . . . . .......... ........3.1- 35
L ineH O L D ........3.5- 13
L inePR O GPa g e........ .......3.2- 18
PRO CT . . . . . . . . . ...... ...............3.6- 9
TO G W . . . . . 3.1- 13
To p -o f - C l i m
. .b. . . . ......... 3.1- 16
To p -o f - D e s c e n t.......... ............3.5- 1
TO S H T F T .............3.2- 6
Transition Takeoff 3.1-74
t o A p p r o a c.h. . . . .......... 3.5- 18
t o Cl i m bPh a s e .3.2- 30
to CruisePhase 3.3-27
to DescentPhase 3.4-26
to DONE ...........3.8- 1
t o Go - Ar o u n d . ............ 3.7- 12
TRI M ...3.2- 9
TR| MAC A R S .......7- 30
TRI P / T I MFEu e l. . . .. . 3.1- 13
TRI PH O L D 3.5- 14
TROPO 3.2-25
TuningAutomatic .4-10
Tu n in gM a n u a l .....4- 11
Tu n in gN a v a i d s ....32- 22
Tu rnAr r o w ...........2- 9
TURNH O L D ........3.5- 14
p.440
E -16
p.441
E-17

A300-600 FMS Pilot&#39;s Guide

Hochgeladen von

Dokumentinformationen

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

A300-600 FMS Pilot&#39;s Guide

Hochgeladen von

Copyright:

Verfügbare Formate

Chatvi AP45

Revision1 materialis denotedby a bar ( l) in the marginof the

OR you mayusethe convenientregistration

Rev 1 Dec/93 p.1

SEGTION6 (cont) 7(cont)

ThisHoneywell FMSPilot'sGuidewaswrittenas atrainingaidtothe

This documentand the information disclosedhereinare proprietary

Thisdocument is beingfurnishedin confidence Inc.The

1 . 2 S Y S T EM C ON F IGU R A T ION ...1- 5

3.5 DESCENT ..............3.5- 1

5 . 2 NAVIGATION DATABASE ......5-1

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

A Abbreviations & Acronyms ..........A-1

1 . 2 S Y S T EM C ON F IGU R A T ION ...1- 5

ThisHoneywellFlight Management SystemPilot'sGuideis oriented

Thisautomated FlightManagement Computer System(FMCS)con-

NOTE: ThetermsFMCS,FMC,and FMSare usedthroughout

The majorfunctionsof the FMS are:

"NOTE:Theseloadsare identifiedon the AircraftStatuspage

1.1 FMS GOMPONENTS

The two CDUs are centrallylocatedforwardof the throttle quadrant.

. Definitionand displayof flightplans

See Section2.0 - CDU OVERVIEW

1.1.2 Flight Gontrol Unit

The FCU, locatedin the centralportionof the glareshield,provides

. Manualselectionof speed,altitude,heading,and verticalspeed.

Generally,actionstakenon the FCU causean immediatechangein

1.1.3 Electronic Flight Instrument System

The EFISconsistsof personalizedPFDs and NDs,one set each for

1.1.4 Autothrottle System

TheFMScouplesto theATSthroughengagement of the PROFILE

NorE: Refertothe43l 0/4300600ApprovedFlightManualfor

{.2 SYSTEM GONFTGURATION

Withreference to Figure1-2,the boxat the bottomliststhevarious

1.2,1 Operational Modes

The normalmodeof operationisthedualmode,when bothFMCsare

In thiscase,oneFMCis the master(incontrol)andtheotheris the

Masteror slavestatusis determined

1,2.1.2 Independent Mode

Whenevera discrepancy existsin the criticalfunctions,between

This conditionis indicated by the scratchpad (SP) message:

The CDU is the primarypilot interfacewith the FMC, and is mainly

2.1 GDU KEYBOARD

1. LINESELECTKEYS 11. ENGINEOUT KEY

The CRT displayscreenhas 14 lineswith 24 charactersper line.The

Left Field - This field is composed of six pairs of lines, eleven

Right Field - Thisfieldis similarto the leftfield,extendingfromthe

Scratchpad - This field is the bottom line of the screen.Typed

2.1.2 Line Select Keys (LSK)

Thesearesix LSKson eachsideof theCRTdisplay.Forreference,

2.1.3 BRT Knob

2.1.4 Function and Mode Keys (Rectangular)

Thisarrayconsistsof 15 keys,2 of whichare not used.

TACT MODE Key

SEC FPLN Key

rml ENG OUT Key

There are four annunciators,

FAIL (bottomleft) - Indicatesthe CDU has failed.The screen is

MSG (topright) - llluminateswhen a scratchpadmessageis being

OFST Oottom right) - llluminateswhen a paralleloffsetis active.

2.1,6 Numeric Keys (Round)

Thesekeysenablethe operatorto enternumeralsintothe scratchpad

2.1.7 Alpha Ketzs (Square)

Thesekeysenablethe operatorto enteralphabeticcharactersinto

A300-600 FMS Pilot's Guide

A300-600 FMS Pilot's Guide