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Honeywell FMZ Flight Management System (FMS)

Pilot Familiarization Guide

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Pilot Familiarization Guide for the FMZ Series FMS

This material has been developed by Capt. Pam Mannon of the Honeywell Customer Flight Operations
Support (CFOS). It is Revision - to Honeywell Pub #A04-3642-001-000.
Pam can be contacted at 913-712-2194 or http://www.honeywelltraining.com.
Please forward comments, questions, corrections, and suggestions.

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Pilot Familiarization Guide for the FMZ Series FMS

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Honeywell Inc.
Customer Flight Ops Support
P.O. Box 21111
Phoenix, AZ 85036-1111

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FMS Pilot Familiarization Guide for the FMZ Series FMS

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FMS Familiarization Table of Contents


General Topics Page
• Course Goals 11
• Architecture 12
• Components 15
• CDU 21
• Features Overview 64
• Databases 74
• FMS Data on Displays 83
• FMS Operational Modes 94
• Position Determination 109
• NAV IDENT Page 132
• Position Initialization 143
• Basic Flight Planning 152
• Loading Runways and Departures 180

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FMS Familiarization Table of Contents


General Topics Page
• Inserting Waypoints and Airways 189
• Entering the STAR 203
• Loading the Approach 210
• Closing a Flight Plan 227
• Performance Index Function Pages 230
• Performance Initialization (PERF INIT page 1) 233
• Performance Initialization (PERF INIT page 2) 250
• Performance Initialization (PERF INIT page 3) 281
• Performance Initialization (PERF INIT page 4) 295
• Performance Initialization (PERF INIT page 5) 310
• WHAT-IF Initialization 318
• Performance Data Review (PERF DATA page 1) 328
• Performance Data Review (PERF DATA page 2) 341
• Performance Data Review (PERF DATA page 3) 344
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FMS Familiarization Table of Contents


General Topics Page
• Performance Data Review (PERF DATA page 4) 350
• Performance Plan Review (PERF PLAN Page 1/X) 357
• WIND / TEMP Pages 361
• Takeoff Pages (Takeoff Page 1) 370
• Takeoff Pages (Takeoff Page 2) 378
• Takeoff Pages (Takeoff Page 3) 385
• Climb Pages 399
• Cruise Page 1 405
• Cruise Page 2 414
• Descent Page 419
• Landing Pages 426
• MISSED APPROACH Page 442
• ACTIVE FLT PLAN Page 446
• LNAV (Lateral Navigation) 455
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FMS Familiarization Table of Contents


General Topics Page
• VNAV (Vertical Navigation) 460
• VNAV Operation in Flight 472
• Flight Progress (PROGRESS Pages) 493
• Flight Plan Mods – Changing the Runway/Departure 519
• Flight Plan Mods - Adding / Deleting Waypoints 530
• Flight Plan Mods - Altitude Constraints 537
• Flight Plan Mods - Airspeed Constraints 548
• Flight Plan Mods - Temporary Waypoints 556
• Nav Index Page Functions 585
• Nav Index Page - Waypoint List 588
• Nav Index Page - Flight Plan List 601
• Nav Index Page - Holding 608
• Nav Index Page - Procedure Turns 628
• Nav Index Page - Conversion 644
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FMS Familiarization Table of Contents


General Topics Page
• Nav Index Page - Crossing Points 652
• Lateral Offset 684
• Direct To / Intercept Function 691
• Nav Radio Tuning 711
• Diverting to an Alternate 726
• Airborne Flight Information System (AFIS) 730
• Airborne Datalink 739

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FMS Familiarization Task Goals


As a guide for initial FMS Training, the pilot should be familiar with how to
accomplish these tasks:
• Understand System Architecture • Pilot Defined Waypoints
and Components • Fix Info Page Operation
• Ground/Preflight Initialization • Nav Radio Tuning
• Flight Planning and What-If • Holding
Scenarios • Procedure Turns
• Departure and/or Runway • Parallel Offsets
Changes
• Direct-To / Direct-To Intercept
• Flight Plan Mods:
• Crossing Points
• Adds/Deletes
• Altitude/ Airspeed Constraints
• Lateral Offsets
• Creating Temporary Waypoints • Landing Runway/ STAR/Approach
• In-flight Progress Changes
• ETAs • Divert to Alternate/Change of
• Fuel/Altitude/Speed at WPT/ Destination
Destination • LNAV & VNAV Operations
• Closing/Retrieving Flight Plans • AFIS & Datalink Functions

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FMS Architecture

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FMS Architecture
• The Honeywell FMZ Flight
Management System (FMS)
is an integrated system FMS
providing data for the
FMS
Electronic Display System
(EDS) and Flight Guidance
and Control System (FGCS)

EDS
EDS FGCS
FGCS

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FMS Architecture
• FMS provides flight plan
data and status
information on the
displays

• It also provides control


outputs to the autopilot
system to fly the aircraft
along the planned route

• For example purposes,


this diagram represents
the Embraer 145/135
format
• Formats may change
with different platforms

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FMS Components

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FMS Components
• The FMS consists of the
following hardware
components:

• Navigation Computer (NZ)


• Data Loader (DL)
• Control Display Unit (CDU)

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FMS Components
• The Navigation Computer
(NZ-2000) has two primary
functions and multiple
secondary functions

• Primary functions include


position computation & flight
planning
• Navigation database
contained in NZ is essential
to these functions

• Different hardware
configurations (ex. NZ-2000,
IC-800 integrated computer
and IC-615)

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FMS Components
• The NZ connects to variety of
short range and long range
navigation sensors

• Primary short range sensors


are VOR/DME and
DME/DME

• Long range sensors include


inertial reference system
(IRS) and global positioning
system (GPS)

• Position is based on blend or


GPS Processor
mix of sensor inputs

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FMS Components
• The Data Loader is used to
transfer data to and from the
NZ through an RS422
interface

• Can be permanently mounted


in aircraft or used as portable
unit

• Data loader transfers:


• Navigation database
information
• Custom database information
• Aircraft database information
• Flight plans
• AFIS information
• Maintenance data
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FMS Components
• Cockpit overview
showing Displays,
Flight Guidance
Control Panel and
Display Unit (DU)
locations

• The system can be


configured for 1 to 2
CDUs in the system
• CDUs are typically
located on the
aircraft center
pedestal

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Control Display Unit (CDU)

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Control Display Unit (CDU)


• The CDU is the
primary pilot
interface to the FMS

• The CDU consists


of a keyboard,
either a
monochrome
Cathode Ray Tube
(CRT), full color
CRT or color LCD
display and
electronics to
interface with the
other aircraft
functions

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Control Display Unit (CDU)

• Major CDU
components

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Control Display Unit (CDU)


• There are different hardware configurations available for the FMZ Series FMS CDU
• CD-800 Monochrome CRT
• CD-810 Color CRT
• CD-815 AMLCD (Active Matrix Liquid Crystal Display which is able to display video from external sources)
• CD-820 AMLCD (Active Matrix Liquid Crystal Display which is able to display video from external sources
and can offer other graphical capabilities)

CD-820 CD-810
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Control Display Unit (CDU)

• Colored information is an
important part of the FMS
software to highlight
important data

• Color assignments (for


applicable color CDUs) are
as follows:
• Vertical – Cyan
• Atmospheric Data – Cyan
• Lateral – Green
• FROM Waypoint – Yellow
• TO Waypoint – Magenta
• Prompts & Titles – White
• Flight Plan Names – Orange
• Index Selections - Green

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Control Display Unit (CDU)

• The CDU alphanumeric


keyboard is used by the
pilot for input into the
FMS

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Control Display Unit (CDU)

• The bottom line of the LCD


display is called the
scratchpad

• It is the working area of the


CDU where the pilot can
enter and verify data
before line selecting the
data to its proper position

• As each key is depressed,


the letter (or number)
appears in the scratchpad

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Control Display Unit (CDU)

• Information in the
scratchpad does not
effect the FMS until it is
moved to another line on
the display

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Control Display Unit (CDU)

• Entries made into the


scratchpad can be cleared
using the CLR key which
clears the last character in
the scratchpad

• Holding down the CLR Key


for an extended time clears
the characters one at a
time

• When a scratchpad entry


begins with an (*) or (#),
pressing the CLR key
removes the entire entry

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Control Display Unit (CDU)


• The DEL key is used to
delete items from the FMS

• When DEL is pressed,


*DELETE* appears in the
scratchpad

• The DEL key can be line


selected to delete
waypoints or other items
displayed in the CDU data
fields

• When a (-) is at the end of


the scratchpad entry,
pressing DEL will delete
the entire line
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Control Display Unit (CDU)

• The scratchpad also


displays FMS
annunciations to alert the
pilot to certain conditions

• Any information or
message already in the
scratchpad is placed in a
priority stack

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Control Display Unit (CDU)

• The scratchpad has the


following display priority:
• Bright/Dim control bar
(CD-815/CD-820 only)
• Alerting messages
• Advisory messages
• Delete function
• Entry and line selection

• The CLR key clears a


message and displays the
next message or entry
from the stack

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Control Display Unit (CDU)

• There are four line select


keys (LSKs) on each side
of the CDU display 1L 1R

2L 2R
• The LSKs are identified
and referred to from top to 3L 3R
bottom as One Left (1L),
2L, 3L, 4L and 1R to 4R 4L 4R

• These are the most used


keys on the CDU

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Control Display Unit (CDU)

• For an Index Display such


as the NAV INDEX page,
the line select keys are
used to select functions
from the index

• To select the WPT LIST


function, press LSK 2L

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Control Display Unit (CDU)

• If the scratchpad is empty,


pressing an LSK will
transfer that line’s data to
the scratchpad

• Pressing LSK 2L puts


ZILLA into the scratchpad

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Control Display Unit (CDU)


• Once data has been entered into the
scratchpad either through line selection
or manual keyboard entry, it can be
transferred to any of the allowable line
select fields on the page by pushing the
LSK adjacent to the line where the data
is intended to be placed

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Control Display Unit (CDU)

• On pages such as the


ACTIVE FLT PLAN page,
the bottom line select keys
are primarily used for
direct access to other
functions in the FMS

• The functions most likely


to be accessed from the
present page and phase
of flight are displayed as
prompts

• These prompts reduce the


number of key strokes to
minimize pilot workload
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Control Display Unit (CDU)

• One row of special keys in


the middle of the CDU are
called Function Keys

• These keys access


primary functions, indices
and page selections

• Function Key Paging


allows access to
additional pages in the
function by pressing the
key again instead of the
NEXT key
• Available for PERF, NAV,
PROG and FPL keys
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Control Display Unit (CDU)

• The CDU-820 has an


additional five function
keys located directly
above the screen for:
• VIDEO
• GRAPHIC
• ATC
• BACK
• FN

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Control Display Unit (CDU)

• Pressing the PERF


function key displays
Page 1 of the
performance index

• The pilot can select any of


the index functions by
pressing the respective
line select key

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Control Display Unit (CDU)

• The PERF INDEX pages


give access to FMS
functions such as
performance initialization,
climb, cruise, descent, fuel
management, takeoff and
landing data

• Performance pages also


display FMS performance
computations within these
sub-functions

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Control Display Unit (CDU)

• The NAV INDEX pages


are selected through the
NAV function key

• The NAV INDEX pages


give the pilot access to the
functions listed on the
index pages by selecting
the function at the LSK
next to the prompt

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Control Display Unit (CDU)

• Pressing the NEXT button


goes to the NAV INDEX
page 2 of 2

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Control Display Unit (CDU)

• Selecting the LSK


adjacent to the IDENT
prompt selects the NAV
IDENT page

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Control Display Unit (CDU)

• The Flight Plan (FPL)


function key displays the
first page of the active
flight plan

• The flight plan pages


provide flight plan data for
each leg in the planned
flight plan including
course, distance, altitude,
speed and constraints

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Control Display Unit (CDU)

• If no flight plan is entered,


the pilot can perform the
following functions:
• Manually create a flight
plan
• Select a stored flight plan
• Load a flight plan from a
disk
• Create a stored flight plan

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Control Display Unit (CDU)

• The PROG function key


displays the first page of
the progress page series

• The progress pages


summarize important flight
parameters and current
status of the flight in terms
of ETEs, distance to and
fuel projection for the TO
waypoint and destination

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Control Display Unit (CDU)

• Pressing the DIR function


key displays the active
flight plan page with the
DIRECT, PATTERN, and
INTERCEPT prompts

• If other than an active


flight plan page is
displayed, pressing the
DIR button pulls up the
first page of the active
flight plan

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Control Display Unit (CDU)

• Pressing the VIDEO


button (CD-820 only)
displays the VIDEO
INDEX page if more than
one video input is
available and selection is
internal to the CDU

• The LCD will display a


video signal if one video
input is available

• Examples of available
video include viewing of
landing gear, tail and
cargo areas
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Control Display Unit (CDU)

• Pressing the GRAPHIC


key (CD-820 only)
displays the GRAPHIC
INDEX page

• If a graphic input is
available and access is
internal to the CDU, the
GRAPHIC INDEX page
will be displayed

• Examples of available
graphics include access to
optional AFIS graphical
weather charts and the
inflight Airshow® system
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Control Display Unit (CDU)

• Pressing the ATC key


(CD-820 only) displays the
Air Traffic Services (ATS)
Future Air Navigation
System (FANS) Datalink

• If this function is not


configured, ATC NOT
AVAILABLE will be
displayed in the
scratchpad

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Control Display Unit (CDU)

• Pressing the BACK key


(CD-820 only) displays the
returns the LCD display to
the page shown prior to
the page presently being
displayed

• Once the system has


returned as far back as it
can, the scratchpad
message BACK
COMPLETE will be
displayed

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Control Display Unit (CDU)


• Pressing the FN key (CD-
820 only) displays a special
function as defined in the
FMS UNDO

• The description of the


function appears in inverse
video directly under the FN
key
• To perform the indicated
function, press the FN key
when the inverse video
function is shown
• When a special function is
not defined, the area under
the FN key will be blank and
when the FN key is pressed
the message FN NOT
AVAILABLE will be
displayed in the scratchpad
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Control Display Unit (CDU)

• Pressing and holding the


FN key (CD-820 only) for 5
seconds will display the
PARALLAX ADJUST page

• When the navigation


computer is not operating,
pressing and holding the FN
key for 5 seconds will
display the SYSTEM
SETUP page

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Control Display Unit (CDU)

• The NEXT/PREV function


keys provide access to the
next or previous page
when multiple pages are
available

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Control Display Unit (CDU)

• A BRT/DIM rocker switch


is located to the right of
the function keys (CDU-
815 & 820) and controls
the brightness of the CDU
LCD display

• A BRT knob is located on


the other CDU models to
control brightness

• All CDUs contain photo


sensors which
automatically adjust
display brightness

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Control Display Unit (CDU)

• There are six


annunciators located at
the top of the CDU

• On the CDU-810, the


annunciators are
dedicated lights located
on the display bezel

• For the CDU-820, a


maximum of six
annunciations can be
displayed across the top CD-820 CD-810
of the LCD panel

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Control Display Unit (CDU)

• Display (DSPLY) is an
advisory (white)
annunciation

• Displayed when the CDU


shows flight plan type
pages other than the first
page of the active flight
plan

• Purpose is to provide
distinction with flight plan
data controlling the aircraft

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Control Display Unit (CDU)

• Dead Reckoning (DR) is


an alerting (amber) DR

annunciation

• Displayed when operating


in DR mode for longer
than 2 minutes

• DR mode occurs with loss


of radio updating and all
other position sensors
(IRS or GPS)

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Control Display Unit (CDU)

• Degraded (DGRAD) is an
alerting (amber) DGRAD

annunciation

• Displayed when FMS


cannot guarantee position
accuracy for present
phase of flight due to
sensor availability

• Will also be illuminated if


sensor being used for
navigation is not approved
for current phase of flight
& FMS is selected nav
source
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Control Display Unit (CDU)


• Message (MSG) is an
advisory (white)
annunciation

• Displayed when message


is shown in scratchpad

• Messages are displayed


to inform or alert pilot as
to system status and are
divided into 2 groups:
• Advisory
• Alerting

• Messages are stacked in


priority order

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Control Display Unit (CDU)


• Offset (OFFSET) is an
advisory (white)
annunciation

• Displayed when lateral


offset has been entered
on PROGRESS 3 page

• Annunciator is removed or
turned off when the offset
is removed

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Control Display Unit (CDU)

• Approach (APRCH) is an APRCH

advisory (white)
annunciation

• Indicates the FMS is in


approach mode of
operation

• EFIS deviation sensitivity


and FMS tracking gains
are increased

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FMS Features Overview

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FMS Features Overview


• The FMS is used by pilots
for flight planning,
navigation, performance
management, aircraft
guidance and flight progress
monitoring

• After data entry the FMS will


generate a complete flight
profile from the origin to the
destination airport with all
lateral, vertical, and aircraft
performance elements

• The FMS sends control


outputs to fly the generated
profile

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FMS Features Overview

• The FMS provides the


following major features:
• Flight Planning
• Lateral Navigation (LNAV)
• Vertical Navigation (VNAV)
• Navigation
• Performance
• Database Management
• Autothrottle Interface
• Airborne Flight Information
System (AFIS) Interface
• Airborne Datalink (ACARS)
Interface

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FMS Features Overview

• The FMS Flight Planning


feature uses flight plan
entry data to compute the
active flight plan from
origin to destination
integrating both lateral and
vertical components

• Flight plans can be loaded


from a flight planning
service or by using a
personal computer (PC)
and a 3.5” diskette

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FMS Features Overview


• The LNAV feature
processes flight plan and
FMS position data and
produces guidance
outputs that are used to
control the aircraft in the
lateral plane

• LNAV maintains the


aircraft within an airway or
protected airspace

• LNAV automatically flies


pilot-defined or database
holding patterns, including
entry and exit procedures

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FMS Features Overview


• The VNAV feature
processes inputs from
flight planning, position
determination,
performance and flight
guidance control
selections to produce
control outputs for control
of the aircraft in the
vertical plane

• NOTE: Some ARINC 429


based aircraft are advisory
VNAV only and do not
allow FMS vertical
coupling to the flight
director and autopilot

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FMS Features Overview


• The Navigation feature
uses best aircraft sensor
information to determine
position and compute
values for ground speed,
altitude, track, heading,
drift angle, wind direction
and wind velocity

• The navigation function


automatically blends or
selects position sensors to
compute an optimum
position

• The pilot can deselect


individual sensors when
required
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FMS Features Overview

• The Performance feature


provides time, cruise
altitude and fuel
computations to plan and
monitor flight progress

• Performance estimates
optimum altitude, cruise
modes, step climbs,
WHAT-IF situations and
stored flight plan planning

• Performance has
automatic speed targets
for each phase of flight

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FMS Features Overview

• The Database feature of


the FMS enables loading
and management of data
critical to FMS operation

• The database contains


worldwide coverage of
navaids, airways,
SID/STAR procedures,
approach procedures,
airports and runways

• The database can store


pilot-defined flight plans
and waypoints

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FMS Features Overview

• The FMS can also


interface with other
functions including:
• Autothrottle
• AFIS
• ACARS (airborne
datalink)
• Navigation displays and
electronic flight instrument
systems (EFIS)
• Electronic maps

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FMS Databases

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FMS Databases

• The FMS uses three


databases to perform its
flight management
functions

• These databases include:


• Navigation Database
• Custom Database
• Aircraft Database

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FMS Databases
Navigation Database
• Information in the NDB is
defined by airspace
control agencies and
ICAO member states and
contains this data:
• Airports (ICAO IDs, ARPs,
with One Hard Surfaced
Rwy>4000’)
• All Runways >4000’
• Airport Procedures (SIDs,
STARs, Approaches)
• NAVAIDs
• ILSs
• Named/Unnamed
Waypoints
• Airways

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FMS Databases

• This information is then


processed and coded by
navigation data suppliers
(Jeppesen)

• Database information is
then formatted by
Honeywell for FMS
application software

• NDBs are produced every


28 days and distributed
worldwide to FMS users

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FMS Databases

• Each NDB contains two


consecutive 28 day
effectivity cycles

• The effectivity changeover


time is 0900Z UTC on the
first day of the most recent
cycle

• Therefore, the older


appearing cycle is
effective for 9 hours
beyond the last day of that
cycle

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FMS Databases

• And the new cycle is not


effective until 9 hours into
the first day of that cycle

• These cycles are


displayed on the NAV
IDENT page

• The current cycle is


automatically selected at
power up by the FMS and
will appear in a green font
on the first line (if the
database has not expired)

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FMS Databases

• If the current date and


time is not within either
cycle, both inclusive date
lines will be displayed in
amber font and a
DATABASE OUT OF
DATE message will
appear in the CDU
scratchpad

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FMS Databases
Custom Database

• The second database used by • The custom database is not


the FMS is the Custom updated on a scheduled basis
Database

• The custom database can store


• It contains information defined up to 3000 stored flight plans or
interactively by the pilot a max of 45000 waypoints total
through interface with the FMS for all stored flight plans
such as:
• Stored flight plans
• 1000 pilot defined waypoints
• Pilot defined waypoints
can be stored in the custom
• Temporary waypoints
database
• NOTAMs

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FMS Databases
Aircraft Database
• The aircraft database
consists of aircraft specific
parameters used in FMS
performance calculations

• It also contains specific data


for speed selection logic and
CDU displays

• It provides the aircraft


specific parameters needed
for the performance learning
function and automatically
saves learned data to the
performance data file

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FMS Data on Displays

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FMS Data on Displays

• The PFD is used to


display FMS related
information when FMS is
selected as the primary
navigation source

• LNAV data displayed


• FMS Primary Navigation
Source Display
• Active Waypoint Data
• Lateral Deviation

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FMS Data on Displays

• VNAV data displayed


(VNAV Selected)
• VNAV Operational Mode
• VNAV Altitude Target
Read and Bug
• VNAV Vertical Speed
Target Readout and Bug
• VNAV Vertical Deviation

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FMS Data on Displays

• The FMS supports display


of data on a MFD

• The MFD typically has two


map formats to display
FMS lateral navigation
information – Map and
Plan

MFD Map Format

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FMS Data on Displays

• The FMS supports display


of data on a MFD

• The MFD typically has two


map formats to display
FMS lateral navigation
information – Map and
Plan

MFD Plan Format

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FMS Data on Displays


• When FMS Map (Arc) mode
is selected, the lateral flight
plan is displayed as an
overlay on a 120 degree
compass arc

• FMS position is represented


by an aircraft symbol fixed
at the bottom of the arc

• The FMS arc map rotates


as aircraft heading changes

• Map range is selectable to


enhance clarity of displayed
data

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FMS Data on Displays

• Active waypoint data and


lateral deviation are
displayed

• The flight plan is


represented with waypoint
symbols, and active flight
plan legs are displayed with
solid lines

• Holding patterns, course


reversals and procedure
turns are displayed with
appropriate pattern shapes

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FMS Data on Displays

• Waypoint names can be


displayed adjacent to
waypoint symbols

• NAVAID symbols and


airport symbols can be
displayed on the arc map
for enhanced situational
awareness

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FMS Data on Displays


• When FMS Plan mode is
selected, the lateral flight
plan is displayed on a
North up map

• FMS position is
represented by an aircraft
symbol fixed at the center
of the map or positioned
relative to the active
waypoint

• The FMS plan map


remains fixed as the
aircraft heading changes;
the aircraft symbol rotates
as heading changes

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FMS Data on Displays

• Display ranges are


selectable as desired

• The flight plan is


represented with waypoint
symbols and active flight
plan legs are displayed
with solid lines

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FMS Data on Displays

• Holding patterns, course


reversals and procedure
turns are displayed with
appropriate pattern
shapes

• Waypoint names can be


displayed adjacent to
waypoint symbols

• NAVAID symbols and


airport symbols can be
displayed on the arc map
for enhanced situational
awareness (not shown
here)
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FMS Operational Modes

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FMS Operational Modes

• The FMS can operate in


“Dual” or “Single”
installations

• The dual FMS configuration


manages data between the
two FMSs as “synchronized”
or “separated” data

• Synchronized data will be in


agreement between both
FMSs

• Any FMS can update


synchronized data then copy
it to the other FMS
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FMS Operational Modes

• In “DUAL” operation,
synchronized data from
each FMS must be
resolved to be identical

• Therefore, the dual FMS


configuration uses a
Master-Slave relationship
to allow the system to
resolved data conflicts
between FMSs and
determine which FMS has
authority to override the
other

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FMS Operational Modes

• During Dual operations the


following data is
automatically transferred
between FMSs:
• Flight plan data
• Performance initialization
data
• Radio tuning data
• Custom database
modifications

• The coupled FMS shall be


the master FMS

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FMS Operational Modes

• If an active flight plan or


performance initialization
change is made on one
FMS, it will be transmitted
automatically to the offside
FMS

• Any custom database


change will be sent to the
other FMS to maintain
commonality of data

• If changes to one custom


database are in progress,
changes to the other FMS
database are prohibited
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FMS Operational Modes

• Creating a modified flight


plan on one FMS will not
create a modified route on
the other

• The initial position of each


FMS will initialize
separately
• This data cannot be
transferred from one FMS
and used by the other

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FMS Operational Modes

• Each FMS will compute a


present position

• If the difference is greater


than 10 NM, Dual mode
cannot be maintained

• Both FMSs will compute


and output guidance
control commands but only
the master can initiate a
leg sequence

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FMS Operational Modes

• In a dual FMS installation,


there are three operational
modes which are
automatically selected:
• Dual
• Independent
• Single

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FMS Operational Modes

• “DUAL” will be the active


mode when the following
requirements are met:
• Configuration identical
• Software version
compatible
• Present positions within
10 NM
• Custom Database
equivalent
• NDB equivalent
• NDB cycle equivalent
• Offside FMS status OK

• In Dual, altitude and speed


targets will be the same

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FMS Operational Modes

• “Independent” is the next


lower mode below dual

• Only nav radio tuning and


CDU configuration will be
transmitted between FMSs

• The pilot/first officer will


still be able to tune the
offside nav radio and each
FMS will select which
Navaids to tune for
computing present position

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FMS Operational Modes

• To be the active mode,


“Independent” requires at
least these conditions:
• Configuration identical
• Software version
compatible

• Possible degrade
conditions from Dual could
be:
• Present positions not
within 10NM
• Offside FMS status not
OK
• Custom or NDB database
issues

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FMS Operational Modes

• The lowest operating


mode in a dual FMS
installation is “Single”

• No data is transferred
between the FMSs in
Single

• Offside nav radios can not


be tuned when operating
in Single

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FMS Operational Modes

• The active and selected


FMS operating modes are
displayed on FMS 1
MAINTENANCE page 1

• The FMS 1
MAINTENANCE page 1 is
accessed from the
MAINTENANCE Prompt
on the NAV IDENT page
or the NAV INDEX page 2

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FMS Operational Modes

• Availability of each
operating mode is based
on the mode requirements
of that mode

• If the requirements of the


selected mode cannot be
met, a PROBLEMS prompt
appears and can be
selected to determine the
problem(s)

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FMS Operational Modes

• Selection of the
PROBLEMS prompt
displays the OP MODE
PROBLEMS page 1

• This page lists the


problem(s) preventing the
FMS from operating in the
selected mode

• If the problem(s) can be


resolved, the selected
operational mode can
become active again

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FMS Position Determination

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Position Determination

• The FMS position


determination function
uses long (GPS/IRS) and
short range
(VOR/LOC/DME) sensor
information to compute the
aircraft position

• The FMS chooses the best


position source among all
of the FMS sensor inputs

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Position Determination

• The function also


computes FMS values for
ground speed, altitude,
track, heading, drift angle
and wind data

• The FMS uses position


and velocity filters to blend
sensor data with the FMS
position solution

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Position Determination

• The FMS uses GPS, IRS,


VOR and DME to
determine the FMS
position

• The POS SENSORS page


allows the crew to check
current FMS position and
compare it to the long
range sensors

• Detailed status information


is available at the status
prompt

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Position Determination

• VOR/DME (short range)


status information is
selected at the VOR/DME
prompt

• To review GPS status


information, select the
STATUS prompt on the
GPS line

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Position Determination

• GPS 1 Status Page 1 is


displayed here

• The following GPS


information is available:
• GPS Position
• GPS Ground Speed
• GPS Vector Ground
Speed
• GPS Altitude
• Distance of GPS position
from FMS position

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Position Determination

• Additional GPS integrity


information, constellation
geometry quality data,
number of satellites being
tracked and current date
and time are available on
GPS 1 STATUS Page 2

• To return to the POS


SENSORS page, push the
LSK next to the prompt

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Position Determination

• IRS status data is


accessed through the
STATUS prompt on the
IRS line(s)

• There will be one IRS


and/or GPS line for each
installed IRS/GPS, labeled
IRS 1 and IRS 2, and/or
GPS 1 and GPS 2

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Position Determination

• The IRS STATUS page


displays navigation mode
data for each IRS installed

• The following information


is displayed when an IRS
is in the Navigation Mode:
• IRS Position
• IRS Ground Speed
• IRS Wind Speed and
Direction
• Distance of IRS from FMS
position
• IRS Drift Rate (FMS/IRS
radial distance divided by
time in NAV Mode)

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Position Determination

• Return to the POS


SENSORS page by
pressing the LSK next to
the POS SENSORS
prompt

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Position Determination

• VOR/DME data pages are


selected at the VOR/DME
prompt on the POS
SENSORS page

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Position Determination

• The VOR/DME 1 page 1


status data for each VOR-
DME pair installed in the
aircraft includes: LIT 113.9 055 76.6
• Station ID for tuned VOR
and two blind DME uPBF 116.0 61.2
channels
• Station frequency for
tuned VOR and paired
uARG 114.5 103.3
frequency of two blind
channels
• Bearing to tuned VOR
• Distance to tuned VOR
and two blind DMEs
• NAV & paired DME
system channels in use for
FMS position
determination (“u”)
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Position Determination

• The FMS determines


position based on the most
accurate sensors available

• Four position
determination models are
used in the FMS according
to this hierarchy:
• GPS
• DME/DME
• VOR/DME
• IRS

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Position Determination

• GPS is the most accurate


sensor

• When GPS is available it is


weighted at 100%

• The GPS position is the


FMS position

• GPS can typically provide


a position accuracy better
than .3 NM

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Position Determination

• When GPS mode is active,


GPS is the position
determination mode
displayed on PROGRESS
page 1

• When GPS is used, other


sensors are still monitored
for position differences
with the FMS position

• However, other sensors do


not contribute to the FMS
position unless GPS
becomes unavailable

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Position Determination

• DME/DME mode is based


on the blending of DME
distance from a minimum
of two DME stations

• DME/DME can typically


provide position accuracy
better than .5 NM
DMEDME
• When DME/DME mode is
active, DMEDME will be
displayed on PROGRESS
page 1

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Position Determination

• The FMS uses search


algorithms to determine
which are the best DMEs
to tune and use

• Station distance, type,


signal strength and station
location geometry are
used to ensure the position DMEDME
solution is the most
accurate

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Position Determination

• VOR/DME mode is based


on the use of bearing and
distance information from
a single VOR/DME station

• VOR/DME can typically


provide position accuracy
better than 1.0 NM
VORDME
• When VOR/DME mode is
active, the FMS uses the
VOR/DME position to
update the FMS position

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Position Determination

• VOR/DME mode is less


accurate than DME/DME
due to VOR bearing error

• VOR bearing error


increases with distance
from the NAVAID

• When VOR/DME mode is VORDME


active, VORDME will be
displayed as the position
determination mode on
PROGRESS page 1

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Position Determination

• The IRS position


determination mode is
used when no other
sensor inputs are available
to the FMS

• This will normally occur


over water or outside of
VOR and DME coverage IRS

• IRS position accuracy


degrades over time as
determined in the
established IRS drift
models

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Position Determination

• When the IRS mode is


active, IRS will be
displayed on PROGRESS
page 1

• When FMS is using GPS,


DME/DME, or VOR/DME
for updating, a position
error for each IRS is IRS
continuously calculated
and stored within the FMS

• This calculated error is


called the IRS bias

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Position Determination

• If the FMS starts using the


IRSs for position updating,
the actual position used by
the FMS will be each IRS
position plus the last FMS
calculated bias for each
IRS

• At this point the FMS IRS


position begins to drift with
the IRS position but
normally within the
certification limits of the
IRS (2 NM/hr)

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Position Determination

• If GPS, DME/DME,
VOR/DME updating is
resumed, a new bias will
be calculated and IRS drift
error will have no impact
on FMS position

• The change from one


navigation mode to IRS
another is not
instantaneous

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NAV IDENT Page

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NAV IDENT Page

• To access the NAV IDENT


page, select the NAV
Function Key on the CDU

• This brings the system to


NAV INDEX page 1

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NAV IDENT Page

• Push the NEXT Function


Key to go to NAV INDEX
page 2

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NAV IDENT Page

• Push the LSK next to the


IDENT prompt

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NAV IDENT Page

• The current date and UTC


time are displayed in cyan
and are synchronized with
GPS date and time

• A battery within the


integrated computer
system should maintain
the date and time when
power is removed from the
FMS

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NAV IDENT Page

• Date and time can be


changed if the GPS has
failed or the date/time are
not valid

• To change the date or


time, type in the correct
data and select the date or
time LSK (1L or 2L)

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NAV IDENT Page

• The FMS software version


appears in green font
below the UTC time

• The FMS software version


defines the operational
content of the software for
pilots and maintenance

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NAV IDENT Page

• The active navigation


database (NDB) appears
in line 1R and is
automatically selected by
the FMS

• It is effective at 0901Z
UTC on the first day of the
current cycle

• If the current date is within


the active NDB dates, the
dates will be green,
otherwise they are amber
as shown above

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NAV IDENT Page

• The dates for the alternate


NDB are shown in amber

• To change the active NDB


between the two cycles
select LSK 2R

• Changing NDBs can only


be accomplished on the
ground and will dump the
active flight plan if one
exists

• See additional information


in the FMS database
discussion
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NAV IDENT Page

• The NDB part number


appears on line 3R

• This is a worldwide
database (WORLD 3) and
the 8th (08) 28 day cycle of
the year

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NAV IDENT Page


• The next step prompt
appears at 4R and
generally indicates the
next FMS step to be
performed

• “Position Initialization”
(POS INIT) is the next
FMS step as indicated

• The inverse video


indicates the FMS position
is not valid
• The prompt will return to
normal video after the
valid present position is
inserted into the system

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Position Initialization

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Position Initialization

• Each FMS must be


position initialized before
LNAV, VNAV,
performance or FMS map
features can be used

• The position initialization


sequence begins by
selecting the POS INIT
prompt on the NAV IDENT
page

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Position Initialization

• The POSITION INIT page


1 is accessed from the
NAV IDENT page 1

• The first POS INIT option


is selecting the FMS
position on line 1

• This is the FMS position at


previous engine shut down
and is displayed after
power up

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Position Initialization

• This position could be


selected for position
initialization by selecting
the LOAD prompt as
shown

• The last stored FMS


position may not be the
current position of the
aircraft

• If the position is selected,


a LOADED label will be
posted above the LOAD
prompt

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Position Initialization

• The second option is


through a reference
waypoint position on the
REF WPT line 2

• The FMS provides


reference waypoint
selection in this priority
• First, if departure runway
has been selected, the
runway ID and
coordinates are displayed
• Second, the closest
RAMPX waypoint within 3
NM of the last position if
they have been stored as
a pilot-defined waypoint
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Position Initialization

• Third, if a published ICAO


airport ID exists within 3
NM of the last FMS
position its Airport
Reference Point (ARP) will
be displayed

• Fourth, if none of the


above waypoints are
displayed, the FMS
displays prompts (dashed
lines)

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Position Initialization

• Pilot entered reference


waypoints use these
formats
• Airport ICAO (KPHX)
• Runway (KPHX.07R)
• Coordinates (Lat/Long
format)
• Waypoint name (NDB
name, i.e. EAGUL)

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Position Initialization

• The third option and most


common is through
selection of the displayed
GPS position on the GPS
POS line

• If a valid GPS sensor


position is not available,
the line will be blank

• With a valid GPS position


displayed, select the
LOAD prompt on the GPS
position line and note
“LOADED”

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Position Initialization

• If an error is made, correct


the input and reselect or
select another option

• NOTE: each FMS must be


initialized separately

• Next – a FLT PLAN


prompt will appear at LSK
4R as the next preflight
step to perform

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Basic Flight Planning

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Basic Flight Planning

• The flight plan begins at


the origin and ends at the
destination

• The flight plan is built by


inserting waypoints and/or
procedures into the flight
plan between the origin
and destination

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Basic Flight Planning

• A waypoint is a
predetermined
geographical position used
for route or point definition
and is defined relative to a
VOR/DME station or in
Lat/Long coordinates

• Procedures are SIDs,


airways, STARs and
approaches

• A flight plan is considered


closed when the last
waypoint is the destination

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Basic Flight Planning

• There are three categories


or types of flight plans
• Active
• Alternate
• Stored

• A flight plan must have an


origin and a destination to
be activated

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Basic Flight Planning

• An “active flight plan” is a


flight plan that has been
activated

• An “alternate flight plan”


exists if an alternate has
been designated

• A “stored flight plan” is a


flight plan that has been
saved to the custom
database

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Basic Flight Planning

• The waypoints or legs of


the active flight plan are
displayed on the ACTIVE
FLT PLAN page

• The ACTIVE FLT PLAN


page series will expand to
enough pages to list all of
the waypoints in the flight
plan

• The FLT PLAN pages are


accessed through the FPL
key on the CDU

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Basic Flight Planning


• Waypoints exist in the nav
database, the custom
database (pilot defined
waypoints) or as temporary
waypoints

• They are assigned a name


called the waypoint identifier

• Waypoint names must


contain at least one and as
many as five alphanumeric
charters

• Some unique waypoint


conventions exist – DME
Arcs/Airway intersections
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Basic Flight Planning

• The active flight plan is


comprised of three parts

• The primary flight plan


• The missed approach
• The alternate flight plan

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Basic Flight Planning

• The primary flight plan


contains all flight plan legs
from the origin to the primary
destination

• In most cases it will be


displayed in multiple pages

• This flight plan contains 8


pages

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Basic Flight Planning

• The missed approach part of


an active flight plan becomes
active when an approach
has been selected and
activated

• It is contained on the page(s)


titled MISSED APPROACH

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Basic Flight Planning

• The missed approach


page(s) contain all legs
included in the selected
missed approach procedure

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Basic Flight Planning

• The alternate flight plan


contains all legs from the
primary destination to the
alternate destination

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Basic Flight Planning

• Active flight plans will


normally contain a “FROM”
waypoint, always amber, to a
“TO” waypoint, always
magenta, other waypoints
and a destination, shown as
the last waypoint on the last
page of the primary flight
plan, displayed in green

• Each active flight plan has a


limit of 100 waypoints
including all the waypoints in
the primary, missed
approach and alternate parts
of the flight plan

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Basic Flight Planning

• Flight plans are created


using one of the following
methods:

1. Build a flight plan using


the FLT PLAN pages and
entering waypoints and
procedures by entering a
destination (DEST)

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Basic Flight Planning

• Flight plans are created


using one of the following
methods:

2. Create a stored flight plan by


pressing LSK 3R

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Basic Flight Planning

• Flight plans are created using one of the following methods:

3. Activate a previously stored flight plan by choosing one from the FPL LIST page

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Basic Flight Planning

• Flight plans are created


using one of the following
methods:

4. Load a flight plan from a


disk by pressing LSK 2L

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Basic Flight Planning

• Flight plans are created


using one of the following
methods:

5. Load a flight plan from


datalink (if installed) DLK FPL

• NOTE: if datalink function


not installed, “DLK FPL” will
not appear as a prompt

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Basic Flight Planning

• This exercise uses the first


method; that is, loading the
flight plan as individual
waypoints and procedures

• Basic flight planning using


individual waypoints and
procedures starts from the
FLT PLAN page accessed
from the FLT PLAN prompt
on the POSITION INIT page
or by pressing the FPL
function key on the CDU

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Basic Flight Planning

• If the position initialization


coordinates are within 3 NM
of an airport ARP in the
NBD, the airport 4-letter
ICAO identification will
already be loaded in the
origin space

• Otherwise it can be loaded


manually into the
ORIGIN/ETD space using
the scratchpad

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Basic Flight Planning

• An ETD can be added if


ETAs are desired for display
before takeoff

• To enter the ETD, enter the


number (in coordinated
universal time) in the
scratchpad and press the
LSK next to ORIGIN/ETD
• Example “1445”
• NOTE: do not put the “Z”
after the number

• The ETD entry UTC time will


be displayed in large green
font
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Basic Flight Planning

• The destination is entered


into the scratchpad and
selected by pressing the LSK
next to the DEST box prompt
(dashes)

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Basic Flight Planning

• After the destination has


been added into the inactive
flight plan, a space called the
“VIA.TO” space becomes
available for loading
additional waypoints,
coordinates, airways, etc.

• The following entry formats


are used for flight planning:
• Airway.Waypoint
• Flight plan name.Waypoint
• Flight plan name
• Waypoint name
• Temporary waypoint

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Basic Flight Planning

• Page 2 of the FLT PLAN


page is accessed by
pressing the NEXT key on
the CDU

• This provides loading space


for an alternate and the
beginning of an alternate
flight plan, if desired

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Basic Flight Planning

• To create an alternate flight


plan, the alternate airport 4-
letter ICAO identifier is typed
into the scratchpad and
added by pressing the LSK
next to the alternate prompt

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Basic Flight Planning

• The alternate flight plan is


now defined by the original
destination and the alternate
airport you have entered

• New alternate flight plan


waypoints can be added at
the VIA.TO prompt similar to
the primary flight plan

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Basic Flight Planning

• Access or return to the


primary flight plan page and
the FLT PLAN page 1 is
accomplished either through
the FPL Key or the PREV
Key on the CDU

• The primary flight plan will be


completed or modified by
adding waypoints at the
VIA.TO prompt and/or
procedures using other flight
planning functions and
pages

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Basic Flight Planning

• Our example flight plan will use the


following data:
• To ZUN via J102 to ALS VOR, direct
DVV, J114 to ONL, direct MCW
• Depart PHX Rwy 08 CHEZZ2
departure
• Arrival Mason City transition to
KASPR2 arrival followed by Press
transition to ILS approach 30L at
KMSP
• BOW: 43,000#; FUEL: 14,000#
• CARGO: 200#; PAX: 5 @ 170#
• CRUISE ALT: 41,000 ft
• WINDS ALOFT: 250° @ 125 @ FL410
• SPEED SET: ACTIVE
• KPHX: 29.92; 090/10; 85/60
• KMSP: 29.92; 250/08; 59/15
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Loading Runways and Departures

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Loading Runways and Departures

• After and origin and


destination are entered into
the flight plan, a
DEPARTURE prompt
appears at LSK 4L

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Loading Runways and Departures

• Our example departure


runway is KPHX 08 and is
accessed through Page 1 of
the DEPARTURE
RUNWAYS pages

• Selecting runway 08 enables


access to the SIDs page

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Loading Runways and Departures

• This is the list of available


SIDs in the navigation
database for RWY 08 at
KPHX

• Select the CHEZZ2


departure by pressing LSK
2R

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Loading Runways and Departures

• Even though a departure


transition was not included in
the clearance, select
DRYHEAT as an example of
a departure transition

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Loading Runways and Departures

• When a transition is
selected, the PROCEDURE
page is displayed

• Press the LSK next to the


“REVIEW” prompt to review
the SID

• NOTE: Pressing the LSK


next to the “ACTIVATE”
prompt will insert the
departure transition into the
active flight plan without
reviewing it

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Loading Runways and Departures

• The SID REVIEW pages


allow the crew to review all
the waypoints in the SID
procedure before accepting
them into the flight plan

• After review, the procedure


can be cleared or activated
by pressing the LSK next to
the appropriate prompt

• Press LSK 4L to clear the


DRYHT transition since it
was not included in the
clearance

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Loading Runways and Departures

• Pressing the LSK next to the


Rwy 08 and the CHEZZ2
departure will take you back
to the SID REVIEW page

• Press LSK 4R next to the


“ACTIVATE” prompt to
accept the SID into the
active flight plan

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Loading Runways and Departures

• Now that the departure and


the departure runway have
been selected, the ACTIVE
FLT PLAN is now ready for
entry of additional enroute
waypoints using the VIA.TO
space

• Press the NEXT function key


to go to ACTIVE FLT PLAN
page 2 to view the VIA.TO
space

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Inserting Waypoints and Airways

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Inserting Waypoints and Airways

• After selecting the departure


and transition (if applicable),
the last waypoint entered
into the active flight plan is
CHEZZ

• The next leg is direct to ZUN


VOR

• Type ZUN into the


scratchpad

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Inserting Waypoints and Airways

• Insert ZUN VOR by selecting


the LSK adjacent to the
VIA.TO dashes

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Inserting Waypoints and Airways

• ZUN will be added into the


active flight plan and the
VIA.TO prompt will move
downward to accept the next
flight plan addition

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Inserting Waypoints and Airways

• The next leg is jet airway


J102 to ALS

• Type J102.ALS into the


scratchpad

• Airway.waypoint is the
correct format

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Inserting Waypoints and Airways

• Enter J102.ALS by selecting


the LSK adjacent to the
VIA.TO space

• The waypoint after the


airway designator
(J102.ALS) is where you will
exit that airway

• ALS will be added into the


flight plan and the VIA.TO
prompt will move downward
to accept the next flight plan
addition

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Inserting Waypoints and Airways

• If a waypoint identifier is
entered and the FMS finds a
duplicate identifier in the
NDB, the WAYPOINT
SELECT page will be
displayed

• BNA is used as an example

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Inserting Waypoints and Airways

• In most cases the list will be


ordered by closest to the
previous waypoint in the
flight plan

• The waypoint name, the


country in which it is located
and the Lat/Long
coordinates are displayed

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Inserting Waypoints and Airways

• With some common


waypoint naming
conventions such as CF27,
FF27, etc., numerous pages
of duplicate waypoints may
appear

• Listing criteria may not easily


distinguish the desired
waypoint

• Crews should use extreme


caution to identify the correct
waypoint for entry into the
flight plan

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Inserting Waypoints and Airways


• DVV is the next waypoint in
the enroute flight plan

• Type DVV into the


scratchpad and press the
LSK adjacent to the VIA.TO
prompt to add it to the flight
plan

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Inserting Waypoints and Airways

• DVV is added to the active


flight plan

• The next leg is J114 to ONL


VOR

• Type J114.ONL into the


scratchpad and enter at the
VIA.TO prompt

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Inserting Waypoints and Airways

• The FMS added LANDR,


SNY, BENNZ, YANKI and
NARLY as waypoints along
J114 enroute to ONL

• The J114 course and


distance to each of the
waypoints or navaids are
depicted on the ACTIVE FLT
PLAN pages, but “J114” will
not be displayed

• Use the NEXT function key


on the CDU to page back to
the VIA.TO prompt on
ACTIVE FLT PLAN page 6
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Inserting Waypoints and Airways

• The next flight plan step is


direct MCW

• Type MCW into the


scratchpad and insert at the
VIA.TO space

• The MCW waypoint is added


to the ACTIVE FLT PLAN
page

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Inserting Waypoints and Airways

• MCW is the last waypoint in


the enroute portion of the
flight

• Entering the STAR will be


the next step of the flight
planning process

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Entering the STAR

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Entering the STAR

• To access STARs for the


destination, select the NAV
INDEX page 1 using the
NAV function key on the
CDU

• From the NAV INDEX page


1, select the LSK (3R) next
to the ARRIVAL prompt

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Entering the STAR

• The ARRIVAL page allows


selection of a RUNWAY, an
APPROACH and a STAR in
any order

• Typically, a STAR will be


filled in the flight plan and we
will probably not know the
runway or approach so we
will select the STAR first

• Select STAR

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Entering the STAR

• From the KMSP STAR page,


select KASPR2, the filed and
requested STAR

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Entering the STAR

• The inverse video


“ARRIVAL” prompt indicates
that a selection has been
made on the ARRIVAL page
and the airport is the
destination in the flight plan

• Select MCW since the arrival


is via the Mason City
transition to the KASPR2
arrival

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Entering the STAR

• Selection of the STAR


transition returns the FMS to
the ARRIVAL page and
indicates the selected arrival,
transition and destination
airport

• Selecting REVIEW provides


four pages of procedural
waypoints for review

• The ACTIVATE prompt adds


the STAR and STAR
transition waypoints into the
ACTIVE FLT PLAN

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Entering the STAR

• The STAR procedural


waypoints are now in the
flight plan

• Normally, we will not know


the landing runway or
approach type and would
delay entering the approach
until later in the flight

• For this exercise, we will


load the approach in the next
segment

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Loading the Approach

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Loading the Approach

• The ACTIVE FLT PLAN as


shown is complete through
the STAR waypoints

• The FMZ series FMS flight


planning function supports
the majority of approach
procedures contained in the
NDB including the following:
• RNAV
• GPS
• VOR/VOR-DME
• NDB
• LOC based including ILS,
LOC and back-course

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Loading the Approach

• Although all of these


approach types can be
selected into the FMS flight
plan, the FMS does not
provide primary guidance
during LOC based
approaches

• During these approaches,


the FMS can be used to
provide enhanced situational
awareness using the FMS
map display features

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Loading the Approach

• In flight, an ARRIVAL
prompt will be displayed on
the CDU when the aircraft
is within 200 NM from the
destination airport and a
runway has not been
selected

• If a destination runway has


been selected, the
LANDING prompt will be
shown

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Loading the Approach

• Otherwise, the ARRIVAL


page is accessed through
the NAV function key on the
CDU and selection of the
ARRIVAL prompt on the
NAV INDEX page 1

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Loading the Approach

• The ARRIVAL page is


displayed here and indicates
the destination airport is
KMSP

• It also shows that the


KASPR2 STAR with the
MCW transition has been
previously selected

• The STAR, APPROACH and


RUNWAY can be selected in
any order

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Loading the Approach

• Selecting the RUNWAY


prompt displays the KMSP
RUNWAY page

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Loading the Approach

• Any of the available runways


can be chosen by pressing
the LSK at the appropriate
prompt

• Selecting Rwy 30L accesses


the KSMP APPROACH page
and the available
approaches for that runway

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Loading the Approach

• Select the ILS 30L at the


prompt

• The inverse video prompt is


displayed if the airport is the
destination airport in the
active flight plan

• Select the ILS for 30L by


pressing LSK 2L

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Loading the Approach

• The KMSP APPROACH


TRANS page appears for
selection of an approach
transition if desired

• Select PRESS at the prompt


(LSK 1L)

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Loading the Approach

• Selecting PRESS returns the


system to the ARRIVAL
page with the options
indicated

• The arrival and approach


waypoints are available for
review at the REVIEW
prompt

• If desired, the approach


waypoints for the runway
selected can be inserted into
the active flight plan without
review by pressing the
ACTIVATE prompt LSK
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Loading the Approach

• Selecting the REVIEW


prompt access the ARRIVAL
REVIEW pages

• Navigation through the


ARRIVAL REVIEW pages is
accomplished using the
PREV/NEXT function keys

• The missed approach


waypoints are also included

• The waypoints can be


activated or cleared at the
prompts

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Loading the Approach

• Select the LSK 4R next to


the ACTIVATE prompt to
activate the arrival and insert
it into the ACTIVE FLT PLAN

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Loading the Approach

• Any point in a flight plan


where a continuous path
does not exist or has not
been specified creates a
flight plan “discontinuity”

• A discontinuity typically
occurs in the flight plan when
adding a SID, STAR or
approach

• It is caused by the lack of a


common point between the
flight plan and the inserted
procedure or lack of lateral
flight plan definition
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Loading the Approach

• The discontinuity can be


removed in two ways:

1. Press the DEL key and the


adjacent line select key to
delete the discontinuity

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Loading the Approach

• The discontinuity can be


removed in two ways:

1. Press the DEL key and the


adjacent line select key to
delete the discontinuity

2. Down select the waypoint


below the discontinuity or
type the waypoint into the
scratchpad and insert it into
the line where the
discontinuity exists

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Loading the Approach

• The discontinuity is
removed and the ACTIVE
FLT PLAN is corrected and
activated

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Closing the Flight Plan

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Closing the Flight Plan

• At this point, entry of the


filed flight plan is
considered complete

• If you have not selected an


approach, “close” the flight
plan by down-selecting the
destination into the
scratchpad and then into
the VIA.TO space

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Closing the Flight Plan

• Closing the flight plan


enables the FMS
performance initialization
process

• Availability of the PERF


INIT prompt indicates this is
the next step in the FMS
pre-departure process

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Performance Index Function Pages

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Performance Index Function Pages

• PERF INDEX page 1 is


accessed through the
PERF function key on the
CDU

• This displays the


performance information
options in the FMS

• The options listed are


available at the appropriate
LSK prompts

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Performance Index Function Pages

• PERF INDEX page 2 is


accessed through the
NEXT/PREV function keys
on the CDU

• This page displays the


remaining performance
options

• The options listed are


available at the appropriate
LSK prompts

• Access to the FUEL MGT


function is available at the
prompt LSK 3L
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Performance Initialization (PERF INIT Page 1)

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Performance Initialization (PERF INIT Page 1)

• The presence of an active


flight plan and completion
of the PERF INIT pages
enables flight plan
predictions in the FMS

• The cyan dashes on the


right side of the page
indicate that predictions are
not yet active

• The PERF INIT pages are


accessed from any of the
ACTIVE FLT PLAN pages
at the PERF INIT prompt
or…
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Performance Initialization (PERF INIT Page 1)

• The PERF INIT pages can


also be accessed through
the PERF function key, the
PERF INDEX page 1 and
the PERF INIT prompt

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Performance Initialization (PERF INIT Page 1)

• The PERF INIT pages allow


pilots to enter, view, change
or delete basic aircraft
performance initialization
data

• The ACFT TYPE is


received from the aircraft
database and can not be
changed by the pilot

• Failure to load the correct


aircraft type causes the
system to generate
incorrect performance
predictions

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Performance Initialization (PERF INIT Page 1)

• The aircraft database


contains all aircraft-specific
performance parameters
and data needed for speed
selection logic and CDU
displays

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Performance Initialization (PERF INIT Page 1)

• TAIL # can be changed,


and it must be entered in
this field before going to the
next page
• Once it is entered it will be
saved and no action is
required for future flights

• The tail number is used for


two purposes
• Naming of the aircraft
database file
• Used by the PCDL for
loading of navigation
database and other aircraft
database files

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Performance Initialization (PERF INIT Page 1)

• There are three CDU


selectable performance
modes:
• FULL PERF
• PILOT SPD/FF
• CURRENT GS/FF

• The active selection is


indicated in green font
beneath the small font label
PERF MODE

• The active PERF MODE


can be changed through
the “OR” prompt on the
PERF MODE line (LSK 2R)
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Performance Initialization (PERF INIT Page 1)

• The PERF MODE page is


used to select the desired
active performance mode

• The active mode will be


displayed in large white font
with (ACT)

• FULL PERF is the current


active performance mode

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Performance Initialization (PERF INIT Page 1)

• To change to the PILOT


SPD/FF mode press the
LSK next to the PILOT
SPD/FF prompt (2L)

• PILOT SPD/FF is now the


active mode and will also
appear in green font on
PERF INIT page 1

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Performance Initialization (PERF INIT Page 1)

• The RETURN prompt can


be used to return to the
PERF INIT page 1 if
desired

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Performance Initialization (PERF INIT Page 1)

• FULL PERF mode uses


baseline aircraft
performance data to predict
time and fuel data

• The FULL PERF mode


provides the most accurate
estimated time and fuel
data and is the primary
mode

• NOTE: FULL PERF is not


available on all aircraft
types

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Performance Initialization (PERF INIT Page 1)

• It is possible that with an


aircraft database loaded,
additional flights are
required for the FMS to
learn the aircraft
performance

• Under this condition, the


message INSUFFICIENT
LEARNED DATA is INSUFFICIENT LEARNED DATA
displayed at 3R and FULL
PERF mode is not
selectable

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Performance Initialization (PERF INIT Page 1)

• The following performance


functions are only available
in FULL PERF:
• Optimum and Maximum
Altitude Computations
• Cruise speed schedules for
long range cruise, max
speed and max endurance
• Equal time point and point
of no return
• Expanded climb, cruise and
descent pages
• What-if and stored flight
plan functions
• S.E. range (or E.O. range)
page

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Performance Initialization (PERF INIT Page 1)

• The PILOT SPD/FF mode


uses a pilot-entered cruise
airspeed and fuel flow to
make time and fuel
predictions for the entire
flight

• These predictions are less


accurate than FULL PERF

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Performance Initialization (PERF INIT Page 1)

• Default or pilot-entered
cruise airspeed is indicated
or changed at the prompt

• Cruise fuel flow must be


entered at the CRZ FF
boxes or prompt (LSK 2R)

• Automatic adjustments are


made for the higher fuel
flow in climb

• Entered and sensed winds


(once airborne) are
included in GS predictions

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Performance Initialization (PERF INIT Page 1)

• The CURRENT GS/FF


mode uses the current
sensed GS and FF to
perform predictions over
the entire flight

• These predictions are the


least accurate for obtaining
time and fuel predictions

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Performance Initialization (PERF INIT Page 1)

• When CURRENT GS/FF


mode is selected, current
fuel flow is displayed at
1R of the FUEL MGT-LB
page 1

• This value can be


overridden by a pilot entry

• The groundspeed is
displayed at 1R on the
first page of the flight plan

• Once airborne, the current


groundspeed is used

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Performance Initialization (PERF INIT Page 2)

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Performance Initialization (PERF INIT Page 2)

• Access to PERF INIT


page 2 is made through
the NEXT function key on
the CDU

• This page allows the crew


to set the speed
schedules for climb,
cruise, descent, departure
and arrival

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Performance Initialization (PERF INIT Page 2)

• It is also used to set the


default descent angle

• In FULL PERF and PILOT


SPD/FF, these speed
schedules are used for
making groundspeed
predictions

• In the CURRENT GS/FF


mode, the groundspeed
predictions are unaffected
by the speed schedules

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Performance Initialization (PERF INIT Page 2)

• Active CLIMB CAS/Mach


speeds appear under the
CLIMB label

• Changes to the active


climb mode can be made
at the CLIMB prompt or by
selection of the “OR”
prompt

• Selection of the “OR”


prompt advances the
system to the CLIMB
MODES page

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Performance Initialization (PERF INIT Page 2)


• The CLIMB MODES page
is only available if FULL
PERF is the active perf
mode

• A default climb CAS/Mach


from the aircraft database
may appear at the prompt

• The active speed


command is the CAS at
lower altitudes and MACH
at higher altitudes

• The crossover altitude is


where both CAS and
MACH translate to the
same TAS
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Performance Initialization (PERF INIT Page 2)

• The active mode is


displayed in large
white/cyan font plus white
(ACT) – white if the A/C
database and cyan if
manual

• Manual entries can be


made at the manual
prompt or can be edited
on the PERF INIT page 2

• If editing Mach only, use a


preceding slash (/) as the
entry format

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Performance Initialization (PERF INIT Page 2)

• Selection of a new climb


option automatically
returns the system to the
PERF INIT page 2 with
that climb CAS/Mach
speed selection in the
CLIMB field

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Performance Initialization (PERF INIT Page 2)

• Pushing the DEL key


enters *DELETE* in the
scratchpad

• When the prompt is


pressed, the climb, cruise
or descent speed
schedules are reset to the
default values

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Performance Initialization (PERF INIT Page 2)

• The active CRUISE mode


is displayed in cyan under
the CRUISE label

• Long range cruise (LRC)


is the FULL PERF default

• Manual cruise speed


changes can be set on
this page by using the
scratchpad, or…

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Performance Initialization (PERF INIT Page 2)

• Changes to cruise speed


schedules can be made
through the “OR” prompt and
the CRUISE MODES page

• CRUISE MODES is only


available in FULL PERF mode

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Performance Initialization (PERF INIT Page 2)


• System-generated
CRUISE speed schedules
are available only on this
page

• Long range cruise (LRC) -


.99 of max specific range

• Max speed (MAX SPD) –


maximum speed the
aircraft can fly at current
altitude, temperature and
gross weight

• Max endurance (MAX


END) – speed where
current total fuel flow is
minimized

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Performance Initialization (PERF INIT Page 2)

• Current active cruise


mode is displayed in large
white/cyan font plus white
(ACT) – white if system-
generated and cyan if
manual

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Performance Initialization (PERF INIT Page 2)

• Making or changing any


selection from the
CRUISE MODES page
automatically makes the
selection and returns the
system to the PERF INIT
page 2

• Here, the change to


MANUAL is displayed as
the CRUISE speed
selection

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Performance Initialization (PERF INIT Page 2)

• Active DESCENT
CAS/Mach and default
descent angle appear
under the DESCENT label

• Changes to the active


descent mode can be
made at the DESCENT
prompt or by selection of
the “OR” prompt

• Selection of the “OR”


prompt advances the
system to the DESCENT
MODES page

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Performance Initialization (PERF INIT Page 2)

• The DESCENT MODES


page is only available if
FULL PERF is the active
perf mode

• Available descent
speed/angle schedules
are selectable from this
page

• The format is
CAS/MACH/Descent
angle

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Performance Initialization (PERF INIT Page 2)


• The active modes is
displayed in large
white/cyan font plus white
(ACT) – white if from the
aircraft database and cyan
if manually entered

• In this picture, the default


setting is the active mode

• Entry of a manual descent


angle is permitted on the
MANUAL or VMO/MMO
lines

• Use // and the desired


angle as the entry format
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Performance Initialization (PERF INIT Page 2)

• Manual entries can be made at the


MANUAL prompt using the
scratchpad or can be edited from
the PERF INIT page 2

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Performance Initialization (PERF INIT Page 2)

• Selection of a new descent option


returns the system to the PERF
INIT page 2 with that selection in
the DESCENT field

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Performance Initialization (PERF INIT Page 2)

• Selecting LSK 3L activates


the VMO/MMO descent
speed/angle and returns to
the PERF INIT page 2

• Changes to the descent


angle can be entered
directly

• This mode should only be


used when flying vertical
flight level change
(VFLCH) or flight level
change (FLCH)

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Performance Initialization (PERF INIT Page 2)

• Departure, Approach and


Go-Around Speeds and
restriction limits are set
using the DEP/APP SPD
prompt on PERF INIT
page 2 (LSK 4L)

• The data is used to


compute FMS speed
commands during
approach and departure

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Performance Initialization (PERF INIT Page 2)

• The aircraft must be


operating in the upper and
horizontal limits in order
for the departure speed
limit to be used by the
FMS

• This page is not available


for all FMS installations

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Performance Initialization (PERF INIT Page 2)

• The SPEED LIMIT field is


used to enter the
departure speed limit

• The default value is the


value from the aircraft
database or 200 knots

• To change the value, enter


a value in the scratchpad
and press the LSK next to
the SPEED LIMIT prompt
(LSK 1L)

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Performance Initialization (PERF INIT Page 2)

• The AGL LIMIT field is


used to enter the upper
limit of the departure area

• The default value is 2500


feet

• To change the value, enter


the new altitude in the
scratchpad and press the
LSK next to the prompt
(2L)

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Performance Initialization (PERF INIT Page 2)

• The NM LIMIT field is used


to enter the horizontal limit
of the departure area

• The default distance is 4.0


NM

• To change the distance,


type the new value in the
scratchpad and press the
LSK adjacent to the
prompt (2R)

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Performance Initialization (PERF INIT Page 2)

• To return to the PERF INIT


page 2, press the LSK
next to the RETURN
prompt (1R)

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Performance Initialization (PERF INIT Page 2)

• To get to the APPROACH


SPEED page, use the
PREV/NEXT keys on the
CDU from the
DEPARTURE SPEED
page 1/3

• This function is not


available for all FMS
installations

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Performance Initialization (PERF INIT Page 2)

• The SPEED LIMIT field is


used to enter the approach
speed limit

• The default value is the


value from the aircraft
database or 200 knots

• To change the speed,


enter the new speed in the
scratchpad and press the
LSK next to the SPEED
LIMIT prompt (1L)

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Performance Initialization (PERF INIT Page 2)

• The DIST TO
DESTINATION field is
used to enter the distance
out from the destination
where the approach speed
schedule begins

• The default distance is


15.0 NM

• To change the distance,


enter the new value in the
scratchpad and press the
LSK next to the DIST TO
DESTINATION prompt
(2L)
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Performance Initialization (PERF INIT Page 2)

• When set to YES, the


FIRST APP WPT field
starts the approach speed
schedule at the first
approach waypoint when it
is further out than the
distance entered at 2L

• The default selection is


“YES”

• To change the selection to


“NO”, press the LSK
adjacent to the NO prompt
(3R)

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Performance Initialization (PERF INIT Page 2)

• To get to the GO-


AROUND SPEEDS page,
press the PREV/NEXT
function keys on the CDU

• The GO-AROUND
SPEEDS page is used to
enter the go-around speed
schedules for various
configurations

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Performance Initialization (PERF INIT Page 2)


• The SPEED field is used
to set the go-around speed
for the specified aircraft
configuration

• The default value is the


value from the aircraft
database or 200 knots

• Pilot entry is permitted

• Additional fields for


specified flap settings are
optional

• Enter *DELETE* to return


to the default value
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Performance Initialization (PERF INIT Page 3)

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Performance Initialization (PERF INIT Page 3)

• Access to PERF INIT page


3 is made through the
NEXT function key on the
CDU

• This page is used to


review and/or select a step
increment for predicted
step climbs

• It is also the method used


for fuel reserve
calculations as well as
takeoff and landing fuel
allowances

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Performance Initialization (PERF INIT Page 3)

• This page is only available


in the FULL PERF mode

• The LB in the page title


line indicates the FMS is
using pounds as the
weight standard specified
by the aircraft database

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Performance Initialization (PERF INIT Page 3)

• STEP INCREMENT is
used to specify the amount
of airspace that should be
considered by the FMS to
determine optimum step
climb points to a more cost
effective cruise altitude

• Step climbs are available


with VNAV

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Performance Initialization (PERF INIT Page 3)

• Entries are displayed in


thousands of feet

• The three trailing zeros


may be omitted when
setting via the scratchpad

• FMS assumes step climbs


will be flown if entry is
made

• To improve quality of
overall predictions, enter
zero if no step climb is
planned

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Performance Initialization (PERF INIT Page 3)

• Entering *DELETE*
returns the selection to no
step or 0 feet

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Performance Initialization (PERF INIT Page 3)

• The method of calculating


FUEL RESERVE is
displayed on this page

• The system defaults to


National Business Aircraft
Association (NBAA) rules

• The fuel reserve value can


be changed at the prompt
or through the “OR”
prompt and the FUEL
RESERVE page

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Performance Initialization (PERF INIT Page 3)

• The FUEL RESERVE


page allows a pilot to enter
fuel reserve value (in LB or
minutes)

• The FUEL RESERVE


page contains three
modes
• NBAA reserve mode
• Reserve in pounds
• Reserve in minutes

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Performance Initialization (PERF INIT Page 3)

• Selecting the NBAA


prompt activates the
NBAA reserve mode

• The fuel reserve


requirement is the sum of
the following:

• Fuel required to fly the


alternate flight plan and if
no alternate then 200 NM
is assumed
plus
• Fuel required to hold for
30 min. at 5000’ at reserve
holding speed at the
alternate
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Performance Initialization (PERF INIT Page 3)

• Default or pilot-entered
fuel reserve is applied at
the destination or alternate
if one is entered

• Fuel reserves, specified in


minutes are converted to
pounds of fuel assuming
flight at 5000 feet at
reserve holding speed

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Performance Initialization (PERF INIT Page 3)

• The active reserve mode


to be used by the FMS
appears in cyan large font
plus white (ACT)

• Entering changes
automatically returns the
system to the PERF INIT
page 3

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Performance Initialization (PERF INIT Page 3)

• Pressing the DEL function


key and the LSK next to
the FUEL RESERVE
prompt returns to the
default mode - NBAA

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Performance Initialization (PERF INIT Page 3)

• Editable takeoff and


landing fuel allowances
can be specified in the
FMS

• Defaults come from the


aircraft database but can
be changed by the crew
and saved for the next
flight

• Takeoff fuel includes fuel


burn for taxi and takeoff
and will decrement with
detected fuel flow

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Performance Initialization (PERF INIT Page 3)

• Takeoff fuel is added to


the fuel required
calculation

• Landing fuel covers


ground operation after
landing and is also
included into the total fuel
required calculation

• Therefore, total fuel


required calculation is the
predicted fuel from takeoff
to landing plus all reserves

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Performance Initialization (PERF INIT Page 4)

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Performance Initialization (PERF INIT Page 4)

• Access to PERF INIT page


4 is made through the
NEXT function key on the
CDU

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Performance Initialization (PERF INIT Page 4)

• Information entered on
PERF INIT page 4 along
with flight plan information
is used for performance
planning and calculations

• Entries are not required on


this page, but items such
as cruise wind and cruise
altitude are recommended

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Performance Initialization (PERF INIT Page 4)


• The TRANS ALT defaults
to 18000 but can be
manually changed

• This tells the FMS how to


display altitudes above
and below the transition
altitude
• Altitudes above are flight
levels (FL)

• Changes will be retained


at power down

• Default is restored with the


*DELETE* at the TRANS
ALT prompt (LSK 1L)
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Performance Initialization (PERF INIT Page 4)

• Speed limits associated


with altitudes and not
waypoints can be entered
at the SPD/ALT LIM
prompt

• Default is 250/10000 for


U.S. operations

• The FMS speed command


is limited to this speed
below the restriction
altitude

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Performance Initialization (PERF INIT Page 4)

• Entering *DELETE*
removes the
speed/altitude limit and
displays dashes

• This is the only field that


can be left with dashes
and still allow performance
data to be computed

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Performance Initialization (PERF INIT Page 4)

• Initial Cruise Altitude is


entered at the INIT CRZ
ALT prompt and enables
the FMS to determine
where the cruise phase of
flight commences

• The default is OPTIMUM if


the performance mode is
FULL PERF

• Optimum altitude is
defined by which cruise
speed mode has been
selected

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Performance Initialization (PERF INIT Page 4)

• For long range cruise


(LRC) and manual cruise
speeds, opt alt is where
specific range is optimized

• The MAX SPD opt alt is


where TAS is maximized

• The MAX END opt alt is


where the fuel flow is
minimized

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Performance Initialization (PERF INIT Page 4)

• If OPTIMUM remains as
the initial cruise altitude
selection, the FMS will
calculate the optimum
altitude based on the
performance initialization
data and other system
inputs

• A small font INIT CRZ ALT


value will be entered and
the method used to
compute the altitude is
displayed

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Performance Initialization (PERF INIT Page 4)

• (OPTIMUM) indicates that


the initial cruise altitude is
the optimum altitude

• (ALT SEL) indicates that


the initial cruise altitude
was set by using the
altitude preselect

• (FP LIM) indicates that the


initial cruise altitude was
limited by the active flight
plan

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Performance Initialization (PERF INIT Page 4)


• If OPTIMUM is not to be
used as the initial cruise
altitude, flight planned
cruise altitude is entered
here

• If the altitude entered is


lower than the altitude
selector, the entry is
rejected and the message
RESET ALT SEL? Is
displayed

• Note that the INIT CRZ


ALT will not automatically
change if the a/c climbs
above the altitude shown

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Performance Initialization (PERF INIT Page 4)

• The OPTIMUM default can


be restored with the
*DELETE* function key
and by pressing the LSK
next to the INIT CRZ ALT
prompt

• Planned step climbs are


captured by STEP
INCREMENT entry on
PERF INIT page 3

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Performance Initialization (PERF INIT Page 4)


• The forecast ISA
temperature deviation at
cruise altitude is entered at
the ISA DEV prompt

• If no entry is made the


default value of zero will
be used
• NOTE: Do not input the
temperature deviation at
the field elevation

• Temperature is an
important parameter for
climb gradient, optimum
altitude, fuel consumption,
ground speed predictions,
etc.
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Performance Initialization (PERF INIT Page 4)

• The average cruise wind


and altitude can be
entered at the CRZ
WINDS and AT ALTITUDE
prompts

• If no entry is made the


system assumes zero

• Altitude must be specified


before the cruise wind is
accepted

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Performance Initialization (PERF INIT Page 4)

• This prompt is used to


access the PERF PLAN
pages where individual
waypoint wind and
temperature entries can be
made

• Waypoint wind and


temperature can be
entered at this time in the
initialization process or
after completing
initialization

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Performance Initialization (PERF INIT Page 5)

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Performance Initialization (PERF INIT Page 5)

• Access to PERF INIT page


5 is made through the
NEXT function key on the
CDU

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Performance Initialization (PERF INIT Page 5)

• The aircraft basic


operating weight is
retained in memory but
should be verified on each
flight

• A new entry can be made


at any time using the BOW
prompt

• The value is in LBs

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Performance Initialization (PERF INIT Page 5)

• Fuel on board is displayed


at 2L; small font if fuel is
sensed by the fuel quantity
system (gauge value),
large font if pilot has
entered the data

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Performance Initialization (PERF INIT Page 5)

• Cargo weight and


passenger count must be
entered in order to
compute performance data

• The average weight per


passenger can also be
adjusted by entering a
slash (/) followed by the
weight (e.g., /200)

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Performance Initialization (PERF INIT Page 5)

• Passenger weight (PASS


WT) and aircraft gross
weight (GROSS WT) are
automatically calculated
and displayed below the
labels

• After airborne, the fuel and


aircraft gross weight will
decrement as fuel is
burned

• The fuel value will


decrement as sensed by
the fuel gauge system

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Performance Initialization (PERF INIT Page 5)

• When all required Perf Init


entries have been made
and valid gross weight is
computed, CONFIRM INIT
is displayed in inverse
video in the lower right
corner of the display

• CONFIRM INIT prompt


selection enables
performance data
calculations and VNAV
functionality when
available

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Performance Initialization (PERF INIT Page 5)

• Selecting CONFIRM INIT


also advances the system
to the PERF DATA page 1
which will be described in
the next section

• Performance initialization
is complete after the
CONFIRM INIT prompt is
selected and changes to
PERF DATA on all of the
PERF INIT pages

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WHAT-IF Initialization

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WHAT-IF Initialization
• The WHAT-IF initialization
function allows for the
review and evaluation of
performance changes to
the active flight plan prior
to making the changes
• For example, an altitude
change can be checked
before requesting ATC
approval
• After evaluation, if the pilot
wants to make the change
the WHAT-IF scenario can
be activated into the active
flight plan
• The WHAT-IF function is
only available in FULL
PERF mode

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WHAT-IF Initialization

• The WHAT IF page is


accessed by pressing the
PERF function key then
NEXT to get to PERF
INDEX page 2

• Press the LSK 1L to go to


the WHAT-IF initialization
page

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WHAT-IF Initialization

• The four WHAT-IF INIT


pages are initialized the
same way as the PERF
INIT pages 2 through 5

• However, some specific


rules apply

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WHAT-IF Initialization
• Rules for WHAT-IF INIT:
• All entry parameters
default to the selections
made on the PERF INIT
pages
• If an entry is made it is
displayed in large
characters
• Entering *DELETE*
returns an entry back to
the active PERF INIT
value
• Optimum cruise altitude
can be selected only by
typing in OPT or
OPTIMUM
• LRC and NBAA reserves
cannot be selected by
entering *DELETE*

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WHAT-IF Initialization

• Rules for WHAT-IF INIT:


• When all required changes
to the WHAT-IF INIT have
been made, the CONFIRM
INIT prompt must be
selected to start
calculations

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WHAT-IF Initialization

• The RESET prompt on all


WHAT IF pages displays a
page for reset of the pages

• If YES is selected, any


changes made in WHAT-
IF are cancelled

• All of the WHAT-IF INIT


values are reset to match
PERF INIT values

• If NO is selected, the
display reverts back to
WHAT-IF INIT with no
change
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WHAT-IF Initialization

• The WHAT-IF DATA


pages are similar to the
first perf data page and the
cruise pages

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WHAT-IF Initialization

• On all three pages, the


WHAT-IF SEL prompt is
used to select the WHAT-
IF CONDITIONS to the
active PERF INIT

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WHAT-IF Initialization

• If YES is selected, the


PERF INIT is set equal to
the WHAT-IF INIT values
and the PERF DATA is
recomputed

• If NO is selected, the
display returns to the
WHAT-IF DATA with no
changes

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Performance Data Review (PERF DATA Page 1)

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Performance Data Review (PERF DATA Page 1)

• The four PERF DATA


pages will be available
when the FMS is in the
FULL PERF mode and
there is an active flight
plan

• After performance
initialization is complete
(CONFIRM INIT prompt is
selected), performance
data is computed and
displayed on the PERF
DATA pages

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Performance Data Review (PERF DATA Page 1)

• If performance initialization
has not been completed, a
green NOT INITIALIZED
message will appear in the
middle of each PERF
DATA page

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Performance Data Review (PERF DATA Page 1)

• PERF DATA pages


can be accessed
through the
CONFIRM INIT
prompt from the
PERF INIT pages or
from the PERF DATA
prompt on the PERF
INDEX page 1 and
others

• The PERF INDEX


page 1 is accessed
from the PERF
function key

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Performance Data Review (PERF DATA Page 1)

• PERF DATA page 1


will appear blank
while the data is
being recomputed

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Performance Data Review (PERF DATA Page 1)

• Within a few seconds


PERF DATA page 1
is populated with
performance data for
the primary
destination and
alternate (if selected)

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Performance Data Review (PERF DATA Page 1)


• In the CRZ/CEIL ATL)
field the initial cruise
altitude and ceiling
altitude (max altitude)
are displayed in cyan

• Editing the CRZ ALT


has the same effect as
changing PERF INIT
data and will cause
recalculation of
performance
parameters

• CRZ values can be


entered as a FL or in
feet

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Performance Data Review (PERF DATA Page 1)

• CEIL ALT (Max


altitude) is defined as
the highest attainable
altitude for the aircraft
based on the
selected cruise mode
conditions, gross
weight, OAT and
certified altitude limits

• It is computed by the
FMS and cannot be
edited

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Performance Data Review (PERF DATA Page 1)

• If OPTIMUM is
selected for the initial
cruise altitude on
PERF INIT page 4,
then computed
optimum altitude will
be displayed as
cruise altitude on
PERF DATA page 1

• If the altitude
preselect is dialed to
a higher altitude, then
this field will be
automatically
updated

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Performance Data Review (PERF DATA Page 1)

• The step increment


can be entered at the
STEP INC prompt as
uses the same rules
as during
performance
initialization

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Performance Data Review (PERF DATA Page 1)

• The ETE line displays


the computed ETE to
the destination and to
the alternate

• It is calculated by the
FMS and no pilot
entry is permitted on
this line

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Performance Data Review (PERF DATA Page 1)


• The FUEL REQ value
includes the fuel to fly
the flight planned route,
the takeoff and landing
allowances and other
reserves for the
destination and
alternate

• The FUEL figure of


merit (FOM) is an
estimate of the
accuracy of the fuel
required calculation in
thousands of pounds
• FOM=0.1 means est.
accuracy within ±100
pounds
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Performance Data Review (PERF DATA Page 1)

• PERF DATA page 2 is


selected using the
NEXT function key on
the CDU

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Performance Data Review (PERF DATA Page 2)

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Performance Data Review (PERF DATA Page 2)

• PERF DATA page 2 is


a display-only page so
no entries are permitted

• The data displayed


includes distance to
destination and
alternate (if entered),
ETA (appears once
airborne), fuel
remaining to
destination and
alternate and predicted
aircraft gross weight at
landing for approach
and V-speed planning

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Performance Data Review (PERF DATA Page 2)

• PERF DATA page 3 is


accessed by pressing
the NEXT function key
on the CDU

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Performance Data Review (PERF DATA Page 3)

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Performance Data Review (PERF DATA Page 3)

• PERF DATA page 3 is


displays wind
information and tracks
fuel prediction changes
since takeoff

• No entries are allowed


on this page

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Performance Data Review (PERF DATA Page 3)

• The wind indicated is


based on sensed and
entered wind

• The “T” confirms the


wind is displayed in
true

• The average head wind


(HW) or tail wind (TW)
along the flight plan
ahead of the aircraft is
displayed

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Performance Data Review (PERF DATA Page 3)

• The PREFLIGHT PLAN


line displays the
preflight predicted fuel
remaining at the
destination

• At takeoff, this value is


frozen for the
remainder of the flight

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Performance Data Review (PERF DATA Page 3)

• After takeoff, the latest


estimate of fuel
remaining and the
difference to the
preflight plan are
shown in these lines
which allows the crew
to compare how well
the flight is tracking to
the preflight plan

• On the ground these


displays are blank as
shown in this picture

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Performance Data Review (PERF DATA Page 3)

• PERF DATA page 4 is


accessed by pressing
the NEXT function key
on the CDU

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Performance Data Review (PERF DATA Page 4)

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Performance Data Review (PERF DATA Page 4)

• PERF DATA page 4


displays information
about fuel reserve
requirements

• No entries are
permitted on this page

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Performance Data Review (PERF DATA Page 4)

• The method of fuel


reserve calculation (as
selected on PERF INIT
page 3) is shown here

• In this example, the


default mode of NBAA
reserves was chosen

• If fuel reserve is
pounds or minutes, the
fuel reserve at the
destination is displayed
when there is no
alternate defined

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Performance Data Review (PERF DATA Page 4)

• The required (REQ)


fuel reserve and the
predicted fuel
remaining (PLAN) are
displayed on this page

• If the required fuel


reserves are less than
the predicted fuel
remaining, there is
sufficient fuel reserve
on board

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Performance Data Review (PERF DATA Page 4)

• If fuel reserves are


modified, the REQ
value will be
recalculated

• The PLAN fuel


remaining is frozen at
takeoff

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Performance Data Review (PERF DATA Page 4)

• Once airborne, the


UPDATED PLAN is
displayed and
represents the latest
estimate of the fuel
remaining at the
destination or alternate

• In flight, the REQ and


the UPDATED PLAN
values can be
compared to verify
sufficient fuel reserve
on board

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Performance Data Review (PERF DATA Page 4)

• LSK 4L accesses the


PERF INIT pages
should fuel reserve or
other PERF INIT
changes be needed

• LSK 4R provides
access to the
TAKEOFF or CLIMB
pages as needed

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Performance Plan Review (PERF PLAN Page 1/X)

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Performance Plan Review (PERF PLAN Page 1/X)

• On the ground, the


PERF PLAN pages are
accessed from the
PERF INDEX page 1 or
PERF INIT page 4

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Performance Plan Review (PERF PLAN Page 1/X)

• The PERF PLAN pages


display the estimated
fuel remaining and
estimated time enroute
(ETE) for each leg of
the flight

• No flight plan changes


can be made from
these pages

• The PREV/NEXT
function keys are used
to review the entire
flight plan

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Performance Plan Review (PERF PLAN Page 1/X)

• PERF PLAN pages


also contain a Wind/
Temperature (W/T)
prompt on the right of
each waypoint

• Selecting the W/T


prompt for a specific
waypoint accesses the
WIND/TEMP page for
that waypoint

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WIND / TEMP Pages

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WIND / TEMP Pages

• For each waypoint a


unique WIND/TEMP
page provides waypoint
predicted altitude, wind
and temperature for
that waypoint

• PREV and NEXT


function keys are used
to page through the
waypoints in the flight
plan

• A RETURN prompt
takes you back to the
PERF PLAN page
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WIND / TEMP Pages

• The waypoint name


matches the active
flight plan

• The altitude displayed


is the predicted altitude
for that waypoint from
flight plan performance
predictions

• Altitude entries are


permitted and are used
to assign an altitude to
an entered wind and/or
temperature

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WIND / TEMP Pages

• The wind displayed is


the wind being used for
performance and is a
blend of sensed (when
airborne) and entered
(forecast) wind data

• The predicted
temperature is also a
blend of sensed and
entered data in degrees
Celsius

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WIND / TEMP Pages

• Edits to altitude, wind


and temperature can
be made on this page

• Entry of new altitude


based on a flight plan
constraint will cause a
recalculation of the
wind and temperature
assignment at that
waypoint

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WIND / TEMP Pages

• A valid wind and/or


temperature edit also
requires entry of an
associated altitude

• Valid edits will appear


in inverse video and an
ENTER prompt will be
available

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WIND / TEMP Pages

• Upon entry of any data


on the WIND/TEMP
page, the FMS displays
the CLEAR prompt at
4L

• Selection of this prompt


clears all entries on the
page and returns the
default values
displayed when the
page was first
accessed

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WIND / TEMP Pages

• Selection of the enter


prompt will input the
new wind, temp, and
altitude data into the
flight plan

• The performance
function will then re-
compute a complete
revised flight plan for
the entire route and
display new predictions
throughout the flight
plan

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WIND / TEMP Pages

• A new predicted
altitude is computed for
the selected waypoint
and the wind and temp
data is extrapolated to
that altitude

• Changes to the wind


and temperature model
also effect the wind/
temp assignment for
every waypoint
downstream of the
edited waypoint

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Takeoff Pages (TAKEOFF Page 1)

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Takeoff Pages (TAKEOFF Page 1)

• The TAKEOFF page


series display and allow
entry of runway and V-
speed information

• Access is from the


PERF INDEX page 1
through the PERF
function key on the
CDU or LSK 4R on any
PERF DATA page
while on the ground

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Takeoff Pages (TAKEOFF Page 1)

• Takeoff page 1 displays


database information
about the departure
runway (if one has
been selected)

• If no runway has been


selected, the field
displays dashes

• The runway name, the


airport ICAO identifier,
the runway heading
and the length are
displayed

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Takeoff Pages (TAKEOFF Page 1)

• An entry of runway
length can be made to
override the database
information or supply
the length when the
runway is not in the
database

• Note that the actual


takeoff and landing
length of a runaway
may differ from the
FMS database due to a
displaced threshold,
stopway or temporary
relocated threshold

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Takeoff Pages (TAKEOFF Page 1)

• The sensed static air


temperature in degrees
Celsius and Fahrenheit
appear beneath the
OAT label

• Editing the Fahrenheit


temperature requires a
preceding (/)
• For example /65

• The temperature is
used to compute
density altitude

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Takeoff Pages (TAKEOFF Page 1)

• Current surface wind


can be entered as
magnetic wind under
the WIND label

• Entered surface wind


will appear in large font

• The wind value is used


to compute head, tail
and crosswind
components displayed
on Takeoff Page 2

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Takeoff Pages (TAKEOFF Page 1)

• The FMS computed


pressure altitude,
based on the
barometric setting and
field or runway
elevation, is indicated
here

• The B SET value can


be displayed in IN/HG
or Hectopascals (mb)

• Using the *DELETE*


returns the default
values and units

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Takeoff Pages (TAKEOFF Page 1)

• The displayed value for


ELEV is the runway
elevation from the NDB
if a runway has been
selected

• Otherwise it is the field


elevation from the NDB

• TAKEOFF page 2 is
accessed through the
NEXT function key on
the CDU

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Takeoff Pages (TAKEOFF Page 2)

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Takeoff Pages (TAKEOFF Page 2)

• TAKEOFF page 2
displays the calculated
data from the
information on the
TAKEOFF page 1

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Takeoff Pages (TAKEOFF Page 2)

• The FMS computes the


runway SLOPE by
comparing runway
elevation at both ends
of the runway

• Positive slopes are


shown with an up arrow
↑ and negative slopes
with a down arrow ↓

• If a runway is not
entered, dashes, or
entry prompts are
displayed in runway
information fields
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Takeoff Pages (TAKEOFF Page 2)

• The WIDTH and


displaced threshold
distance will be
displayed under the
THRSHLD label if in
the NDB

• An entry for displaced


threshold can be made
on this line
• The default is zero (0)

• Note that the WIDTH


value and label are
missing from this
picture
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Takeoff Pages (TAKEOFF Page 2)

• Any STOPWAY
distance will also be
displayed, if available
from the NDB

• SLOPE, THRSHLD,
and STOPWAY are
editable fields

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Takeoff Pages (TAKEOFF Page 2)

• Wind components from


surface winds entered
on the TAKEOFF page
1 are shown under the
WIND label

• The wind value is


calculated by the FMS
from the runway
heading and entered
surface winds

• Wind display is split


into head/tail and
left/right crosswind
values with arrows
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Takeoff Pages (TAKEOFF Page 2)

• DENSITY ALT
computed from the
pressure altitude and
surface temperature is
shown on this page

• Access to the PERF


DATA or CLIMB pages
is available at the
prompts

• The NEXT key takes


you to TAKEOFF page 3

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Takeoff Pages (TAKEOFF Page 3)

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Takeoff Pages (TAKEOFF Page 3)


• TAKEOFF page 3 is
used to manually enter
takeoff speeds

• Takeoff V-speed labels


can be configured
manually on the T.O. V-
speed LABELS page or
automatically by
loading an aircraft
database that has the
aircraft specific takeoff
V-speed labels defined

• The PERF DATA


prompt is available to
check gross weight

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Takeoff Pages (TAKEOFF Page 3)


• The VSPD LABELS page is
entered from the FMS SETUP page

• To access, press the NAV function


key on the CDU

• Then, press the NEXT key to go to


NAV INDEX page 2

• Press the LSK next to the


MAINTENANCE prompt

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Takeoff Pages (TAKEOFF Page 3)

• Press the NEXT function key to go


to FMS 1 MAINTENANCE page 2

• Press LSK 4L next to the SETUP


prompt

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Takeoff Pages (TAKEOFF Page 3)

• Press the LSK 2L next to


the VSPD LABELS
prompt

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Takeoff Pages (TAKEOFF Page 3)

• Review the current T.O.


VSPEED LABELS
settings

• Make any changes by


entering the title at 1L
through 3R
• The title can use up to 11
characters; ex. VREF, V1,
etc.
• Use the *DELETE*
function to remove the title
and inhibit entry of a
speed on the TAKEOFF
page

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Takeoff Pages (TAKEOFF Page 3)

• The BUG COLOR/NO


BUG COLOR prompt can
be used to turn on and
turn off the names of the
colors

• If a monochrome CDU is
being used, it is useful to
display the color names

• If a color CDU is being


used, the speeds are
displayed in the
appropriate colors

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Takeoff Pages (TAKEOFF Page 3)

• A maximum of six takeoff


and six landing V-speeds
can be configured on the
CDU

• Once the titles are


entered, press LSK 4L to
SAVE the configuration

• This saves the


configuration that is used
on all subsequent flights
or until it is changed

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Takeoff Pages (TAKEOFF Page 3)

• Select NEXT to display


the LDG VSPEED
LABELS page and
repeat the steps to set
landing V-speeds

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Takeoff Pages (TAKEOFF Page 3)

• Takeoff speeds entered


here may appear as
VSPEED bugs on the
airspeed tapes of some
electronic flight
instrument systems
(EFIS)

• Takeoff is considered
initialized when entries
are made for all
available speed
prompts

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Takeoff Pages (TAKEOFF Page 3)

• To go back to the
TAKEOFF page, press
the PERF function key
and select TAKEOFF
from the available
prompt

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Takeoff Pages (TAKEOFF Page 3)

• After any V-speed is


entered, a CLEAR
prompt appears in the
lower left hand corner
and is used to clear any
V-speed(s) that have
been entered

• NOTE: if a change to
another takeoff runway
is made, specific action
is required to replace
V-speeds based on the
original runway

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Takeoff Pages (TAKEOFF Page 3)

• V-speeds are cancelled


when the aircraft is
1500 feet AGL and
more than 10 kts above
the highest V-speed

• Thus, on a V1 cut, if
you stay below VFS
+10 kts, takeoff V-
speeds will still be valid
and will preclude
display of landing V-
speeds

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Takeoff Pages (TAKEOFF Page 3)

• Access to the CLIMB


page is made through
the CLIMB prompt or
PERF INDEX page 1

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CLIMB Page

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CLIMB Page

• The cyan title of the


CLIMB page depicts
the current climb mode

• The CLIMB page is


only available in the
FULL PERF mode

• NOTE: PERF INIT


must be completed
before data is displayed
on this page

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CLIMB Page
• Top of climb (TOC) /
cruise altitude is
displayed here

• It is the same altitude


entered as the initial
cruise altitude in the
perf init sequence

• An entry is allowed in
FL or feet

• Any edit to this field will


change the cruise
altitude displayed and
all perf data in the flight
plan
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CLIMB Page

• The ETE, on the


ground, or ETA (if
airborne) and the
distance to go (DTG) to
the TOC are displayed
in green with VNAV

• Fuel remaining at the


TOC is depicted in
cyan under the FUEL
REM label with VNAV

• No entries are
permitted in these fields

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CLIMB Page

• The speed command


(SPD CMD) displayed
in this field is the
current commanded
speed in CAS/Mach
and is the same value
as entered on the
PERF INIT page 2

• The controlling speed


(CAS or Mach) is in
large font

• The speed schedule


can be entered on this
page
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CLIMB Page

• The CRUISE page 1 is


selected by pressing
the prompt

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CRUISE Page 1

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CRUISE Page 1
• Access to the CRUISE
page is from the
CLIMB, DESCENT or
the PERF INDEX
pages

• The CRUISE page,


titled by the current
cruise mode, depicts
active cruise
information (in this case
LRC is the selected
speed mode)

• The CRUISE pages are


only available in FULL
PERF mode

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CRUISE Page 1

• The planned cruise


altitude is displayed
under the CRZ ALT
label

• Prior to reaching the


cruise altitude, this
altitude will be the
higher of the entered
cruise altitude or the
preselect altitude

• Entries are made in FL


or feet

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CRUISE Page 1

• The OPT altitude is the


current optimum
altitude based on gross
weight, temperature
and scheduled cruise
speed

• No entries are
permitted

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CRUISE Page 1

• If a step increment is
chosen during
performance
initialization, the next
permissible altitude is
displayed here

• It is the sum of the


cruise altitude and the
step increment

• No entries are
permitted on this page

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CRUISE Page 1

• SPD CMD is the


current command
speed for the cruise
mode (CAS or Mach)

• This speed is from the


selected cruise mode
from the perf init
sequence

• Any edits to this field


cause recalculation of
all performance data in
the flight plan

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CRUISE Page 1

• The ETE and ETA to


the bottom of step
climb (BOSC) point are
displayed if the
performance function is
planning a step climb

• No entries are
permitted on this page

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CRUISE Page 1

• Distance to go (DTG)
and fuel remaining
(FUEL REM) at the
BOSC point appear
here

• No entries are
permitted on this page

• Data is only displayed


when a step climb is
planned

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CRUISE Page 1

• The Cruise page 2 can


be accessed by
pressing either the
PREV or NEXT
function keys on the
CDU

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CRUISE Page 2

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CRUISE Page 2

• Cruise page 2 shows


Range and Top of
Descent (TOD)
information

• No entries are
permitted on this page

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CRUISE Page 2

• Range and time where


fuel remaining equals
reserve fuel is
displayed on this page

• The predictions are


based on flying the
active flight plan to the
destination at the given
cruise speed schedule

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CRUISE Page 2

• The distance to TOD


and predicted fuel
remaining at TOD are
displayed on this page

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CRUISE Page 2

• Access to the CLIMB or


DESCENT pages is
available through the
prompts

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DESCENT Page

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DESCENT Page

• Access to the
DESCENT page is
provided directly
through the PERF
INDEX page or from
the CRUISE or
LANDING pages

• The title line displays


the current descent
mode

• The descent page is


only available in FULL
PERF mode

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DESCENT Page

• The BOD ALT is the


bottom of descent
altitude and ETE (on
ground) and/or ETA
(airborne) are displayed

• The BOD altitude is the


destination elevation if
there are no altitude
constraints in the
descent
• If there are one or
more descent altitude
constraints, the active
BOD constraint is
always displayed

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DESCENT Page
• The current descent
speed command (SPD
CMD) shown is
displayed in CAS /
Mach

• The speed command


may be less than the
selected speed
schedule (shown in
title) because of the
speed/altitude limit or
descent speed
constraints

• Speed schedule can be


entered on this page

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DESCENT Page

• Default descent
ANGLE is displayed on
this page

• Entries change the


PERF INIT page 2

• In VFLCH, the TOD


location is computed
using this angle

• In VPATH this is the


glidepath angle used
for descent

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DESCENT Page

• The Distance to Go
(DTG) to BOD and the
fuel remaining at BOD
are displayed on this
line

• No entries are
permitted

• If no altitude constraint
has been entered for
the descent, the BOD
coincides with the
destination

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DESCENT Page

• Once an arrival runway


is selected, the
LANDING prompt is
displayed

• If landing V-speeds
have not been
configured, the FLT
PLAN prompt is
displayed

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LANDING Pages

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LANDING Pages

• Access to the
LANDING pages is
through the PERF
INDEX page 1, the
DESCENT page or
from the ACTIVE FLT
PLAN pages when
airborne after an arrival
runway has been
selected

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LANDING Pages

• LANDING page 1
displays database
information about the
arrival runway if one
has been selected

• If no runway has been


selected on the
ARRIVAL pages, the
field displays dashes

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LANDING Pages
• Runway magnetic
heading and length are
retrieved from the NDB

• Runway and length can


be entered using the
scratch pad and the
prompts

• For runway identifier,


use the two-digit
identification
• For example, 29 for
290°
• Entries in degrees
require a three-digit
input
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LANDING Pages

• For landing, both the


surface temperature
and wind are required
entries

• Entries in degrees
Fahrenheit require a
leading slash (/)
• Example /59 for 59°F

• The temperature is
used to compute
density altitude and the
wind entry is used to
compute head, tail and
crosswind components
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LANDING Pages

• Barometric setting is
used to calculate the
pressure altitude for the
runway elevation

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LANDING Pages
• The FMS computes
barometric setting and
pressure altitude and
displays them on this
line

• The pressure altitude


(P ALT) is used for the
density altitude
computation

• Barometric pressure
can be set in either
inches or millibars

• Use *DELETE* to
return to default values
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LANDING Pages

• The runway field


elevation (ELEV) from
the NDB is displayed if
a runway has been
selected

• LANDING page 2 is
available using the
NEXT function key on
the CDU

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LANDING Pages

• LANDING page 2
displays the calculated
data from the
information on the
LANDING page 1

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LANDING Pages

• The slope of the


runway is displayed
under the SLOPE label

• If no runway has been


selected, entry prompts
are displayed

• The width of the


runway may also be
displayed (not shown
here)

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LANDING Pages

• The threshold of the


runway is displayed

• If no runway has been


selected, entry prompts
are displayed

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LANDING Pages

• The head/tailwind and


crosswind resolved by
the runway heading
and the surface wind
entry are displayed

• No entry is permitted

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LANDING Pages

• Density altitude
computed from the
pressure altitude and
the surface
temperature is
displayed on this page

• LANDING page 3 is
accessed by pressing
the NEXT function key
on the CDU

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LANDING Pages

• LANDING page 3 is
used to enter landing
V-speeds

• This page is displayed


only if landing V-
speeds have been
configured

• V-speeds can be
customized and up to 6
speeds selected

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LANDING Pages

• Landing speeds are


then displayed on the
EFIS or digital airspeed
tapes for some aircraft
types

• Landing speeds can be


entered any time and
are cancelled upon
landing

• The CLEAR prompt


when pressed,
removes the set
landing speeds

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LANDING Pages

• To set the landing


speed labels, access
the VSPD LABELS in
the FMS SETUP page
(MAINTENANCE)

• See Takeoff V-Speed


Labels set procedure
described earlier

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MISSED APPROACH Pages

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MISSED APPROACH Pages

• The MISSED
APPROACH pages
contain waypoints for
the missed approach
segment

• These page(s) follow


the ACTIVE FLT PLAN
pages after an
approach has been
selected

• The first waypoint is the


missed approach point
(MAP)

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MISSED APPROACH Pages

• At two nautical miles


before the final
approach fix (FAF) or
five NM from the
runway end, the
MISSED APPR prompt
appears on the ACTIVE
FLT PLAN page

• The missed approach


can be activated by
selecting the MISSED
APPR prompt or by
toggling the Takeoff/
Go-around (TOGA)
switch

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MISSED APPROACH Pages

• The FMS may add


temporary waypoints
and holding patterns as
part of the missed
approach flight plan

• Performance
predictions will also
begin with the start of
the missed approach

• Additional information
will be covered later

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ACTIVE FLT PLAN Page

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ACTIVE FLT PLAN Page

• Access to the ACTIVE


FLT PLAN page 1 can
always be made
through the FPL key on
the CDU

• ACTIVE FLT PLAN


page 1 is used
frequently during the
flight

• The “FROM” waypoint


is always in line 1 and
colored amber – here
runway 8 at Phoenix

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ACTIVE FLT PLAN Page

• The “TO” waypoint is


listed next on line 2 and
is always displayed in
magenta

• Lateral navigation data


(headings, distances
and ETEs/ETAs) and
the remaining
waypoints are shown in
green

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ACTIVE FLT PLAN Page

• Performance and
vertical navigation data
are displayed in cyan
(blue)

• Cyan data includes


projected or
commanded CAS/Mach
speed, vertical speed
and altitude predictions
and constraints

• FMS current target


speed, predicted
speeds and altitudes
are shown in small font
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ACTIVE FLT PLAN Page

• Navigational database
or pilot entered or
edited constraints
appear in large font

• The letter A following


the 5000 altitude
indicates an at or
above constraint

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ACTIVE FLT PLAN Page

• Once airborne ETEs


are replaced with ETAs

• RW08 KPHX is now


behind the aircraft and
has been “sequenced”
from the ACTIVE FLT
PLAN

• CHEZZ is now the


“FROM” waypoint and
ZUN VOR has become
the “TO” waypoint

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ACTIVE FLT PLAN Page

• The DEPARTURE
prompt will remain
displayed until the
aircraft is more than
50NM from the origin

• The PERF PLAN


prompt can be selected
to review fuel at and
ETEs between
waypoints or edit
enroute winds and/or
temperatures

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ACTIVE FLT PLAN Page

• Selecting the PERF


PLAN prompt gains
access to the PERF
PLAN series

• Predicted fuel
remaining and ETEs
between waypoints are
displayed

• Access to WIND/TEMP
pages is available on
each waypoint line at
the W/T prompt

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ACTIVE FLT PLAN Page

• Return to the ACTIVE


FLT PLAN page 1 is
achieved by pressing
the FPL key on the
CDU

• In cruise, predicted
cruise speeds and
altitude(s) are
displayed

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LNAV (Lateral Navigation)

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LNAV (Lateral Navigation)

• LNAV is the FMS function


that sends commands to
the flight guidance
computer to laterally
steer the aircraft

• General LNAV Rules for


Engagement:
• FMS selected as primary
navigation source
• Minimum of one leg is
defined for LNAV
calculations

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LNAV (Lateral Navigation)

• LNAV mode will engage upon selection of the NAV pushbutton on the
Guidance Panel

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LNAV (Lateral Navigation)

• When selected, LNAV


ARM becomes the active LNAV
mode
• While armed, the FMS
monitors aircraft position
& heading against the
active leg
• When within capture
zone, the FMS
automatically changes
from LNAV ARM to LNAV
CAPTURE and guides
aircraft to capture the
active leg
• When armed, FMS does
not laterally control the
aircraft
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LNAV (Lateral Navigation)


• During LNAV operation,
the FMS uses a 3°/sec
roll rate during enroute LNAV
operations and up to
5.5°/sec on approach

• Banked turns are within


zero and 25° and up to
30° during holding,
procedure turns, orbit
patterns and on arc legs

• Bank angle is determined


by the greater of the pilot
entered bank factor or the
bank angle requirements
to maintain the protected
airspace boundaries
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VNAV (Vertical Navigation)

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VNAV (Vertical Navigation)

• VNAV is the function in


the FMS that sends the
vertical commands to the
flight guidance computer
for vertical control of the
aircraft

• Using VNAV, the pilot


can define vertical profile
information that can be
flown by the aircraft when
the VNAV flight director
mode has been selected

• It can be used for all


phases of flight
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VNAV (Vertical Navigation)

• The two main areas for


display of VNAV
information are the
ACTIVE FLT PLAN page
and PROGRESS page 2

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VNAV (Vertical Navigation)

• There are five VNAV sub-


modes:
1. FLCH – Flight Level
Change
2. VFLCH – VNAV Flight
Level Change
3. VALT – VNAV Altitude
Hold
4. VASEL - VNAV Altitude
Select
5. VPATH – VNAV Path

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VNAV (Vertical Navigation)


• General VNAV Rules:
• FMS must be selected nav source and LNAV must be engaged for VPATH to be
operational
• VNAV does not function until all PERF INIT information has been programmed
• Climbs are flown using VFLCH only
• Descents are flown using VFLCH or VPATH
• VNAV never passes through the altitude preselector
• The pilot should set the alt preselect only to ATC cleared altitudes
• VNAV keeps the aircraft as high as possible for as long as possible
• VPATH angles are from 1° to 6°
• Path guidance is always followed during VPATH descents unless the FMS transitions to
speed reversion (VFLCH)
• Speed protection and LATCHED SPEED are active in VFLCH
• If the alt preselect is set above or below current altitude and VNAV is engaged, FMS
commands autopilot to begin climb (VFLCH) or descent (VFLCH or VPATH)
• When the altimeter is adjusted to display height above the ground (QFE) rather than sea
level, VNAV should not be used

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VNAV (Vertical Navigation)

• VNAV Arm (VNAV)


• When VNAV is initially
selected, VNAV ARM is
the active mode
• While armed, the FMS
monitors the aircraft
position and altitude
against the alt preselect
and any waypoint altitude
constraints
• The FMS then
determines when to
capture

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VNAV (Vertical Navigation)

• VNAV Flight Level


Change (VFLCH)
• In VFLCH mode, aircraft
speed is controlled by the
flight guidance computer
and by pitch of the
aircraft
• This mode is also
referred to as speed on
elevator
• The speed command is
displayed on ACTIVE
FLT PLAN page 1
• VFLCH is used during all
climbs and (unless a path
is defined) during
descents

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VNAV (Vertical Navigation)

• VNAV Flight Level


Change (VFLCH or
VFLC)
• When in other modes of
VNAV, a transition to
VFLCH is made by
setting the alt preselect to
other than current altitude
and pressing the FLCH
(or FLC) button on the
FGCP

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VNAV (Vertical Navigation)

• VNAV Altitude Capture


(VASEL)
• The VASEL mode is the
same as altitude capture
and is used to level the
aircraft at the VNAV
supplied altitude target
• It can be either an
altitude constraint or the
alt preselect setting

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VNAV (Vertical Navigation)

• VNAV Altitude Hold


(VALT)
• The VALT mode is the
same as altitude hold
• The flight guidance
computer controls
altitude by controlling
pitch and the autothrottle
controls speed
• NOTE: If VNAV is
disengaged while in
VALT, the flight director
mode becomes PITCH
HOLD not altitude hold

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VNAV (Vertical Navigation)

• VNAV Vertical Path


(VPATH or VPTH)
• In the VPATH mode the
aircraft is controlled along
a geometric path
downward to a waypoint
altitude constraint
• The path angle may be
either an FMS computed
value, procedure
specified or pilot entered

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VNAV (Vertical Navigation)

• VNAV Vertical Path


(VPATH or VPTH)
• Path descents are
identical to ILS
approaches where the
glideslope provides a
constant angle descent
• During VPATH
operations the aircraft
speed is allowed to
increase or decrease to
maintain the path
• VNAV does provide
speed protection and will
transition to VFLCH if
required

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VNAV Operation in Flight

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VNAV Operation in Flight


• Climb
• All VNAV climbs are
flown using flight level
change (VFLCH or
VFLC)
• Intermediate level offs
are entered as waypoint
constraints through the
CDU or are set with the
altitude preselect
• VNAV never flies through
the altitude preselect in
any VNAV mode

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VNAV Operation in Flight

• Climb
• If an intermediate level
off is required due to an
FMS waypoint altitude
constraint, VNAV
automatically resumes
the climb after passing
the waypoint if the
selector is set above the
current aircraft altitude

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VNAV Operation in Flight


• Climb
• If the selector is not set
above the current
altitude, VNAV maintains
the intermediate altitude
when passing the
waypoint
• In this case, the climb is
resumed by setting the
altitude preselect higher
and pressing FLCH (or
FLC) on the guidance
panel

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VNAV Operation in Flight


• Flight Level Change (VFLCH) Climb Profile – automatically selected as FD mode
during all VNAV climbs

Pilot selects FLCH on


the GP to initiate climb

Pilot selects VNAV on the GP which


arms VNAV followed by VFLCH
becoming the active vertical mode
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VNAV Operation in Flight


• Cruise
• The initial cruise altitude
is entered during PERF
INIT on page 4
• If the altitude preselect is
set higher than the
entered initial cruise
altitude, the cruise
altitude is adjusted to
match the altitude
preselect
• In this example, 10,500’
was set in the CDU as
the initial cruise altitude
but 25,000’ was set into
the alt preselect so the
autopilot would maintain
25,000

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VNAV Operation in Flight


• Cruise
• Cruise is flown by the
autopilot in the altitude
hold mode (VALT)
• From cruise, a climb or
descent can be executed
at any time by setting the
alt preselect to the
desired altitude and
pressing the FLCH (FLC)
button
• When in VALT, the Flight
Guidance System Touch
Control Steering (TCS)
function can be used to
maneuver the aircraft
• When the TCS is
released, the aircraft
returns to the original
VALT altitude

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VNAV Operation in Flight


• Top of Descent (TOD)
• The top of descent is the
location at which the
aircraft will commence a
descent
• The TOD can be
displayed on the ND but
is always displayed on
the PROGRESS pages
• There can be only be one
TOD waypoint at a time
• For each TOD, a vertical
waypoint alert is given
and an automatic
descent is initiated if the
alt preselect has been
selected to a lower
altitude

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VNAV Operation in Flight


• Descent
• Descents are flown as
speed descents (VFLCH
or VFLC) or path
descents (VPATH)
• The transition to descent
is automatic assuming
the alt preselect is set
lower than the present
altitude
• One minute before TOD,
the vertical track alert is
given
• Upon reaching the TOD,
VNAV will initiate either a
VFLCH or VPATH
descent

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VNAV Operation in Flight


• Speed Descent (VFLCH
or VFLC)
• A speed descent is flown
when no altitude
constraints exist in the
flight plan during the
descent
• The TOD is calculated to
place the aircraft 1500
feet above the
destination 10 miles prior
to the destination
• TOD is based on any
speed constraints in the
descent such as slowing
to 250 kts below 10,000’

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VNAV Operation in Flight


• Flight Level Change (VFLCH) Descent Profile – initiated when no altitude constraint
is defined

Pilot selects FLCH on


the GP to initiate descent
in VNAV

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VNAV Operation in Flight


• Path Descent (VPATH)
• A VPATH descent is
flown when there is an
altitude constraint in the
descent portion of the
active flight plan
• The path angle
associated with the
constraint is either a
default angle computed
by the FMS, procedure
specified or pilot entered
• After passing the last
waypoint with an altitude
constraint, VNAV
changes from path
descent (VPATH) to a
speed descent (VFLCH
or VFLC)

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VNAV Operation in Flight


• Path Descent (VPATH)
• LNAV must be the
selected FD lateral mode
for VPATH to be
commanded by the FMS
• LNAV becomes the
active lateral mode
allowing VPATH to
become the active
vertical mode if all
VPATH criteria is met

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VNAV Operation in Flight


• Path Descent (VPATH)
• VPATH angle is always
displayed on the CDU
during VPATH
• Automatic transition from
VFLCH to VPATH
• When flying in VFLCH
and converging with a
defined path, VPATH
mode will be initiated

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VNAV Operation in Flight


• VPATH Descent Profile – calculated path is between 1 and 6 degrees

VPATH is initiated when TOD has been


reached and altitude selector has been
dialed down to next altitude constraint

VASEL and VALT transitions occur upon approaching altitude pre-


selector limit OR altitude constraint defined in flight plan
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VNAV Operation in Flight


• VPATH Late Descent Profile – can occur if ATC does not give descent clearance
prior to reaching TOD
If past the TOD, VNAV will remain in VALT
after the altitude selector is dialed down

The FLCH button must be


selected to initiate the descent

Once VLFCH is initiated, VPATH may


immediately engage if within 500 feet
of the path; otherwise, VPATH will
initiate when the PATH is reached

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VNAV Operation in Flight


• VPATH Early Descent Profile – may occur if ATC instructs a descent before TOD

As the path is approached, the vertical


deviation is displayed. When the path
is intercepted, VPATH will become the
active mode

The FLCH button must be selected to


initiate the descent

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VNAV Operation in Flight


• VPATH Early Descent Using Direct To

A vertical direct-to is
performed by the flight
crew. The FMS
calculates the new path
and VPATH becomes
the active mode

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VNAV Operation in Flight


• VPATH Late Descent Using Direct To

A vertical direct-to is performed by


the flight crew. The FMS calculates
the new path and VPATH becomes
the active mode

If past the TOD, VNAV


will remain in VALT after
the altitude selector is
dialed down

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VNAV Operation in Flight


• VNAV Altitude Select
(VASEL) and Altitude Hold
(VALT)
• Whenever the aircraft is
changing altitude toward
the altitude target, the
VASEL mode is armed
• The altitude target may be
an FMS computed altitude
or the altitude set by the
altitude selector on the GP,
whichever is limiting
• When the altitude target
has been captured, the FD
mode will transition from
VASEL to VALT
• If VNAV is disengaged
while in VALT mode, the
FD mode becomes PIT

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VNAV Operation in Flight


• VNAV transition to PIT
• The following events result
in loss of VNAV and an
automatic transition from
the active VNAV FD mode
to the default vertical FD
mode of PIT
• BOD waypoint or altitude is
manually deleted on the
flight plan
• LNAV is disengaged while
in VPATH mode
• LNAV sequences the final
defined leg of the flight plan

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Flight Progress (PROGRESS Pages)

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Flight Progress (PROGRESS Pages)

• The PROGRESS page


series, used in
conjunction with the
ACTIVE FLT PLAN
pages, display the most
important flight plan
tracking data available
during the flight

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Flight Progress (PROGRESS Pages)

• Access to the
PROGRESS pages is
from the PROG
function key on the
CDU

• PROGRESS pages 2
and 3 are accessed
through the PREV and
NEXT keys

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Flight Progress (PROGRESS Pages)

• PROGRESS page 1
displays the “TO”
waypoint in magenta

• In addition, distance to
go, ETE and fuel
remaining at the
waypoint are shown

• Pilot entry of any active


flight plan waypoint is
permitted at LSK 1L or
2L

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Flight Progress (PROGRESS Pages)

• Destination data is
displayed on the 2nd
line and includes
distance to the
destination, ETE and
estimated fuel
remaining

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Flight Progress (PROGRESS Pages)

• The current navigation


mode determined by
the FMS appears in the
3rd line

• DMEDME, VORDME,
IRS or DR could also
be displayed as
appropriate

• In this example, the


FMS is navigating
using GPS and two
long range NAV
sensors

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Flight Progress (PROGRESS Pages)

• Tuned navigation radio


stations are displayed
in line 3

• NAV 1/NAV 2 prompts


transfer the display to
the NAV 1 or NAV 2
pages as one method
of Nav Radio Tuning

499
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Flight Progress (PROGRESS Pages)

• The small letter in front


of the navaid identifier
indicates the tuning
mode for the NAV
radios (VOR and DME)

• The tuning modes are


as follows:

• A – auto tune
• V – VOR displayed as
nav source & auto tune
suspended
• R – remote tune
• M – manual tune

500
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Flight Progress (PROGRESS Pages)

• The tuning mode is


autotune when the
FMS is tuning the VOR

• In autotuning, the FMS


automatically selects a
navaid, tunes it and
checks the data from
the navaid

• No pilot action is
required

501
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Flight Progress (PROGRESS Pages)

• To set the FMS to


autotune:

• Confirm that the VOR


radio is not selected as
the navigation source
and is not in the
manual tune mode

• Select TUNE from the


NAV INDEX

502
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Flight Progress (PROGRESS Pages)


• Use the *DELETE* function and
line select Nav 1 or Nav 2 on the
RADIO TUNING page

• The FMS will switch to autotune


and the letter A will be displayed

503
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Flight Progress (PROGRESS Pages)

• PROGRESS page 2 is
accessed using the
NEXT function key on
the CDU

• This page shows the


current VNAV
commands being
transmitted to the flight
guidance controller

504
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Flight Progress (PROGRESS Pages)

• The current speed and


altitude command is
displayed on this line

• No pilot entry is
permitted

505
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Flight Progress (PROGRESS Pages)

• The estimated vertical


speed at the TOD when
a path descent is
programmed is
displayed on this line

• If a path descent is not


defined, the line is
blank

• No pilot entry is
permitted

506
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Flight Progress (PROGRESS Pages)

• Predicted top of climb


(TOC) and top of
descent (TOD) distance
and ETE will be
displayed

• If the aircraft is past the


TOD point, the
prediction is replaced
with the word PAST

507
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Flight Progress (PROGRESS Pages)

• Current fuel quantity


and gross weight (lbs)
appear on the right

508
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Flight Progress (PROGRESS Pages)

• Prompts for the AIR


DATA and the FLIGHT
SUMMARY pages are
available

509
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Flight Progress (PROGRESS Pages)

• PROGRESS page 3 is
accessed using the
NEXT function key on
the CDU

510
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Flight Progress (PROGRESS Pages)

• Cross track error (XTK


ERROR) magnitude
and L/R direction is
displayed

• This value is relative to


the active leg of the
flight plan

• A 0.01 NM resolution is
used when the cross
track error is less than
1 NM

• No entry is permitted

511
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Flight Progress (PROGRESS Pages)

• This line allows pilot


entry of OFFSET

• Enter the lateral offset


into the scratchpad and
press LSK 1R

• Lateral offsets cannot


be entered while flying:
• SIDs, STARs,
approaches
• Patterns
• In the terminal area
(10NM from origin & 25
NM from destination)
• In the polar region

512
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Flight Progress (PROGRESS Pages)

• Offsets are
automatically cancelled
for the following:

• Course changes
greater than 90°
• SIDs, STARs,
approaches
• Patterns
• Intercepts

• To manually cancel the


lateral offset waypoint,
press the DEL key and
line select *DELETE* to
LSK 1R

513
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Flight Progress (PROGRESS Pages)

• An OFFSET CANCEL
message is displayed
before offset is
automatically cancelled

514
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Flight Progress (PROGRESS Pages)

• Aircraft track, drift and


heading is displayed in
line 2

• The heading shown is


from the high priority
heading source

• In normal operations
this would be IRS 1 for
FMS 1 and IRS 2 for
FMS 2

515
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Flight Progress (PROGRESS Pages)

• The FMS computed


winds and
groundspeed are
displayed on line 3

• The AIR DATA and


FLT SUM pages are
available at the
prompts

516
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Flight Progress (PROGRESS Pages)

• The AIR DATA page


displays current air
data information

• ISA DEV needed for


drift down charts is
available

• Return to PROGRESS
page 3 at the prompt

517
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Flight Progress (PROGRESS Pages)

• Flight summary data is


available on the FLT
SUMM page

• Fuel is reset to zero at


LSK 2L using the DEL
key and *DELETE*
function

• Return to Progress
page 3 at the prompt

518
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Flight Plan Mods – Changing the Runway/Departure

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Flight Plan Mods – Changing the Runway/Departure

• Air traffic control has


changed your
departure clearance to
runway 07R, DRYHT2
departure, ACH
transition, direct
Alamosa (ALS)

• To change the
departure, select the
DEPARTURE prompt

• Access is also available


from the NAV INDEX
page

520
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Flight Plan Mods – Changing the Runway/Departure

• Departure runways are


located on the
DEPARTURE
RUNWAYS pages

• Line 1 indicates the


current departure and
active runway in the
flight plan

• Select the new runway;


runway 07R at the LSK
3L prompt

• This will advance you


to the SIDs page
521
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Flight Plan Mods – Changing the Runway/Departure

• The newly assigned


SID (DRYHT2) is found
on the 2nd SIDs page
so press the NEXT key
to go to SIDs page 2

• Press LSK 2L which


selects DRYHT2

• This moves you to the


DEPARTURE TRANS
page

• Select the ACH


transition at the ACH
prompt
522
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Flight Plan Mods – Changing the Runway/Departure


• This brings you to the
PROCEDURE page

• Line one now displays


the new clearance
selections, airport,
runway, departure and
transition

• The REVIEW prompt


accesses the SID
REVIEW pages for
review of the new
runway and departure
waypoints

• Select ACTIVATE
523
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Flight Plan Mods – Changing the Runway/Departure

• Selecting ACTIVATE
returns you to the
ACTIVE FLT PLAN
page with the changes
included in the flight
plan

• Resolve the
“discontinuity” by using
the DEL key or line
selecting BAYTA into
the scratchpad and
inserting it at the
VIA.TO prompt

524
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Flight Plan Mods – Changing the Runway/Departure

• With the discontinuity


removed, review the
remaining departure
waypoints to resolve
other “discons” in the
flight plan

• Use the NEXT key to


advance the active
flight plan to page 4
and resolve the
discontinuity on line 1

525
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Changing the Runway/Departure

• With the new


information in the flight
plan, don’t forget to add
the direct ALS part of
the new clearance

• ALS was in the original


flight plan, so all of the
waypoints between
ACH and ALS need to
be deleted using the
*DELETE* function

526
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Flight Plan Mods – Changing the Runway/Departure

• Selecting the
TAKEOFF prompt
accesses the
TAKEOFF pages

• Using the NEXT key,


step through the
TAKEOFF pages to
review changes driven
by the selection of a
new runway

• Enter new winds and


OAT if required

527
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Flight Plan Mods – Changing the Runway/Departure

• New runway slope,


threshold, stopway and
wind data is available
on TAKEOFF page 2

• Press the NEXT key to


advance to TAKEOFF
page 3

528
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Changing the Runway/Departure

• New V-speeds must be


entered on TAKEOFF
page 3

• Failure to enter new V-


speeds could result in
retention of old V-
speeds displayed on
the PFD from the
original runway entry
and data

529
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Adding and Deleting Waypoints

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Flight Plan Mods – Adding and Deleting Waypoints

• To add a new waypoint


into the flight plan, the
VOR - Ft. Dodge (FOD)
is typed into and
selected from the
scratchpad to the
appropriate line

• The waypoint will be


added on the line that
is selected

531
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Flight Plan Mods – Adding and Deleting Waypoints

• To move a waypoint
already in the flight plan,
the flight plan is searched
forward from the point of
insertion

• If the added waypoint


(ZIBBY) appears in the
flight plan, all the waypoints
between the point of
insertion and the first
appearance of the added
waypoint are deleted

• ZIBBY is line selected to


the scratchpad then
entered at JAGOW
532
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Flight Plan Mods – Adding and Deleting Waypoints

• All intervening
waypoints between
ALS and ZIBBY are
deleted

• The active flight plan


has now been modified

• Predictions will be
updated to reflect the
new flight plan addition
or change

533
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Flight Plan Mods – Adding and Deleting Waypoints

• Waypoints can be
removed from the flight
plan using the DEL key
on the CDU

534
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Flight Plan Mods – Adding and Deleting Waypoints

• After entering
*DELETE* into the
scratchpad, line
selecting a waypoint
will delete it

• When a waypoint is
deleted the flight plan is
closed and linked
together

535
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Adding and Deleting Waypoints

• Selecting AHMIT
removes it from the
flight plan list, moves
the remaining
waypoints up in the list
and updates the
performance values

536
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Flight Plan Mods – Altitude Constraints

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Flight Plan Mods – Altitude Constraints

• Altitude constraints
exist in SIDs, STARs or
approach procedures

• They can also be


driven by Air Traffic
Control and can be
created by the pilot
when VNAV is
available

538
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Flight Plan Mods – Altitude Constraints


• FMS predicted altitudes
appear in small font

• Procedural altitude
constraints will appear
on the ACTIVE FLT
PLAN pages on the cyan
or performance side of
the pages without pilot
action

• They will be displayed in


large cyan colored font
on the right side of a
slash dividing airspeed
or descent angle data
from altitude information
539
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Flight Plan Mods – Altitude Constraints

• The FMS automatically


assigns a constraint in
the first half of the flight
plan as climb (CLB)
unless the entered
constraint is below the
current aircraft altitude

• Those in the last half


are designated as DES
or descent constraints

• Pilots can make


overriding entries like
“C” for CLB and “D” for
DES
540
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Flight Plan Mods – Altitude Constraints

• A letter suffix A or B
may appear attached to
the large font altitude

• The “A” indicates an “at


or above” altitude and
the “B” is an “at or
below” altitude

• Absence of the letter


suffix indicates an “at”,
or hard altitude
constraint

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Flight Plan Mods – Altitude Constraints

• ATC driven altitude


constraints will typically
occur as day of flight,
real time edits based
on ATC traffic, weather,
airspace, etc.

• With VNAV and to


comply to ATC
directions, pilots will be
able to create altitude
constraints as edits on
the ACTIVE FLT PLAN
page(s)

542
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Flight Plan Mods – Altitude Constraints

• To create a pilot
defined altitude
constraint with VNAV,
insert a slash followed
by altitude and a letter
suffix, if necessary, into
the scratchpad

• Enter the constraint on


the applicable waypoint
line using the right side
line select keys

543
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Flight Plan Mods – Altitude Constraints

• Altitude constraint edits


can be 2, 3, 4, or 5 digit
entries

• Five digits are used for


altitudes > 10000’ such
as FL210 or 21000

• Four digits are used for


altitudes between 999’
and 10000’
• A minimum of four digits will always appear
• Three digits are used for in the altitude fields on the ACTIVE FLT
hundreds of feet such as PLAN page(s)
400’
544
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Flight Plan Mods – Altitude Constraints


Situational example:

• ATC requests you


cross DRYHT at FL
210 then resume climb
to FL410

• The FMS is currently


predicting (small font)
that you will cross
DRYHT at FL458 so
making the requested
constraint should not
be a problem

545
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Altitude Constraints

• Type /FL210 into the


scratchpad

• Enter on the DRYHT


waypoint line using the
right side LSK

• The ATC constraint


appears on the DRYHT
line

• A “CLB” is added by
the FMS indicating a
climb constraint

546
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Flight Plan Mods – Altitude Constraints

• Fly the airplane to


comply with the ATC
clearance

• VNAV and
performance functions
will recompute the flight
plan to make the
vertical constraint with
new predictions

547
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Flight Plan Mods – Airspeed Constraints

548
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Flight Plan Mods – Airspeed Constraints


• The FMS provides the
ability to create, edit and
automatically fly speed
constraints in the flight
plan

• A waypoint speed
constraint can be
determined by
procedure (SID/STAR/
approach) or it may be
entered by the pilot

• Application of waypoint
speed constraints differs
depending on the phase
of flight
549
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Flight Plan Mods – Airspeed Constraints

• Predicted speeds
appear on the
performance (cyan) side
of the ACTIVE FLT
PLAN pages on the left
side of the slash
dividing altitude and
speed information

• Speeds are displayed


as a CAS or Mach
depending on the
CAS/Mach crossover
point (~26,750’)

550
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Flight Plan Mods – Airspeed Constraints

• Predicted speeds
appear in small font

• Pilot entered speed


constraints will appear
in large font as shown at
FOD

551
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Flight Plan Mods – Airspeed Constraints

• In climb, FMS speed


constraints will be
applied before the
waypoint with the
constraint

• After sequencing the


speed constrained
waypoint, the FMS will
return to normal speed
scheduling

• 280 speed constraint at


DRYHT applies until
sequencing DRYHT

552
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Flight Plan Mods – Airspeed Constraints


• In cruise phase of flight,
the FMS will apply the
constraint to all legs
after the constrained
waypoint

• Mach .79 constraint


made at DVV is shown
in large font and applied
to all waypoints
downstream of DVV
until the TOD

553
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Flight Plan Mods – Airspeed Constraints

• If the waypoint is in a
path descent, the angle
is displayed

• A descent vertical path


is displayed when the
FMS will fly a vertical
path to a waypoint

• The vertical angle is


calculated based on
current conditions and
performance
initialization

554
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Airspeed Constraints

• The FMS predicted


vertical speed is
displayed unless a
higher priority item is
displayed

• Pilot entry of vertical


speed is not permitted

555
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Flight Plan Mods – Temporary Waypoints

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Flight Plan Mods – Temporary Waypoints

• The FMZ FMS supports


the creation of
temporary waypoints to
increase operational
flexibility

• Temporary waypoints
are used to enter a
waypoint definition
directly into the active
flight plan

557
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Flight Plan Mods – Temporary Waypoints

• They are useful when


cleared direct to a fix
that may not be
otherwise defined in
procedures or the
navigation database

• Temporary waypoints
only exist in the current
active flight plan and are
erased when the flight
plan is completed or
deleted

558
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Temporary Waypoints

• Pilot defined temporary


waypoints are defined
by one of the following
conventions:
• Place / bearing /
distance (PBD)
• Place // distance (PD)
• Place / bearing / place /
bearing (PB/PB)
• Latitude / longitude
(Lat/Long)

559
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Flight Plan Mods – Temporary Waypoints

• Place / bearing /
distance waypoints are
defined by a “place”
such as a VOR or any
defined waypoint name
in the NDB

• From that place the


“bearing” is defined as a
radial

• On that radial, a specific


“distance” is defined

560
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Flight Plan Mods – Temporary Waypoints

• Thus, a PBD could be


created such as
ONM/045/50, in this
format, for direct entry
into the FMS

• Operationally, ATC
could direct you to
proceed direct to the
ONM 045° radial at 50
DME after DRYHT

561
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Flight Plan Mods – Temporary Waypoints

• Using the PBD format,


ONM/045/50 is entered
into the scratchpad then
inserted correctly into
the flight plan

• When PBDs are entered


they are given a
temporary waypoint
notation of *PBD09

562
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Flight Plan Mods – Temporary Waypoints


• The asterisk (*) indicates
a temporary waypoint

• PBD stands for place /


bearing / distance

• 09 is a numerical identifier
noting that this is the 9th
PBD created from FMS-1

• Temporary waypoints
entered from FMS 1 get
odd numbers and from
FMS 2 even numbers but
are not dependent upon
each other
563
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Flight Plan Mods – Temporary Waypoints


• With VNAV, an altitude
constraint can be added
to the PBD format if
desired such as
ONM/045/50/FL430

• Once the PBD is entered


and activated the flight
plan is updated to reflect
the new waypoint

• The PBD can be


modified, constrained,
etc. just like any other
waypoint but will not be
retained beyond the
current flight plan
564
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Flight Plan Mods – Temporary Waypoints


• Next, the place /
distance temporary
waypoint is defined as a
“place” such as a VOR
and a “distance” typically
a DME value from that
place

• Operationally, the place /


distance waypoint is
normally used to
establish a position
along an existing course
to be further constrained
for some ATC or other
purpose

565
A04-3642-001-000 8/2006 Honeywell – Customer Flight Ops Support Honeywell Proprietary
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Flight Plan Mods – Temporary Waypoints


• The entry format for the
place / distance (*PDXX)
temporary waypoint is
MCW//55

• The double slash


preserves the bearing
position of a PBD format
since the bearing is
along the current course
and tells the FMS the
numerical entry relates
to DME not bearing

566
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Flight Plan Mods – Temporary Waypoints


• Where to insert the
scratchpad entry is key

• If you desire to create a


waypoint beyond the
place identifier, insert
the entry below the
place identifier

• Use the LSK on the


ZIBBY line to insert
MCW//55

567
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Flight Plan Mods – Temporary Waypoints

• The *PD07 notation


indicates the temporary
waypoint has been
inserted beyond MCW
55 NM from MCW on
course to ZIBBY

• The asterisk indicates a


temporary place /
distance waypoint and
the 07 is the next odd
PD sequence number
entered from FMS 1

568
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Flight Plan Mods – Temporary Waypoints

• With VNAV, an altitude


constraint can be added
at the rear of the format,
if desired, such as
MCW//55/11000 since
the crossing restriction
given by ATC was to
cross 55 NM east of
MCW at 11,000’

• The PD can be modified,


constrained, etc. just like
any other waypoint but
will not be retained
beyond the current flight

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Flight Plan Mods – Temporary Waypoints

• If you want a PD
temporary waypoint
short of the place
identifier, insert the entry
using the LSK on the
identifier line

• This places the new


waypoint before the
place waypoint

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Flight Plan Mods – Temporary Waypoints

For example:
• If you’re told to cross 30
NM west of MCW at
15,000, enter
MCW//30/15000 in the
scratchpad and press
the LSK next to MCW

• In this case, *PD15 is a


waypoint 30 NM short of
MCW on course to MCW

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Flight Plan Mods – Temporary Waypoints

• The next temporary


waypoint is place
bearing/place bearing

• This temporary waypoint


is defined by a radial
(bearing) outbound from
a place intersecting a
radial (bearing) inbound
to another place

• The entry format is place


/ bearing / place /
bearing or
ALS/040/DVV/180
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Flight Plan Mods – Temporary Waypoints

• An altitude constraint can


be added if desired
ALS/040/DVV/180/FL270

• Entry of the scratchpad


information is at the line
select key where you want
the temporary waypoint to
be

• If you want the


intersecting waypoint to
be between the two place
identifiers, insert it at the
second identifier or below
the first
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Flight Plan Mods – Temporary Waypoints

• The waypoint notation


format *RR03 can be
remembered by RR
(radial / radial) even
though you are
proceeding inbound on
the second radial

• The odd/even
numbering scheme is
the same as the others

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Flight Plan Mods – Temporary Waypoints

• The next temporary


waypoint is the Lat/Long

• The entry format is the


normal latitude and
longitude format

• N4245.0W095.00.0 for
example, is entered into
the scratchpad

• Altitude constraints can be


added if desired such as
N4245.0W095.00.0/FL280

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Flight Plan Mods – Temporary Waypoints

• Line select the Lat/Long


into the flight plan where
you want the waypoint

• The notation for the


Lat/Long temporary
waypoint is *LL05

• Same conventions apply


as other temporary
waypoints

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Flight Plan Mods – Temporary Waypoints

• A second class of
temporary waypoints
exist in the FMS design

• These are situational


waypoints created and
inserted by the FMS

• In the approach
procedure at KMSP
there is one created
temporary waypoint

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Flight Plan Mods – Temporary Waypoints


• *INTO1 is an FMS
generated intercept
temporary waypoint
where the 270° heading
intercepts the 300°
heading to SISSY

• Other FMS created


temporary waypoints are
DIRECT, HOLDING,
PROCEDURE TURN,
etc.

• They are associated to


those procedures and
will be discussed later

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Flight Plan Mods – Temporary Waypoints

• *ALT01 is an altitude
constraint waypoint that
has no lateral definition
and is sequenced when
the aircraft reaches the
altitude constraint of
1500 feet or above

• It restricts LNAV from


commanding a turn
before reaching 1500
feet or above

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Flight Plan Mods – Temporary Waypoints

• The FMS can also


create temporary
waypoints on a runway
extension line

• Once a runway has


been entered and
activated, it can be line
selected to the
scratchpad

• It is displayed in the
scratchpad in the
AIRPORT.RUNWAY/
BEARING/ format

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Flight Plan Mods – Temporary Waypoints

• A distance can be
inserted to complete the
definition of a waypoint
on the extension line of
the runway

• Line select the


scratchpad entry back
into the flight plan to
create the temporary
waypoint on the
extended centerline at
the specified distance
with/without altitude

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Flight Plan Mods – Temporary Waypoints

• The same procedure


can be applied to create
a temporary waypoint on
the extended runway
line at the destination

• In this case the waypoint


would be created on the
approach path at the
specified distance

• With VNAV, an altitude


constraint can also be
added as shown

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Flight Plan Mods – Temporary Waypoints

• Notice that the bearing


brought to the
scratchpad is the
reciprocal of the runway
heading permitting the
waypoint to be defined
inbound on the arrival
path

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Flight Plan Mods – Temporary Waypoints

• Line selecting the


scratchpad entry to the
NARCO line inserts the
PBD runway extension
temporary waypoint
between SISSY and
NARCO with a VNAV
altitude restriction at
3000 feet

• To delete the PBD,


select *DELETE* at the
PBD line

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Nav Index Page Functions

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Flight Plan Mods – Temporary Waypoints

• NAV INDEX Page 1 is


accessed through the
NAV Function key on the
CDU

• The page displays the


navigation displays in
the FMS

• The options listed are


available at the
appropriate line select
key

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Flight Plan Mods – Temporary Waypoints

• NAV INDEX page 2 is


accessed through the
NEXT function key

• The page displays the


remaining navigation
options

• The options listed are


available at the
appropriate line select
key

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Nav Index Page – Waypoint List

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Nav Index Page – Waypoint List

• The WPT LIST options


is selected at the LSK 2L
prompt

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Nav Index Page – Waypoint List

• When the WPT LIST


prompt is selected you
access the PILOT WPT
LIST page(s)

• If any pilot defined or


temporary waypoints
exist in the custom
database, they will be
displayed on PILOT
WPT LIST page 1 as
shown here

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Nav Index Page – Waypoint List


• Line selecting a listed
waypoint, then selecting
SHOW WAYPOINT will
provide the PILOT
WAYPOINT page

• This page gives


definition information
regarding the pilot
defined waypoint
including Lat/Long and
PBD, if defined, and
local MAG/VAR data

• Return to WPT LIST at


the prompt

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Nav Index Page – Waypoint List


• Pilot defined waypoints
can be defined using
latitude/longitude (LAT/
LON), place/bearing/
distance (P/B/D) or
place/bearing/place/
bearing (P/B/P/B)

• If a Lat/Long or PBD
definition of a pilot
defined waypoint does
not exist, the pilot can
enter it using the
scratchpad

• Enter the LAT/LONG


N3320.77W11152.58
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Nav Index Page – Waypoint List

• The defined waypoint is


displayed and shown
with the magnetic
variation (MAG VAR)

• Pressing the LSK next to


the WPT LIST prompt
returns to the Pilot
Waypoint list page

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Nav Index Page – Waypoint List

• When there are both


pilot defined waypoints
and temporary
waypoints, the pilot
defined waypoints are
shown on page 1 and
the temporary waypoints
are displayed on page 2

• Press the NEXT key to


go to PILOT WPT LIST
page 2

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Nav Index Page – Waypoint List

• Included in this list are


all the temporary
waypoints generated
during this flight to this
point

• With VNAV, the FMS


VNAV computed top of
climb (TOC) and top of
descent (TOD)
waypoints are also listed

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Nav Index Page – Waypoint List

• Similarly, using the


PILOT WPT LIST pages,
you can query the
navigation database
regarding any airport,
NAVAID, waypoints,
fixes, ILSs, etc. for
information

• Entered KDFW into the


scratchpad then line
selecting SHOW
WAYPOINT will provide
airport data

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Nav Index Page – Waypoint List


• This is the airport data
available on the DATA
BASE WPT pages 1/2/3

• Selecting the
RUNWAYS prompt on
page 3 provides
additional data

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Nav Index Page – Waypoint List

• Selecting the
RUNWAYS prompt
accesses the KDFW
RUNWAYS pages listing
all the runways at
Dallas-Fort Worth Airport

• Select 35L to obtain


more information about
runway 35L at KDFW

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Nav Index Page – Waypoint List


• Here is the information
available for runway 35L
at KDFW

• It contains information
on the ILS, runway,
elevation, etc.

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Nav Index Page – Waypoint List

• Similarly, NDB data can


be accessed for any
entered NAVAID

• Here is the information


for ACH VOR

• The VOR frequency and


class can be useful
information

• ILS data is available if


desired

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Nav Index Page – Flight Plan List

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Nav Index Page – Flight Plan List

• Reviewing or selecting
stored flight plans is
available from the
FLIGHT PLAN LIST
page

• This page is accessed


from the NAV INDEX
page and selecting the
FPL LIST prompt

• The page displays a list


of pilot defined flight
plans that have been
stored in the custom
database
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Nav Index Page – Flight Plan List

• All stored flight plans are


named using a minimum
of six and maximum of
ten characters and can
have a total of 100
waypoints

• Stored flight plans do not


contain departures,
arrivals, approaches,
missed approaches and
temporary waypoints

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Nav Index Page – Flight Plan List

• Selection of specific
stored flight plans can
be made from this list

• Line select the desired


flight plan to the
scratchpad and enter on
the SHOW FPL line

• This action accesses the


KDFW-KEWR FPL page
for review

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Nav Index Page – Flight Plan List

• Flight plan routing can


be reviewed by stepping
through the flight plan
using the PREV/NEXT
keys

• Flight plan distance and


ETE at the depicted
ground speed are
available

• The flight plan can be


selected at the FPL SEL
prompt

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Nav Index Page – Flight Plan List

• From the FLT PLAN


SELECT page, select
ACTIVATE

• If a different flight plan


had previously been
loaded, a CONFIRM
REPLACING ACTIVE
FLIGHT PLAN page will
be displayed

• Select ‘YES’ or ‘NO’ at


the prompt

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Nav Index Page – Flight Plan List

• If ‘YES’ is selected, the


stored flight plan is
activated

• Waypoints and
procedures are added
as required

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Nav Index Page – Holding

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Nav Index Page – Holding

• Holding patterns can be


defined manually or
defined as part of a
procedure

• Holding pattern
definitions are displayed
on the HOLDING
PATTERN page

• This page allows the


crew to create, view,
change or delete a
holding pattern

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Nav Index Page – Holding


• If a holding pattern
definition does not exist
in the current flight plan,
selection of the
PATTERNS prompt on
the NAV INDEX page 2
displays the PATTERNS
page

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Nav Index Page – Holding

• Selecting the HOLD


prompt results in
*HOLD* being displayed
in the scratchpad on the
ACTIVE FLT PLAN page

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Nav Index Page – Holding


• Press the line select key that
is adjacent to the desired
holding fix waypoint (in this
case MCW)

• Review the default holding


pattern definition

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Nav Index Page – Holding


• Review the holding
quadrant and entry
procedure

• Holding quadrant entry


is not required nor
recommended

• No entries are permitted


for the entry procedure

• The FMS will select an


entry type from teardrop,
direct or parallel based
on the aircraft position
relative to the pattern
and ICAO rules
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Nav Index Page – Holding

• The inbound course


(INBD CRS) defaults to
the course in the existing
flight plan

• The inbound course can


be manually edited

• Enter any inbound


course and/or turn
direction and press LSK
3L
• To change only the turn
direction, enter a slash
(/) followed by ‘L’ or ‘R’

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Nav Index Page – Holding

• The FMS displays a


speed for holding

• If FULL PERF is active,


the speed from the
aircraft database (if
available) is displayed

• If no flight plan speed is


available, 200 knots is
displayed

• If desired, the pilot may


enter an airspeed

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Nav Index Page – Holding


• Enter leg time (LEG
TIME) or distance (LEG
DIST)

• When a LEG TIME is


entered, the FMS
computes the LEG DIST
and vice versa

• FMS computation of leg


time and distance uses a
groundspeed of 250 kts
below 14,000’ and 350
kts above 14,000’
• Leg times are 1 min.
below 14,000’ and 1.5
minutes at or above
14,000’
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Nav Index Page – Holding

• To clear the hold, press


the LSK adjacent to the
CLEAR prompt

• When CLEAR is
selected, the FMS does
not insert the holding
pattern into the active
flight plan

• The HOLDING
PATTERN page shows
the holding fix as
undefined

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Nav Index Page – Holding

• When ACTIVATE is selected, the


holding pattern is entered into the
active flight plan

• Activating the hold enters an inverse


video “H” next to the holding fix

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Nav Index Page – Holding

• After a holding pattern is


activated, the HOLDING
PATTERN page changes
to include a DELETE
prompt

• Selecting the DELETE


prompt will cancel the
holding pattern and
remove it from the active
flight plan

• The holding pattern may


also be deleted by
selecting *DELETE* at the
holding waypoint
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Nav Index Page – Holding

• Holding pattern entry


terminates at the holding
pattern fix

• One minute prior to


entering holding, an EXIT
prompt is displayed

• After the fix is sequenced


the holding pattern
becomes active and
HOLDING is annunciated
as the FROM waypoint

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Nav Index Page – Holding

• When the aircraft is


cleared to exit the holding
pattern, selecting the exit
prompt prepares the FMS
to exit the hold and
resume the active flight
plan

• Following selection of the


EXIT prompt, EXITING
HOLD is annunciated as
the FROM waypoint

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Nav Index Page – Holding

• A RESUME HOLD prompt


becomes available should
the exit clearance be
cancelled

• When the holding fix is


sequenced at the exit, the
FMS resumes the active
flight plan

• The holding fix becomes


the FROM waypoint and
normal speeds are
resumed

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Nav Index Page – Present Position Holding

• When *HOLD* is
displayed in the
scratchpad, selection of
the LSK for the FROM
waypoint will build a
holding pattern
definition at the present
position

• The HOLDING
PATTERN page will be
displayed with *PPOS
shown as the holding
fix

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Nav Index Page – Present Position Holding


• The holding fix, leg
distance, leg time, entry
quadrant and holding
inbound course will be
defined automatically at
the moment the hold is
inserted in the flight
plan (the moment the
modified flight plan was
created)

• The holding fix


becomes the aircraft
latitude and longitude
at the moment the
FROM waypoint was
selected
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Nav Index Page – Present Position Holding

• The holding definition


can then be modified
and reviewed prior to
activation of the change

• Select ACTIVATE to
insert the holding fix
into the active flight
plan

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Nav Index Page – Present Position Holding

• On the ACTIVE FLT


PLAN page, HOLDING
will be displayed as the
FROM waypoint and
*PPOS as the TO
waypoint

• Hold at present position


selection is only
permitted when LNAV
is captured and the
cross track error is less
than .25 NM

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Nav Index Page – Present Position Holding

• After selecting the EXIT


prompt, the FROM
waypoint changes to
EXITING HOLD and
the aircraft will
immediately turn
towards the holding fix

• Similar to the normal


holding, a RESUME
HOLD option appears
at LSK 4L to resume
hold if requested

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Procedure Turns

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Procedure Turns
• A procedure turn is only
available as contained
within approaches in
the navigation
database

• Procedure turn
information is accessed
through NAV INDEX
page 2 and the
PATTERNS page

• Pressing the LSK next


to the PCDR TURN
prompt selects the
PROCEDURE TURN
page
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Procedure Turns
• This is the PROCEDURE
TURN page for the ILS
RWY 05 approach at Hot
Springs, AK for
demonstration purposes

• These are the procedure


turn definition
parameters for this
procedure

• The procedure turn fix


and boundary distance
(remain within distance)
are shown on the top line

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Procedure Turns
• Turn angle, turn direction,
outbound time and
outbound distance can be
modified

• Turn angle and direction


are initially derived from the
navigation database

• If these values are


changed, the position of the
outbound turn point and
inbound course intercept
point are re-computed
• NOTE: changes cannot be
made to the PT FIX,
BOUNDARY DIST and
INBD CRS
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Procedure Turns
• The outbound leg time
and outbound leg
distance are defined to
describe the distance
and time the aircraft will
fly beyond the fix before
commencing the turn

• Outbound distance is
defined in the NDB

• Outbound time is then


calculated based on
groundspeed

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Procedure Turns
• If outbound time is
manually entered, the
outbound distance is
calculated using
groundspeed (*)

• (*) Groundspeed is
defined as 210 KCAS if
more than 1 minute from
the procedure turn fix or
current ground speed if
less

• The controlling value


appears in large font

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Procedure Turns
• If any edits are made to
this page, an ACTIVATE
prompt will include them
into the active flight plan

• For example, an edit of


4.0 NM was made to the
outbound distance

• 4.0 NM appears in large


font as the controlling
value and the
corresponding time has
been recomputed

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Procedure Turns

• This is the ACTIVE FLT


PLAN depiction of the
procedure turn waypoints

• The procedure turn fix is


HOSSY denoted by the
inverse video “P”

• HOSSY is also the “TO”


waypoint which shown in
magenta

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Procedure Turns

• *INTO3 is a temporary
waypoint inserted by the
FMS to indicate where
the aircraft will be on the
inbound course following
the procedure turn
maneuver

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Procedure Turns

• The second HOSSY


waypoint is the final
approach fix for this
approach

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Procedure Turns
• The FMS has been
designed to keep the
aircraft within protected
airspace during procedure
turns

• When flying the procedure


turn, “PROCEDURE
TURN” is displayed as the
“FROM” waypoint on the
ACTIVE FLT PLAN page

• If the TURN prompt is


selected, the aircraft will
turn immediately to the
specified outbound
direction and angle
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Procedure Turns

• Once the procedure turn


has started, the active
“TO” waypoint becomes
*INTO3

• This remains the active


waypoint until it is
overflown on the way
back to the final
approach fix

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Procedure Turns

• If the aircraft
approaches the
procedure turn at a
groundspeed that
results in the aircraft
exceeding protected
airspace, the message
HIGH PCDR TURN
GRD SPED is displayed
1 minute before the
aircraft crosses the fix

• The groundspeed must


be reduced and the
aircraft position
monitored
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Procedure Turns

• As with the other


approaches when the
aircraft is 2 NM from the
FAF or 5 NM from the
end of the runway, the
MISSED APPROACH
prompt appears

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Procedure Turns

• To delete a procedure
turn from the active
flight plan, select the
DELETE prompt on the
PROCEDURE TURN
page

• Or, the crew can line


select *DELETE* from
the scratchpad to the
waypoint that has the
inverse video “P”

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Procedure Turns

• Using this method the


procedure turn and the
2 following waypoints
will be deleted but not
the waypoint selected

• *DELETE* cannot be
selected to either of the
following two waypoints
of a procedure turn

• An “INVALID DELETE”
message will be
displayed

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Nav Index Page - Conversion

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Nav Index Page - Conversion

• The CONVERSION
pages allow the crew to
convert between
commonly used units

• The CONVERSION
pages are accessed
through NAV INDEX
page 2 at the
CONVERSION prompt

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Nav Index Page - Conversion

• CONVERSION page 1
provides conversion
between English and
metric units for length,
weight, and volume

• Entry of a value in a field


will convert that value to
the other equivalent

• Entry of feet, for example,


provides meters

• Entered value appears in


large font

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Nav Index Page - Conversion

• CONVERSION page 2
provides conversion
between English and
metric units for
temperature, velocity
and distance

• Entry of a value in a
field will convert that
value to the other
equivalent

• Entered values appear


in large font

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Nav Index Page - Conversion

• CONVERSION page 3
provides conversion
between English and
metric units for weights
and volumes

• Entry of pounds,
kilograms, gallons or
liters will display the
remaining parameters

• The LB/GAL and KG/L


fields are editable for
different liquids and
temperatures

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Nav Index Page - Conversion

• CONVERSION page 4
provides conversion
between QFE and
QNH altimeter units

• Elevation field is
editable and defaults to
destination field
elevation from the
navigation database

• Entered and edited


values appear in large
font

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Nav Index Page - Conversion

• QNH altimeter settings


result in the altimeter
displaying the aircraft
above mean sea level
based on local station
pressure

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Nav Index Page - Conversion

• When an altimeter is
set to QFE, it displays
the aircraft altitude
above a station

• With the altimeter is set


to QFE and the aircraft
on the ground, the
altimeter will display
zero (0)

• Inflight QFE provides


height above ground
level (without
consideration for non-
standard temperature)
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Nav Index Page – Crossing Points

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Nav Index Page – Crossing Points


• The FMS computes the
following types of
crossing points:
• Direct-To a waypoint
from the current aircraft
position
• Point abeam a waypoint
for the current flight plan
• Crossing radial from a
waypoint for the current
flight plan
• Crossing
latitude/longitude given
latitude/longitude for the
current flight plan
• ETP between any 2
given waypoints
• PNR from any waypoint

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Nav Index Page – Crossing Points


• The FMS provides a
crossing points feature
that will calculate
intersections between
the active flight plan and
various references

• Intersections can be
copied into the
scratchpad and inserted
into the flight plan, if
desired

• Crossing points features


are accessed through
NAV INDEX page 2 and
the CROSS PTS prompt
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Nav Index Page – Crossing Points


• Selecting the CROSS
PTS prompt displays the
CROSSING POINTS
page

• This page is an index of


the available crossing
point options

• The present position


direct feature is selected
at the PPOS DIR prompt

• This is a great function


for evaluation of a
potential divert airport or
direct to waypoint
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Nav Index Page – Crossing Points

• The PPOS direct


function is used to
compute data from the
FMS current present
position to any waypoint
identifier

• The waypoint identified


must be contained in the
navigation or custom
database

• DEN was typed into the


scratchpad and entered
at the WAYPOINT field

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Nav Index Page – Crossing Points


• After DEN is entered,
the FMS calculates the
following data and
assumes a flight directly
to the entered waypoint:
• Course to waypoint
• Distance to waypoint
• ETE
• Fuel remaining at the
waypoint
• Radial and distance
from the waypoint to the
FMS position

• Return to the
CROSSING POINTS
page using the prompt

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Nav Index Page – Crossing Points


• The Latitude/Longitude
feature is used to
calculate the nearest
point in the active flight
plan where the flight
path crosses a selected
latitude or longitude

• The CROSS LAT/LON


page is available at the
LAT/LON prompt

• Entering a latitude or
longitude into the
scratchpad then to the
appropriate Lat/Long
field provides the data
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Nav Index Page – Crossing Points

• In the example we
entered W100 into the
scratchpad and pressed
the LON prompt (LSK
1R) to see where the
aircraft crosses the 100°
West longitude line for
the current flight plan

• The FMS computes the


latitude

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Nav Index Page – Crossing Points

• The FMS will compute


the following data for the
crossing point and
assumes flight directly to
the computed point
• If latitude is entered,
longitude of crossing
point
• If longitude is entered,
latitude of crossing point
• Course from the FMS to
the crossing point
• Distance from FMS
• ETE to crossing point
• Fuel remaining

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Nav Index Page – Crossing Points

• If a crossing point for the


entered parameter does
not exist for that entry, a
NO CROSSING POINT
FOUND message will be
displayed

• Return to the
CROSSING POINTS
page at the prompt

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Nav Index Page – Crossing Points


• The crossing radial
function is selected at the
CROSS RADIAL prompt

• The crossing radial


function is used to
calculate the nearest
point in the active flight
plan where the flight path
crosses a selected radial
from a selected station

• Type a NAVAID into the


scratchpad and line
select it to the
WAYPOINT field

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Nav Index Page – Crossing Points


• Then enter the desired
radial and select it to the
RADIAL field

• When the station and


radial are entered, the
FMS computes the
following data for the
crossing point assuming
direct flight to the
computed point:

• The distance from the


entered station on the
entered radial to the
crossing point
• The crossing point as a
P/B/D
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Nav Index Page – Crossing Points

• Course from FMS


position to the crossing
point
• Distance from FMS
position to the crossing
point
• Estimate time enroute
from FMS to the crossing
point
• Fuel remaining at the
crossing point

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Nav Index Page – Crossing Points

• If a crossing point does


not exist for the entry, the
NO CROSSING POINT
FOUND message
appears in the
scratchpad

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Nav Index Page – Crossing Points

• Return to the CROSSING


POINTS page at the
CROSS PTS prompt

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Nav Index Page – Crossing Points

• The point abeam function


is selected at the PT
ABEAM prompt on the
CROSSING POINTS
page

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Nav Index Page – Crossing Points

• The point abeam function


is used to calculate the
point on the active flight
plan where the selected
waypoint identifier is
directly abeam (90°) of
the flight path

• When a waypoint
identifier is entered on
the POINT ABEAM page,
the FMS computes the
following data assuming
a direct flight to the point
abeam:

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Nav Index Page – Crossing Points

• The crossing point as a


PBD
• The abeam course and
distance from the entered
waypoint to the crossing
point
• The course, distance and
ETE from the FMS to the
crossing point
• Fuel remaining at the
crossing point

• If no crossing point exists


for the entry, the
message NO CROSSING
POINT FOUND is
displayed
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Nav Index Page – Crossing Points

• Return to the CROSSING


POINTS page at the
CROSS PTS prompt

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Nav Index Page – Crossing Points

• The equal time point


function is selected at the
EQ TIME PT prompt

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Nav Index Page – Crossing Points

• The equal time point


function determines a
point along the flight plan
where the enroute times
for two selected
waypoints are equal

• The two waypoints


default to the origin and
destination but can be
edited to any waypoints
in the navigation or
custom databases

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Nav Index Page – Crossing Points

• The origin and


destination are used, the
ETP is the halfway point
(in time) along the flight
plan

• The ETP function


computes the following
data:
• ETE, distance remaining
along flight path and fuel
remaining at the ETP
• Direct distance, time
enroute and fuel
remaining to each of the
selected waypoints

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Nav Index Page – Crossing Points

• The D> symbol indicates


direct-to the identified
waypoint

• FP>ETP indicates along


the active flight plan to
the ETP

• If the FMS position is


beyond the ETP, PAST
is displayed

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Nav Index Page – Crossing Points

• The data on the EQUAL


TIME POINT page is
updated each time the
page is selected or each
time a new wind entry is
made

• If the page is left in view


for an extended period of
time, the data is not
updated unless the page
is deselected and then
reselected

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Nav Index Page – Crossing Points

• Winds may also be


entered for the two
selected waypoints to
enhance the
computations

• The WIND prompt selects


the CRUISE ALT WIND
page

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Nav Index Page – Crossing Points

• If no winds are entered,


the FMS uses wind
values from the wind
model as a default

• Winds entered on this


page do not affect the
FMS wind model

• If winds are edited on this


page, selecting the EQ
TIME PT prompt returns
to the EQUAL TIME
POINT page

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Nav Index Page – Crossing Points

• Return to the CROSSING


POINTS page at the
prompt

• The point of no return


function is selected at the
PT NO RET prompt

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Nav Index Page – Crossing Points


• The POINT OF NO
RETURN (PNR) is the
furthest point along the
active flight plan where
there is sufficient fuel to
return to the specified
waypoint

• The waypoint defaults to


the origin but can be
edited

• Typically, the PNR will


occur after the flight plan
mid-point since a flight is
planned with fuel
reserves
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Nav Index Page – Crossing Points

• The D> indicates direct-to


the waypoint shown

• FP> indicates the


distance and fuel
remaining along the flight
plan to the PNR

• If FMS is past the PNR,


PAST is displayed

• If PNR is beyond the


destination, BEYOND
DEST is displayed

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Nav Index Page – Crossing Points

• The PNR function


computes the following:
• ETE, distance remaining
along the flight path and
fuel remaining at the
PNR
• Direct distance, time
enroute and fuel
remaining to the selected
waypoint

• NOTE: Fuel remaining


does not necessarily
represent the fuel
required to satisfy
reserve requirements

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Nav Index Page – Crossing Points

• Wind can be edited in the


CRZ ALT WIND field to
enhance computations

• If no wind is entered, the


FMS uses wind values
from the wind model as a
default

• A wind entered on this


page does not affect the
FMS wind model

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Nav Index Page – Crossing Points

• The data on the POINT


OF NO RETURN page is
updated each time the
page is selected, or each
time a new wind entry is
made

• If the page is left in view


for an extended period of
time, the data is not
updated unless the page
is deselected and then
reselected

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Lateral Offset

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Lateral Offset

• A parallel offset is used to


fly parallel to the existing
legs in the active lateral
flight plan

• This FMS technique is


frequently used to avoid
bad weather, traffic or
when requested by ATC

• The offset can be either


right or left of flight
planned course not to
exceed 30 NM

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Lateral Offset
• Offsets are entered on
PROGRESS page 3

• Enter the direction (“L” for


left and “R” for right)
followed by the distance
(L5.0)

• Offset entry is inhibited


when:
• A holding pattern is
active
• The active leg is part of a
terminal procedure
• The aircraft is less than
30 NM from the origin or
destination

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Lateral Offset

• As soon as the offset is


entered, the aircraft turns
45 degrees in the
direction of the offset and
maintains intercept until
capturing the offset path

• Progress toward the new


offset course is monitored
by noting XTK ERROR
starting at the offset value
then approach zero

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Lateral Offset
• The offset remains active
for each leg of the flight
plan until the crew
manually cancels the
offset or it is cancelled
automatically by FMS
criteria

• Manual cancellation is
accomplished by
selecting the *DELETE*
function and entering at
1R

• The offset will clear and


the XTK ERROR will
equal the offset then
decrease to zero
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Lateral Offset

• Offsets are automatically


cancelled when:
• The next course change
is > 90°
• The next leg is part of a
SID, STAR or approach
• The active waypoint is
the destination or the last
waypoint in the flight plan
• There is a holding pattern
defined on the next
waypoint
• The next leg is a short
leg and the geometry is
such that the offset leg
would result in a negative
leg distance

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Lateral Offset

• When the offset will be


cancelled at the end of
the active leg, the
OFFSET CANCEL NEXT
WPT message is
displayed

• When the offset is


cancelled, the OFFSET
CANCEL message
appears

• The aircraft will turn 45°


toward the original course
until intercepting

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Direct-To / Intercept Function

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Direct-To / Intercept Function


• The direct-to function
provides the capability to
proceed from present
position to another
waypoint with minimal
steps

• It is performed on the
ACTIVE FLT PLAN page

• When a valid waypoint is


displayed in the
scratchpad, selection of
the “FROM” waypoint
LSK will enable the
lateral direct-to function
to that waypoint

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Direct-To / Intercept Function

• Valid direct-to entries can


be made to any of the
following:
• Any waypoint in the
active flight plan
• Any waypoint contained
in the NDB or custom
database
• A valid PBD waypoint
• A valid PD waypoint
• A valid PB/PB waypoint
• A valid lat/long waypoint

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Direct-To / Intercept Function

• When the direct-to is


performed, the direct-to
waypoint will be
displayed as the “TO”
waypoint in magenta

• “DIRECT” appears as the


“FROM” waypoint in
amber

• If the selected direct-to


waypoint already exists in
the flight plan, all
waypoints up to the
selected direct-to
waypoint will be deleted
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Direct-To / Intercept Function

• Waypoints that were


deleted by sequencing, or
waypoints that were
deleted when the lateral
direct-to was entered can
be recalled

• Press the DIR key

• Use the PREV key to


select the page (or
pages) displaying the
waypoints that have been
deleted or sequenced

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Direct-To / Intercept Function

• Use the line select keys


to select the direct-to
waypoint

• The FMS recalls the flight


plan from the selected
waypoint and proceeds
directly to the selected
waypoint

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Direct-To / Intercept Function

• If the direct-to waypoint is


not already in the flight
plan, it will be inserted as
the “TO” waypoint and all
previous flight plan
waypoints will be retained

• The FMS will connect the


direct-to waypoint to the
previous waypoints in the
flight plan

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Direct-To / Intercept Function

• Depending on the
position of the new
waypoint, the new course
line may require a large
turn to the previous
waypoint

• In this case, an inverse


video “R” or “L”,
indicating the turn
direction to that previous
waypoint, may be
displayed

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Direct-To / Intercept Function


• The intercept function is
similar to the direct-to
function

• The FMS supports two


types of intercept
functions

• Radial/Course out of a
waypoint until
intercepting a radial or
course into a second
waypoint

• Flying a heading toward


the inbound radial/course
for the waypoint

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Direct-To / Intercept Function


• Intercept Using Radial /
Course consists of the
pilot defining a radial /
course out of a waypoint
until intercepting a radial
or course into a second
waypoint

• This creates a defined


latitude/longitude
location and is placed
into the active flight plan
as a temporary (*RRxx)
waypoint

• Press the DIR function


key on the CDU
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Direct-To / Intercept Function

• Press the LSK 4R next to the


INTERCEPT prompt

• *INTERCEPT* is displayed
in the scratchpad

• For this example, it is


desired to fly outbound from
GUP on the 30° radial until
intercepting the 240° radial
inbound to ALS

• Insert *INTERCEPT* at LSK


3L where ALS is displayed

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Direct-To / Intercept Function

• The FMS displays the


page that is used to define
the *INTERCEPT*
waypoint

• Define the radial/course


out from GUP (enter 030
in the scratchpad and
insert it at LSK 1L)

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Direct-To / Intercept Function


• Enter the radial (LSK
3L) or course (LSK
3R) into the waypoint

• For this example it is


desired to fly the 240°
radial inbound to ALS

• The FMS will


automatically display
the course

• Press the LSK


adjacent to the
ACTIVATE prompt to
insert into the active
flight plan
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Direct-To / Intercept Function

• The defined temporary


*INTERCEPT* waypoint
(now labeled *RR01) is
inserted into the flight
plan

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Direct-To / Intercept Function

• The heading select


intercept consists of
flying a heading out of
the first waypoint until
intercepting a radial or
course into a second
waypoint

• If LNAV is armed, the


FMS will capture the
inbound course to the
second waypoint when
the capture criteria is
satisfied

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Direct-To / Intercept Function


• Press the DIR function
key on the CDU

• Press the line select key


adjacent to the
INTERCEPT prompt
(LSK 4R)

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Direct-To / Intercept Function


• *INTERCEPT* is
displayed in the
scratchpad

• For this example, it is


desired to fly outbound
from GUP via radar
vectors until intercepting
the 065° radial inbound
to ALS

• Insert *INTERCEPT* at
3L where ALS is
displayed to define an
intercept between GUP
and ALS

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Direct-To / Intercept Function

• The FMS displays the


page used to define the
*INTERCEPT*

• For this example,


heading vectors will be
flown until intercepting
the 065° radial inbound
to ALS

• Select HDG SEL at LSK


1R

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Direct-To / Intercept Function

• The FMS displays FLY


HDG SEL on line 1

• Define the radial (LSK


3L) or course (LSK 3R)
and insert at the TO
waypoint prompt

• Enter 065 in the


scratchpad and press
LSK 3L

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Direct-To / Intercept Function

• The FMS will


automatically display
the course

• Press the LSK adjacent


to the ACTIVATE
prompt to insert the
intercept into the active
flight plan

• The defined temporary


TO INTERCEPT
waypoint is inserted into
the flight plan

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Nav Radio Tuning

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Nav Radio Tuning

• The radio tuning


controllers are located
on the RADIO TUNING
page

• To access the RADIO


TUNING page, press
the NAV function key on
the CDU to get to the
NAV INDEX page 1

• Press the LSK (4R) next


to the TUNING prompt

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Nav Radio Tuning


• Depending on aircraft
configuration and radio
types, tunable radios
include the following:

• VOR/DME receivers
• VHF Comm radios
• ADF receivers
• HF Comm radios
• ATC transponders
• DGPS data link receivers

• The radio controlling


functions and pages are
not part of the FMS but
are used to enable or
disable Nav Radio Tuning
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Nav Radio Tuning


• The FMS Nav Radio
Tuning function uses
PROGRESS page 1 for
tuning and display

• The Nav Radio Tuning


Mode is displayed as a
single cyan character as
defined below:

• M – manual tune mode


• R – remote tune mode
• A – auto tune mode
• V – VOR displayed as nav
source and auto tune
suspended

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Nav Radio Tuning


• It is possible to tune the
NAV radios through the
FMS using the following
three different methods:

• NAV page
• Identifier
• Frequency

• Press LSK 4L to tune


NAV 1

• The FMS assists tuning


by displaying the six
closest navaids to the
aircraft position

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Nav Radio Tuning

• These stations are the


six nearest (from the
FMS position) navaids
having VOR capability

• They are displayed in


order of distance,
closest at the top left
and farthest at the
bottom right

• Select LSK 1L to tune


the PXR VOR in Nav 1

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Nav Radio Tuning

• The RADIO TUNING and


PROGRESS pages are
displayed with PXR tuned

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Nav Radio Tuning


• When NAV Radio Tuning
is ENABLED, the “R” or
remote mode allows
tuning using PROGRESS
page 1

• A cyan “R” is displayed in


the nav tuning field to
indicate the remote mode

• “R” is the system default


at power up and remains
the active mode with any
pilot entered tuning
request

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Nav Radio Tuning

• When the FMS Nav Radio


Tuning mode is “A”, FMS
auto-tuning has been
activated

• Using the DEL key to


place *DELETE* into the
scratchpad, then pressing
LSK 3L and/or 3R to
select Nav 1 and/or Nav 2
will activate FMS auto-
tuning for that nav radio

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Nav Radio Tuning


• When auto-tune is
active, the FMS will
automatically tune the
VOR-DME station that
provides the best FMS
position determination

• The FMS determines the


best station based on
type, distance, signal
strength and geometry

• If a specific station has


been inhibited through
the NOTAM feature, that
station will not be auto-
tuned
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Nav Radio Tuning


• As the LNAV flight mode
switches to terminal, the
FMS will auto-tune the
ILS/LOC or VOR/DME as
specified in the selected
approach or procedure

• For localizer auto tuning,


frequency confirmation
from the NAV receiver is
performed but data is not
checked by the FMS

• NOTE: The pilot must rely


on primary instrument
flags to determine validity
of the signals
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Nav Radio Tuning

• The FMS also auto tunes


two blind channels in each
DME

• Blind channel DME auto-


tuning is performed
continuously throughout
the flight regardless of
FMS tune mode and LNAV
flight mode

• Data from the blind DME


channels is used to
enhance FMS position
determination

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Nav Radio Tuning

• The crew may also enter


the station ID or ILS ID
and select the nav radio
tune entry field

• When the LSK adjacent


to the tune entry field is
selected, the frequency
is sent to the nav radio
and the station ID and
frequency are displayed
when successful

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Nav Radio Tuning

• The crew may also enter


the station ID or ILS by
frequency and select the
tune entry field LSK

• The FMS searches the


NDB to locate the
nearest station matching
the entered frequency

• If the tune by frequency


is successful, the ID and
frequency will be
displayed except ILS will
not display ident

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Nav Radio Tuning

• If a tune request is
unsuccessful, the
message UNABLE
TUNE REQUEST will be
displayed in the
scratchpad

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Diverting to an Alternate

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Diverting to an Alternate

• If an alternate is
entered into the flight
plan, the alternate flight
plan follows the active
flight plan and missed
approach (if entered) in
the overall structure of
the flight plan

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Diverting to an Alternate

• When the aircraft is


within 25 NM of the
destination and no
approach has been
selected, the
ALTERNATE prompt
will be displayed

• If the flight plan


contains an approach, ALTERNATE
the ALTERNATE
prompt is displayed
only after the missed
approach has begun

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Diverting to an Alternate

• To proceed to the
alternate, use the
Direct-To function

• If the diversion is not a


planned alternate,
insure that the new
destination appears as
the last waypoint in the
flight plan, select the
arrival prompt and pick
an approach or STAR

• Proceed direct to a
desired waypoint

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Airborne Flight Information System (AFIS)

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Airborne Flight Information System (AFIS)

• The FMS can be


configured with AFIS
• FMS displays AFIS
functions
• Data Loader is disk
interface

• Access to AFIS
graphical weather is by
pressing the GRAPHIC
button

• Access for all other


functions is through
CDU Nav Index page 1

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Airborne Flight Information System (AFIS)


• The FMS is capable of
interfacing to printers
located on the flight deck
via RS-232 interface

• Data can be printed on-


demand by the pilot or
the FMS can be
configured to
automatically print
incoming messages
from AFIS

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Airborne Flight Information System (AFIS)


• Load AFIS Flight Plan

• AFIS flight plans may be


loaded from either disk
or uplinked from the
Global Data Center
(GDC)

• FMS displays only the


last uplinked flight plan

• Previous flight plans are


not retained by the FMS

• Select LSK 1L FLT PLN


LOAD

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Airborne Flight Information System (AFIS)


• Load AFIS Flight Plan
• The LOAD AFIS FPL
page appears and can
be loaded from the Data
Loader (DISK) or
uplinked from the GDC
(UPLINK)
• If modifications to the
flight plan are
necessary, the plan
must first be activated
• If there is a weather
briefing for the displayed
flight plan, INCLUDES
WEATHER BRIEF
appears at the end of
the flight plan

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Airborne Flight Information System (AFIS)


• Load AFIS Flight Plan
• If the DMU does not
have a flight plan that
was previously uplinked,
the FMS displays the
scratchpad message
NO UPLINK FPL AVAIL
and displays the
REQUEST AFIS FPL
page

• This page is used to


request a flight plan
from the GDC

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Airborne Flight Information System (AFIS)


• Uplinking an AFIS
Flight Plan
• Select the desired
method to request the
flight plan from the GDC

• The flight plan may be


requested using the
flight plan number or by
specifying the date,
estimated time of
departure, origin and
destination

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Airborne Flight Information System (AFIS)


• Uplinking an AFIS
Flight Plan KPHXKJFK 1/1
• The FMS will request if
waypoint predicted
wind/temperature data is
to be loaded from the
flight plan. INCLUDE WIND/TEMP
DATA WITH FLT PLAN
• If YES is selected, the
FMS will load the
wind/temperature data
supplied with each NO YES
waypoint into the PERF
PLAN pages
• This will result in the
FMS using the data for
performance predictions

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Airborne Flight Information System (AFIS)


• Load Weather/Wind
from Disk

• This function is used to


load weather and wind
information from an
AFIS disk

• Types of information
available from the disk
include Terminal
Weather, Sigmets and
Enroute Winds

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Airborne Datalink

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Airborne Datalink
• The FMS can interface
to ARINC 724B ACARS
Management Unit (MU)
• DATALINK INDEX
pages provide access to
the datalink functions
• Datalink Function of the
FMS uses the same
ACARS network for
transmission of data
• Data to and from the
aircraft is routed to a
Ground Service Provider
(GSP)
• Any company that
conforms to ARINC
protocols can be GSP

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Airborne Datalink
• Ground Service
Provider
• The GSP provides a
variety of services: flight
plans, textual and/or
graphical weather,
position reporting, pre-
departure clearances,
etc.
• GSPO services aircraft
request and routes the
data back to the aircraft

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Airborne Datalink
• Additional Uplink Info.:

• As of September 2006, crews must request their East Bound Oceanic Clearance in the
same manner as West Bound Oceanic Clearance due to a change in Gander OCD
capability.
• Previously, Gander OACC sent the clearance automatically to the aircraft via data link
requiring voice read back.
• Today, Gander operates both capabilities. However, aircraft with AEEC 623 compliant
data link platform (dedicated OCEANIC CLX menu) is expected to request and
acknowledge the clearance via data link.
• In some cases crews will receive the clearance via the old method – automatically.
Since Gander expects a request for the clearance, crews should ignore the automatic
message and request the oceanic clearance via data link.
• Upon receipt of the clearance, the crew must send an ACKNOWLEDGE data link
message eliminating any radio contact.

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Airborne Datalink
• Oceanic Clearance

• Selecting the OR key will


display the ATC STATIONS
page

• When requesting a
clearance, select the desired
ATC STATION and the
station will be transferred to
the OCEANIC CLX display
automatically

• Requests must be no less


than 30 minutes and no
greater than 90 minutes
before entering the OCA

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Airborne Datalink
1. TYPE – The ENTRY POINT
on the scratch pad
2. SELECT – ENTRY POINT
to transfer data from the
scratch pad. Repeat step 1
and 2 for the ENTRY TIME,
FLT LVL, and MACH
3. SELECT – SEND

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Airborne Datalink
• The FLT LEVEL and MACH
fields will automatically
derive information from the
FMS and should indicate the
FMS' current state but these
fields can be overwritten

• When entering FLT LEVEL


– use only three characters,
i.e. (430) all though the
display shows five
characters

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Airborne Datalink
• If no response is received
(ACKNOWLEDGE) within
five minutes, one additional
oceanic clearance may be
sent. If no response to the
second request is received,
Gander must be contacted
via voice.

• Upon receiving the


ACKNOWLEDGE advisory
select the 4R key to
acknowledge to Shanwick
that the west bound
clearance has been
received.

• Select ACKNOWLEDGE
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Airborne Datalink
• Additional Uplink Info.:
• Control Center (OACC)
provides air traffic
control services within
the Gander Oceanic
Control Area (OCA)

• Gander provides data


link Oceanic Clearance
Delivery (OCD) service
via VHF and satellite to
ACARS equipped
aircraft with AEEC 623
compliant data link
platforms via network
service providers.

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Airborne Datalink
• Additional Uplink Info.:
• If the flight crew are
uncertain about any
aspect of the process,
they should contact their
current controller, or
between 2330Z – 0730Z
(DST 2230Z – 0630Z),
Gander Clearance
Delivery.

• Aircraft intending to
utilize datalink clearance
delivery should include
‘AGCS’ in field 18 of
their ICAO flight plan

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Questions?

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