FMS Pilot's Manual AW139 NZ 7.1 (Phase5)

HighlightsPage 1 of 1March 2009

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

Honeywell International Inc.21111 N. 19th Ave.Phoenix, Arizona 85027-2708U.S.A.CAGE: 55939Telephone: (800) 601--3099 (U.S.A./Canada)Telephone: (602) 365--3099 (International)Web site: http://portal.honeywell.com/wps/portal/aero

TO: HOLDERS OF THE FLIGHT MANAGEMENT SYSTEM(FMS) FOR THE AGUSTA AW139/AB139 HELICOPTERPILOT’S GUIDE, HONEYWELL PUB. NO. A28--1146--181

REVISION NO. 3 DATED MARCH 2009

HIGHLIGHTS

This revision is a full replacement. Because of the extensive insertionsand changes throughout the guide, all pages have a new date, asidentified in the List of Effective Pages (LEP). Revision bars are usedto identify the changed data.

Please replace your copy of this guide with the attached completerevision. The Record of Revisions page shows Honeywell has alreadyput Revision No. 3 dated March 2009 in the guide.

The revised pages are described in the following outline.

Page No. Description of Change

T--1, T--4 Updated the title page and the proprietary noticeto reflect the new revision number and date.

Section 1 Added disclaimer paragraph.

Sections 2 thru12

Updated data to reflect search and rescuepatterns in the flight plan, initial implementation ofmark on target (MOT) functionality, updates tothe performance capability of FMS includingaddition of loadable performance tables, andincreasing the maximum number of waypoints inthe flight plan to 200.

Appendix A Figures updated to reflect performance displayson the MCDU.

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

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

Printed in U.S.A. Pub. No. A28--1146--181--003 August 2004Revised March 2009

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

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

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

FlightManagementSystem(FMS)

for theAgusta AW139/AB139

HelicopterSoftware Version NZ 7.1

(Phase 5)

Pilot’s Guide

Flight Management System (FMS) for the Agusta AW139/AB139 Helicopter

A28--1146--181REV 3 Mar 2009Page T--2


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All other marks are owned by their respective companies.


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Appendix A MCDU Page Access Trees(cont)

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Table of Contents


Table of Contents

Section Page

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

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

Global Customer Care (GCC) 1-3. . . . . . . . . . . . . . .Honeywell Aerospace TechnicalPublications 1-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Functional Description 2-3. . . . . . . . . . . . . . . . . . . . . . . .

Flight Planning 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . .Database 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Navigation (LNAV) 2-3. . . . . . . . . . . . . . . . . .Vertical Navigation (VNAV) 2-4. . . . . . . . . . . . . . . . .Performance 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Displays 2-4. . . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Multifunction Control Display Unit (MCDU) 3-1. . . . . . .

MCDU Display 3-3. . . . . . . . . . . . . . . . . . . . . . . . . . . .Alphanumeric Keys 3-4. . . . . . . . . . . . . . . . . . . . . . . .Scratchpad 3-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Line Select Keys (LSK) 3-5. . . . . . . . . . . . . . . . . . . . .Clear (CLR) Key 3-6. . . . . . . . . . . . . . . . . . . . . . . . . .Delete (DEL) Key 3-6. . . . . . . . . . . . . . . . . . . . . . . . . .Function Keys 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . . .Accessing Any FMS Function 3-11. . . . . . . . . . . . . . .Annunciators 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Brightness Control 3-28. . . . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Predeparture 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Power--Up 4-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Position Initialization 4-7. . . . . . . . . . . . . . . . . . . . . . . . . .Active Flight Plan 4-9. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Waypoint Entry 4-11. . . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Initialization 4-15. . . . . . . . . . . . . . . . . . . . . .


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Table of Contents (cont)

Section Page

4. OPERATIONAL EXAMPLE (CONT)

Performance Data 4-19. . . . . . . . . . . . . . . . . . . . . . . . . . . .Departure Selection 4-23. . . . . . . . . . . . . . . . . . . . . . . . . .Takeoff Data 4-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Runway Position (RW POS) 4-30. . . . . . . . . . . . . . . . . . .Takeoff 4-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Climb 4-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .En Route 4-39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Descent 4-40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arrival 4-40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Approach 4-46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Landing 4-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Missed Approach 4-49. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Alternate Flight Plan 4-50. . . . . . . . . . . . . . . . . . . . . . . . . .Clearing of Flight Plans 4-51. . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Index 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Initialization 5-3. . . . . . . . . . . . . . . . . . . . . .SPD/FF and Current Ground Speed/FFMethod 5-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot Speed/Fuel Flow (SPD/FF) Method 5-7. . . . .

Performance Data 5-17. . . . . . . . . . . . . . . . . . . . . . . . . . . .Performance Data Pages 1 and 2Definition 5-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Performance Data Page 3 Definition 5-20. . . . . . . . .Performance Data Page 4 Definition 5-22. . . . . . . . .

Performance Plan 5-23. . . . . . . . . . . . . . . . . . . . . . . . . . . .Wind and Temperature Pages 5-24. . . . . . . . . . . . . . .Takeoff Pages 5-27. . . . . . . . . . . . . . . . . . . . . . . . . . . .Landing Pages 5-32. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Management 5-36. . . . . . . . . . . . . . . . . . . . . . . . . . . .Aircraft Database 5-38. . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

Defining Stored Flight Plans 6-6. . . . . . . . . . . . . . . .Deleting Stored Flight Plans 6-8. . . . . . . . . . . . . . . .

Flight Plan Select 6-9. . . . . . . . . . . . . . . . . . . . . . . . . . . .


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Pilot Waypoint List 6-12. . . . . . . . . . . . . . . . . . . . . . . . . . . .Database 6-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Airports/Heliports 6-20. . . . . . . . . . . . . . . . . . . . . . . . . .Surfaces/Helipads 6-25. . . . . . . . . . . . . . . . . . . . . . . . .Navaids 6-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Instrument Landing Systems 6-30. . . . . . . . . . . . . . . .Intersections 6-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multiple Waypoints 6-32. . . . . . . . . . . . . . . . . . . . . . . . . . .Pilot Defined Waypoints 6-32. . . . . . . . . . . . . . . . . . . .Undefined Waypoints 6-33. . . . . . . . . . . . . . . . . . . . . .

FMS Database 6-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Database 6-33. . . . . . . . . . . . . . . . . . . . . . .Custom Database 6-34. . . . . . . . . . . . . . . . . . . . . . . . .Temporary Waypoints 6-34. . . . . . . . . . . . . . . . . . . . . .

Departures 6-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Arrival 6-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Approach 6-56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Missed Approach 6-58. . . . . . . . . . . . . . . . . . . . . . . . . .

Position Sensors 6-61. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Navigation Modes 6-61. . . . . . . . . . . . . . . . . . . . . . . . .FMS Position Update 6-63. . . . . . . . . . . . . . . . . . . . . .Sensor Status Pages 6-73. . . . . . . . . . . . . . . . . . . . . .

Notice to Airmen 6-85. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sensors Being Used by the FMS 6-86. . . . . . . . . . . .Position Sensor Deselection 6-87. . . . . . . . . . . . . . . .

Tuning NAV Radios 6-89. . . . . . . . . . . . . . . . . . . . . . . . . . .Autotune 6-93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VOR Tuning 6-95. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Remote Tuning 6-95. . . . . . . . . . . . . . . . . . . . . . . . . . . .Manual Tuning 6-95. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conversion 6-96. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Patterns 6-105. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Pattern Definition 6-105. . . . . . . . . . . . . . . . . . . . . . . . . .Pattern Review 6-107. . . . . . . . . . . . . . . . . . . . . . . . . . . .Holding Pattern 6-108. . . . . . . . . . . . . . . . . . . . . . . . . . .Procedure Turn 6-121. . . . . . . . . . . . . . . . . . . . . . . . . . .Flyover Pattern 6-127. . . . . . . . . . . . . . . . . . . . . . . . . . .Orbit Pattern 6-128. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Radial Pattern 6-131. . . . . . . . . . . . . . . . . . . . . . . . . . . .Multiple Patterns 6-133. . . . . . . . . . . . . . . . . . . . . . . . . .


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Patterns (cont)Suspend 6-134. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Search Patterns 6-142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Defining a Search Pattern 6-142. . . . . . . . . . . . . . . . . .Expanding Square Search 6-145. . . . . . . . . . . . . . . . . .Sector Search Pattern 6-149. . . . . . . . . . . . . . . . . . . . .Creeping Ladder Search Pattern 6-153. . . . . . . . . . . .Parallel Search Pattern 6-157. . . . . . . . . . . . . . . . . . . . .Search Pattern Construction 6-161. . . . . . . . . . . . . . . .Search Pattern Operation and Guidance 6-161. . . . . .

Mark on Target (MOT) 6-163. . . . . . . . . . . . . . . . . . . . . . . .Phases to the MOT Flight Plan 6-164. . . . . . . . . . . . . .MOT Flight Plan 6-170. . . . . . . . . . . . . . . . . . . . . . . . . . .MOT Page Operation 6-172. . . . . . . . . . . . . . . . . . . . . .

Navigation Identification 6-175. . . . . . . . . . . . . . . . . . . . . . .Maintenance 6-177. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Active Operating Modes 6-177. . . . . . . . . . . . . . . . . . . .Failed Sensors 6-179. . . . . . . . . . . . . . . . . . . . . . . . . . . .True/Magnetic Selection 6-181. . . . . . . . . . . . . . . . . . . .High Latitude Flying 6-182. . . . . . . . . . . . . . . . . . . . . . .Return to Service 6-183. . . . . . . . . . . . . . . . . . . . . . . . . .FMS Setup Pages 6-184. . . . . . . . . . . . . . . . . . . . . . . . .Flight Configuration 6-186. . . . . . . . . . . . . . . . . . . . . . . .Engineering Data 6-191. . . . . . . . . . . . . . . . . . . . . . . . . .

Position Initialization 6-193. . . . . . . . . . . . . . . . . . . . . . . . . .Crossing Points 6-196. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Present Position (PPOS) Direct 6-197. . . . . . . . . . . . .Point Abeam 6-198. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crossing Radial 6-199. . . . . . . . . . . . . . . . . . . . . . . . . . .Latitude/Longitude Crossing 6-200. . . . . . . . . . . . . . . .

Data Load 6-201. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Crossloading Custom or Aircraft Database 6-202. . . .

Flight Summary 6-206. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Definition of Terms 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . .Creating/Changing Flight Plan 7-10. . . . . . . . . . . . . . . . .

Recall a Previously Stored Flight Plan 7-11. . . . . . . .Store a Flight Plan and Activate 7-13. . . . . . . . . . . . .Build a Flight Plan by Entering Waypoints 7-14. . . . .


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Lateral Navigation 7-22. . . . . . . . . . . . . . . . . . . . . . . . . . . .General LNAV Rules 7-22. . . . . . . . . . . . . . . . . . . . . . .LNAV Submodes 7-23. . . . . . . . . . . . . . . . . . . . . . . . . .

Vertical Navigation 7-24. . . . . . . . . . . . . . . . . . . . . . . . . . .General VNAV Rules 7-24. . . . . . . . . . . . . . . . . . . . . .VNAV Submodes 7-24. . . . . . . . . . . . . . . . . . . . . . . . . .VNAV Operation in Flight 7-27. . . . . . . . . . . . . . . . . . .VNAV Special Operations 7-29. . . . . . . . . . . . . . . . . .VNAV Approach TemperatureCompensation 7-30. . . . . . . . . . . . . . . . . . . . . . . . . . .

VNAV Operational Scenarios 7-42. . . . . . . . . . . . . . . .Speed Command 7-49. . . . . . . . . . . . . . . . . . . . . . . . . . . .

General Speed Command Rules 7-49. . . . . . . . . . . .Automatic 7-50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Waypoint Speed Constraint 7-51. . . . . . . . . . . . . . . . .Manual 7-53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Speed Protection 7-54. . . . . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Progress 1/3 Page 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . .Progress 2/3 Page 8-2. . . . . . . . . . . . . . . . . . . . . . . . . . .Progress 3/3 Page 8-3. . . . . . . . . . . . . . . . . . . . . . . . . . .VNAV Data 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Offset 8-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Air Data 8-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Required Navigation Performance (RNP) 8-9. . . . .

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

Introduction 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Direct--To 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pattern 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Intercept 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Intercept Using Radial/Course 9-4. . . . . . . . . . . . . . .Intercept Using Heading Select 9-10. . . . . . . . . . . . . .Intercepting an Arc 9-15. . . . . . . . . . . . . . . . . . . . . . . .

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

Introduction 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .List Of Entries and Definitions 10-1. . . . . . . . . . . . . . . . . .


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

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

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

Introduction 12-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MCDU Parallax Adjustment 12-7. . . . . . . . . . . . . . . . . . . .

APPENDIX AMCDU PAGE ACCESS TREES A--1. . . . . . . . . . . . . .

Introduction A--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

List of Figures

Figure Page

2--1 FMS System Block Diagram 2-2. . . . . . . . . . . . . . . . . . .

3--1 MCDU Display 3-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--2 PERF INDEX Page 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . .3--3 NAV INDEX Page 1 3-8. . . . . . . . . . . . . . . . . . . . . . . . . .3--4 NAV INDEX Page 2 3-8. . . . . . . . . . . . . . . . . . . . . . . . . .3--5 ACTIVE FLT PLAN 1/5 3-9. . . . . . . . . . . . . . . . . . . . . . . .3--6 PROGRESS 1/3 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3--7 Bright/Dim Bar Level 3-28. . . . . . . . . . . . . . . . . . . . . . . . . .

4--1 KDAL to KHOU Flight Route 4-1. . . . . . . . . . . . . . . . . . .4--2 Dallas, TX JPOOL9 Departure 4-2. . . . . . . . . . . . . . . . .4--3 Houston, TX BLUBL Arrival 4-3. . . . . . . . . . . . . . . . . . . .4--4 Houston, TX ILS Approach 4-4. . . . . . . . . . . . . . . . . . . .4--5 FMS Preflight Procedure Flow Chart 4-5. . . . . . . . . . . .4--6 NAV IDENT 1/1 4-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--7 POSITION INIT 1/1 4-7. . . . . . . . . . . . . . . . . . . . . . . . . . .4--8 POSITION INIT 1/1 Page 4-8. . . . . . . . . . . . . . . . . . . . .4--9 ACTIVE FLT PLAN 1/1 4-9. . . . . . . . . . . . . . . . . . . . . . . .4--10 ACTIVE FLT PLAN 1/2 4-10. . . . . . . . . . . . . . . . . . . . . . . .4--11 ACTIVE FLT PLAN 1/2 Page 4-11. . . . . . . . . . . . . . . . . .


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Figure Page

4--12 ACTIVE FLT PLAN 4-12. . . . . . . . . . . . . . . . . . . . . . . . . . .4--13 Destination on ACTIVE FLT PLAN 1/2 Page 4-12. . . . .4--14 ALTERNATE FPL 5/5 4-13. . . . . . . . . . . . . . . . . . . . . . . . .4--15 ALTERNATE FPL 5/5 Page 4-13. . . . . . . . . . . . . . . . . . . .4--16 Alternate Flight Plan Page 4-14. . . . . . . . . . . . . . . . . . . . .4--17 PERFORMANCE INIT 1/3 Page 4-16. . . . . . . . . . . . . . .4--18 PERFORMANCE INIT 2/3 4-17. . . . . . . . . . . . . . . . . . . . .4--19 PERFORMANCE INIT 3/3 4-18. . . . . . . . . . . . . . . . . . . . .4--20 PERF DATA 1/4 4-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--21 PERF DATA 2/4 4-20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--22 PERF DATA 3/4 4-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--23 PERF DATA 4/4 4-22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--24 DEPARTURE SURFACES 1/2 4-23. . . . . . . . . . . . . . . . .4--25 SIDs 1/1 4-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--26 DEPARTURE TRANS 1/1 4-25. . . . . . . . . . . . . . . . . . . . .4--27 PROCEDURE 1/1 4-26. . . . . . . . . . . . . . . . . . . . . . . . . . . .4--28 ACTIVE FLT PLAN 1/5 Page 4-27. . . . . . . . . . . . . . . . . .4--29 TAKEOFF 1/2 4-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--30 TAKEOFF 2/2 4-29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--31 ACTIVE FLIGHT PLAN 1/5 Page 4-30. . . . . . . . . . . . . .4--32 Runway Coordinates on POSITION INIT 1/1

Page 4-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--33 LOAD Prompt on POSITION INIT 1/1 Page 4-32. . . . .4--34 ETA on ACTIVE FLT PLAN 1/5 Page 4-33. . . . . . . . . . .4--35 Waypoint Sequencing on ACTIVE FLT PLAN

1/5 4-34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--36 PROGRESS 1/3 Page 4-35. . . . . . . . . . . . . . . . . . . . . . . .4--37 PROGRESS 2/3 Page 4-36. . . . . . . . . . . . . . . . . . . . . . . .4--38 PROGRESS 3/3 Page 4-37. . . . . . . . . . . . . . . . . . . . . . . .4--39 Constraint Information on ACTIVE FLT PLAN

1/5 4-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--40 En Route Information on PROGRESS 2/3 4-39. . . . . . .4--41 ARRIVAL Prompt on ACTIVE FLT PLAN 1/2 4-40. . . . .4--42 ARRIVAL 1/1 4-41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--43 KHOU APPROACH 1/2 4-42. . . . . . . . . . . . . . . . . . . . . . .4--44 KHOU APPROACH TRANS 1/1 4-43. . . . . . . . . . . . . . . .4--45 KHOU STAR 1/1 4-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--46 KHOU STAR TRANS 1/1 4-45. . . . . . . . . . . . . . . . . . . . . .4--47 KHOU ARRIVAL 1/1 4-46. . . . . . . . . . . . . . . . . . . . . . . . . .4--48 LANDING 1/2 4-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4--49 LANDING 2/2 4-48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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Figure Page

4--50 MISSED APRCH 4/5 4-49. . . . . . . . . . . . . . . . . . . . . . . . .4--51 ALTERNATE FPL 1/2 4-50. . . . . . . . . . . . . . . . . . . . . . . . .

5--1 PERF INDEX 1/1 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--2 PERFORMANCE INIT Display 5-3. . . . . . . . . . . . . . . . .5--3 Performance Initialization Block Diagram 5-5. . . . . . . .5--4 PERFORMANCE INIT 1/3 5-8. . . . . . . . . . . . . . . . . . . . .5--5 PERF MODE 1/1 5-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--6 PERFORMANCE INIT Page 2/3 5-10. . . . . . . . . . . . . . .5--7 APPROACH SPEED 1/2 5-13. . . . . . . . . . . . . . . . . . . . . .5--8 GO--AROUND SPEEDS 2/2 5-14. . . . . . . . . . . . . . . . . . .5--9 PERFORMANCE INIT 3/3 Page 5-15. . . . . . . . . . . . . . .5--10 PERF DATA Pages 1/4 and 2/4 5-17. . . . . . . . . . . . . . . .5--11 PERF DATA 3/4 Page 5-20. . . . . . . . . . . . . . . . . . . . . . . .5--12 PERF DATA 4/4 Page 5-22. . . . . . . . . . . . . . . . . . . . . . . .5--13 PERF PLAN 1/X 5-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--14 WIND/TEMP 2/X 5-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--15 WIND/TEMP 5-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5--16 TAKEOFF 1/2 Page 5-27. . . . . . . . . . . . . . . . . . . . . . . . . .5--17 TAKEOFF 2/2 Page 5-31. . . . . . . . . . . . . . . . . . . . . . . . . .5--18 LANDING 1/2 Page 5-32. . . . . . . . . . . . . . . . . . . . . . . . . .5--19 LANDING 2/2 Page 5-35. . . . . . . . . . . . . . . . . . . . . . . . . .5--20 FUEL MGT--LB 1/2 5-36. . . . . . . . . . . . . . . . . . . . . . . . . . .5--21 FUEL MGT--LB 2/2 5-38. . . . . . . . . . . . . . . . . . . . . . . . . . .

6--1 NAV INDEX 1/2 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--2 NAV INDEX 2/2 6-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--3 FLIGHT PLAN LIST 1/1 6-4. . . . . . . . . . . . . . . . . . . . . . .6--4 Flight Plan Defined 6-5. . . . . . . . . . . . . . . . . . . . . . . . . . .6--5 SHOW FPL 6-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--6 KPHX--KMSP FPL 1/1 6-7. . . . . . . . . . . . . . . . . . . . . . . .6--7 FLT PLAN SELECT 1/1 6-9. . . . . . . . . . . . . . . . . . . . . . .6--8 INVERT/ACTIVATE FPL 6-10. . . . . . . . . . . . . . . . . . . . . .6--9 CONFIRM REPLACING ACTIVE FLIGHT

PLAN 6-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--10 PILOT WPT LIST 1/1 6-12. . . . . . . . . . . . . . . . . . . . . . . . .6--11 PILOT WAYPOINT 1/1 6-13. . . . . . . . . . . . . . . . . . . . . . . .6--12 Defined Waypoint 6-14. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--13 PILOT WAYPOINT Defined 6-15. . . . . . . . . . . . . . . . . . . .6--14 Waypoint Defined by P/B/P/B 6-16. . . . . . . . . . . . . . . . . .6--15 Show Waypoint 6-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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6--16 PILOT WAYPOINT Page 6-18. . . . . . . . . . . . . . . . . . . . . .6--17 DATA BASE WPT 1/1 6-19. . . . . . . . . . . . . . . . . . . . . . . . .6--18 DATA BASE WPT 1/3 6-20. . . . . . . . . . . . . . . . . . . . . . . . .6--19 DATA BASE WPT 2/3 6-21. . . . . . . . . . . . . . . . . . . . . . . . .6--20 DATA BASE WPT 3/3 6-22. . . . . . . . . . . . . . . . . . . . . . . . .6--21 KPHX RUNWAYS 1/1 6-23. . . . . . . . . . . . . . . . . . . . . . . . .6--22 DATA BASE WPT 1/3 Return Prompt 6-24. . . . . . . . . . .6--23 DATA BASE WPT 1/3 for Runway/Helipad 6-25. . . . . . .6--24 DATA BASE WPT 2/3 for Runway/Helipad 6-26. . . . . . .6--25 DATA BASE WPT 3/3 for Runway/Helipad 6-27. . . . . . .6--26 DATA BASE WPT 1/1 Navaids 6-28. . . . . . . . . . . . . . . . .6--27 DATA BASE WPT 1/1 NB 6-29. . . . . . . . . . . . . . . . . . . . .6--28 DATA BASE WPT 1/1 ILS 6-30. . . . . . . . . . . . . . . . . . . . .6--29 DATA BASE WPT 1/1 Intersections 6-31. . . . . . . . . . . . .6--30 WAYPOINT SELECT 1/2 6-32. . . . . . . . . . . . . . . . . . . . . .6--31 Denver, CO PIKES4 Departure 6-36. . . . . . . . . . . . . . . .6--32 DEPARTURE SURFACES 2/3 6-37. . . . . . . . . . . . . . . . .6--33 SIDs 1/1 Page 6-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--34 DEPARTURE TRANS 1/1 Page 6-39. . . . . . . . . . . . . . . .6--35 PROCEDURE 1/1 Page 6-40. . . . . . . . . . . . . . . . . . . . . . .6--36 SID REVIEW 1/2 6-41. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--37 SID REVIEW 2/2 6-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--38 Minneapolis, MN KASPR2 Arrival 6-45. . . . . . . . . . . . . .6--39 ARRIVAL 1/1 Page 6-47. . . . . . . . . . . . . . . . . . . . . . . . . . .6--40 KMSP SURFACE 1/1 6-48. . . . . . . . . . . . . . . . . . . . . . . . .6--41 KMSP APPROACH 1/1 6-49. . . . . . . . . . . . . . . . . . . . . . .6--42 KMSP APPROACH TRANS 1/1 6-50. . . . . . . . . . . . . . . .6--43 KMSP STAR 1/1 6-51. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--44 KMSP STAR TRANS 1/1 6-52. . . . . . . . . . . . . . . . . . . . . .6--45 ARRIVAL 1/1 REVIEW 6-53. . . . . . . . . . . . . . . . . . . . . . . .6--46 ARRIVAL REVIEW 1/4 6-54. . . . . . . . . . . . . . . . . . . . . . . .6--47 ARRIVAL REVIEW 2/4 6-55. . . . . . . . . . . . . . . . . . . . . . . .6--48 POS SENSORS 1/1 6-62. . . . . . . . . . . . . . . . . . . . . . . . . .6--49 FMS UPDATE 1/1 6-63. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--50 POS SENSORS UPDATE 6-64. . . . . . . . . . . . . . . . . . . . .6--51 FMS UPDATE 1/1 Page 6-65. . . . . . . . . . . . . . . . . . . . . . .6--52 REF WPT 6-66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--53 FREEZE POSITION 6-67. . . . . . . . . . . . . . . . . . . . . . . . . .6--54 FMS POSITION 6-68. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--55 UPDATE Prompt 6-69. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--56 SENSOR Prompt 6-70. . . . . . . . . . . . . . . . . . . . . . . . . . . .


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6--57 GPS UPDATE Prompt 6-71. . . . . . . . . . . . . . . . . . . . . . . .6--58 Reset Update Function 6-72. . . . . . . . . . . . . . . . . . . . . . . .6--59 STATUS Prompt 6-73. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--60 GPS 1 STATUS 1/2 6-74. . . . . . . . . . . . . . . . . . . . . . . . . .6--61 GPS Altitude vs. Pressure Altitude 6-75. . . . . . . . . . . . . .6--62 GPS 1 STATUS 2/2 6-76. . . . . . . . . . . . . . . . . . . . . . . . . .6--63 PREDICTIVE RAIM 1/1 6-78. . . . . . . . . . . . . . . . . . . . . . .6--64 DESTINATION RAIM 1/2 6-79. . . . . . . . . . . . . . . . . . . . . .6--65 DESTINATION RAIM 2/2 6-81. . . . . . . . . . . . . . . . . . . . . .6--66 PILOT SELECT RAIM 1/2 6-82. . . . . . . . . . . . . . . . . . . . .6--67 PILOT SELECT RAIM 2/2 6-83. . . . . . . . . . . . . . . . . . . . .6--68 VOR/DME 1 1/2 Page 6-84. . . . . . . . . . . . . . . . . . . . . . . .6--69 PERMANENT/TEMPORARY 6-85. . . . . . . . . . . . . . . . . .6--70 NAV Prompt on PROGRESS 1/3 Page 6-90. . . . . . . . . .6--71 Desired Station 6-90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--72 TFD Tune 6-91. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--73 Enter DELETE Into Scratchpad 6-94. . . . . . . . . . . . . . . .6--74 FMS Switches to Autotune 6-94. . . . . . . . . . . . . . . . . . . .6--75 CONVERSION 1/4 6-96. . . . . . . . . . . . . . . . . . . . . . . . . . .6--76 CONVERSION 1/4 Page 6-97. . . . . . . . . . . . . . . . . . . . . .6--77 CONVERSION 2/4 6-98. . . . . . . . . . . . . . . . . . . . . . . . . . .6--78 CONVERSION 3/4 6-99. . . . . . . . . . . . . . . . . . . . . . . . . . .6--79 CONVERSION 3/4 Page 6-100. . . . . . . . . . . . . . . . . . . . . .6--80 Average Specific Weight Variation of Aviation

Fuels and Lubricants 6-101. . . . . . . . . . . . . . . . . . . . . . . .6--81 CONVERSION 4/4 6-102. . . . . . . . . . . . . . . . . . . . . . . . . . .6--82 CONVERSION 4/4 Page 6-103. . . . . . . . . . . . . . . . . . . . . .6--83 Pattern Formats 6-106. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--84 Pattern Review 6-107. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--85 Typical Holding Pattern 6-108. . . . . . . . . . . . . . . . . . . . . . .6--86 Entry Geometry 6-108. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--87 PATTERN Prompt 6-109. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--88 HOLD Prompt 6-110. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--89 Desired Holding Fix 6-111. . . . . . . . . . . . . . . . . . . . . . . . . . .6--90 Holding Pattern Definition 6-112. . . . . . . . . . . . . . . . . . . . .6--91 Holding Speed 6-114. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--92 ACTIVATE/CLEAR 6-115. . . . . . . . . . . . . . . . . . . . . . . . . . .6--93 Placement of Holding Pattern 6-116. . . . . . . . . . . . . . . . . .6--94 Selecting the DELETE Prompt 6-118. . . . . . . . . . . . . . . . .6--95 Exiting a Holding Pattern 6-119. . . . . . . . . . . . . . . . . . . . . .6--96 RESUME HOLD 6-120. . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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6--97 Typical Procedure Turn 6-121. . . . . . . . . . . . . . . . . . . . . . .6--98 Hot Springs, AR ILS Rwy 5 6-122. . . . . . . . . . . . . . . . . . . .6--99 HOSSY 6-123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--100 PROCEDURE TURN 6-124. . . . . . . . . . . . . . . . . . . . . . . . .6--101 Defining a Procedure Turn 6-125. . . . . . . . . . . . . . . . . . . . .6--102 Orbit Definition 6-128. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--103 ORBIT 1/1 6-129. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--104 Radial Definition 6-131. . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--105 RADIAL 6-132. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--106 PATTERNS 1/1 Page 6-134. . . . . . . . . . . . . . . . . . . . . . . . .6--107 ACTIVE FLT PLAN 6/9 6-135. . . . . . . . . . . . . . . . . . . . . . . .6--108 Suspended Waypoint 6-136. . . . . . . . . . . . . . . . . . . . . . . . .6--109 PATTERNS Prompt 6-137. . . . . . . . . . . . . . . . . . . . . . . . . .6--110 PATTERNS 1/1 SUSPEND Prompt 6-138. . . . . . . . . . . . .6--111 PPOS Suspend Waypoint 6-139. . . . . . . . . . . . . . . . . . . . .6--112 Resume Flight Plan 6-140. . . . . . . . . . . . . . . . . . . . . . . . . . .6--113 Suspend Waypoint on ACTIVE FLT PLAN 6-141. . . . . . .6--114 PATTERNS Prompt on NAV INDEX Page 6-142. . . . . . .6--115 PATTERNS 1/1 SEARCH Prompt 6-143. . . . . . . . . . . . . .6--116 SEARCH PATTERNS Page 6-144. . . . . . . . . . . . . . . . . . .6--117 Expanding Square Search Definition 6-145. . . . . . . . . . . .6--118 SQUARE SEARCH 6-146. . . . . . . . . . . . . . . . . . . . . . . . . . .6--119 Sector Search Definition 6-149. . . . . . . . . . . . . . . . . . . . . .6--120 SECTOR SEARCH 6-150. . . . . . . . . . . . . . . . . . . . . . . . . . .6--121 Creeping Ladder Search Definition 6-153. . . . . . . . . . . . .6--122 LADDER SEARCH 6-154. . . . . . . . . . . . . . . . . . . . . . . . . . .6--123 Parallel Search Definition 6-157. . . . . . . . . . . . . . . . . . . . . .6--124 PARALLEL SEARCH 6-158. . . . . . . . . . . . . . . . . . . . . . . . .6--125 ACTIVE FLT PLAN Page SQUARE Prompt 6-162. . . . . .6--126 MOT Vertical Flight Profile 6-164. . . . . . . . . . . . . . . . . . . . .6--127 Typical MOT Flight Plan 6-170. . . . . . . . . . . . . . . . . . . . . . .6--128 MOT ACTIVE FLT PLAN Page 6-172. . . . . . . . . . . . . . . . .6--129 NAV IDENT Page Display 6-175. . . . . . . . . . . . . . . . . . . . .6--130 Entering Date 6-176. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--131 FMS 1 MAINTENANCE 1/3 6-177. . . . . . . . . . . . . . . . . . . .6--132 OPERATING MODE 1/1 6-178. . . . . . . . . . . . . . . . . . . . . .6--133 FMS 1 MAINTENANCE 2/3 6-179. . . . . . . . . . . . . . . . . . . .6--134 SENSOR HISTORY 1/1 6-180. . . . . . . . . . . . . . . . . . . . . . .6--135 FMS 1 MAINTENANCE 3/3 6-181. . . . . . . . . . . . . . . . . . . .6--136 RETURN TO SERVICE 1/1 6-183. . . . . . . . . . . . . . . . . . . .6--137 FMS 1 MAINTENANCE 2/3 Page 6-184. . . . . . . . . . . . . .


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6--138 FMS SETUP 1/1 Page 6-185. . . . . . . . . . . . . . . . . . . . . . . .6--139 Review Current Configuration 6-186. . . . . . . . . . . . . . . . . .6--140 FLIGHT CONFIG 2/2 6-189. . . . . . . . . . . . . . . . . . . . . . . . .6--141 FLIGHT SUMMARY OUTPUT 1/1 Page 6-190. . . . . . . . .6--142 ENGINEER DATA 1/1 Page 6-191. . . . . . . . . . . . . . . . . . .6--143 Position Initialization Page 1 6-193. . . . . . . . . . . . . . . . . . .6--144 Position Loaded 6-195. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--145 POSITION INIT UPDATE Prompt 6-195. . . . . . . . . . . . . .6--146 CROSSING POINTS 1/1 Page 6-196. . . . . . . . . . . . . . . . .6--147 PPOS DIRECT 1/1 Page 6-197. . . . . . . . . . . . . . . . . . . . . .6--148 POINT ABEAM 1/1 Page 6-198. . . . . . . . . . . . . . . . . . . . . .6--149 CROSS RADIAL 1/1 Page 6-199. . . . . . . . . . . . . . . . . . . .6--150 CROSS LAT/LON 1/1 Page 6-200. . . . . . . . . . . . . . . . . . .6--151 Accessing Database Crossloading 6-201. . . . . . . . . . . . . .6--152 CUSTOM DB Prompt 6-202. . . . . . . . . . . . . . . . . . . . . . . . .6--153 TO FMS 2 Prompt 6-203. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--154 CONFIRM YES or NO 6-204. . . . . . . . . . . . . . . . . . . . . . . .6--155 Progress Monitoring 6-205. . . . . . . . . . . . . . . . . . . . . . . . . .6--156 FLIGHT SUMMARY 1/1 Page 6-206. . . . . . . . . . . . . . . . .

7--1 ACTIVE FLT PLAN Example 7-10. . . . . . . . . . . . . . . . . . .7--2 Recall Flight Plan 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . .7--3 FLIGHT PLAN LIST 1/1 Page 7-12. . . . . . . . . . . . . . . . . .7--4 Required Flight Plan 7-12. . . . . . . . . . . . . . . . . . . . . . . . . .7--5 Flight Plan Identifier 7-13. . . . . . . . . . . . . . . . . . . . . . . . . .7--6 FMS Ready for Waypoint Input 7-14. . . . . . . . . . . . . . . . .7--7 Entering GUP Into Flight Plan 7-15. . . . . . . . . . . . . . . . . .7--8 Vertical Entries 7-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--9 Speed Displayed 7-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--10 CHANGE ACT LEG 7-19. . . . . . . . . . . . . . . . . . . . . . . . . .7--11 Prompt Below Destination 7-21. . . . . . . . . . . . . . . . . . . . .7--12 FLIGHT CONFIG 2/2 Page 7-31. . . . . . . . . . . . . . . . . . . .7--13 TEMP COMP CONFIG 1/1 Page 7-33. . . . . . . . . . . . . . .7--14 LANDING From the PERF INDEX Page 7-34. . . . . . . . .7--15 TEMP COMP 1/2 7-35. . . . . . . . . . . . . . . . . . . . . . . . . . . .7--16 Activate Changes 7-36. . . . . . . . . . . . . . . . . . . . . . . . . . . .7--17 MDA TEMP COMP Page 7-37. . . . . . . . . . . . . . . . . . . . . .7--18 MDA TEMP COMP Entry 7-38. . . . . . . . . . . . . . . . . . . . .7--19 LANDING 1/2 Page 7-39. . . . . . . . . . . . . . . . . . . . . . . . . .7--20 TEMP COMP 7-40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--21 Accessing TEMP COMP 7-41. . . . . . . . . . . . . . . . . . . . . .


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7--22 VNAV Climb Profile 7-42. . . . . . . . . . . . . . . . . . . . . . . . . . .7--23 VNAV Flight Level Change Descent 7-43. . . . . . . . . . . . .7--24 VNAV Path Descent Profile 7-44. . . . . . . . . . . . . . . . . . . .7--25 VNAV Late Path Descent 7-45. . . . . . . . . . . . . . . . . . . . . .7--26 VNAV Early Descent to Capture Path 7-46. . . . . . . . . . .7--27 VNAV Early Path Descent Using Vertical

DIRECT--TO 7-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--28 VNAV Late Path Descent Using Vertical

DIRECT--TO 7-48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--29 Speed Command Rules 7-49. . . . . . . . . . . . . . . . . . . . . . .7--30 Lateral Waypoint 7-52. . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--31 Manually Entered Speed 7-53. . . . . . . . . . . . . . . . . . . . . .7--32 Latched Speed Protection 7-55. . . . . . . . . . . . . . . . . . . . .

8--1 Progress 1/3 Page 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . .8--2 PROGRESS 2/3 Page 8-2. . . . . . . . . . . . . . . . . . . . . . . .8--3 PROGRESS 3/3 Page 8-4. . . . . . . . . . . . . . . . . . . . . . . .8--4 VNAV DATA 1/1 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8--6 AIR DATA 1 1/1 Page 8-8. . . . . . . . . . . . . . . . . . . . . . . . .8--7 RNP 1/1 Page 8-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9--1 DIRECT Prompt on ACTIVE FLT PLAN 1/4Page 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9--2 Direct--To Waypoint 9-3. . . . . . . . . . . . . . . . . . . . . . . . . . .9--3 *INTERCEPT* in Scratchpad 9-5. . . . . . . . . . . . . . . . . .9--4 INTERCEPT 1/1 Page 9-6. . . . . . . . . . . . . . . . . . . . . . . .9--5 30 Degree Radial From Drake 9-7. . . . . . . . . . . . . . . . .9--6 Inbound Radial to PGS 9-8. . . . . . . . . . . . . . . . . . . . . . . .9--7 Temporary *INTERCEPT* 9-9. . . . . . . . . . . . . . . . . . . . .9--8 ACTIVE FLT PLAN 1/4 Page *INTERCEPT* 9-10. . . . .9--9 *INTERCEPT* Defined 9-11. . . . . . . . . . . . . . . . . . . . . . . .9--10 Intercept Inbound Radial 9-12. . . . . . . . . . . . . . . . . . . . . .9--11 Fly Inbound Radial to PGS 9-13. . . . . . . . . . . . . . . . . . . .9--12 TO INTERCEPT Waypoint 9-14. . . . . . . . . . . . . . . . . . . .9--13 *INTERCEPT* on ACTIVE FLT PLAN 1/6

Page 9-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--14 End of Arc Leg 9-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--15 ACTIVE FLT PLAN 2/6 Page 9-17. . . . . . . . . . . . . . . . . .9--16 Waypoint Preceding the Arc 9-18. . . . . . . . . . . . . . . . . . .9--17 250_ Radial Entered 9-19. . . . . . . . . . . . . . . . . . . . . . . . . .9--18 Defined Intercept Waypoint 9-20. . . . . . . . . . . . . . . . . . . .


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Figure Page

9--19 Defined Intercept Waypoint Entered 9-20. . . . . . . . . . . .

12--1 PARALLAX ADJUST 1/1 Page 12-7. . . . . . . . . . . . . . . . .

A--1 Function Keys Page Tree A--3. . . . . . . . . . . . . . . . . . . . .A--2 Perf Index Page Tree A--5. . . . . . . . . . . . . . . . . . . . . . . . .A--3 NAV Index Page 1/2 Page Tree A--7. . . . . . . . . . . . . . . .A--4 NAV Index Page 2/2 Page Tree A--9. . . . . . . . . . . . . . . .A--5 Progress Page Tree A--11. . . . . . . . . . . . . . . . . . . . . . . . . .A--6 Direct Page Tree A--13. . . . . . . . . . . . . . . . . . . . . . . . . . . . .A--7 Patterns Page Tree A--15. . . . . . . . . . . . . . . . . . . . . . . . . . .A--8 Pos Sensors Page Tree A--17. . . . . . . . . . . . . . . . . . . . . . .A--9 Maintenance Page Tree A--19. . . . . . . . . . . . . . . . . . . . . . .A--10 NAV Ident/Position Init Page Tree A--21. . . . . . . . . . . . . .A--11 Active Flight Plan/Alternate Flight Plan Page

Tree A--23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A--12 Performance Init Page Tree A--25. . . . . . . . . . . . . . . . . . .A--13 Departure Page Tree A--27. . . . . . . . . . . . . . . . . . . . . . . . .A--14 Takeoff Data Page Tree A--29. . . . . . . . . . . . . . . . . . . . . . .A--15 Arrival/Missed Approach Page Tree A--31. . . . . . . . . . . . .A--16 Landing Page Tree A--33. . . . . . . . . . . . . . . . . . . . . . . . . . .

List of Tables

Table Page

3--1 MCDU Color Coding Scheme 3-3. . . . . . . . . . . . . . . . . .3--2 Approved Sensors for Flight Phase 3-12. . . . . . . . . . . . .3--3 Approved Sensors for Approach 3-27. . . . . . . . . . . . . . . .

6--1 Typical FMS Pattern Displays 6-59. . . . . . . . . . . . . . . . . .6--2 Range and Altitude Limits for VOR/DME 6-86. . . . . . . .6--3 Multiple Patterns 6-133. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10--1 MCDU Entry Format 10-1. . . . . . . . . . . . . . . . . . . . . . . . . .

11--1 FMS Messages 11-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12--1 Data Loader Fault Codes 12-1. . . . . . . . . . . . . . . . . . . . . .

A--1 MCDU Page Access Trees A--1. . . . . . . . . . . . . . . . . . . .


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Table of Contents



List of ProceduresProcedure Page

3--1 Scratchpad Editing Mode 3-5. . . . . . . . . . . . . . . . . . . . . .3--2 Accessing Any FMS Function 3-11. . . . . . . . . . . . . . . . . .

6--1 Stored Flight Plans 6-6. . . . . . . . . . . . . . . . . . . . . . . . . . .6--2 Deleting a Stored Flight Plan 6-8. . . . . . . . . . . . . . . . . . .6--3 Select and Activate a Stored Flight Plan 6-9. . . . . . . . .6--4 Stored Waypoints Option One 6-12. . . . . . . . . . . . . . . . .6--5 Stored Waypoints Option Two 6-17. . . . . . . . . . . . . . . . . .6--6 Departure Selection 6-37. . . . . . . . . . . . . . . . . . . . . . . . . .6--7 Arrival Selection 6-46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--8 FMS Manual Position Update by Flyover 6-64. . . . . . . .6--9 FMS Position Update to Long--Range Sensor 6-69. . . .6--10 NOTAM Entries 6-85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--11 Position Sensor Deselection 6-87. . . . . . . . . . . . . . . . . . .6--12 VOR/DME Deselection 6-88. . . . . . . . . . . . . . . . . . . . . . . .6--13 NAV Tuning From Ten Closest Stations 6-89. . . . . . . . .6--14 NAV Tuning by Identifier 6-91. . . . . . . . . . . . . . . . . . . . . . .6--15 NAV Tuning by Frequency 6-92. . . . . . . . . . . . . . . . . . . . .6--16 NAV Tuning by Selecting Autotune 6-93. . . . . . . . . . . . .6--17 Holding Pattern Definitions and Review 6-109. . . . . . . . .6--18 Holding at Present Position 6-116. . . . . . . . . . . . . . . . . . . .6--19 Deleting a Holding Pattern From the Active

Flight Plan Pages 6-117. . . . . . . . . . . . . . . . . . . . . . . . . . .6--20 Deleting a Holding Pattern From the Holding

Pattern Page 6-118. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--21 Flyover Pattern Definitions 6-127. . . . . . . . . . . . . . . . . . . . .6--22 Orbit Pattern Definition 6-129. . . . . . . . . . . . . . . . . . . . . . . .6--23 Radial Pattern Definition 6-131. . . . . . . . . . . . . . . . . . . . . .6--24 Flight Plan Suspend Definition and Review 6-134. . . . . .6--25 Flight Plan Suspend Definition at Present

Position 6-136. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--26 Resuming the Flight Plan 6-140. . . . . . . . . . . . . . . . . . . . . .6--27 Deleting a Flight Plan Suspend From the Active

Flight Plan Pages 6-141. . . . . . . . . . . . . . . . . . . . . . . . . . .6--28 Search Pattern Definition 6-142. . . . . . . . . . . . . . . . . . . . . .6--29 Square Search Pattern Definition 6-145. . . . . . . . . . . . . . .6--30 Sector Search Pattern Definition 6-149. . . . . . . . . . . . . . .6--31 Creeping Ladder Search Pattern Definition 6-153. . . . . .6--32 Parallel Search Pattern Definition 6-157. . . . . . . . . . . . . . .6--33 FMS Setup Page Access 6-184. . . . . . . . . . . . . . . . . . . . . .6--34 Flight Configuration Setup 6-186. . . . . . . . . . . . . . . . . . . . .


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List of Procedures (cont)

Procedure Page

6--35 Database Transfer Between FMS 6-202. . . . . . . . . . . . . .

7--1 VNAV Offset Definition 7-20. . . . . . . . . . . . . . . . . . . . . . . .7--2 FMS Temperature Compensation

Configuration 7-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--3 Review and Insert Temperature Compensated

Altitude Constraints Into Flight Plan 7-34. . . . . . . . . . .7--4 Remove Temperature Compensation 7-39. . . . . . . . . . .7--5 Inserting a Waypoint Speed Constraint 7-52. . . . . . . . . .7--6 Removing a Waypoint Speed Constraint 7-53. . . . . . . . .

8--1 Lateral Offset Entry 8-6. . . . . . . . . . . . . . . . . . . . . . . . . . .

9--1 Vertical Direct--To 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . .9--2 Direct--To Recovery 9-3. . . . . . . . . . . . . . . . . . . . . . . . . . .9--3 Intercept Using Radial/Course 9-4. . . . . . . . . . . . . . . . .9--4 Intercept Using Heading Select 9-10. . . . . . . . . . . . . . . .9--5 Intercept an Arc Using Radial/Course 9-15. . . . . . . . . . .


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Introduction


1. Introduction

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

Multifunction control display unit (MCDU) pages in this guide aredisplayed in black and white. Text that is displayed in reverse video isdesignated by a box surrounding the affected text. In addition, the FMSis configured using pounds or kilograms. Example MCDU pages withinthis guide are displayed in pounds as the unit for weight.

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

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

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

This revision reflects inclusions to software version 7.1. This pilot guidereflects the Phase 5 update which includes the following:

D Search and rescue patterns in the flight plan

D Initial implementation of mark on target (MOT) functionality

D Updates to the performance capability of theFMS includingadditionof loadable performance tables

D Increasing the maximum number of waypoints in the flight plan to200.

This publication is intended to be used as a guide and is written forsystem familiarization only. This guide does not supersede any FAA orcustomer approved procedures.

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


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Introduction1-2


HONEYWELL PRODUCT SUPPORT

The Honeywell SPEX program for corporate operators supplies anextensive exchange and rental service that complements a worldwidenetwork of support centers. An inventory of more than 9000 sparecomponents assures that the Honeywell equipped aircraft are returnedto service promptly and economically. This service is available bothduring and after warranty.

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

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

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

FMS PRODUCT SUPPORT

Support for FMS products, including database support, is obtained bycontacting the local Honeywell Technical Operations Center/FMSProduct Support Line.

FMS Product Support LinePhoenix, Arizona

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

OR

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


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Introduction


CUSTOMER SUPPORT

Global Customer Care (GCC)

For all aerospace inquiries including:

D Technical assistance

D Aircraft on ground (AOG)

D Sales: new and exchange

D Repair and overhaul

D Supply chain optimization

D Rentals

D Return material authorization (RMA).

Use the following Global Customer Care contact numbers:

D Fax: 602--822--7272

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

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

Also, the Global Customer Care is available if you need to:

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

D Register for revisions of this guide.

Honeywell Aerospace Technical Publications

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

D Download or see publications online

D Make an order for a publication

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

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

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

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


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Introduction1-4


Blank Page


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System Description


2. System Description

INTRODUCTION

The flight management system (FMS) has two primary functions andmultiple secondary functions. The primary functions are positioncomputation and flight planning. These functions work with theassociated guidance in the lateral axis. The navigation database (NDB)contained in the FMS is essential to these functions. The database isused to store waypoints, navaids, airways, procedures, airports, andother navigation data.

The FMS connects to a variety of short range and long range navigationsensors. The primary short range sensors are very high frequencyomnirange/distancemeasuring equipment (VOR/DME) and(DME/DME).Long--range sensors include attitude and heading reference system(AHRS) and global positioning system (GPS). Using the availablesensors, the FMS develops a position based on a blend or mix of sensorinputs. Based on the position and the flight plan, the FMS generatesinformation to be displayed on the multifunction control display unit(MCDU) and electronic display system (EDS).

The lateral navigation function of the FMS calculates navigationinformation relative to selected geographical points. The pilot candefine flight plan routes worldwide. The system outputs advisoryinformation and steering signals that show the pilot or PRIMUS EPIChow to guide the aircraft along the desired route. Routes are definedfrom the present position of the aircraft to a destination waypoint alonga great circle route or through a series of great circle legs defined byintermediate waypoints.

The FMS is resident in one of the the processor modules in the modularavionics unit (MAU), as shown in Figure 2--1. A primary purpose of theFMS is to manage navigation sensors to produce a composite position.Using the composite position, along with flight planning capabilities, theFMS controls lateral navigation, performance, and guidance workthroughout the flight. The FMS interfaces primarily with the followingcomponents:

D Multifunction control display unit (MCDU)

D Modular avionics unit (MAU).


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System Description2-2


The FMS has the following major functions:

Figure 2--1FMS System Block Diagram


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System Description


FUNCTIONAL DESCRIPTION

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

D A map presentation showing:

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

D Airspeed targets.

D FMS mode annunciators.

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

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

The pilot deselects individual sensors, when required.

Flight Planning

The flight planning function computes the active flight plan with bothlateral and vertical definition. Flight plans are loaded from a laptoppersonal computer (PC) using the data multiplexing unit (DMU)interface.

Database

The database contains worldwide coverage of navigational aids(navaids), airways, standard instrument departure/standard terminalarrival route (SID/STAR) procedures, approach procedures, airports,runways, heliports, and helipads. The database also storespilot--defined flight plans and waypoints.

Lateral Navigation (LNAV)

LNAV guides the aircraft along a predetermined flight path at apilot--selected bank angle for increased passenger comfort. LNAVmaintains the aircraft within an airway or protected airspace. LNAVautomatically flies pilot--defined or database holding patterns, includingentry and exit procedures.


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System Description2-4


Vertical Navigation (VNAV)

VNAV gives a complete vertical profile for the entire flight. VNAV isintegrated with the lateral flight plan.

Performance

Performance contains fuel management and time estimates for theflight. Performance estimates optimum altitudes, cruise modes, andfuel utilization. Performance has automatic speed targets for eachphase of flight.

Navigation Displays

Navigation displays are shown on the EDS. Electronic maps integrateroute map data with auxiliary navigation data to show the aircraftsituation at any time. Electronic displays integrate map data withweather radar displays and terrain maps.


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System Components


3. System Components

INTRODUCTION

The system components section describes each system componentand its function.

MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)

The multifunction control display unit (MCDU), shown in Figure 3--1, isthe principal pilot interface to the system. The function of the MCDU isdescribed in this section. The pilot must know the general rules andoperating characteristics of the MCDU to understand the specificoperations of the flight management system (FMS).

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


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System Components3-2


Figure 3--1MCDU Display


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System Components


MCDU Display

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

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

Table 3--1MCDU Color Coding Scheme

Assigned Color Parameter

Cyan Vertical, Performance, and Atmospheric Data

Green Caution, Lateral, Modes

Amber Warnings, FROM Waypoint, Flight PlanNames

Magenta TO Waypoint (electronic flight instrumentsystem (EFIS) presents TO waypoint

information in cyan unless the TO waypoint isthe coupled source, then the information is

presented in magenta)

White Menu and Titles

Red Failures

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


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Alphanumeric Keys

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

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

D Letters of the alphabet

D The numbers 0--9

D The decimal

D The plus/minus

D The space

D The slash.

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

Scratchpad

The bottom line on the MCDU is the scratchpad. The scratchpad is aworking areawhere the pilot enters data and/or verifies data before lineselecting the data into its proper position. Alphanumeric entries aremade to the scratchpad using the keyboard. As each key is pushed, thecharacter is displayed in the scratchpad. Information in the scratchpaddoes not affect the FMS until the information is moved to another lineon the display. Data is retained in the scratchpad throughout all modeand page changes. Follow Procedure 3--1 to edit any scratchpad entryof the MCDU.


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System Components


Step Procedure 3--1 Scratchpad Editing Mode

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

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

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

4 Pushing the DEL key deletes the entire scratchpad entry.

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

Advisory and alerting messages are displayed in the scratchpad. Aliquid crystal display (LCD) bright/dim control bar is also displayed in thescratchpad. The scratchpad messages and functions are displayed inthe following priority:

D Bright/dim control bar

D Alerting messages

D Advisory messages

D Delete function

D Entry and line selection.

Line Select Keys (LSK)

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

D Direct Access Prompts/Function Selects -- In the case of anindex display, the LSKs are used in selecting functions from theindex. In displays other than index, the bottom LSKs (6L, 6R) areprimarily used for direct access to other functions in the FMS. Thefunctions most likely to be accessed from the present page andphase of flight are displayed as prompts. An example is theARRIVAL prompt displayed on the active flight plan pages whenwithin 200 nautical miles (NM) of the destination. These types ofprompts reduce the number of key strokes to minimize pilotworkload. The pilot also accesses functions through the mainnavigation and performance indices.


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D Transfer Line Data to Scratchpad -- When the scratchpad isempty, pushing a LSK transfers the respective line data to thescratchpad.

D Transfer Scratchpad Data to Line Fields -- Once data has beenentered into the scratchpad either through line selection or manualkeyboard entry, the data is transferred to any of the allowable LSKson a page. The data is transferred by pushing the key adjacent tothe line where the scratchpad data is intended.

Clear (CLR) Key

The CLR key performs the following functions:

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

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

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

Delete (DEL) Key

TheDEL key is used to delete items from the FMS. When the DEL keyis pushed, *DELETE* is displayed in the scratchpad. The DEL key isline selected to delete waypoints or other items displayed in the MCDUdata fields. When there is a message displayed, the delete operationis inhibited. Delete is also used to return default values after entrieshave been made. Finally, as noted under Scratchpad, the DEL key isalso used in the scratchpad edit mode.With a dash (--) at the end of thescratchpad entry, pushing the DEL key deletes the entire scratchpadentry.


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System Components


Function Keys

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

D PERF Key -- The PERF INDEX page, shown in Figure 3--2, isdisplayed by pushing PERF function key. Performance pages showFMS performance computations, such as wind, fuel management,and takeoff and landing data. The pilot is able to select any of theperformance index functions by pushing the respective LSK.

Figure 3--2PERF INDEX Page

The performance index page give the pilot access to the followingFMS functions:

— Performance initialization

— Fuel management

— Takeoff and landing data

— Performance planning

— Approach speeds

— Performance data.


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D NAV Key -- Pushing the NAV function key shows page 1 and 2 ofthe navigation index, shown in Figures 3--3 and 3--4. Thenavigationindex pages give access to position sensor data, stored flight plans,waypoints, and maintenance pages. The pilot selects any of theindex functions by pushing the respective LSK.

00606.13

Figure 3--3NAV INDEX Page 1

00607.09

Figure 3--4NAV INDEX Page 2


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System Components


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

D FPL Key -- Pushing the (flight plan) FPL key shows the first pageof the active flight plan, shown in Figure 3--5. The flight plan pagesprovide flight plan data for each leg in the planned flight planincluding course, distance and speed/altitude constraints. When noflight plan is entered, the pilot does the following:

— Manually creates a flight plan

— Selects a stored flight plan

— Loads a flight plan from a disk

— Creates a stored flight plan.

Figure 3--5ACTIVE FLT PLAN 1/5

D PROG Key -- The PROGRESS 1/3 page, shown in Figure 3--6, isdisplayed by pushing the PROG function key. The PROGRESSpages show the current status of the flight. The PROGRESS pagessummarize important flight parameters including the aircraftrelationship to the flight plan.


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Data such as current progress of the flight, navigation status,distance--to--go, estimated time en route, fuel information,navigation mode of the FMS, closest navaids, air data information,waypoint ETA, distance and fuel predictions, as well as dynamicdata such as radio tuning, top--of--climb, top--of--descent, andcurrent speed, altitude and temperature data are displayed onPROGRESS pages. The PROGRESS pages show navigationfunctions that are selected at any time. Selection of the function isdone by pushing the LSK adjacent to the respective function.

Figure 3--6PROGRESS 1/3

D DIR Key -- Pushing the (direct) DIR function key shows the activeflight plan page with the DIRECT, PATTERN, and INTERCEPTprompts. When other than an active flight plan page is displayedwhen pushing the button, the first page of the flight plan is displayed.When the active flight plan is already displayed when pushing thebutton, the display remains on the same page with promptsdisplayed. DIRECT is the primary function. PATTERN andINTERCEPT must be selected at 6L or 6R, respectively.

Pushing theDIR function key followedby selection of a left LSKnextto a waypoint generates a lateral direct--to operation. Pushing theDIR key followed by selection of a right LSK next to a waypointgenerates a vertical direct--to operation.

D Menu -- The MCDU menu page permits accesses to maintenanceand status information, is displayed by pushing the MENU functionkey.


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System Components


Accessing any FMS Function

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

Step Procedure 3--2 Accessing any FMS Function

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

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

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

4 Select the correct function or feature.

5 The function or feature selected is displayed by the FMS.

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

Annunciators

Annunciators are displayed on the electronic display system (EDS) orother remote annunciators. white indicates an advisory annunciatorand amber indicates an alerting annunciator.

D Dead Reckoning (DR) -- DR is an alerting annunciator. Thisannunciator is displayed or lit when operating in the DR mode forlonger than 2 minutes. The DR mode is defined as the loss of radioupdating and all other position sensors AHRS (attitude and headingreference system) and GPS (global positioning system).


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

Table 3--2Approved Sensors for Flight Phase

Approved Sensors(Navigation Mode)

Flight Phase GPS DME/DME VOR/DME

Departure orTerminal X X X

En route X X X

Oceanic X X X

VOR/DME or VORApproach X X X

GPS Approach X

NDB Approach X X

The DGR annunciator is displayed on the horizontal situationindicator (HSI) or primary flight display (PFD) page when both of thefollowing conditions are valid:

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

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


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System Components


D Message (MSG) -- MSG is anadvisory annunciator displayedon theon--side HSI or PFD display. This annunciator is displayed when amessage is shown in the scratchpad. The annunciator is removedafter the message has been cleared from the scratchpad.

FMS scratchpad messages are not annunciated on the MCDUwhen the FMS or RADIO systems are selected for MCDU control.During MCDU control of other subsystems, scratchpad messagesare queued and are not displayed. The pilot is notified when analerting scratchpad message is available by way of the the MSGannunciator on the PFD.

An advisory scratchpad message does not activate the MSGannunciator. The scratchpadmessages are automatically displayedwhen the MCDU control is returned to the FMS or RADIO systems.

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

1. ADVISORY MESSAGES -- Advisory messages containinformation helpful to the pilot. Advisory messages are normallythe result of a pilot action on the MCDU (e.g., making an entrywith the incorrect format). Advisorymessages havea lowpriorityand are displayed after any alerting messages.

2. ALERTING MESSAGES -- Alerting messages alert the pilot tothe FMS status, assuming the pilot is not looking at the MCDU(for example, a message annunciating a sensor failure). Alertingmessages have a high priority and are displayed before anyadvisory messages. An external annunciator is turned on foralerting messages.

3. SYSTEM MESSAGES -- System Messages are displayed as aresult of something changing in the system. These messagesare displayed at any time.

Messages are displayed in priority order on a first in, last out basis.In cases where multiple messages are stacked, the messageannunciator remains displayed until all messages are cleared. Onlyone message is cleared per CLR key push.

The following messages are able to be displayed in the MCDUscratchpad.

— ACTIVE MODE IS MAG HDG -- This is an alerting systemmessage indicating that magnetic (mag) heading has beenautomatically selected.


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— ACTIVE MODE IS TRUE HDG -- This is an alerting systemmessage indicating the true heading has been automaticallyselected.

— AIRCRAFT DB REQD -- This is an advisory operator messageindicating the aircraft database needs to be loaded prior toselecting the FULL PERF performance mode.

— AIRCRAFT DB SYNCHRONIZED -- This is an advisory systemmessage indicating the cross load of the aircraft database wasnot done because the database was already the same.

— ALREADY EXISTS -- This is an advisory operator messageindicating aduplicate entry into a list is not permitted, as theentryalready exists.

— ALT CONSTRAINT DELETED -- This is an alerting systemmessage indicating analtitude constraint has beenautomaticallydeleted from a flight plan waypoint.

— BELOW GROSS WT -- This is an advisory operator messageindicating the gross weight is below the minimum gross weightin the aircraft database (ACDB).

— BRG/CRS MUST BE IN TRUE -- This is an advisory operatormessage indicating thebearingentrymust be followedby aT (forTRUE) because the referencedwaypoint is outside the coverageof the magnetic variation table.

— BUSY--REENTER LAST CHG -- This is an advisory operatormessage indicating changes to the custom database wasattempted when the cross side had locked the custom databaseas the cross side is making changes.

— CHECK ALT CONSTRAINT -- This is an alerting systemmessage indicating the altitude constraint must be checked fora conflict with the preselector.

— CHECK ALTN FUEL -- This is an alerting system messageindicating the planned fuel at the alternate destination is equal toor less than zero.

— CHECK ALTN RESERVE FUEL -- This is an alerting systemmessage indicating the planned reserve fuel at the alternatedestination is equal to or less than the required reserve fuel.

— CHECK BARO SET -- This is an alerting system messageindicating the transition altitude has been passed and the baroset has not been adjusted by the pilot and needs to be checked.The FMS computes a baro set based on the baro and pressurealtitude inputs from the air data computer.


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System Components


— CHECKDATALOAD (XX) -- This is anadvisory systemmessageindicating the attempted data loader operation has failed.

Possible values for XX are:

01 -- No response to OPEN command

02 -- No response to STATUS command

03 -- Illegal database file header

04 -- No response to READ command

05 -- Error getting the first flight plan record

06 -- Flight plan record too long

08 -- Status command failed

09 -- CRC is illegal

0A -- EE size in header is bad

0B -- File size in header is bad

0C -- Database size or serial number is 0

0D -- Database size in header is odd

0E -- Serial number is locked out

0F -- CRC lockout

10 -- Bad BOW

11 -- Bad fuel weight

12 -- Bad cargo weight

13 -- Bad number of passengers

14 -- Bad initial cruise altitude

15 -- Bad cruise speed

16 -- Bad cruise winds

17 -- Bad cruise fuel flow


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18 -- Bad waypoints count

19 -- Too many waypoints in flight plan

1A -- Bad alternate waypoint count

1B -- Too many waypoints in alternate

1C -- Odd numbers of bytes in block

1D -- File header locked out

1E -- Error getting identifier

1F -- Error getting latitude

20 -- Error getting longitude

21 -- Error getting speed constraint

22 -- Error getting flight level constraint

23 -- Error getting spot wind

24 -- Error getting spot temperature

25 -- Error getting metro flight level

26 -- Error getting first debug monitor record

27 -- Record greater than 80 characters

28 -- Read file not open

29 -- Read attempted at EOF

2A -- Command in work

2B -- Unknown Op code

2C -- Disk error during read

2D -- Disk error during write

30 -- No response to WRITE command

31 -- No response to CLOSE command


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System Components


32 -- STATUS command illegal

33 -- No response from debug monitor

35 -- No response to FORMAT command

37 -- Illegal characters in read buffer

38 -- Read buffer overflow

3A -- Illegal open RO file

3B -- Illegal directory size

3C -- Incorrect custom file size

3D -- Wrong custom version on disk

3E -- Wrong NAV version on disk

3F -- Wrong PERF versions on disk

40 -- Error while saving control--D.

— CHECK DEST FUEL -- This is an alerting system messageindicating the planned fuel at the destination is equal to or lessthan zero.

— CHECK FLIGHT ENVELOPE -- This is an alerting systemmessage indicating the pressure or density altitude is greaterthan 14,000 ft.

— CHECK FLIGHT ID -- This is an advisory system messageindicating the MRC Flight ID number does not match the pilotentered FMSFlight ID number following 7 seconds after the pilotentry.

— CHECKGPSXPOSITION -- This is an alerting systemmessageindicating a GPS position is out of limits.

— CHECK LOADED WIND/TEMP -- This is an advisory systemmessage indicating a problem with some of thewind/temperature data that was loadedwith the flight plan, whenactivated.

— CHECK RESERVE FUEL -- This is an alerting systemmessageindicating the planned reserve fuel at the destination is equal toor less than the requied reserve fuel.


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— CHECK SAR SPEED -- This is an alerting system messageindicating the FMS determined the helicopter is not able toachieve the SAR target speed before reaching the start of thesearch pattern.

— CHECK SPD/ALTITUDE LIMIT -- This is an alerting systemmessage indicating the upcoming speed and/or altitudeconstraint must be checked and proper action taken in order tomeet the constraints.

— CHECK SPEED CONSTRAINT -- This is an alerting systemmessage indicating the aircraft is approaching a cruise ordescent speed constraint and the FMS has determined thecurrent deceleration rate is not sufficient to meet the constraintspeed.

— CHECK T/O ENVELOPE -- This is an alerting system messageindicating the pressure or density altitude is greater than20,000 ft, the outside air temperature (OAT) is less than --40°C,or the OAT is greater than the value obtained from the HD LimitISA +35 Table.

— CHECK VOR/DME X POSITION -- This is an alerting systemmessage indicating the radio position is out of limits and Xrepresents the radio number.

— CHECK *PD PLACEMENT -- This is an advisory operatormessage indicating the waypoint was inserted someplace otherthan the intended leg, as indicated by the entry.

— COMPARE FMS POSITIONS -- This is an alerting systemmessage indicating the positions of the FMSs have a differenceof greater than 1.5X the active RNP (required navigationperformance) value. The system continues to operate normally.

— COMPARE FUEL QUANTITY -- This is an alerting systemmessage indicating the FMS fuel quantity and the aircraftreported fuel quantity are significantly different.

— CUSTOM DB SYNCHRONIZED -- This is an advisory systemmessage indicating the cross load of the custom database wasnot done because the database was the same.

— DATA BASE OUT OF DATE -- This is an advisory systemmessage indicating at power--up, the database dates do notmatch the date in the FMS.

— DATALOADER IN USE -- This is an advisory system messageindicating some storage device is already being used.


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System Components


This message is displayed when a flight plan is attempted to beloaded from the selectedexternal storagedeviceand the controlD file is already in the process of being saved to any externalstorage device.

— DB TRANSFER ABORTED -- This is an advisory systemmessage indicating the transfer of the database has beenaborted.

— DB TRANSFER COMPLETE -- This is an advisory systemmessage indicating the transfer of the database has beencompleted.

— DB TRANSFER IN PROGRESS -- This is an advisory systemmessage indicating the transfer of the database is in progress.

— DME X FAILED -- This is an alerting system message indicatingthe FMS senses a DME failure and X represents the radionumber.

— DUPLICATE FLT PLAN NAME -- This is an advisory operatormessage indicating the flight plan name entered to save theactive flight plan already exists in the custom database.

— END OF FLIGHT PLAN -- This is an alerting system messageindicating the last defined waypoint has been passed. Thismessage does not apply to the destination waypoint.

— ENDING WPT NOT FOUND -- This is an advisory operatormessage indicating the ending waypoint of a flight plan cannotbe found.

— ENTERING POLAR REGION -- This is an alerting systemmessage indicating the FMS position has just crossed above89 degrees north/south latitude and special polar rules apply.

— EXCEEDS CERT CEILING -- This is an advisory operatormessage indicating the entered altitude is above the certifiedceiling for the aircraft.

— EXCEEDS CG LIMIT -- This is an advisory operator messageindicating the gross CG calculated to a value outside theminimum or maximum envelope.

— EXCEEDS MAX GROSS WT -- This is an advisory operatormessage indicating the gross weight exceeds the maximumramp weight in the ACDB or when the gross weight value minustheHOOKweight exceeds the ACDB value for maximum takeoffweight.


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— EXCEEDS MAX LANDING WT -- This is an alerting systemmessage indicating the landing weight exceeds the maximumlanding weight.

— EXITINGPOLARREGION -- This is analerting systemmessageindicating the FMS position just crossed below 88 degreesnorth/south latitude and special polar rules no longer apply.

— FLIGHT PLAN FULL -- This is an advisory system messageindicating the flight plan is full. This message is displayed whenthe pilot attempts to enter more than the maximum waypointsallowed in a flight plan.

— FLT PATH ANGLE TOO STEEP -- This is an alerting systemmessage indicating the flight path angle exceeds the angle limit.

— FLT PLAN CHANGED -- This is an advisory operator messageindicating the pattern fix is not in the same location as when thepagewas enteredwhile activating apattern in a stored flight plan.

— FLT PLAN RECEIVED -- This is an alerting system messageindicating a flight plan has been received through a datalink,

This message is displayed when datalink indicates a new flightplan has been received.

— FMS EXITING HOLD -- This is an alerting system messageindicating the hold termination altitudehas been reached and theHOLD is automatically exiting.

— FMS POSITIONS DIFFERENT -- This is an alerting systemmessage indicating the reason for going into independentoperation is a difference in the FMS present position of greaterthan 10 NM.

— FMS USING GPS X -- This is an advisory system messageindicating the GPS has become available again for the FMSnavigation solution and X represents the GPS number.

— FPL CONTAINS INVALID WPT -- This is an advisory operatormessage indicating the stored flight plan being activated hasundefined or invalid waypoints.

— FPL STORAGE FULL -- This is an advisory operator messageindicating the storage area for flight plans is full.

— GPS RAIM ABOVE LIMIT -- This is an alerting systemmessageindicating the GPS current RAIM (receiver autonomous integritymonitor) exceeds the alarm limit for the present phase of flight.


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System Components


— GPSRAIMUNAVAILABLE -- This is analerting systemmessageindicating the GPS current RAIM is not available.

— GPS X UNAVAILABLE -- This is an alerting system messageindicating a GPS has been dropped from the FMS navigationsolution and X represents the GPS number.

— HELIPADNOT FOUND -- This is an advisory operator messageindicating the database does not contain the entered helipad atthe designated heliport.

— HIGH HOLDING GRD SPD -- This is an alerting systemmessage indicating the ground speed exceeds the limits for theFederal Aviation Administration (FAA) allowable size of thecurrent holding pattern.

— HIGH PCDR TURN GRD SPD -- This is an alerting systemmessage indicating the ground speed exceeds the limits for theFAA allowable size of the current procedure turn.

— INDEPENDENT OPERATION -- This is an alerting systemmessage indicating the system reverted to independentoperation due to a problem with the selected operating mode.

— INTERSECTION NOT FOUND -- This is an advisory operatormessage indicating the entered place//distance does notintersect the active flight plan.

— INVALID AIRCRAFT DB -- This is an alerting system messageindicating the aircraft database is invalid.

— INVALID CUSTOM DB -- This is an alerting system messageindicating the custom DB has been corrupted and has beencleared and initialized.

— INVALID DELETE -- This is an advisory operator messageindicating the delete operation was invalid for the selected item.

— INVALID DIRECT TO -- This is an advisory system messageindicating the direct--to operation was invalid for the selectedwaypoint or altitude constraint.

— INVALID DIRECT TO ENTRY -- This is an alerting systemmessage indicating an invalid entry when attempting a direct--toentry to 1Lof theactive flight planpageswhen there is anexistingscratchpad message displayed.

— INVALID ENTRY -- This is an advisory operator messageindicating the entry is not in the correct format and/or range.


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— INVALID FPLN OPERATION -- This is an alerting systemmessage indicating the operation/request is no longer valid. TheFP subsystem issues this message for graphical flight planningoperations when the operation is no longer permitted at thespecified waypoint.

— INVALID NAV DB -- This is an alerting system messageindicating the navigation database is invalid and not useable.The required action is to reload the database.

— INVALID NOTAM LIST -- This is an advisory system messageindicating the NOTAM list is invalid.

— INVALID PASSWORD -- This is an advisory operator messageindicating the entered password is incorrect.

— ISA DEV EXCEEDED -- This is an advisory operator messageindicating the entered temperature has caused the InternationalStandard Atmosphere (ISA) deviation to be exceeded at thealtitude.

— LABELCANNOTBECHANGED -- This is an advisorymessageindicating the label specified in theaircraft database is a requiredlabel for the aircraft and can not be changed.

— LAST LEG -- This is an alerting system message indicating theactive leg is the last leg of the flight plan and the TO waypoint isnot the destination.

— LIST FULL -- This is an advisory operator message indicatinganother entry into a list is not permitted because the list is full.

— NAV X FAILED -- This is an alerting system message indicatingthe FMS senses a NAV failure and X represents the radionumber.

— NDB OVER MAX SIZE -- This is an alerting system messageindicating a navigational database has been loaded larger thanthe available area for the navigational database.

— NO APPROACH SELECTED -- This is an advisory operatormessage indicating the approach transition pagewas exited andno approach transition was selected. Therefore, the approachhas been cleared and is not added to the flight plan.

This message is displayed when exiting the approach transitionpage with no approach transition selected and dashes aredisplayed as the course.


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System Components


— NO CROSSING POINT FOUND -- This is an advisory operatormessage indicating no crossing point with the flight plan wasfound.

— NO CRS TO ARC INTERCEPT -- This is an advisory operatormessage indicating the course entered does not intercept thearc.

— NO FLIGHT PLAN -- This is an advisory operator messageindicating the entered origin or origin/destination does not matcha stored flight plan with the same origin or origin/destination.

— NO INPUT ALLOWED -- This is an advisory operator messageindicating the attempted input is not permitted.

— NOPOSITIONSENSORS -- This is analerting systemmessageindicating no position sensors are available for navigation.

— NO PRESENT POSITION -- This is an advisory systemmessage indicating an action was requested requiring thepresent position. In addition, this message is displayed when anFMS mode key is selected and there is no present position.

— NOT A NAVAID -- This is an advisory operator messagedisplayed when an entry is required to be a navaid, andsomething other than a navaid is entered.

— NOT A HELIPORT -- This is an advisory operator messagedisplayed when an entry is required to be a heliport, andsomething other than a heliport name is entered.

— NOT AN AIRPORT -- This is an advisory operator messagedisplayed when an entry is required to be an airport, andsomething other than airport name is entered.

— NOT IN DATA BASE -- This is an advisory operator messageindicating the pilot requested some data that was not in thedatabase and can not be pilot--defined.

— OFFSET CANCEL -- This is an alerting system messageindicating the offset has been canceled.

— OFFSET CANCEL NEXT WPT -- This is an alerting systemmessage indicating the offset is canceled at the next waypointin the flight plan.

— PERF VNAV UNAVAILABLE -- This is an alerting systemmessage indicating the pilot requested a performance/VNAVfunction before sufficient data was entered.


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— PILOT RNP CANCEL -- This is an alerting system messageindicating the pilot--entered manual RNP is canceled.

— PILOT RNP CANCEL NEXT WP -- This is an alerting systemmessage indicating the next flight plan leg has a smaller RNPthan the current pilot--entered manual RNP.

— RADIALS DO NOT INTERSECT -- This is an advisory operatormessage indicating the radials defined for the intercept functiondo not cross.

— RAIM WILL EXCEED LIMIT -- This is an alerting systemmessage indicating the GPS RAIM is going to exceed approachlimits.

— RE--LOGON TO ATC CENTER -- This is an alerting systemmessage indicating an ATC logon message was sent from theaircraft and ATC did not respond within the required time.

— REQUESTED DATA NOT RCVD -- This is an advisory systemmessage indicating the FMS has timed out while waiting for therequested data to be received from the datalink.

— RESET ALT SEL? -- This is an alerting system messageindicating the FMS is commanding a new altitude but the altitudeselector has not been reset. The aircraft does not make altitudechanges until the selector has been reset.

— RUNWAYNOT FOUND -- This is an advisory operator messageindicating the database does not contain the entered runway atthe designated airport.

— SINGLE OPERATION -- This is an alerting system messageindicating aproblembetween the two FMSs, which precludes fullcommunication between the two systems.

— SINGLE/INDEPENDENT REQD -- This is an advisory operatormessage indicating the operating mode needs to be single orindependent before the CLEAR FILES page is accessed.

— STORED FPL PERF UNAVAIL -- This is an alerting systemmessage indicating a numerical fault in the stored flight planpredictions.

— TEMPCOMPCANCELED -- This is analerting systemmessageindicating the temperature compensation mode has beencanceled.


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System Components


— UNABLE APPROACH MOD -- This is an advisory operatormessage indicating the attempted lateral flight plan revision tothe approach segment is not permitted.

— UNABLE AUTOTUNE -- This is an alerting system messageindicating the NAV frequency is not the same as the FMSautotuned frequency.

— UNABLE HOLD CHANGE -- This is an advisory operatormessage indicating the pilot attempted to make changes to theholding pattern definition while in holding and not on the inboundleg.

— UNABLE MANUAL CLOCKSET -- This is an advisory operatormessage indicating the FMS is not the master of the time and isnot able to adjust the date or time.

— UNABLE NEXT ALT -- This is an alerting system messageindicating the aircraft is unable to meet the altitude constraint.

— UNABLE OFFSET -- This is an advisory operator messageindicating the pilot attempted to insert an offset while holding, astandard terminal arrival route (STAR) or a standard instrumentdeparture (SID).

— UNABLE PCDR TURN CHANGE -- This is an advisory operatormessage indicating the pilot attempted to adjust the procedureturn after sequencing on to the procedure turn.

— UNABLE RNP -- This is an alerting system message indicatingthe estimated position uncertainty (EPU) is greater than theRNP.

— UNABLERNPNEXTWPT -- This is analerting systemmessageindicating the current EPU exceeds theRNP required at the nextwaypoint.

— UNABLE TO SEND DOWNLINK -- This is an advisory systemmessage indicating the time for the FMS to wait for a networkacknowledge for a linked message has expired.

— UNABLE TUNE REQUEST -- This is an advisory operatormessage indicating the pilot has entered a frequency while theradios are in the manual mode.

— UNABLE *PD PLACEMENT -- This is an advisory operatormessage indicating the placement of the *PDwaypoint fell withinan area that can not have *PD waypoints. For example,procedure turns and arc turns.


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— USED BY ACTIVE FPL -- This is an advisory operator messageindicating the pilot attempted to delete a waypoint from storageused in the on--side active flight plan.

— USED BY OFFSIDE ACT FPL -- This is an advisory operatormessage indicating the pilot attempted to delete a WPT fromstorage used in the offside active flight plan.

— USING CURRENT GS/FF -- This is an alerting systemmessageindicating the PERF mode automatically reverted to CURRENTGS/FF. This message is displayed following the FULL PERFUNAVAIL message.

— VERT DIR OVER MAX ANG -- This is an advisory systemmessage indicating a vertical direct--to is greater than 6degrees.

— VERT DIR UNDER MIN ANG -- This is an advisory systemmessage indicating a vertical direct--to is less than one.

— VGP UNAVAILABLE -- This is an alerting system messageindicating vertical glide path (VGP) is not available.

— WAYPOINT NOT FOUND -- This is an advisory operatormessage indicating the entered waypoint can not be found.

— WIND EXCEEDED AT CRZ ALT -- This is an advisory operatormessage indicating the entered wind at the entered altitude hascaused the wind at the cruise altitude to be exceeded.

— WPT STORAGE FULL -- This is an advisory operator messageindicating the storage area for pilot--defined waypoints is full.

D Offset (OFST) -- OFST is an advisory annunciator message. Theannunciator is displayed when a lateral offset has been entered onthe PROGRESS 3 page. The annunciator is removed or turned offwhen the offset is removed.


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System Components


D Approach (APP) -- APP is an advisory annunciator. Theannunciator indicates theFMS is in theapproachmodeof operation.In this mode, the EDS deviation sensitivity and FMS tracking gainsare increased. Theapproachannunciator is displayedwhenALL thefollowing conditions are valid:

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

— Anonprecision instrument approachhas beenactivated from thenavigation database. When no approach, or an instrumentlanding system (ILS), localizer (LOC), LOC--BC, landingdirectional aid (LDA), simplified directional facility (SDF), ormicrowave landing system (MLS) approach is selected, the APPannunciator does not light.

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

— The DGR annunciator must be removed or turned off.

— The FMS must be using approved sensors for the selectedapproach procedure. Approved sensors for nonprecisionapproach procedures are listed in Table 3--3.

Table 3--3Approved Sensors for Approach

A h

Approved Sensors(Navigation Mode)

ApproachProcedure GPS DME/DME VOR/DME

GPS/RNAV X

VOR DME X X X

VORX X

X

(see note)

NDB X X

NOTE: A VOR without DME is only flown by the FMS when GPS or DME/DMEis available.


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Brightness Control

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

Figure 3--7Bright/Dim Bar Level

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


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Operational Example


4. Operational Example

INTRODUCTION

The operation example section describes the normal operationalprocedures of the flight management system (FMS) for a flight fromDallas, Texas (KDAL) to Houston, Texas (KHOU). KHOU is forecast tobe instrument meteorological conditions (IMC) at arrival time.Therefore, San Antonio, Texas (KSAT) is used as the alternate.

The flight route, shown in Figure 4--1, begins in Dallas. The flightdeparts Dallas from runway 13L using the JPOOL9 departure with theCollege Station (CLL) transition (KDAL RW13L JPOOL9.CLL), shownin Figure 4--2. The flight arrives to Houston with the instrument landingsystem (ILS) approach for runway 4. BLUBL1 is selected with the CLLtransition (BLUBL1.CLL RW4 KHOU), shown in Figures 4--3 and 4--4.

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

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

fms00290.01

KDAL

ELLVR

ARDIA

CLL

TTT

BLUBL

COWZZSNBAY TABBS

PARKS

KHOU

Figure 4--1KDAL to KHOU Flight Route


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Operational Example4-2


4JU

N04

10--3E

DALLASLO

VE

KDAL/DAL

DALLAS,TEXAS

SID

Eff10Jun

PropsdepartingDALmustcontactclearance

deliveryfordepa

rtureinstructions.

Translevel:FL180

Transalt:18000’

AptElev

487’

REGIONALDeparture(R)

13L/R

125.12

118.55

31L/R

MSACVEVOR

2700’

090�

270�

3500’

JOEPOOLNINEDEPA

RTURE

(JPOOL9.TTT)

Gndspeed--KT

280’perNM

75

350

100

467

700

150

200

933

1167

250

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Figure 4--2Dallas, TX JPOOL9 Departure


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Operational Example


Figure 4--3Houston, TX BLUBL Arrival


A28--1146--181REV 3 Mar 2009



Figure 4--4Houston, TX ILS Approach


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Operational Example


PREDEPARTURE

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

Figure 4--5FMS Preflight Procedure Flow Chart


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POWER--UP

The NAV IDENT 1/1 page, shown in Figure 4--6, is displayed whenpower is first applied.

Figure 4--6NAV IDENT 1/1

The date and time displayed on the NAV IDENT page is synchronizedwith the global positioning system (GPS) date and time. The date andtime is permitted to be changedwhen theGPS is failed or does not havea valid date/time.

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

The maintenance prompt (6L) is used to verify the FMS systemoperating configuration.

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

The AW139W--312, shown in Figure 4--6, indicates the entire westernhemisphere and most of the eastern hemisphere coverage and cycleof the navigation database. The next initialization step (POS INIT inreverse video) is displayed and selected at 6R.


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Operational Example


POSITION INITIALIZATION

The POSITION INIT 1/1 page, shown in Figure 4--7, shows the LASTPOS coordinates at 1L. At 2L, the closest RAMPX within 3 nauticalmiles (NM) of the last position (1L) is displayed. When no RAMPXwaypoint is available, the closest airport reference point (ARP) orHeliport within 3NMof the last position (1L) is displayed.When noARPis available, the pilot is prompted to enter a waypoint or coordinates. Inthis example, the KDAL ARP is shown. At 3L, the coordinates of thehighest priority valid GPS is displayed.

00799.06

Figure 4--7POSITION INIT 1/1


A28--1146--181REV 3 Mar 2009



To initialize FMS position, the appropriate LOADprompt (1R, 2R or 3R)is pushed. The selected position becomes the FMS position, as showninFigure 4--8. Selecting theLOADprompt initializes connected sensorsreceiving inputs from the FMS.

The position loaded on one FMS is transferred to the cross--side FMSso that both have the same initial position. Selecting the LOAD promptcontinues the preflight process.

Figure 4--8POSITION INIT 1/1 Page


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Operational Example


ACTIVE FLIGHT PLAN

When the initialization coordinates are within 3 miles of an airport in thedatabase, the airport (KDAL, in this example) is already loaded in theORIGIN line, as shown in Figure 4--9. An entry of estimated time ofdeparture (ETD), as an option, is entered in order to give the estimatedtime of arrivals (ETAs) prior to takeoff. To enter an ETD, type theestimated departure time in the scratchpad preceded by a slash (forexample, /1435) and put the entry into 1L. Entering an ETD supportspredictive receiver autonomous integrity monitor (RAIM) calculations.

00817.09



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

01773.03


The FLT PLANLIST page is displayedwhen a stored flight plan has thesame origin and destination.


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Operational Example


Waypoint Entry

The en route waypoints are entered in the line labeled VIA.TO. Beginwith the TTT VOR, as shown in Figure 4--11. The entry (3L) is madeby typing the identifier in the scratchpad and using the line select keyadjacent to the VIA.TO prompt.

01774.06

Figure 4--11ACTIVE FLT PLAN 1/2 Page

The upper right corner of the ACTIVE FLT PLAN page indicates thereare two pages for the active flight plan. The next page of the active flightplan is displayedby pushing theNEXT function key.Thepreviousactiveflight plan page is displayed by pushing the PREV function key.

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


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01774.07

Figure 4--12ACTIVE FLT PLAN

The line select key adjacent to the VIA.TO prompt (3L) is pushed toclose the flight plan, as shown in Figure 4--13. The destination must beincluded as the last flight plan waypoint for estimated time en route(ETE) to the destination on the PROGRESS page. The destination isalso required to calculate performance data.

Figure 4--13Destination on ACTIVE FLT PLAN 1/2 Page


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Operational Example


The alternate flight plan example is entered by selecting theALTERNATE FPL page, shown in Figure 4--14, by pushing the NEXTfunction key.

01783.04

Figure 4--14ALTERNATE FPL 5/5

The alternate destination is entered in 1R. San Antonio (KSAT) is usedfor this example, as shown in Figure 4--15.

01784.05

Figure 4--15ALTERNATE FPL 5/5 Page


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The route to KSAT is by way of the INDUSTRY (IDU) VOR. Thealternate flight plan is entered the same way as for the en route flightplan. The alternate flight plan is closed by moving KSAT to the VIA.TOline, as shown in Figure 4--16.

01785.05

Figure 4--16Alternate Flight Plan Page

Moving KSAT to the VIA.TO line completes the flight plan definition.Pushing the lower right line select key (6R) begins performanceinitialization (PERF INIT). When performance has already beeninitialized, 6R shows ARRIVAL or PERF DATA.


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Operational Example


PERFORMANCE INITIALIZATION

Performance initialization is required for the operation of verticalnavigation (VNAV) and performance calculations. There are threePERFORMANCE INIT pages when CURRENT GS/FF or PILOTSPD/FF is selected. The following example illustrates the PILOTSPD/FF initialization. The following values are used in the planning ofthe example flight plan. Actual numbers used depend on the aircrafttype.

BOW: 8200 lb

FUEL: 2700 lb

BAGGAGE: 200 lb

PILOTS: 300 lb

INITIAL CRUISEALTITUDE:

9000 ft

The default values for most performance initialization data are thevalues from the previous flight or aircraft database (ACDB). Assumingthe aircraft is flown the same way each flight, performance initializationconsists of verifying the default values, making changes whererequired, and entering items such as wind and weight.

Depending on the pilot--selected weight configuration, from themultifunction display (MFD) systems dropdown menu, weights aredisplayed in either pounds or kilograms.

Data verified and entered under performance initialization effectsseveral performance functions important to the completion of the flight.For example, understatingwind indicates sufficient fuel to complete theflight. In reality, more fuel is required. A careful review of initializationdata is required to ensure accurate predicted aircraft performance.

All datamust be entered on the PERFORMANCE INIT pages for VNAVpredictions to be displayed by the FMS.

Many values on the PERFORMANCE INIT page areaircraft--dependent. Actual values vary from those shown in theseexamples.


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D PERFORMANCE INIT 1/3 -- The PERFORMANCE INIT 1/3 pageis displayed in Figure 4--17. The following is displayed on thePERFORMANCE INIT 1/3 page:

— Aircraft type (1L)

— Selected performance mode (2L)

— Tail Number (1R).

Figure 4--17PERFORMANCE INIT 1/3 Page


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Operational Example


D PERFORMANCE INIT 2/3-- The PERFORMANCE INIT 2/3 page isdisplayed in Figure 4--18. The current speed schedules aredisplayed in the PERFORMANCE INIT 2/3 page. Changing anymode is done by entering the calibrated airspeed (CAS) datadirectly. Default values are restoredby using the *DELETE* functionon the appropriate line.

Figure 4--18PERFORMANCE INIT 2/3

The descent angle entered on the PERFORMANCE INIT 2/3 pageis used as the default value for each path. In addition, the descentangle is used for computing top--of--descent (TOD) points.

The FMS uses the climb, cruise, and descent speed schedules foradvisory target speed display.

The approach/go--around speed prompt (6L), as shown inFigure 4--18, is used to access approach and go--around speedschedules.


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D PERFORMANCE INIT 3/3 -- The PERFORMANCE INIT 3/3 pageis displayed in Figure 4--19. Data associated with the weight of theaircraft is displayed on the PERFORMANCE INIT 3/3 page.



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Operational Example


PERFORMANCE DATA

The PERF DATA pages are accessed by pushing the CONFIRM INITprompt (6R) on the PERFORMANCE INIT 3/3 page. The PERF DATAhas four pages. The performance data pages permit the pilot tomonitorimportant performance calculations made by the FMS such as thehover ceiling, velocity hover limit, and velocity flyaway limit. CategoryA ceiling altitudes, best range and endurance are also displayed.

D PERFDATA1/4 -- ThePERFDATA1/4page, shown in Figure 4--20,shows information computed by the FMS. Hover ceiling, velocityhover limit, and velocity flyaway limit are determined by usingdensity altitude information computed by the FMS and the tables inthe Agusta ECM. Best range speed and distance are displayed online 4 and best endurance speed and distance are displayed online 5.

Figure 4--20PERF DATA 1/4


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D PERF DATA 2/4 -- Hover ceiling, velocity hover limit, and velocityflyaway limit are displayed on the PERF DATA 2/4 page, shown inFigure 4--21. Hover ceiling, velocity hover limit, and velocity flyawaylimit are determined by using density altitude information computedby the FMS and the tables in the Agusta ECM. Current range speedand distance are displayed on line 4 and current endurance speedand distance are displayed on line 5.



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Operational Example


D PERF DATA 3/4 -- Category A ceiling altitudes for various types oftakeoffs and landings are displayed on the PERF DATA 3/4 page,shown in Figure 4--22.



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D PERF DATA 4/4 -- The status of the environmental control system(ECS), engine air particle separator (EAPS), and heater aredisplayed on the PERF DATA 4/4 page, shown in Figure 4--23.



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Operational Example


DEPARTURE SELECTION

Departure selection is entered by selecting the DEPARTURE prompton the ACTIVE FLT PLAN page. Departure selection is completedusing four pages.

D DEPARTURE SURFACES --The DEPARTURE SURFACES page,shown in Figure 4--24, is displayed by pushing the DEPARTUREprompt on the ACTIVE FLT PLAN page. The available surfaces forthe origin airport are displayed. In this example, surface 13L isselected with line select key 2L.

02134.02

Figure 4--24DEPARTURE SURFACES 1/2

The DEPARTURE prompt is selected after the CONFIRM INIT onPERF INIT page by the following:

-- Pushing the FPL function key for the ACTIVE FLTPLAN page 1.

-- Selecting the DEPARTURE prompt (6L) on the ACTIVE FLTPLAN page 1.


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D SIDs -- After the runway is selected, the SIDs page, shown inFigure 4--25, is displayed with the possible departure procedures.For this example, JPOOL9 at 2R is selected. When no SID is to beused, the ACTIVATE prompt (6R) selects the runway and theACTIVE FLT PLAN page is displayed.

00660.08

Figure 4--25SIDs 1/1


A28--1146--181REV 3 Mar 2009 4-25

Operational Example


D DEPARTURE TRANS -- When a SID is selected, theDEPARTURETRANS page, shown in Figure 4--26, is displayed. TheDEPARTURE TRANS page lists the en route transitions for theselected departure. For this flight, the College Station (CLL)transition (5L) is selected.

00661.07

Figure 4--26DEPARTURE TRANS 1/1


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D PROCEDURE -- At this point, the departure selection is completeand the flight crew can either REVIEW or ACTIVATE the SID, asshown in Figure 4--27. ACTIVATE (6R) inserts the runway andprocedure into the active flight plan. The SID contains both thelateral waypoints and any vertical constraints for the procedurecontained in the database.

00662.07

Figure 4--27PROCEDURE 1/1

— Flight Plan Discontinuities -- When a discontinuity occurs in aflight plan while adding a SID or STAR, the discontinuity iscausedby the lack of a common point between the flight planandthe inserted SID or STAR. The discontinuity is removed by oneof the two following methods:

1. Pushing the DEL key and the adjacent line select key todelete the discontinuity.

2. Moving any waypoint into the line where the discontinuity islocated.


A28--1146--181REV 3 Mar 2009 4-27

Operational Example


The ACTIVE FLT PLANpage, shown in Figure 4--28, is displayedwhenactivating the departure.



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TAKEOFF DATA

Takeoff data is entered by selecting TAKEOFF on the PERF INDEXpage. Takeoff is completed using two pages.

D TAKEOFF 1/2 -- The following is displayed on the TAKEOFF 1/2,shown in Figure 4--29:

— Runway or helipad number and International Civil AviationOrganization (ICAO) identifier (1L)

— Runway heading when a runway is selected (1L)

— Runway length or helipad dimensions (1R)

— Temperature (2L)

— Surface wind (2R)

— Pressure altitude (3L)

— BARO (barometric) setting (3L)

— Surface elevation (3R).

Figure 4--29TAKEOFF 1/2

Surface information is retrieved from the database. Temperature issensed or entered. Barometric setting (BARO set) is obtained fromthe display controllers as entered by the pilots (small font) or isentered manually (large font). Surface wind is a required entry andis normally the only entry made on the TAKEOFF 1/2 page.


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Operational Example


D TAKEOFF 2/2 -- The TAKEOFF 2/2 page is displayed inFigure 4--30. The following is displayed on the TAKEOFF 2/2 pagewhena runway is selectedas thedeparture surface.When ahelipadis selected, only density altitude is displayed:

— Surface slope (1L)

— Surface width(1L)

— Surface threshold (1R)

— Surface stopway (2L)

— Headwind/tailwind and crosswind (2R)

— Density altitude (3L).

Figure 4--30TAKEOFF 2/2


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RUNWAY POSITION (RW POS)

When a departure surface is selected andPERF is initiated, the promptRW POS at 6R is displayed on the ACTIVE FLT PLAN page. Once theaircraft is at the surface threshold, the FMS is updated to the surfacethreshold position.

NOTE: This is an option as FMS position is equal to GPS position,when installed.

Updates are made by pushing the line select key (6R) adjacent to theRW POS prompt on the ACTIVE FLT PLAN page, as shown inFigure 4--31. The POSITION INIT page is displayed when pushing theRW POS prompt.

Figure 4--31ACTIVE FLIGHT PLAN 1/5 Page


A28--1146--181REV 3 Mar 2009 4-31

Operational Example


D POSITION INIT 1/1 -- The coordinates for the selected surface(RW13L) are displayed on the POSITION INIT 1/1 page, shown inFigure 4--32, and makes the coordinates available for loading.

Figure 4--32Runway Coordinates on POSITION INIT 1/1 Page


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D Threshold Position Update -- Pushing the line select key (2R)adjacent to the surface coordinates loads the surface thresholdposition into the FMS, as shown in Figure 4--33.

Figure 4--33LOAD Prompt on POSITION INIT 1/1 Page


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Operational Example


TAKEOFF

The FMS considers the aircraft airborne when monitor warningindicates the aircraft is airborne (weight off wheels).When airborne, theestimated time of arrival (ETA) for each waypoint replaces theestimated time en route (ETE), as shown in Figure 4--34. ETAs aredisplayed on the ground when an ETD is entered prior to takeoff. Onceairborne, the ETA for the FROM waypoint is replaced with the actualcrossing time. ETEs for any waypoint in the flight plan are available onPERF PLAN pages or PROGRESS page 1.

Figure 4--34ETA on ACTIVE FLT PLAN 1/5 Page

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

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


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D Waypoint Sequencing -- On takeoff, the surface becomes theFROM waypoint and remains on the top line of the ACTIVE FLTPLAN page. The TO waypoint is shown on the second line. As theaircraft passes the TO waypoint, all waypoints scroll up one line, asshown in Figure 4--35. This process is called waypoint sequencing.

Figure 4--35Waypoint Sequencing on ACTIVE FLT PLAN 1/5


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Operational Example


D PROGRESS 1/3 -- Information available on the PROGRESS1/3 page, shown in Figure 4--36, is displayed by pushing thePROGkey. The PROGRESS 1/3 page includes the navigation mode(DME/DME in the example shown), and the required, andestimatedposition uncertainty.

Figure 4--36PROGRESS 1/3 Page

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


A28--1146--181REV 3 Mar 2009



D PROGRESS 2/3 -- Information available on the PROGRESS2/3 page, shown in Figure 4--37, is displayed by pushing the NEXTkey when the PROGRESS 1/3 page is displayed. The following isdisplayed on the PROGRESS 2/3 page:

— Speed command (1L)

— Altitude command (1L)

— Distance and TOC (2L)

— Current fuel quantity (2R)

— Distance and TOD (3L)

— Current gross weight (3R).


The TOC and TOD points are not displayed as waypoints as part ofthe ACTIVE FLT PLAN. However, they are displayed on the mapand vertical profile (when available). The positions of thesewaypoints are dynamically updated. The relative position to otherwaypoints in the flight plan changes. Changes to the flight plan alsoeffect the TOC and TOD positions.


A28--1146--181REV 3 Mar 2009 4-37

Operational Example


D PROGRESS 3/3 -- Information available on the PROGRESS3/3 page, shown in Figure 4--38, is displayed by pushing the NEXTkey when the PROGRESS 2/3 page is displayed. The followinginformation is displayed on the PROGRESS 3/3 page:

— Cross track error (1L)

— Offset (1R)

— Track and drift (2L)

— Heading (2R)

— FMS computed wind, headwind, and crosswind(3L)

— FMS computed ground speed (3R).

01574.02



A28--1146--181REV 3 Mar 2009



CLIMB

As the climb continues, intermediate altitude clearances are enteredusing the altitude selector. The FMS gives advisory information on theflight plan page to climb to the selected altitude or the next altitudeconstraint, whichever is lowest. Altitude restrictions associated with awaypoint are entered on the multifunction control display unit (MCDU)adjacent to the appropriate waypoint. The 7000 feet at constraint onARDIA was entered at 2R, as shown in Figure 4--39.

Figure 4--39Constraint Information on ACTIVE FLT PLAN 1/5

ThePERFDATA prompt at 6R is displayedafter takeoff until the aircraftis within 200 NM of the destination. The PERF DATA prompt permitsaccess to the PERFDATA pages described in Section 5, Performance.When the aircraft is within 200 NM, the PERF DATA prompt changesto ARRIVAL. The ARRIVAL prompt permits access to the ARRIVALpage described in Section 6, Navigation.


A28--1146--181REV 3 Mar 2009 4-39

Operational Example


EN ROUTE

Once at cruise altitude, the information on PROGRESS 2/3 pagereflects the commanded speed and altitude information for the cruisesegment, as shown in Figure 4--40. In this example, 140 CASrepresents the recommended cruise speed.

Figure 4--40En Route Information on PROGRESS 2/3

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

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

2. When the revision effects the TOwaypoint (suchas clearancedirectfrom present position to another point), that is done by pushing theDIR key.

The ACTIVE FLT PLAN page 1, is displayed by pushing the DIRfunction key regardless of what page is currently being displayed.

When thedirect--towaypoint is already in the flight plan, pushing the lineselect key to the left of the waypoint makes the direct--to the TOwaypoint.

When the direct--to waypoint is not in the flight plan, enter the IDENTfor the direct--to waypoint in the upper left corner of the page where thedashes are located. The entered IDENT becomes the TO waypoint.Either of these actions results in the FMS to immediately alter course.


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DESCENT

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

ARRIVAL

When within 200 flight plan miles of the destination airport, theARRIVAL prompt is displayed at 6R, as shown in Figure 4--41. Pushingthe ARRIVAL prompt selects an arrival procedure or surface. TheARRIVAL page is always accessed from the NAV INDEX.

Figure 4--41ARRIVAL Prompt on ACTIVE FLT PLAN 1/2


A28--1146--181REV 3 Mar 2009 4-41

Operational Example


D ARRIVAL Page -- The ARRIVAL page, shown in Figure 4--42, isdisplayed when the ARRIVAL prompt on the APPROACH page isselected. The destination airport is displayed at 1R with access toselecting the surface, approach, and/or STAR. While the selectionis made in any order, this example selects 2L to choose anapproach. Selecting an approach automatically selects a surface.

02131.05

Figure 4--42ARRIVAL 1/1


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D APPROACHPage -- The APPROACHpage, shown in Figure 4--43,is displayed with the available approach procedures to permitselection of the assigned or required approach. Selecting anapproach also includes the missed approach procedure. From theKHOU APPROACH page, the ILS 04 approach (5R) is selected.

01867.02

Figure 4--43KHOU APPROACH 1/2


A28--1146--181REV 3 Mar 2009 4-43

Operational Example


D APPROACH TRANS Page -- Following the approach selection, theAPPROACH TRANS page, shown in Figure 4--44, is displayed.Selection of the appropriate transition is accomplished on theAPPROACH TRANS page. For this example, the CARCO (2L)approach transition is selected.

The default vectors course into the final approach fix (FAF) is shownin 1L. Thedefault course is automatically provided using informationfrom the navigational database (NDB). When no default course isavailable, dashes are displayed. Entry of a course in 1L is permitted.

01868.02

Figure 4--44KHOU APPROACH TRANS 1/1


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D STAR Page -- After the approach is selected, the STAR page isdisplayed with the available arrival procedures, as shown inFigure 4--45. When an arrival procedure has been assigned,selection from the list is accomplished on the STAR page. From theSTAR page, the BLUBL2 arrival is selected (1L).

0 1869.03

Figure 4--45KHOU STAR 1/1


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Operational Example


D STAR TRANS Page -- When a STARhas transition fixes, the STARTRANS page, shown in Figure 4--46, is automatically displayed.Selection of the assigned STAR transition is accomplished on theSTAR TRANS page. For the current example, the CLL transition(1L) is selected. After the transition is selected, the ARRIVAL pageis displayed with a summary of the selections, as shown inFigure 4--47.WhennoSTARand/or STARTRANS is to beused, theARRIVALprompt (6R) returns the system to the ARRIVALsummarypage having the ACTIVATE prompt, as shown in Figure 4--47. TheACTIVATE prompt at 6R inserts the selected procedures in theactive flight plan.

0 1870.03

Figure 4--46KHOU STAR TRANS 1/1


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Figure 4--47KHOU ARRIVAL 1/1

APPROACH

Once thearrival selection is activated, theFMSguides theaircraft alongthe STAR and approach procedure. When a localizer based approachis selected, as in this example, final approach is flown using the flightdirector. When a nonprecision approach is selected, the FMS is usedfor guidance on final approach.


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Operational Example


LANDING

The ACTIVE FLT PLAN page is displayed when activating the arrival.The LANDING page is accessed from PERF INDEX by pushingLANDING prompt (2R).

D LANDING1/2 -- TheLANDING1/2page is displayed inFigure4--48.The following is displayed on the LANDING page:

— Surface identifier (1L)

— Surface heading (1L)

— Runway length or helipad dimensions (1R)

— Temperature (2L)

— Surface wind (2R)

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

— Surface elevation (3R).

Figure 4--48LANDING 1/2

Surface information is retrieved from the database. For landing,both surface temperature and wind are required entries for landingcalculations. Barometric setting is a pilot--entered value, air datacomputer (ADC) value, or default of 29.92 and is used to calculatethe pressure altitude for the surface elevation.


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D LANDING 2/2 -- The following values are displayed on theLANDING 2/2 page, shown in Figure 4--49, when a runway isselected. When a runway is not selected, DENSITY ALT only isdisplayed on the LANDING 2/2 page.

— Surface slope (1L)

— Surface width (1L)

— Surface threshold (1R)

— Headwind/tailwind and crosswind (2R)

— Density altitude (3L).

Figure 4--49LANDING 2/2


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Operational Example


MISSED APPROACH

The missed approach pages contain waypoints for the missedapproach segment. The MISSED APRCH pages follow the ACTIVEFLT PLAN pages when an approach from the navigation database hasbeen activated, as shown in Figure 4--50. The first waypoint on theMISSEDAPRCHpage1 is themissedapproachpoint (MAP). TheMAPis also in the active flight plan. When activated, the missed approachis inserted into the active flight plan after the MAP.

Figure 4--50MISSED APRCH 4/5

The MISSED APPR prompt is displayed at 6L on the ACTIVE FLTPLAN page when 2 NM before sequencing the final approach fix (FAF)or 5 NM from the surface end. The missed approach is activated byselecting the MISSED APPR prompt (6L) or pushing the go--around(GA) button. Themissed approach is then inserted into the active flightplan.

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


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ALTERNATE FLIGHT PLAN

The alternate flight plan page is shown in Figure 4--51. When analternate is entered, the alternate flight plan follows theactive flight planand missed approach (when entered) pages. When a flight plan to analternate has been entered, the ALTERNATE prompt is displayed onthe ACTIVE FLT PLAN page when the aircraft is within 25 NM of thedestination. When the flight plan contains an approach, theALTERNATE prompt is displayed only after the missed approach hasbeen activated. When an ALTERNATE is selected before thedestination is reached, the FMS guides the aircraft to the originaldestination and then to the alternate. ALTERNATE must not be armeduntil a decision is made to divert to the alternate. Proceed to thealternate without going to the original destination by using the DIR key.

01791.02

Figure 4--51ALTERNATE FPL 1/2


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Operational Example


CLEARING OF FLIGHT PLANS

The active flight plan is cleared 5 seconds after removing power whenthe aircraft is in flight or on the ground. Prior to removing power, theactive flight plan is stored. The active flight plan is retained over theduration of the power loss.

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

While on the ground, entering a new origin after some or all of the flightplan has been defined, is permitted. When the new origin is already awaypoint in the flight plan, the waypoints before the first appearance ofthe new origin are deleted. When the new origin is not already awaypoint in the flight plan, the whole flight plan is deleted. Deleting theorigin clears the entire flight plan and applies to both active and storedflight plans.

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

Another action conducted on the ground for clearing the active flightplan is to activate the previously inactive database on the NAV IDENTpage of the MCDU.


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Performance


5. Performance

INTRODUCTION

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

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

Several areas of initialization are within the performance functions ofthe FMS. For the FMS to calculate performance data, the initializationpages must be reviewed and the CONFIRM INIT prompt at 6R on thelast pageof initializationmust bepushed.Performance calculationscantake some time to be displayed after initializing or after the flightcondition is changed.

NOTE: Performance information in the FMS is based on dataentered by the pilot and calculated by the FMS. Missionplanning data has not been evaluated by the Federal AviationAdministration (FAA) for accuracy and is not approved by theFAA.

FMS fuel quantities are displayed two different ways. When showingcurrent fuel on board, the quantity is in pounds or kilograms (forexample: 16250). When showing planned fuel remaining at waypointsand fuel required, the quantity is displayed in thousands of pounds orkilograms (e.g., 2.7, meaning 2,700). Fuel quantities reflecting thegauge value are displayed in pounds or kilograms. Fuel quantitiesassociated with the flight plan are displayed in thousands of pounds orkilograms.

NOTE: The FMS fuel management data is advisory information only.FMS fuel management data must not be used in lieu of theprimary fuel flow indicator display of the aircraft.


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Performance5-2


PERFORMANCE INDEX

The PERF INDEX page is accessed by pushing the PERF key.

When the PERF key is pushed, PERF INDEX page 1/1, shown inFigure 5--1, is displayed. The PERF INDEX 1/1 page showsperformance functions that are selectable at any time. Pushing the lineselect key adjacent to the respective function selects the function.

Figure 5--1PERF INDEX 1/1

The following figures correspond to the line select keys shown inFigure 5--1. Theassociated functions are described later in this section.

D 1L -- PERF INIT is shown in Figure 5--2, page 5-3.

D 2L -- TAKEOFF is shown in Figure 5--16, page 5-27.

D 3L -- PERF PLAN is shown in Figure 5--13, page 5-23.

D 4L -- PERF DATA is shown in Figure 5--10, page 5-17.

D 1R -- FUEL MGT is shown in Figure 5--20, page 5-36.

D 2R -- LANDING is shown in Figure 5--18, page 5-32.

D 3R -- APPRCH SPD is shown in Figure 5--7, page 5-13.


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Performance


PERFORMANCE INITIALIZATION

Several FMS performance functions require initialization. When therelated initialization selection is complete, the CONFIRM INIT promptmust be selected to compute the performance data for these functions.The PERFORMANCE INIT 1/3 page, shown in Figure 5--2, is displayedby pushing the PERF INIT prompt on the PERF INDEX page.

Figure 5--2PERFORMANCE INIT Display

One of the following performance modes is selected to completeperformance initialization.

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

D Current Ground Speed/Fuel Flow -- The fuel calculations arebasedon the current fuel flowshown on the FUELMGT page.Whena fuel flow entry is made on the FUEL MGT page, the entry takesthe place of the sensed fuel flow. The time calculations are basedon the current ground speed when airborne. While on the ground,the FMS uses the default ground speed.

Figure 5--3 shows the sequence of initialization and and data pages foreach of the two methods of performance calculations.

NOTE: The pilotmust verify and reviewall the entered andcomputeddata.


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Performance5-4


Blank Page


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Figure 5--3Performance Initialization Block Diagram


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Performance


SPD/FF AND CURRENT GROUND SPEED/FFMETHOD

Theperformance initialization has threepages.Many itemsare recalledfrom the previous flight to reduce the number of required inputs. Theseitems are permitted to be changed. The only items not retained from theprevious flight or over a power cycle and are required entries are:

D Cruise fuel flow (in PILOT SPD/FF mode only)

D Initial cruise altitude

D Fuel quantity (unless gauge value is available)

D Baggage weight

D Pilot and passenger weight.

An average cruise wind is entered, when available.

Pilot Speed/Fuel Flow (SPD/FF) Method

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

D PERFORMANCE INIT 1/3 -- The following information is displayedon the PERFORMANCE INIT 1/3 page, shown in Figure 5--4:

— 1L -- Aircraft type (ACFT TYPE) is displayed at 1L. Pilot--entryis not permitted. The aircraft type is loaded from the aircraftdatabase (ACDB).

When no aircraft database is loaded, 1L is blank.

The ACDB is loaded when the FMS is installed. The aircraftdatabase is retained from flight to flight.

The pilot verifies the ACFT TYPE data field has the correctaircraft type. The system generates incorrect performancepredictions when the FMS contains the wrong ACDB.


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Performance5-8



— 1R -- Aircraft tail number (TAIL #) is displayed at 1R. The tailnumber is entered at 1R before going to the next page. Onceentered, the aircraft tail number is saved. No action is requiredon future flights.

The tail number is used for the following two purposes:

1. Naming of the aircraft database file -- When the aircraftdatabase file is saved to disk, the database file is namedusing the tail number.

2. Data management unit (DMU) -- The tail number is used byDMU for the loading of the navigation database. The tailnumber is also used to upload and download the custom andaircraft database files.

— 2L -- The FMS has twoPERFmodes ormethods of performancecalculations, CURRENT SPD/FF and PILOT SPD/FF

— 2R -- The PERF MODE page is displayed when the OR promptat 2R is pushed.


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Performance


D PERF MODE 1/1 -- The PERF MODE page, shown in Figure 5--5,is displayed by pushing the OR prompt at 2R, as shown inFigure 5--4. The PERF MODE page is used for selection of themode for performance calculations.

00546.06

Figure 5--5PERF MODE 1/1

— 2L -- When CURRENT GS/FF (ground speed/fuel flow) isselected, performance calculations are based on current groundspeed and current fuel flow. However, when on the ground, theFMS default ground speed is used. The FMS default groundspeed is displayedat 1Ron the first pageof anystored flight plan.Once airborne, the current ground speed is used. The currentfuel flow is displayed at 1R of the FUELMGT 1/2 page. The fuelflow value is permitted to be overridden by pilot entry and is thenused.

— 3L -- Selecting PILOT SPD/FF bases performance calculationson pilot--entered speed schedules, winds and cruise fuel flow.When using the PILOT SPD/FF option, the cruise fuel flowmustbe entered at 2R on the PERFORMANCE INIT 2/3 page.Automatic adjustments aremade for thehigher fuel flow in climb.Entered winds and sensed winds (once airborne) are included inthe ground speed predictions used for time en route estimates.


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Performance5-10


D PERFORMANCE INIT 2/3 -- The PERFORMANCE INIT 2/3 page,shown in Figure 5--6, is used to set the speed schedules for climb,cruise, descent, departure, and arrival. The PERFORMANCEINIT 2/3 page is also used to set thedefault descent angle. InPILOTSPD/FF, these speed schedules are used for making ground speedpredictions. In the CURRENT GS/FF mode, the ground speedpredictions are unaffected by the speed schedules. The active FMSspeed command, provided as advisory information to the pilot, usesthe appropriate speed schedule based on the phase of flight.

Figure 5--6PERFORMANCE INIT Page 2/3

— 1L -- The CLIMB speed schedule is displayed in calibratedairspeed (CAS). Changes are made by entering a CAS in thescratchpad and pushing 1L. A pilot entered climb speedschedule is stored from previous operation and is displayed oninitial power up. Entering *DELETE* returns to the default climbspeed schedule as defined in the ACDB.

Pilot entered values between 60 and Vne are permitted. Anyvalue entered outside of 60 and Vne results in the INVALIDENTRY scratchpadmessage being displayed. A default value of120 knots is displayed at 1L if the ACDB is invalid or unavailable.

— 2L -- TheCRUISEspeed schedule is displayed in CAS.Changesare made by entering a CAS in the scratchpad and pushing 2L.Pilot entered cruise speed schedules are stored from previousoperation and are displayed on initial power up. Entering*DELETE* returns to the cruise speedschedule as defined in theACDB.


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Performance


Pilot entered values between 60 and Vne are permitted. Anyvalue entered outside of this range and the INVALID ENTRYscratchpad message is displayed. A default value of 140 knotsis displayed at 2L if the ACDB is invalid or unavailable.

— 2R -- When the selected PERF MODE is PILOT SPD/FF, thepilot has the ability to enter a cruise fuel flow value at 2R . WhenPILOT SPD/FF is displayed, the cruise fuel flow value is set tothe previous operations value or is defaulted to 450 kg/hour.

— 3L -- The DESCENT speed schedule is displayed in CAS.Changes are made by entering a CAS in the scratchpad andpushing 3L. A pilot entered descent speed schedule is storedfrom previous operation and is displayed on initial power up.Entering *DELETE* returns to the default descent speedschedule as defined in the ACDB.

Pilot entered values between 60 and Vne are permitted. Anyvalue entered outside of this range and the INVALID ENTRYscratchpad message is displayed. A default value of 140 knotsis displayed at 3L if the ACDB is invalid or unavailable.

In addition to the speed entries, a default descent angle isdisplayed at 3L. When the angle is entered independent of thespeed entries, the angle is entered with a leading slash (/). Adescent angle default valueof 3 degrees is displayed if theACDBis invalid or unavailable.

— 4R -- The INIT CRZ ALT is defaulted to the previous operationvalue or to 8000 feet. Pilot--entry of the current INIT CRZ ALT isentered at 4R.

When an altitude is entered that is lower than the altitudeselector, the entry is rejected and the MCDU message RESETALT SEL is displayed. The cruise altitude must be equal to orgreater than the altitude selector.

When theaircraft climbs to ahigher altitude thandisplayed at 4R,the pilot--entered INIT CRZ ALT stays the same. Performancedata, however, is recalculated to reflect thehigher cruisealtitude.


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Performance5-12


NOTES: 1. Once in flight, when the actual cruise altitude islower than the entered or calculated initialcruise altitude, the initial cruise altitude entrymust be adjusted to the lower value. Enteringthe actual cruise altitude places the FMS in thecruise mode and adjusts the performancepredictions to account for the lower cruisealtitude.

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

— 5L -- Cruise winds at the anticipated cruise altitude are enteredat 5L. Data entry formatting and syntax is consistent with entryof wind magnitude and direction on other FMS pages. Thedefault CRUISE WINDS value is zero.

In addition, the altitude is entered before the cruise wind isaccepted. Entering *DELETE* returns the default value of zero.

— 5R -- 5R is associated with 5L and gives the pilot the ability tospecify the cruise wind altitude. Data entry is consistent withentry of cruise altitude on other FMS pages. The default valueis set to zero. In addition, the FMS gives the pilot the ability toenter winds from altitudes of --1300 to 60,000 feet.

— 6L -- Selection of this line gives access to the APPROACH(APP), and GO--AROUND speed pages.

D Current Ground Speed/Fuel Flow Method -- The CURRENTGS/FF method of performance initialization is similar to the PILOTSPD/FF initializationwith the exception that no cruise fuel flow entryis permitted on the PERFORMANCE 2/3 page. The default fuel flowvalue at 2R is 450 kg/hour.

D APPROACH SPEEDS -- The APPROACH SPEED 1/2 page,shown inFigure 5--7, is used to enter approach speed and restrictionlimits. Approach speed and restriction limits are used to computeFMS speed targets during approach.


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Performance


Figure 5--7APPROACH SPEED 1/2

— 1L -- This field is used to enter the approach speed. The defaultvalue is the value from the aircraft database.

— 2L -- This field is used to enter the initial approach distance. Thedefault value is the value from the aircraft database.

— 3L -- This field is used to enter the final approach speed. Thedefault value is the value from the aircraft database.

— 4L -- This field is used to enter the final approach distance. Thedefault value is the value from the aircraft database.

— 6L -- The vertical navigation ( VNAV) DATA prompt is used toreturn to the VNAV DATA 1/1 page without making anyselections.

— 1R -- The RETURN prompt is used to return to thePERFORMANCE INIT 2/3 page without making any selections.

When an installation does not support this feature, the optionsfor 1L, 2L and 3L are not displayed.

D GO--AROUND SPEEDS 2/2 -- GO--AROUND SPEEDS 2/2 page,shown in Figure 5--8, is used to enter the go--around speedschedules for various configurations and is accessedby pushing theNEXT key when the APPROACH SPEED page is displayed.


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Performance5-14


Figure 5--8GO--AROUND SPEEDS 2/2

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

— 1R -- The RETURN prompt is used to return to thePERFORMANCE INIT 2/3 page without making any selections.

D PERFORMANCE INIT -- LB 3/3 -- The data associated with theweight of the aircraft is displayed on the PERFORMANCE INIT 3/3page, shown in Figure 5--9.


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Performance


Figure 5--9PERFORMANCE INIT 3/3 Page

— 1L -- Basic operating weight (BOW) is retained in memory, butmust be verified on each flight. A new entry is permitted to bemadeat any time. Entering *DELETE* returns the entry prompts.

— 1R -- The location of the basic center of gravity (CG) is enteredat 1R. This is the CG location of the clean helicopter (i.e.,PERFORMANCE INIT weight values are zero). The BASIC CGis set to the previous values from the prior flight or the dashedif the ACDB is invalid or unavailable.

The value displayed in 1R is meters (M) when the selected unitsare KG, or inches (IN) when the selected units are LB.

— 2L -- The aircraft fuel is entered at 2L. The fuel gauge value isalso displayed at 2L.

— 2R -- Weights carried in stretchers (which comes as an option)is entered at 2R. The STR F/A weights are defaulted to zero forforward and aft stretcher locations respectively.

— 3L -- Pilot and copilot weight is entered at 3L. PILOT WEIGHTis displayed as dashes during a cold power up or an eventresulting in PERF de--initialization. Pilot weight must be enteredon initial power up as no default value is displayed. Pilot weightfrom the previous flight remains when the aircraft is not powereddown.


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Performance5-16


— 3R -- The weights of the passengers in rows one, two and threeis entered at 3R. The ROW 1/2/3 weights default to zero.

— 4L -- The baggage weight carried in the aft compartment isentered at 4L. The BAGGAGE weight defaults to zero.

— 4R -- Weights carried on the hoist or hook (option) is entered at4R. The HOIST/HOOK weights default to zero.

An INVALID ENTRY scratchpad is displayed and the entry is notpermitted when the entry for the HOIST or HOOK weight isgreater than maximum hoist/hook weight in the ACDB.

— 5L -- The calculated gross weight of the aircraft based on thepilot--inputs for other weights is displayed at 5L. The value ofGROSS WT defaults to cyan dashes until all other weights onPERFORMANCE INIT page 3/3 are entered.

Following entry of the other weights, the GROSS WT iscalculated as the sum of the other weight fields.

GROSS WT is periodically re--calculated every 10 seconds.

The following indication is provided when the GROSS WT isoutside of the minimum or maximum (max) values:

D The GROSS WT value is displayed in cyan reverse video.

D A BELOW GROSS WT scratchpad message is displayedwhen the GROSS WEIGHT is below the minimum grossweight in the ACDB.

D An EXCEEDS MAX GROSS WT scratchpad message isdisplayed when the GROSS WT value minus the HOOKweight exceeds the ACDBvalue formaximum takeoff weight.

D An EXCEEDS MAX GROSS WT scratchpad message isdisplayedwhen theGROSSWTexceeds theACDB value formaximum ramp weight.

— 5R -- The location of the center of gravity for all the weights addedto the aircraft is displayed in 5R. Prior to entry of weights neededfor the gross weight calculation, the GROSS CG is blank and nopilot entry is permitted.

When the GROSS CG is calculated to a value outside of theminimum or maximum envelope (defined in the CG tablesupplied by Agusta), the value of GROSS CG is displayed inreverse video and an EXCEEDS CG LIMIT scratchpad errormessage is displayed.


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Performance


— 6R -- Whenperformance initialization is complete, theCONFIRMINIT prompt is displayed in the lower right corner of this page.The CONFIRM INIT prompt is selected for the performancefunction to calculate performancedata and for theVNAV functionto be available.

Selecting the CONFIRM INIT prompt initializes performance.

The CONFIRM INIT prompt is not available and performancepredictions are not computed if the ACDB is invalid.

PERFORMANCE DATA

The performance data pages permit the pilot to monitor importantperformance calculations made by the FMS such as the hover ceiling,velocity hover limit, and velocity flyaway limit. Category A ceilingaltitudes, and best range, and endurance are also displayed. Theperformance data pages are displayed when an active flight plan andperformance initialization is completed.When changes aremade to theflight plan, performance data computations are updated. In flight,factors such as unexpected winds or routing changes alter thepredictions.

When performance data is recalculated, the displayed data is blankduring the few seconds of calculation. This operation is the general rulefor all pages displaying performance data.

Performance Data Pages 1 and 2 Definition

The same information is displayed on lines one through three on thePERF DATA pages 1/4 and 2/4, shown in Figure 5--10.

Figure 5--10PERF DATA Pages 1/4 and 2/4

The following line select keys correspond to the associated definitionson the PERF DATA pages 1 and 2.


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Performance5-18


D 1L -- The current or pilot entered values for pressure altitude (PALT)and outside air temperature (OAT) are displayed at 1L. Pilot enteredpressure altitudes and outside air temperatures are used for what--ifscenarios. The values displayed for P ALT and OAT defaults to thevalues obtained from air data from the ACDB.

When the pressure altitude is greater than 14,000 ft, the messageCHECK T/O ENVELOPE is displayed in the scratchpad. When thepressure altitude is greater than 20,000 ft, the OAT is less than--40°C, or the OAT is greater than the value obtained from the HDLimit ISA +35 Table, the message CHECK FLIGHT ENVELOPE isdisplayed in the scratchpad.

Default values are displayed in small font and pilot--entered valuesdisplayed in large font.

D 1R -- Thedensity altitude (DENSALT) associatedwith thePALTandOAT displayed at 1L is displayed at 1R. Pilot--entry is not permittedat 1R.

When the density altitude is greater than 14,000 ft, the messageCHECK T/O ENVELOPE is displayed in the scratchpad. When thedensity altitude is greater than 20,000 ft, theOAT is less than --40°C,or the OAT is greater than the value obtained from the HD LimitISA +35 Table, the message CHECK FLIGHT ENVELOPE isdisplayed in the scratchpad.

D 2L -- The hover ceiling in ground effect (HOV CEIL IGE) is themaximum allowable density altitude for hovering when thehelicopter is in ground effect at maximum takeoff power and isdisplayed at 2L. The HOV CEIL IGE is determined from Agustaperformance tables using gross weight and OAT.

When the HOV CEIL IGE is lower than the DENS ALT displayed at1R, the HOVE CEIL IGE altitude at 2L is displayed in reverse videoand pilot entry is not permitted.

When the cargo HOOK load is > 0, HOV CEIL IGE is displayed inreverse video to identify the cargo hook and hover ceiling in groundeffect are not consistent with the presence of the load on the cargohook.

D 2R -- The HOV CEIL OGE (hover ceiling out of ground effect) is themaximum allowable density altitude for hovering when thehelicopter is out of ground effect at maximum takeoff power and isdisplayed at 2R. The OV CEIL OGE is determined from Agustaperformance tables using gross weight and OAT.

WhenHOVCEILOGE is lower than theDENSALT displayed at 1R,the HOV CEIL OGE altitude at 2R is displayed in reverse video andpilot entry is not permitted.


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Performance


D 3L -- The height--velocity hover limit (HV HT) is the minimum safehover height above ground level (AGL) when an engine fails and isdisplayed at 3L. NO HV is displayed when the computed densityaltitude is less than the maximum hover altitude (Hdmax).Otherwise, HV HT is displayed (in feet) and no pilot entry ispermitted.

The minimum safe hover height is determined by Agustaperformance tables using gross weight and density altitude.

D 3R -- The height--velocity flyaway limit (FLYAWAY HT LOSS) is thealtitude loss that occurs when the helicopter flies away from hoverfollowing an engine failure and achieves a stable altitude flying ona single engine and is displayed at 3R. The flyaway height loss isdetermined from Agusta performance tables using density altitudeand OAT.

When the FLYAWAY HT LOSS altitude is greater than the currentradio altitude, the FLYAWAY HT LOSS altitude is displayed inreverse video and no pilot entry is permitted.

D 4L (Performance Data Page 1) -- The best range speed (BSTRANGE SPD) is displayed in KIAS at 4L. Best range speed is thespeed at which the aircraft achieves the best range for the averagegross weight, pressure altitude, and OAT.

When the hook load is greater than zero, the best range speed islimited to 90 knots.

D 4L (Performance Data Page 2) -- The current range speed (CURRANGE SPD) is displayed in KIAS at 4L. No pilot entry is permitted.

D 4R (Performance Data Page 1) -- The best range distance (BSTRANGE DIST) is displayed in nautical miles (NM) at 4R. Best rangedistance is theestimateddistanceen route (or best range) achievedwhen the aircraft is flown at BST RANGE SPD displayed at 4L. Nopilot entry is permitted.

D 4R (PerformanceData Page2) -- The current range distance (CURRANGE DIST) is displayed in NM at 4R. No pilot entry is permitted.

D 5L (Performance Data Page 1) -- The best endurance speed(BEST ENDUR SPD) is displayed in KIAS at 5L. Best endurancespeed is the speed at which the helicopter achieves the bestendurance for the average gross weight, pressure altitude, andOAT. The best endurance speed is obtained from Agustaperformance tables using average gross weight, pressure altitude,and OAT. No pilot entry is permitted.


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D 5L (Performance Data Page 2) -- The current range speed (CURRANGE SPD) is displayed in KIAS at 5L. No pilot entry is permitted.

D 5R (Performance Data Page 1) -- The best endurance time (BSTENDUR TIME) is displayed at 5R. The best endurance time is thetime aloft (time remaining in air) when the aircraft is flown at theBSTENDUR SPD displayed at 5L. No pilot entry is permitted.

D 5R (Performance Data Page 2) -- The current endurance time(CUR ENDUR TIME) is displayed at 5R. The current endurancetime is the time aloft (time remaining in air) when the aircraft is flownat the CUR ENDUR SPD at 5L. No pilot entry is permitted.

D 6L -- The prompt CAT A is displayed at 6L and is used to access thePERF DATA page 3.

D 6R (Performance Data Page 1) -- The prompt CURRENT SPD isis displayed at 6R and is used to access the PERF DATA page 2,

D 6R (Performance Data Page 2) -- The prompt BEST SPD isdisplayed at 6R and is used to access the PERF DATA page 1.

Performance Data Page 3 Definition

The maximum CATEGORY A CEILING altitude for helicopter takeoffsor landings is displayed on the PERF DATA 3/4 page, shown inFigure 5--11.

Figure 5--11PERF DATA 3/4 Page


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Performance


The following line select keys correspond to the associated definitionson the PERF DATA page 3, shown in Figure 5--11.

D 1L -- The current or pilot--entered values for P ALT and OAT isdisplayed at 1L. Data being displayed and the entry of informationis the same as for the PERF DATA pages 1 and 2.

D 1R -- The DENS ALT associated with the P ALT and OAT displayedat 1L is displayed at 1R. Data being displayed and the entry ofinformation is the same as for the PERF DATA pages 1 and 2.

D 2L/2R -- When the cargo HOOK load is > 0, the CATEGORY ACEILING is displayed in reverse video.

D 3L -- The CATEGORY A CEILING HD (density altitude) for takeoffor landing to a HELIPAD is displayed at 3L. The category A ceilingdensity altitude is obtained from Agusta performance tables usingcurrent OAT and gross weight.

When the CATEGORY A CEILING HELIPAD altitude is less thanthe DENS ALT (1R), theCATEGORY ACEILING HELIPADaltitudeis displayed in reverse video.

D 3R -- The CATEGORY A CEILING HD for takeoff to a landingSHORT FLD (area with limited obstacle clearance) is displayed at3R. The category A ceiling density altitude is obtained from Agustaperformance tables using current OAT and gross weight.

When theCATEGORYACEILINGSHORTFLD altitude is less thanthe DENS ALT (1R), the CATEGORY A CEILING SHORT FLDaltitude is displayed in reverse video.

D 4L -- The CATEGORY A CEILING HD for takeoff or landing to aCLEAR AREA (for example, a runway) is displayed at 4L. Thecategory A ceiling density altitude is obtained from Agustaperformance tables using the current OAT and gross weight.

When CATEGORY A CEILING CLEAR AREA ceiling is less thanthe DENS ALT (1R), the CATEGORY A CEILING CLEAR AREAaltitude is displayed in reverse video.

D 4R -- The CATEGORY A CEILING HD for when a takeoff isperformed requiring the helicopter to BACKUP when ascending isdisplayed at 4R. The category A ceiling density altitude is obtainedfrom Agusta performance tables using current OAT and grossweight.

When theCATEGORYACEILINGBACKUPaltitude is less than theDENS ALT (1R), the CATEGORY A CEILING BACKUP altitude isdisplayed in reverse video.


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Performance Data Page 4 Definition

The status of the environmental control system (ECS), engine airparticle separator (EAPS), and heater is displayed on the PERFDATA 4/4 page, shown in Figure 5--12.

Figure 5--12PERF DATA 4/4 Page

The following line select keys correspond to the associated definitionson the PERFORMANCE DATA page 4, shown in Figure 5--12.

D 1L -- The operational status of the ECS is displayed at 1L.

D 2L -- The EAPS INSTALLED is displayed at 2L.

D 3L -- The operational status of the EAPS when installed is displayedat 3L.

D 4L -- The operational status of the HEATER is displayed at 4L.


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PERFORMANCE PLAN

The estimated fuel remaining and estimated time en route (ETE) foreach legof the flight, as shown inFigure 5--13, is displayedon thePERFPLAN pages. No flight plan changes are made from this page. ThePREV and NEXT keys are used to review the entire flight plan. Inaddition to this information, this page shows a wind/temperature (W/T)prompt (right line--selects) for each waypoint.

00558.05

Figure 5--13PERF PLAN 1/X


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Wind and Temperature Pages

Selecting the W/T prompt for a specific waypoint on the PERF PLANpage shows the WIND/TEMP page. Entry of wind and temperatureinformation is permitted on this page.

When theWIND/TEMP 2/X page is first selected, the predicted altitudeas well as the predicted wind and temperature at that altitude for thewaypoint is displayed, as shown in Figure 5--14.

00564.07

Figure 5--14WIND/TEMP 2/X

D 1L -- The waypoint is displayed. No entry is permitted. However, thePREV and NEXT keys are used to cycle through the waypoints inthe flight plan.

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

D 2L -- The predicted altitude from the performance computations isdisplayed here. Altitude entries are permitted. Altitude entries areused to assign an altitude to an entered wind and/or temperature.

D 2R -- The wind displayed is the wind used for performancecomputation. This wind is a blend of sensed wind (when airborne)and entered winds. Wind entries in degrees (true and magnitude)are entered.

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


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D 6L -- When entry of any data on the WIND/TEMP page occurs, theCLEAR prompt at 6L is displayed, as shown in Figure 5--15.Selection of this prompt clears all entries on the page and returnsthe default values displayed when the page was first accessed.

D 6R -- When entry of a valid wind/temperature occurs, the ENTERprompt at 6R is displayed, as shown in Figure 5--15. A validwind/temperature entry requires entry of an altitude and entry ofwind and/or temperature. When an entry is valid, the data isdisplayed in reverse video and the ENTER prompt is displayed.

00564.05

Figure 5--15WIND/TEMP

WIND AND TEMPERATURE MODEL BLENDING

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


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WIND AND TEMPERATURE MODEL ENTRIES

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

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

D Average Entry Only -- When an average wind and/or temperature(ISA DEV (deviation)) is entered on the PERF INIT 2/3 page, theaverage wind and/or temperature applies to every waypoint in theflight plan. The wind is ramped down from the entered altitude toproduce a lower wind at lower altitudes. At altitudes above thetropopause, the wind is assumed to be constant.

D Entry at Waypoint -- Wind and temperature are also entered ateach waypoint on the WIND/TEMP page. When an entry is madeat an individual waypoint, the entry erases any previous entry. Theentry is applied to each waypoint forward in the flight plan until awaypoint with another entry is encountered. Applying the entry toforward waypoints permits long flight plans to be subdivided intosegments for the purposeof makingwind/temperature entries. Afteran entry has been made, the 6L prompt CLEAR is displayed. TheCLEAR prompt serves as a reminder of where entries have beenmade. The CLEAR prompt also clears those entries.

RECOMMENDED ENTRIES

When the wind and temperature are forecast to be fairly constant overthe route of flight, an ISA DEV entered on the PERFORMANCE INIT2/3 page is sufficient. When the flight is short, this is typically a goodapproximation. The ISA DEV entry must be left at zero when noforecast is available. The temperature variation at high altitudes arenormally small and do not impact planning as much as wind variations.

When the wind and temperature are predicted to be significantlydifferent at various flight plan waypoints, waypoint entries must bemade. This is doneafter anaverageentry ismadeor in placeof averageentries. Waypoint entries are applied forward, so a few representativeentries are made for segments of any length.

For long flight plans, entering the best estimate of the average cruisewind is recommended. For shorter flight plans, enteredwindmatters forpreflight. Once in cruise, the sensed wind takes precedence.


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WIND AND TEMPERATURE AND PERFORMANCE PLANNING

Temperature andespeciallywindplays a significant role in performanceplanning. The wind accounts for as much as one-third of the groundspeed. When flying a fixed Mach number, the true airspeed is roughly5% higher when the temperature is increased by 20_C. The increasedtemperature also effects the fuel flow, the MAX attainable altitude, andso on. Therefore, the closer the entered winds and temperatures areto the actual encountered conditions, the better the FMS performancepredictions.

Takeoff Pages

Database information about the departure surface (when one has beenselected) is displayed on the TAKEOFF 1/2 page, shown inFigure 5--16.

Figure 5--16TAKEOFF 1/2 Page

D 1L -- When the surface is a runway:

— The selected surface identifier is displayed. The runway headingis displayed for runway in the navigation database. When norunway has been selected in the flight plan, or a different runwayis desired, entry of the runway number or runway heading ismade on this line.


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PIlot entries are displayed inmagnetic heading. For example, anentry of 29 is displayed as 290_. No airport is displayed when anentry of runway number ismade. Entering *DELETE* returns theflight plan runway or prompts. The runway heading is used toresolve the surface winds. Entry of a new runway (heading,number, or new runway in the flight plan) deletes the runwaylength, elevation, slope, stopway, and threshold. The runwayheading is selected to the scratchpad.

When the surface is a helipad:

— Theselected surface identifier is displayed. Thehelipad identifieris displayed for helipads in the navigation database.

D 1R -- When the surface is a runway:

— LENGTH is displayed in small white font. The content of this datafield is displayed in small green font.

For runways, the numerical length of the runway from thedatabase is displayed in feet. When no runway has beenselected, an entry is made at 1L, or when a different length isdesired. The pilot enters a runway length on this line. Entering*DELETE* returns the default length or prompts.


— DIMENSIONS is displayed in small white font. Dimensions aredisplayed in length and width format or diameter as provided bythe database. When a helipad dimension is displayed in lengthand width format, the length andwidth is displayed separated byan X. When a dimension is displayed in diameter format, thevalue is followed by DIA and is separated by a space. When theselected surface is a helipad, pilot entries are inhibited.

D 2L -- The outside air temperature is displayed in this field. An entryis made in degrees Celsius or degrees Fahrenheit, but not both.Pushing 2Lwhen acelsius temperature is enteredbrings the celsiustemperature to the scratchpad. Entering *DELETE* returns to thesensed temperature.When the sensed temperature is not available,prompts are displayed on this line.

D 2R -- The surface wind is entered here. Surface wind is entered asmagnetic wind. The default is entry prompts. Entering *DELETE*returns to the default.


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D 3L -- The pressure altitude and the barometric (baro) setting aredisplayedon this line in small characters except whenenteredby thepilot. Pressure altitude is displayed in the following priority order:

— Pilot--entered value (large characters)

— Calculated from entered elevation

— Calculated from database elevation

— Sensed pressure altitude

— Calculated from sensed elevation

— Prompts.

The baro set (setting) is displayed in the following priority order:


— Air data computer (ADC) value

— 29.92.

The baro set is displayed in inches of mercury or millibars. The lastentered pilot values are displayed for pilot entered values. The formused on the primary flight display is displayed for the sensed values.The default is set in inches of mercury.

Thepilot enters elevation or pressure altitude and/or baro set.Whenan entry is made, the value not entered is calculated from theentered value. For example, when the pilot enters an elevation, thepressure altitude is calculated. When the pilot enters a pressurealtitude, the elevation is calculated.When thepilot enters a baro set,the parameter being calculated is recalculated. When the pilotenters a baro set when both sensed pressure altitude and sensedbaro altitude are displayed, pressure altitude is calculated based onthe entered baro set and the elevation is displayed.

Entering *DELETE* removes any pilot--entry of both pressurealtitude and baro set and the highest priority value is displayed.


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D 3R -- The runway/helipad elevation from the database is displayedin small characters, except when entered by the pilot. The elevationis displayed in the following priority order:


— Calculated from entered pressure altitude

— Database runway/helipad elevation

— Sensed baro altitude

— Calculated from sensed pressure altitude

— Prompts.

The pilot enters elevation or pressure altitude. When an entry ismade, the value not entered is calculated from the entered value.For example, when the pilot enters an elevation, the pressurealtitude is calculated. When the pressure altitude is entered, theelevation is calculated. When baro set is entered, the parameterbeing calculated is recalculated. Entry of *DELETE* removes anypilot entry and the highest priority value is displayed.

D 5R -- Selection of this line accesses the DEPARTURE SURFACESpage.

D 6L -- Access to the PERF DATA page is on this line.

The calculated data for a runway when a runway is selected as adeparture surface is displayed on the TAKEOFF 2/2 page, shown inFigure 5--17. TheTAKEOFF2/2page is displayedbypushing theNEXTfunction key when the TAKEOFF 1/2 page is displayed.


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Performance


Figure 5--17TAKEOFF 2/2 Page

D 1L -- The slope of the takeoff runway is displayed. When no surfacehas been selected, entry prompts are displayed. The width of thesurface is displayed when a surface has been selected. When thetakeoff surface is a helipad, this line is blank. No entry is permitted.

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

D 2L -- The stopway of the takeoff runway is displayed. When nosurface has been selected, entry prompts are displayed. When thetakeoff surface is a helipad, this line is blank.

D 2R -- Head/tailwind and crosswind resolved by the takeoff runwayheading and the runway wind entry are displayed. When the takeoffsurface is a helipad, this line is blank.

D 3L -- Density altitude computed from the pressure altitude and thesurface temperature is displayed.


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Landing Pages

D Database information about the arrival surface, when one isselected, is displayed on the LANDING 1/2 page, shown inFigure 5--18.

Figure 5--18LANDING 1/2 Page

— 1L -- When the surface is a runway:

D The selected surface identifier is displayed. The runwayheading is displayed for runway in the navigation database.When no runway is selected in the flight plan, or a differentrunway is desired, entry of the runway number or runwayheading is made on this line.

PIlot entries are displayed inmagnetic heading. For example,an entry of 29 is displayed as 290_. No airport is displayedwhen a runway number is entered. Entering *DELETE*returns the flight plan runway or prompts. The runwayheading is used to resolve the surface winds. Entry of a newrunway (heading, number, or new runway in the flight plan)deletes the runway length, elevation, slope, stopway, andthreshold. The runway heading is displayed in the scratchpadby pushing 1L


D The selected surface identifier is displayed. The helipadidentifier is displayed for helipads in the navigation database.


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— 1R -- When the surface is a runway:

D LENGTH is displayed in small white font. The content of thisdata field is displayed in small green font.

For runways, the numerical length of the runway from thedatabase is displayed in feet. When no runway has beenselected, an entry is made a 1L, or a different length isdesired. The pilot can enter a runway length on this line.Entering *DELETE* returns the default length or prompts.


D DIMENSIONS is displayed in small white font. Dimensionsare displayed in length and width format or diameter asprovided by the database. When a helipad dimension isdisplayed in length and width format, the length and width isdisplayed separated by an X. When a dimension is displayedin diameter format, the value is followed by DIA and isseparated by a space. When the selected surface is ahelipad, the pilot entries are inhibited.

— 2L -- The outside air temperature is displayed in this field. Anentry is made in degrees Celsius or degrees Fahrenheit, but notboth. The celsius temperature is displayed in the scratchpad bypushing 2L. Entering *DELETE* removes the temperature anddisplays prompts. When temperature compensation is active,the temperature compensation is canceled and the messageTEMP COMP CANCELED is displayed in the scratchpad underthe following conditions:

D When the temperature is deleted or

D When the entered temperature is out of range for thetemperature compensation mode.

NOTE: The temperature compensation is activated byselecting ACTIVATE on the TEMP COMP page.

— 2R -- The surface wind is entered here. Surface wind is enteredas magnetic wind. The default is entry prompts. Entering*DELETE* returns to the default.

— 3L -- The pressure altitude and the baro setting are displayed onthis line in small characters except whenenteredby thepilot. Thepressure altitude is displayed in the following priority order:

D Pilot--entered value (large characters)


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D Calculated from entered elevation

D Calculated from database elevation

D Prompts.

The baro set is displayed in the following priority order:

D Pilot entered value (large characters)

D ADC value

D 29.92.

The baro set is displayed in inches of mercury or millibars. Thelast entered pilot values are displayed for pilot entered values.The form used on the primary flight display is displayed for thesensed values. The default is set in inches of mercury.

The pilot enters elevation or pressure altitude and/or baro set.When an entry is made, the value not entered is calculated fromthe entered value. For example, when the pilot enters anelevation, the pressure altitude is calculated. When the pilotenters a pressure altitude, the elevation is calculated. When thepilot enters a baro set, the parameter being calculated isrecalculated.When the pilot enters a baro set when both sensedpressure altitude and sensed baro altitude are displayed,pressure altitude is calculatedbased on the enteredbaro set andthe elevation is displayed.

— 3R -- The runway/helipad elevation from the database isdisplayed in small characters, except when entered by the pilot.The elevation is displayed in the following priority order:

D Pilot--entered value (large characters)

D Calculated from entered pressure altitude

D Database runway/helipad elevation

D Prompts.

The pilot enters elevation or pressure altitude. When an entry ismade, the valuenot entered is calculated from the entered value.For example, when the pilot enters an elevation, the pressurealtitude is calculated. When the pressure altitude is entered, theelevation is calculated. When baro set is entered, the parameterbeing calculated is recalculated. Entry of *DELETE* removesany pilot entry and the highest priority value is displayed.


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— 5L -- When the temperature compensationmode isOFF, this lineis blank and is nonoperational.

When the temperature compensation mode is not OFF, anapproach exists in the displayed flight plan, and a valid landingtemperature exists for the temperature compensation mode and<TEMP COMP is displayed in the data field.

The TEMP COMP page is displayed when the TEMP COMPprompt is pushed.

— 5R -- Selection of this line accesses the ARRIVAL page.

— 6L -- Access to DESCENT is on this line when the performancemode is FULL PERF.

— 6R -- Selection of this line gives access to theACTIVE FLTPLANpage.

D The calculated data from the information on the LANDING 1/2 pageis displayed on the LANDING 2/2 page, shown in Figure 5--19. TheLANDING 2/2 page is displayed by pushing the NEXT function keywhen the LANDING 1/2 page is displayed.

01850.01


— 1L -- The slope of the surface is displayed. When no surface hasbeen selected, entry prompts are displayed. The width of thesurface is displayedwhen a surface has been selected. No entryis permitted.


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— 1R -- The threshold of the surface is displayed.When no surfacehas been selected, entry prompts are displayed.

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

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

FUEL MANAGEMENT

D FUEL MGT--LB 1/2 -- The current fuel quantity, fuel flow, groundspeed, true airspeed, ground specific range and air specific rangeare displayed on the FUEL MGT--LB page, shown in Figure 5--20.

00600.05

Figure 5--20FUEL MGT--LB 1/2

— 1L -- The current fuel weight calculated by the FMS is displayedin large characters and is the same value as the fuel weight onthe PERFORMANCE INIT 3/3 page. When the performanceinitialization has not been completed, dashes are displayed.Entering a fuel number changes the PERFORMANCE INIT3/3 page. Dashes are displayed when *DELETE* is entered anddeinitializes the performance function and, when engaged,permits VNAV to drop.

— 1R -- The sensed fuel flow is displayed in small characters whenreceived by the FMS. Pilot entries are permitted and displayedin large characters. The sensed fuel flow, when available, isdisplayed when entering DELETE*.


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Additional Explanation of Fuel Quantity and Fuel Flow

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

This method permits for fuel leak detection. The FMS computesfuel weight based on the sensed fuel flow to the engines. Thegauges give the sensed fuel weight based on engine usage andleakage (when a leak exists). The scratchpad messageCOMPARE FUEL QUANTITY is displayed when the FMS fuelweight differs from the gauge value by more than 2.5% of theBOW. Thismessage is inhibited when the fuel quantity has beenmanually entered on the PERFORMANCE INIT 3/3 page.

Entering a manual fuel flow can create significant differencesbetween the FMS fuel quantity and the actual fuel quantity. Noentry of fuel is recommended to bemade unless the sensed fuelflow is not available.

NOTE: Entry of a fuel flow at 1R is not the same as entry onPERF INIT 2/3 for pilot entered SPD/FF.

— 2L and 2R -- The current ground speed and airspeed aredisplayed on this line. No entries are permitted.

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


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D FUEL MGT--LB 2/2 -- The individual and total engine fuel flow, aswell as fuel used is displayed on the FUEL MGT--LB page, shownin Figure 5--21.

00601.05

Figure 5--21FUEL MGT--LB 2/2

The individual engine breakdown of the total fuel flow on the FUELMGT 1/2 page is shown on this page. The displayed fuel used isnormally cumulative from the last power up on the ground. The totalfuel used is the same as displayed at 2L on the FLIGHT SUMMARYpage. Resetting fuel used on the FLIGHT SUMMARY page alsoresets individual engine fuel used on this page.

AIRCRAFT DATABASE

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

The aircraft database is downloaded from the aircraft using a dataloader. The downloaded file is identified by tail number and contains thelearned information. Downloading the aircraft database isrecommended periodically. The downloaded file is used to upload datawhen needed (i.e., when replacing the FMS). Uploading the saved filepreserves the learned information so the system does not have to startover again.


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6. Navigation

INTRODUCTION

Pages related to navigation functions of the flight management system(FMS) are detailed in the following pages.

NAVIGATION (NAV) INDEX

The NAV INDEX pages are accessed through the NAV function key onthe multifunction control display unit (MCDU). The NAV function keysare seen in Figures 6--1 and 6--2.

When the NAV button is pushed, NAV INDEX 1/2 page, shown inFigure 6--1, is displayed. NAV INDEX 2/2 page, shown in Figure 6--2,is displayed by using either the PREV or NEXT paging keys. Thesepages show navigation functions that are selected at any time.Selection of each function is accomplished by pushing the line selectkey adjacent to the respective function. Pagenumbers adjacent to eachbutton correspond with page numbers in this guide describing thebutton function.

00606.13

Figure 6--1NAV INDEX 1/2

The following figures correspond to the line select keys shown inFigure 6--1 and the associated functions are described further in thissection.


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D 1L -- FPL LIST is shown in Figure 6--3, page 6-4.

D 2L -- WPT LIST is shown in Figure 6--10, page 6-12.

D 3L -- NAV IDENT is shown in Figure 6--129, page 6-175.

D 4L -- POS SENSORS is shown in Figure 6--48, page 6-62.

D 5L -- CROSS PTS is shown in Figure 6--146, page 6-196.

D 6L -- DEPARTURE is shown in Figure 6--32, page 6-37.

D 1R -- FPL SEL is shown in Figure 6--7, page 6-9.

D 2R -- DATA BASE is shown in Figure 6--17, page 6-19.

D 3R -- FLT SUM is shown in Figure 6--156, page 6-206.

D 5R -- PATTERNS is shown in Figure 6--88, page 6-110.

D 6R -- ARRIVAL is shown in Figure 6--39, page 6-47.


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The following figures correspond to the line select keys shown inFigure 6--2 and the associated functions are described further in thissection.

00607.09

Figure 6--2NAV INDEX 2/2

D 1L -- POS INIT is shown in Figure 6--143, page 6-193.

D 2L -- DATA LOAD is shown in Figure 6--151, page 6-201.

D 1R -- CONVERSION is shown in Figure 6--75, page 6-96.

D 2R -- MAINTENANCE is shown in Figure 6--131, page 6-177.


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FLIGHT PLAN LIST

The FLIGHT PLAN LIST page lists pilot--defined flight plans stored inthe flightmanagement system (FMS)memory. From this page, thepilotdefines a flight plan, deletes flight plans, or selects a flight plan toactivate.

When no flight plans are stored in the FMS, the flight plan list page isblank, as shown in Figure 6--3.

01592.01

Figure 6--3FLIGHT PLAN LIST 1/1


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Navigation


When flight plans have been defined, the page lists the flight plansby name, as shown in Figure 6--4.

01593.01

Figure 6--4Flight Plan Defined


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Defining Stored Flight Plans

Stored flight plans, like active flight plans, are defined between any twonontemporary waypoints (navaids, intersections, airports, etc.). A flightplan from Phoenix to Minneapolis is used to illustrate how to define aflight plan. Refer to Procedure 6--1.

Step Procedure 6--1 Stored Flight Plans

1 Selecting FPL LIST from the NAV INDEX.

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

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

01594.01

Figure 6--5SHOW FPL


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

01595.02

Figure 6--6KPHX--KMSP FPL 1/1

DETAILS -- When the flight plan name is specified as theorigin and destination 4--letter International Civil AviationOrganization (ICAO) airport identifier separated by a dash(--), the FMS automatically fills in the origin anddestination. A single alphanumeric character is addedfollowing the destination identifier to distinguish multipleflight plans between the same origin and destination. Whenother formats for the flight plan name are used, the pilotfills in the origin and destination.

5 Enter ground speed at 1R when a speed other than theone shown is required. The FMS shows the distance andestimated time en route (ETE) for a direct flight fromPhoenix to Minneapolis. ETE is calculated based on theground speed (GS) at 1R. Distance and time are updatedas waypoints are added to the flight plan. The defaultedground speed is 120 knots (kts).


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6 Enter the route for the flight plan at the VIA.TO prompt.The following cannot be used in stored flight plans:D Temporary waypoints

D SIDs, STARs, or approach procedures

D Alternate flight plan and destination

D Speed or angle constraints

D Another stored flight plan.

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

8 Close the flight plan by entering the destination waypointas the last waypoint in the flight plan. Entering thedestination waypoint as the last waypoint is done by lineselecting the destination from the right side of the pageand inserting the last waypoint on the left side of the page.

Deleting Stored Flight Plans

The DEL key is used to remove stored flight plans from the FMSmemory. Procedure 6--2 describes the method for deleting a storedflight plan.

Step Procedure 6--2 Deleting a Stored Flight Plan

1 Select FPL LIST from the NAV INDEX.

2 Push the DEL key (*DELETE* is displayed in thescratchpad). Pushing the line select key adjacent to theflight plan name erases the stored flight plan from the FMSmemory.


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FLIGHT PLAN SELECT

TheFLTPLANSELECTpage, shown in Figure 6--7, is used in selectinga stored flight to be the active flight plan. The FLT PLAN SELECT pagealso calculates performance data of the stored flight plan. The FLTPLAN SELECT page is accessed from the FLIGHT PLAN LIST page(prompt at 6L) or from the NAV INDEX page.

01596.02

Figure 6--7FLT PLAN SELECT 1/1

Selecting and activating a stored flight plan is accomplished byfollowing Procedure 6--3.

Step Procedure 6--3 Select and Activate a Stored FlightPlan

1 Select FPL LIST from the NAV INDEX.

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

3 Select FPL SEL at 6R.


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4 Push the line select key adjacent to the FLT PLAN prompt(1L) to insert the flight plan name. As an alternative, theflight plan name is able to be entered directly from the keypad instead of being selected from the list. When a flightplan name is entered that has not been previously defined,the FMS shows pages that are used to enter an undefinedflight plan.

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

01597.02

Figure 6--8INVERT/ACTIVATE FPL


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6 An active flight plan exists when one of the activateprompts is selected. The FMS requires a confirmationstep, as shown in Figure 6--9.

01598.01

Figure 6--9CONFIRM REPLACING ACTIVE FLIGHT PLAN


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PILOT WAYPOINT LIST

The PILOT WPT LIST 1/1 page, shown in Figure 6--10, shows a list ofpilot--defined waypoints stored in memory and any temporarywaypoints (refer to temporary waypoints).

00617.04

Figure 6--10PILOT WPT LIST 1/1

Procedure 6--4 and Procedure 6--5 describes the two different ways tostore pilot--defined waypoints.

Step Procedure 6--4 Stored Waypoints Option One

1 Select WPT LIST from the NAV INDEX.

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


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3 The PILOT WAYPOINT page is displayed, shown inFigure 6--11. DAISY is defined by one the following threeways: step 4 (LAT/LON), 6 (P/B/D), or 8 (P/B/P/B).

Figure 6--11PILOT WAYPOINT 1/1

When a previously used identifier is entered, the definitionfor the waypoint is displayed. This prevents the duplicationof waypoint names.

A page similar to Figure 6--11 is displayed when anundefined waypoint is entered on any page that acceptswaypoint entries (except the position initialization (POSINIT) page). For these cases, the RETURN prompt isdisplayed at 1R. The RETURN prompt is used before orafter a waypoint is defined. The RETURN prompt is usedto return to the page where the undefined waypoint wasentered. When the waypoint is not defined, the waypointentry remains in the scratchpad. When the waypoint isdefined, the waypoint entry is completed. By selecting 5Rthe pilot loads the global positioning system (GPS) positionas the LAT/LON coordinates of the pilot--defined waypoint.

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


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

Figure 6--12Defined Waypoint

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


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

Figure 6--13PILOT WAYPOINT Defined

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


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

Figure 6--14Waypoint Defined by P/B/P/B


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Navigation


Step Procedure 6--5 Stored Waypoints Option Two

1 Enter latitude/longitude and select to 1L.N3320.77W11152.58 is used in Figure 6--15.

Figure 6--15Show Waypoint


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Step Procedure 6--5 Stored Waypoints Option Two

2 The PILOT WAYPOINT page is displayed, shown inFigure 6--16.

Figure 6--16PILOT WAYPOINT Page

3 Enter an identifier of one to five characters and line selectto show WAYPOINT line (1L).When an identifier was previously used or matched anidentifier in the navigation database (NDB) or customdatabase (CDB), the ALREADY EXISTS scratchpadmessage is displayed. This prevents the duplication ofwaypoint names.


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Navigation


DATABASE

The pilot interrogates the navigation database stored in the FMS byselectingDATABASE prompt from the NAV INDEX page and using theDATA BASE function, as shown in Figure 6--17.

00625.03

Figure 6--17DATA BASE WPT 1/1

A waypoint identifier of the database is entered in the upper left line byentering the identifier into the scratchpadand pushing1L. The followingitems are displayed from the navigation database:

D Airports

D Heliports

D Runways

D Helipads

D Navaids

D ILSs

D Intersections.

The waypoint list (WPT LIST) (6L) and NOTAM (Notice To Airmennavaid information (6R) pages are accessed using the prompts at thebottom of the DATA BASE WPT page.


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Airports/Heliports

The following airport or heliport data is displayed in Figures 6--18through 6--20:

D DATA BASE WPT 1/3

— Identifier (1L)

— Waypoint type (1R)

— Airport/heliport name (2L)

— Country (3L).

00621.04



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Navigation


D DATA BASE WPT 2/3

— Identifier (1L)

— Coordinate position (2L)

— Field elevation (3L)

— Magnetic variation (3R).

00622.05



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D DATA BASE WPT 3/3

— Identifier (1L)

— Access to airport runways (2L), when available

— Access to heliport helipads (3L), when available.

01601.02



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The associated RUNWAY or HELIPAD page is displayed when theprompt 2L or 3L on DATA BASE WPT 3/3 is pushed. The RUNWAYSpage, shown in Figure 6--21, is displayed in this example by pushing2L.

01091.04

Figure 6--21KPHX RUNWAYS 1/1


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When one of the runways is selected, the runway data is displayed, asshown in Figure 6--22. The airport RUNWAYS page, shown inFigure 6--21, is displayed when the RETURN prompt in 6R is selected.

00623.04

Figure 6--22DATA BASE WPT 1/3 Return Prompt


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Navigation


Surfaces/Helipads

The following information for runways is displayed in Figures 6--23through 6--25. Similar information is obtained for helipads.

D DATA BASE WPT 1/3

— Runway or helipad identifier (1L)

— Waypoint type (1R)

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

01603.02

Figure 6--23DATA BASE WPT 1/3 for Runway/Helipad


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D DATA BASE WPT 2/3

— Identifier (1L)

— Runway heading and front or back course when the runway hasan associated instrument landing system (ILS) (1R)

— Heliport dimensions when a heliport is selected (1R)

— Coordinate position (2L)

— Elevation (3L)

— Magnetic variation (3R).

01604.02



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D DATA BASE WPT 3/3

This page is only available when a runway is selected. Helipadinformation is contained on DATA BASE WPT pages one and two.

— Identifier (1L)

— Stopway (1R)

— Width (2L) -- This field is blankwhen runway width is not availablein the navigation database.

— Length (2R)

— ILS glideslope when applicable (3L)

— Displaced threshold (3R).

01605.03



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Navaids

The DATA BASE WPT 1/1 page, shown in Figure 6--26, shows thefollowing information about navaids:

D Waypoint identifier (1L)

D Country (1L)D Frequency (1R)

D Type (2L)

— DME (distance measuring equipment)— N DME (noncolocated)— TACAN— N TACAN (noncolocated)— VORTAC— VORDME— VOR— N VOR (noncolocated).

D Class (2R)— HA (high altitude)— LA (low altitude)— T (terminal)— UR (unrestricted).

D Coordinate position (2L)

D Elevation (3L)

D Magnetic declination (3R).

00626.03

Figure 6--26DATA BASE WPT 1/1 Navaids


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

Figure 6--27 shows the DATA BASE WPT page for a nondirectionalbeacon. The letters NB are entered after the identifier.

01607.02

Figure 6--27DATA BASE WPT 1/1 NB


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Instrument Landing Systems

The following data for instrument landing systems is displayed on theDATA BASE WPT 1/1 page, shown in Figure 6--28:

D ILS identifier (1L)

D Country (1L)

D Front course (1R)

D Frequency (1R)

D Type (2L):

— ILS— LOC (localizer)— LOCDME (localizer with DME)— ILSDME (ILS with DME)— MLS.

D Category (2R):

— I— II— III.

D Localizer antenna coordinates (2L)

D Magnetic declination (3R).

00627.03

Figure 6--28DATA BASE WPT 1/1 ILS


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Intersections

The following data for intersections is displayed on the DATA BASEWPT 1/1 page, shown in Figure 6--29.

D Intersection identifier (1L)

D Country (1L)

D Intersection coordinates (2L)

D Magnetic variation (3R).

00628.03

Figure 6--29DATA BASE WPT 1/1 Intersections


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MULTIPLE WAYPOINTS

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

For example, when Thermal California (TRM) is entered on the DATABASEWPT page, the FMS shows all the TRM waypoints found on theWAYPOINT SELECT page, as shown in Figure 6--30.

00629.05

Figure 6--30WAYPOINT SELECT 1/2

Pushing the line select key adjacent to the desiredwaypoint selects thedesired waypoint. When the RETURN prompt at 6R is pushed, nowaypoint is selected.

Pilot Defined Waypoints

When a pilot--defined waypoint is entered on the DATA BASE WPTpage, the FMS switches to the PILOTWAYPOINT page and shows thewaypoint, as well as the data about the waypoint.


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Navigation


Undefined Waypoints

When an identifier is entered on the DATA BASE WPT page and theFMS cannot find a waypoint in the navigation database with thatidentifier, the FMS goes to the PILOT WAYPOINT page for waypointdefinition.

FMS DATABASE

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

Navigation Database

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

The navigation database is designated with a version number, regionname, and cycle number (e.g., Version 3.01,WORLD3--310). TheFMSuses a Version 3.01 navigation database or other approved versionnumber. The region name (e.g., WORLD 3, NZ3EAST, NZ3WEST)varies depending on the content of the navigation database. The last2 digits indicate the cycle number (e.g., --310). There are 13 cycles(28 day periods) during the year. Therefore, the last two digits rangesfrom 01 to 13. When a cycle has to be modified off cycle, a letter isappended starting with A. For example, WORLD3--310A indicates amodified 10th cycle of the navigation database.

The navigation database contains the following:

D NavaidsD AirportsD HeliportsD RunwaysD HelipadsD Airways (high and low)D SIDs and STARsD ApproachesD Named intersectionsD Outer markers.


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Navaids include VHF navaids, ILS/MLS, and NDBs. VHF navaidsstored in the database consist of the following types:

D VORTAC

D VOR/DMED TACAN (tactical air navigation)

D VOR

D DMED VOR/DME (noncolocated)

D TACAN (noncolocated).

Airport waypoints are the geographic reference point for the airport.

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

Custom Database

The custom database consists of pilot--defined waypoints and storedflight plans. Up to 1000 pilot--defined waypoints are permitted to bestored.

The pilot stores commonly flown routes using the pilot--defined flightplan procedure. The pilot activates a flight plan from the FMS customdatabase rather than repeat the flight plan entry procedure. The FMScustom database retains up to 3000 flight plans with a total of 45,000waypoints (whichever comes first). Each flight plan contains amaximum of 200 waypoints when enabled by the aircraft personalitymodule (APM).Whennot enabledby theAPM, each flight plan containsa maximum of 100 waypoints.

Temporary Waypoints

Pilot definedwaypoints are givena nameand permanently stored in thecustom database. The pilot defines temporary waypoints. Temporarywaypoints are not given a permanent name and are not permanentlystored in the custom database.


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Navigation


DEPARTURES

The DEPARTURE function is used for examining and selectingdeparture surfaces and SIDs stored in the navigation database.

NOTE: SomeSIDs are not in the database because of the way someprocedures are defined by the controlling agency and thelimitations of the FMS.

Colocated, duplicate waypoints are included in some flightplan departures to ensure proper guidance to a databasespecified procedure. Do not delete individual elements ofcolocated duplicate waypoints.

To illustrate the steps in the DEPARTURE function, Denver, Colorado(KDEN), is used as the origin of the active flight plan. Figure 6--31shows the PIKES4 departure for KDEN. Refer to Procedure 6--6 fordeparture selection. Thebeginningof the selection process isdisplayedwhen at any point in the departure selection process an airport orheliport is entered in 1L.

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

D The DEPARTURE page is used in the following actions:

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

— Replace a procedure segment already in the active flight plan

— Delete a procedure segment from the active flight plan.

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

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

D Delete the FROM waypoint in the active flight plan.


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Figure 6--31Denver, CO PIKES4 Departure


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The DEPARTURE SURFACES 1/X page, shown in Figure 6--32, isdisplayed when selecting the DEPARTURE function. From thedeparture pages, the pilot selects a departure surface, SID, anddeparture transition. Access to the DEPARTURE page from theACTIVE FLT PLAN page is available only when the origin waypoint isan airport and the aircraft is within 50 NM of the origin and a DEST isentered. Access to theDEPARTURE page is always available from theNAV INDEX.

The default airport at 1L is the origin of the active flight plan. When theorigin is not defined or when the origin is not an airport or heliport,prompts are displayed for entry of an airport. When the origin waypointis not an airport, access toSIDs is for reviewonly. When the active flightplan contains a SID, the selecteddeparture surface, SID, and transitionare displayed.

Step Procedure 6--6 Departure Selection

1 Select DEPARTURE from the ACTIVE FLIGHT PLAN orNAV INDEX.

2 Select the desired surface from the DEPARTURESURFACES page, shown in Figure 6--32. Runway 25 (4L)is selected in this example.

Figure 6--32DEPARTURE SURFACES 2/3


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3 Select the SID from the SIDs page, shown in Figure 6--33.PIKES4 (3L) is selected in this example.

Figure 6--33SIDs 1/1 Page


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4 Select the departure transition from the DEPARTURETRANS page, shown in Figure 6--34. ALS (2L) is selectedin this example.

Figure 6--34DEPARTURE TRANS 1/1 Page


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5 Select REVIEW (6L) from the PROCEDURE 1/1 page,shown in Figure 6--35. REVIEW is selected in thisexample.

Figure 6--35PROCEDURE 1/1 Page

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

Selecting REVIEW or ACTIVATE partway through theselection procedure ends the departure selection process.The selected portion of the procedure is reviewed and/orinserted into the flight plan.


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Navigation



6 Review the selection, shown in Figure 6--36. Changing tothe next review page is done by pushing the NEXT key.

Figure 6--36SID REVIEW 1/2

SID REVIEW 1/X -- Figure 6--36 shows the selectedrunway, SID, and transition as they would look whenACTIVATED into the flight plan. The runway thresholdelevation of 5350 feet is displayed in blue on the right sideof the page.

The first leg after the discontinuity, removable with theDELETE button, is a climb on the heading of 194_ fromthe waypoint DEN to the waypoint SOLAR.


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7 Review the selection, shown in Figure 6--37. Changing tothe next review page is done by pushing the NEXT key.

8 Review the selection shown in Figure 6--37. This is the lastpage or review in this example. Select CLEAR (6L) orACTIVATE (6R).

Figure 6--37SID REVIEW 2/2

SID REVIEW 2/X -- Figure 6--37 consists of a heading of195_ to waypoint TEHEV followed by a heading of 185_ towaypoint BINKE, then ALS.

Pushing the CLEAR prompt (6L) clears the selectedprocedure. The DEPARTURES SURFACES page isdisplayed when pushing the CLEAR prompt (6L).

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


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Navigation


ARRIVAL

The ARRIVAL pages are used for examining and selecting runways,helipads, approaches, and standard terminal arrival routes (STARs)stored in the navigation database.

NOTE: Some approaches and STARs are not in the databasebecause of the way some procedures are defined by thecontrolling agency and the limitations of the FMS.

Colocated, duplicate waypoints are included in some flightplan arrivals to ensure proper guidance to a databasespecified procedure. Do not delete individual elements ofcolocated duplicate waypoints.

To illustrate the steps in the ARRIVAL function, Minneapolis,Minnesota(KMSP) is used as the destination of the active flight plan. The examplestarts with the selection of a surface. However, there is no requiredselection order. Also, making a selection from each page is notnecessary. When a STAR has already been activated, selecting asurface is possible without affecting the previously selected procedure.At any point in the selection process, returning to the ARRIVAL pageand review and/or activate the selected items is possible.

On the ARRIVAL page, when a new surface is selected not supportedby a previously selected STAR (or approach), the previous proceduresare not displayed for selection into the active flight plan. Onlyapproaches to the selected surface are displayed on the APPROACHpage. When these changes are activated while flying the previousprocedure, the FMS prompts for CHANGE ACTIVE LEG confirmation.

Selecting a new surface is accomplished by returning to the ARRIVALpage and selecting the SURFACE prompt. The desired surface ischosen. The ARRIVAL prompt is selected. The ACTIVATE promptpermits selection of a new surface.

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

D The ARRIVAL page is used for the following actions:

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

— Replace a procedure segment already in the active flight plan

— Delete a procedure segment from the active flight plan.


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

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

D Delete the FROM waypoint in the active flight plan.

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

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

Figure 6--38 shows the STAR plate. Refer to Procedure 6--7 for arrivalselection.


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Navigation


Figure 6--38Minneapolis, MN KASPR2 Arrival


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Step Procedure 6--7 Arrival Selection

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

2 Select RUNWAY, APPROACH, or STAR from theARRIVAL page, shown in Figure 6--39.


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Navigation



2(cont)

01693.02

Figure 6--39ARRIVAL 1/1 Page

DETAILS -- Figure 6--39 is displayed when the ARRIVALfunction is selected. From this page, the pilot chooseswhich element, arrival surface, approach, or STAR is to beselected. This page is also accessed from the ACTIVEFLT PLAN page when the aircraft is within 200 flight planmiles of the destination.

The default airport at 1R is the destination of the activeflight plan. When the destination is not defined, or whenthe destination is not an airport/heliport, prompts aredisplayed to enter the airport/heliport. Previous selectionsare displayed on this page. Selections are also deleted onthis page.

The surface, approach or STAR is selected (or reselected)in any order. In each case, the ARRIVAL prompt isdisplayed in reverse video. The ARRIVAL prompt is usedto return to the ARRIVAL.

When an approach is to be selected, a step is saved byselecting APPROACH from this page. The surface isautomatically selected when an approach is selected.


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3 Select the desired surface from the RUNWAY page, shownin Figure 6--40. In this example, runway 30L (5L) isselected.

02135.01

Figure 6--40KMSP SURFACE 1/1

Any previously selected surface is labeled as (ACT) or(SEL). When necessary, more than one page of runways isdisplayed.


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Navigation



4 Select the approach from the APPROACH page. When thesurface is selected first, the FMS shows only theapproaches for the selected surface, as shown inFigure 6--41. In this example, ILS 30L (2L) is selected.

01600.02

Figure 6--41KMSP APPROACH 1/1

When only the straight-in portion of an approach isdesired, select the approach without selecting an approachtransition.


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5 Select the approach transition (includes feeder routes)from the APPROACH TRANS page, shown inFigure 6--42. The VECTORS approach into the finalapproach fix (FAF) is shown in 1L. The default course intothe FAF is automatically provided using information fromthe NDB. When no default course is available, dashes aredisplayed. The course is modified by upselecting a valueinto 1L. The VECTORS approach is automatically selectedas the default and is accepted by pushing the ARRIVALprompt on 6R. Otherwise, any other APPROACHTRANSITION shown on the page is able to be selected. Inthis example, (1L) is selected.

Figure 6--42KMSP APPROACH TRANS 1/1


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Navigation



6 Select the STAR from the STAR page, shown inFigure 6--43. In this example, KASPR2 (4L) is selected.

00699.05

Figure 6--43KMSP STAR 1/1


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7 Select the STAR transition from the STAR TRANS page,shown in Figure 6--44. In this example, MCW (3L) isselected.

00700.05

Figure 6--44KMSP STAR TRANS 1/1


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8 Once all selections have been made, the ARRIVAL page,shown in Figure 6--45, is automatically displayed. Thechoices from this page are to repeat the selection process,when necessary, ACTIVATE (6R) inserts the selection inthe flight plan, or REVIEW (6L). In this example, REVIEW(6L) is selected.

02126.01

Figure 6--45ARRIVAL 1/1 REVIEW


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9 Review to verify the selection prior to activation into theactive flight plan. Page 2/4 is displayed by pushing theNEXT (paging keys) from page 1/4, shown in Figure 6--46 .

00701.07

Figure 6--46ARRIVAL REVIEW 1/4


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Navigation



10 At any time in the review process, the ACTIVATE prompt(6R), as shown in Figure 6--47, activates the approach intothe active flight plan. The CLEAR prompt (6L) returns tothe selection process. The review process is continued byusing the paging keys through the end of the procedure,including the missed approach procedure.

00702.05

Figure 6--47ARRIVAL REVIEW 2/4


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Approach

Once an approach is selected, the pilot must check and/or monitormany things during the approach. The following describes those items:

D Before starting a nonprecision approach transition or approach, thecrew must review the published approach procedure and verify theFMS waypoints and altitude restrictions.

D Before starting a nonprecision approach transition that is flown bytheFMS, verifying the transition is clearedby air traffic control (ATC)is important. Selecting the transition fix is normally the path toselecting the actual transition.

D Theapproach (APRCH) annunciatormust light 2 NMbefore the finalapproach fix. The annunciator can remain lit for the remainder of theapproach. This is a positive cue to the flight crew that the sensorconfiguration is correct and sensor integrity is within limits for theapproach. The approach annunciator is not lit duringlocalizer--based approaches since the FMS is not authorized to becoupled during localizer approaches. The degraded (DGRAD)annunciator must be off throughout the approach. When theDGRAD annunciator turns on, the FMS must not be used for theremainder of the approach. The flight crew can continue theapproach using raw data or conduct the missed approachprocedure.

D When FMS VNAV guidance is used on the approach, verify theapproach plate waypoint altitudes are shown on the FMS MCDU.Verify that the altitude selector is set to the minimum descentaltitude (MDA).

D Industry wide standards for database information are currentlyinconsistent on many approaches. Some vertical paths are definedto 50 feet above the runway. Others do not arrive at MDA until at themissed approach point (MAP). Some approaches give verticalguidance below the published MDA and some vertical paths differfrom the VASI/PAPI angles.

D Since charts are continually updated, the FMSwaypoint names cannot exactly match the chart names. Additionally, there aredifferences between courses displayed on the chart and thosedisplayed on the MCDU and EFIS (electronic flight instrumentsystem). These differences are the result of changes in magneticvariation and are normally less than 2 degrees. Verify possiblechanges before starting an approach.


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Navigation


D The navigation database does not have step down waypointsbetween the FAF and MAP when the VNAV path satisfies the stepdown restrictions. VNAVpath guidanceanda cross check with othernavigation aids are the only assurance that all descent pathrestrictions are met. Using modes other than FMS VNAV guidanceinformation are desirable for some approaches.

D Refer to the GPS for information on GPS RAIM (receiverautonomous integrity monitoring) for GPS only approaches.

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

D The FMS cannot be used to fly localizer approaches (ILS, LOC, BC(back course), SDF, LDA, IGS (instrument guidance system),DGPS (differential global positioning system)). These approachesare flown by displaying the localizer data and by using the flightdirector/autopilot. However, these procedures are selected andactivated on the FMS to enhance situational awareness. The FMSshows the approach on the EFIS map displays. The FMS is used tofly the approach transition and the missed approach phases ofprecision approaches. When the approach transition is in the activeflight plan, and the radios are in AUTOTUNE, the FMS canautotunethe localizer frequency on the leg to the finalapproach course.Whenthe approach transition is in the active flight plan and the radios arein VOR (V), the FMS autotunes the localizer when the directdistance from the aircraft to the destination is 25NM or less and theflight plan distance from the aircraft to the destination is 75NM orless.

D An approach is selected with or without an approach transition. Forexample, when receiving vectors to the final approach course, anapproach transition need not be selected with the approach. Thepilot flies the specified vectors and arms LNAV. The FMSautomatically captures the final approach course.

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


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

D After selection of an approach, the followingmust not be done to theapproach procedure.

— Add waypoints into the middle of an approach procedure.

— Relocate procedure waypoints in the flight plan.

— Remove waypoints from an approach procedure (other than bydeleting the FROM waypoint, conducting a direct--to, activatinganother approach, or activating another flight plan), and thencontinue to fly the procedure.

— Changing an altitude or angle constraint associated with anapproach waypoint.

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

— Changing the destination and then continue to fly the approachprocedure to the original destination.

The examples, listed in Table 6--1, illustrate approach transitions andhow the FMS flies the transitions.

Missed Approach

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

The aircraft go--around button(s) are also used to activate the missedapproach procedure, but only while the MISSED APRCH prompt isdisplayed.

When MISSED APRCH is selected, the APRCH annunciator goes outand the FMS transfers from the approach mode to the terminal mode.


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Table 6--1Typical FMS Pattern Displays

ApproachTransition Chart Depiction FMS Groundtrack

DME Arc

ProcedureTurn


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Table 6--1 (cont)Typical FMS Pattern Displays

ApproachTransition FMS GroundtrackChart Depiction

HoldingPatternCourseReversal

Teardrop

See Note

NOTE: Following sequence of WPT, the FMS turns to capture the finalapproach course. The FMS is not flying a defined ground track duringthis maneuver. Depending on speed and teardrop geometry, the FMScan roll wings level on a 45_ intercept to the final approach course.Typically, the aircraft banks until the final approach course is captured.


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POSITION SENSORS

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

Navigation Modes

The priority of the navigation modes are based on the mode thatprovides the lowest estimated position uncertainty (EPU). Theavailable navigation modes are as follows:

D GPS

D DME/DME

D VOR/DME

D AHRS (attitude and heading reference system)

D Dead Reckoning

When GPS is used, other sensors are still monitored for positiondifferences from the FMS position. Other sensors do not contribute tothe FMS position unless GPS becomes unavailable or inaccurate.

When the DME/DME navigation mode is used, the FMS automaticallytunes the scanning DMEs to give the best position from DME/DME.

In VOR/DMEmode, the bearing error increases with distance from thenavaid thus reducing the accuracy of the VOR/DME position as theaircraft moves away from a navaid.

In AHRS navigation mode, FMS performs dead reckoning calculationsbased on AHRS heading and air data computer (ADC) true airspeed(TAS) inputs.

All sensor positions are continuously compared to the FMS computedposition. When any sensor differs by more than 10 NM from the FMSposition, a scratchpad message is displayed (example: CHECKVOR/DME POSITION).

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


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For GPS equipped aircraft, the GPS is used for all phases of flight(departure, en route, oceanic, terminal, and approach). While the GPSis available and valid for navigation, the radios and AHRS positions arenot used in computing the FMS position. When the GPS becomesunusable for navigation, the FMS uses the available sensor with thelowest EPU for navigation.

Because of limits on the use of navaids, approaching controlledairspace is possible for the aircraft before returning to radio updating.The pilot must assess the FMS position before entering controlledairspace. FMS position assessment is done by checking the navigationmode on PROGRESS page 1 and cross--checking FMS position withraw VOR/DME information. The PPOS DIRECT crossing points pageassists in cross--checking by giving the FMS bearing and distance tothe selected station and comparing that to raw VOR/DME data.

The POS SENSORS page, shown in Figure 6--48, is selected from theNAV INDEX page or the POSITION INIT page. Sensors are groupedby typeand listed in numerical order. AUadjacent to the sensor positionindicates the sensor is used for navigation.

Figure 6--48POS SENSORS 1/1

Using the POS SENSORS page, updating the FMS position(UPDATE), and examining sensor positions and status (STATUS) ispossible. The POS SENSORs page is also used to determine whichsensors are being used by the FMS for computing the aircraft position.From the POS SENSORS page, the pilot can remove sensors frombeing used for position updating (refer to Procedure 6--8).


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FMS Position Update

Thepilot updates theFMS toa sensor position, or knownposition, usingPOSITIONUPDATE.WhenPOSITIONUPDATE is activated, theFMSposition is corrected to the selected position.

TheFMSUPDATEpage, shown inFigure 6--49, isdisplayedbypushingthe line select key adjacent to the UPDATE prompt (1R) on the POSSENSORS page, shown in Figures 6--48. The FMS UPDATE pageshows the current FMS POSITION (1L), MANUAL prompt (2L), and aSENSOR prompt (2R).

00711.03

Figure 6--49FMS UPDATE 1/1

Procedure6--8 uses themanual positionUPDATE feature by flyingovera known position. In this example, the FMS position is checked whenthe aircraft passes over the ZUN VORTAC.


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Step Procedure 6--8 FMS Manual Position Update byFlyover

1 Select POS SENSORS from the NAV INDEX.

2 Before reaching ZUN, select the UPDATE prompt (1R), asshown in Figure 6--50.

Figure 6--50POS SENSORS UPDATE


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3 When the aircraft crosses over the navaid, select theMANUAL prompt (2L), as shown in Figure 6--51.

00711.03

Figure 6--51FMS UPDATE 1/1 Page

DETAILS -- The FMS position is recorded when theMANUAL prompt is pushed as the aircraft crosses overZUN. This recorded position, labeled FREEZE POSITION,is displayed, as shown in Figure 6--52. The FREEZEPOSITION is not the current FMS position, but is the FMSposition when the manual prompt was pushed. The FMScontinues to update current aircraft position.


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4 Enter either an identifier or coordinates for the REF WPT.For this example, enter ZUN as the REF WPT.

Figure 6--52REF WPT


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5 Review difference between the FREEZE POSITION andthe reference position. Select either CLEAR (6L) orENTER (6R), as shown in Figure 6--53.

00713.03

Figure 6--53FREEZE POSITION

DETAILS -- The FMS calculates the difference betweenZUN and the FREEZE POSITION (FMS position when theaircraft overflew ZUN). Figure 6--53 shows the FMSposition was 3.0 NM (1.3 NM South and 2.7 NM West)from ZUN when the aircraft flew over the navaid.

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

NOTE: This position update might not be apparent when FMSposition is currently based on GPS or radios.

When the CLEAR prompt is selected, no correction isapplied to the FMS position.


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6 For either selection, the current FMS POSITION isdisplayed, as shown in Figure 6--54, on the FMS UPDATEpage.

00711.03

Figure 6--54FMS POSITION

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


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Updating the FMS position to one of the long--range sensors is possibleas described in Procedure 6--9. When the FMS position is invalid,Procedure 6--9 cannot be used to update the FMS position.

Step Procedure 6--9 FMS Position Update to Long--RangeSensor


2 Select the UPDATE prompt (1R), as shown in Figure 6--55.

Figure 6--55UPDATE Prompt


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3 Select the SENSOR prompt, as shown in Figure 6--56.

00711.03

Figure 6--56SENSOR Prompt


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4 Select the UPDATE prompt (right line selects), as shown inFigure 6--57, for the sensor to be used for updating theFMS. In this example, GPS 1 (2R) is selected.

Figure 6--57GPS UPDATE Prompt


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5 Select ENTER at 6R to update the FMS position orCLEAR (6L) to reset the update function, as shown inFigure 6--58. Following either selection, the FMS UPDATEpage, shown in Figure 6--54, is displayed with the currentFMS position.

00713.03

Figure 6--58Reset Update Function

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


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Sensor Status Pages

Pushing the line select key adjacent to the STATUS prompt, as shownin Figure 6--59, checks the status for that sensor on the POSSENSORS page.

Figure 6--59STATUS Prompt

The following paragraphs describe the status pages used for each typeof sensor. The POS SENSORS page, shown in Figure 6--59, fromwhere the sensor status was accessed is displayed for all sensor typesby selecting the POS SENSORS prompt at the bottom of any STATUSpage.


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GPS STATUS

The following information is displayed on the GPS(X) STATUS 1/2page, shown in Figure 6--60:

D GPS position

D Ground speed

D Altitude (altitude above the earth)

D Miles from FMS position.

00718.03

Figure 6--60GPS 1 STATUS 1/2


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GPS altitude displayed is theWorld Geodetic System 1984 (WGS--84)height above the ellipsoid (geoid height + height above mean sea level(MSL)). The GPS altitude is not relative to pressure altitude, but isreferenced to an earth--centered earth--fixed (ECEF) coordinatesystem. Pressure altitude is not relative to the same reference frame,but relative to the standard pressure or local pressure settings.Therefore, significant differences are possible between GPS altitudeand pressure altitude. This concept is displayed in Figure 6--61.

GPS ALTITUDE

HEIGHT ABOVE ELLIPSOID

EARTH’S SURFACE

WGS--84 ELLIPSOIDfms055995.01

HEIGHT ABOVE MSL

Figure 6--61GPS Altitude vs. Pressure Altitude


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GPS(X) STATUS 2/2 -- The following information is displayed on theGPS(X) STATUS 2/2 page, shown in Figure 6--62:

D Receiver Autonomous Integrity Monitoring (RAIM)

D Horizontal Figure of Merit (HFOM)

D Vertical Integrity Limit (VINT)

D Vertical Figure of Merit (VFOM)

D Time (UTC) and date

D Operating mode

D Satellites tracked.

Figure 6--62GPS 1 STATUS 2/2

RAIM and FOM indicate current uncertainty of position expressed inNM.


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The operational mode of the GPS is displayed on line three. Possibleoperational modes are displayed as follows:

D SELF--TEST

D INITIALIZATION

D ACQUISITION

D NAVIGATION

D DIFFERENTIAL

D ALTITUDE AIDING

D VELOCITY AIDING

D FAILED.

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

After being in the navigation mode, altitude aiding is the mode enteredwhen fewer than four satellites are being tracked. The GPS usesaltitude from the digital air data computer (DADC) to aid in determiningposition in this mode.

When theGPS is operated insidea hangar or other areas where signalscannot be received, a failure is detected by the GPS. In this case,cycling the power is necessary to restart the GPS.

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

PREDICTIVE RECEIVER AUTONOMOUS INTEGRITY MONITORING

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


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The predictive RAIM page is accessed by selecting the PRED RAIMprompt from any GPS STATUS page. When selected, thePREDICTIVE RAIM page, shown in Figure 6--63, is displayed.

00720.03

Figure 6--63PREDICTIVE RAIM 1/1

The PREDICTIVE RAIM page includes the following information:

D Predictive RAIM source (1L)

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

D Destination identifier (2L)

D Estimated time of arrival (ETA) at destination (2L)

D Predicted RAIM solution for destination (3L)

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

D Pilot selected identifier (2R)

D Pilot entered time (3R)

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

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

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


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TheFMSuses thehighest priorityGPS for predictiveRAIM. Thepriorityorder for FMS 1 is GPS 1, GPS 3, GPS 2. The priority order for FMS 2is GPS 2, GPS 3, GPS 1. The priority order for FMS 3 is GPS 3, GPS 1,GPS 2. When only a single GPS is available, both FMSs use the singleGPS for predictive RAIM.

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

The message PREDICTIVE RAIM UNAVAILABLE is displayed on thePREDICTIVE RAIM page when the GPS fails or the interface betweenthe FMS and GPS does not work properly.

Predictive RAIM is calculated using GPS almanac information. Thealmanac within the GPS is automatically updated when the GPS is onand tracking satellites. The almanac within the GPS is set invalid whenthe almanac is older than 3.5 days. When the almanac is older than3.5 days, the message ALMANAC EXPIRED is displayed on thePREDICTIVE RAIM page. The almanac takes approximately12--25 minutes to update once the GPS is tracking satellites. RAIMpredictions are not possible with an expired almanac.

TheDESTINATIONRAIM1/2page, shown inFigure 6--64, is displayedby pushing the DEST prompt on the PREDICTIVE RAIM page.

00721.04

Figure 6--64DESTINATION RAIM 1/2


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DESTINATION RAIM page 1/2 includes the following information:

D Destination identifier (1L)

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

D Destination RAIM predicted for the ETA (1R)

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



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



D Access to the POS SENSORS prompt (6L)

D Return access to the PRED RAIM page (6R).


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The DESTINATION RAIM 2/2 page, shown in Figure 6--65, supportssatellite deselection. From the DESTINATIONRAIM 2/2 page, the pilotselects which GPS satellites are to be excluded from theDESTINATIONRAIM predictions. The pilot enters thepseudo--randomnoise (PRN) code for the satellite scheduled to be out of serviceaccording to published GPS NOTAMs (notice to airmen).

01465.01

Figure 6--65DESTINATION RAIM 2/2

D 2L, 2R, 3L and 3R -- The satellite PRN is entered on these lines.Dashes aredisplayedwhen *DELETE* is entered. All PRNnumbersare cleared after the aircraft has landed.


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The PILOT SELECT RAIM 1/2 page, shown in Figure 6--66, isdisplayed by pushing the PILOT SEL prompt from the PREDICTIVERAIM page.

00722.04

Figure 6--66PILOT SELECT RAIM 1/2

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

D Identifier (1L)

D Time (1R)

D RAIM predicted for the ETA (1R)

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



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



D Access to the POS SENSORS prompt (6L)

D Return access to the PRED RAIM page (6R).


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PILOT SELECT RAIM 2/2 page, shown in Figure 6--67, supportssatellite deselection. From thePILOTSELECTRAIM2/2page, thepilotselects which GPS satellites are to be excluded from the PILOTSELECT RAIM predictions. The pilot enters the PRN code for thesatellite scheduled to be out of service according to published GPSNOTAMs.

01466.01

Figure 6--67PILOT SELECT RAIM 2/2

D 2L, 2R, 3L and 3R -- The satellite PRN is entered on these lines.Dashes aredisplayedwhen *DELETE* is entered. All PRNnumbersare cleared after the aircraft has landed.

While the GPS is computing the predicted RAIM at the destination orpilot selected waypoint, the message COMPUTING RAIM is displayedon the DESTINATION RAIM and PILOT SELECT RAIM pages.

Additional Details About PRN

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


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The PRN is a complex code of 1(s) and 0(s), transmitted by a satellite,uniquely identifying a satellite in the GPS constellation. The code isnamed pseudo--random because the code is very long and appears tobe a random sequence. The GPS system is designed for a maximumof 32 unique PRN codes transmitted by satellites within theconstellation. A GPS receiver takes the satellite signal code andcorrelates the satellite code to one of the known stored 32 PRN codeswithin the receiver. By correlationwith the satellite transmitted code, thereceiver is able to determine which satellite is being received. Knowingwhich satellite is being received, the GPS receiver is able to makepseudo--range measurements in determining a given navigationsolution.

VOR/DME PAGE

THE VOR/DME(X) X/2 page, shown in Figure 6--68, is selected usingthe VOR/DME prompt on the POS SENSORS page. The VOR andDME data received from the radio is displayed. Each NAV radioreceived by the FMS has its own page. Access to the NOTAM page isgiven at 6R.

00709.04

Figure 6--68VOR/DME 1 1/2 Page


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NOTICE TO AIRMEN

The pilot prevents the FMS from using a particular VOR and/or DMEstation for position computations by using the NOTAM page. Stationsare entered as temporary or permanent. Entries in the temporarycolumn (up to 3) are deleted after the FMS is powered down (oncompletion of the flight). Entries in the permanent column (up to 3) arestored in FMS memory until removed by pilot action.

Procedure 6--10 explains how to enter and delete entries from theNOTAM page.

Step Procedure 6--10 NOTAM Entries

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

2 Enter the navaid identifier into the scratchpad. Push a lineselect key under either the permanent or temporarycolumn, as shown in Figure 6--69.

00733.04

Figure 6--69PERMANENT/TEMPORARY

3 Delete an entry by pushing the DEL key. *DELETE* isdisplayed in the scratchpad. Then push the line select keyadjacent to the navaid identifier. An entry is permitted to bereplaced with another navaid without first being deleted.


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Sensors Being Used by the FMS

Each FMS tunes the on--side radios. Position sensors in use areindicatedby the letterUdisplayed before the latitude--longitudepositionon the POS SENSORS page.

When the FMS is using VOR and DME data for navigation, a U isdisplayed in front of the navaid identifier on the VOR/DME page. InFigure 6--68, for example, the FMS is using FMN and TBS. When anFMS is able to tune the VORand DME and the letter T is displayed, theFMS is tuning the station and verifying the data from the navaid beforethe FMS starts using the station to compute the aircraft position.

The class of a navaid and the aircraft altitude determine when the FMScan tune and use a navaid for navigation. The class of a navaid isdetermined by entering the navaid identification on the DATA BASEWPT or PILOT WAYPOINT page. The class of the navaid can differ inthe FMS from the published class. This is because the FMS databaseclass is adjusted to a lower class where stations on the same frequencyinterfere with each other at the higher class range limits. Table 6--2summarizes the range and altitude limits used in selecting navaids foruse.

Table 6--2Range and Altitude Limits for VOR/DME

VOR/DMENavaid Class Aircraft Altitude Lateral Distance

Terminal

Low

High

Unrestricted

≤ 12,000 ft MSL

≤ 18,000 ft MSL

Any

≤ 12,000 ft MSL

> 12,000 ft MSL

≤ 40 NM

≤ 70 NM

≤ Lesser of 130 NM orLine of Sight




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Position Sensor Deselection

To prevent the FMS from using a sensor for position computations,follow the steps in Procedure 6--11.

Step Procedure 6--11 Position Sensor Deselection


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

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

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

5 Push the left line select key next to the sensor that is to beused. The DESEL adjacent to the sensor identifier isdeleted and the FMS can use the sensor.


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To prevent the FMS from using a VOR/DME radio, follow the steps inProcedure 6--12.

Step Procedure 6--12 VOR/DME Deselection


2 Select VOR/DME (6L).

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

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

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

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

7 Push the left line select key next to a station identifier.DESEL is removed from all the selected station identifiersand the FMS can use the radio.


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TUNING NAV RADIOS

The last three lines of the PROGRESS page 1, shown in Figure 6--70of Procedure 6--13, are dedicated to the VOR and DME (NAV) radios.The currently tuned frequencies and VOR identifiers for those radiosare displayed under the headings NAV 1 and NAV 2.

Tuning the NAV radios through the FMS is possible using the followingthree different methods:

1. NAV page

2. Identifier

3. Frequency

FMS maintains a Candidates List of up to 25 local navaid stationsobtained from the NAV database. The Candidates List contains thenavaids (of typeVOR/DME, VORTAC, noncolocated VOR/DME,DME,or VOR) closest to the aircraft and within a maximum range of 320 NMof the aircraft. (The term noncolocated VOR/DME also includesnoncolocatedVORTACs. In addition, the termDME includesTACANs.)TheCandidates List is sorted such that the closest navaid to theaircraftis first.

The FMS assists tuning by displaying the ten closest navaids from theCandidates List to the aircraft position.

To tune a NAV radio to one of the listed navaids, follow the steps inProcedure 6--13.While the example is forNAV 1, the procedureappliesto both NAV 1 and NAV 2.

Step Procedure 6--13 NAV Tuning From Ten Closest Stations

1 Select PROG from the MCDU panel. When Page 1 is notdisplayed, select NEXT until Page 1 is displayed.

2 Select the NAV 1 (6L) or NAV 2 (6R) prompt at the bottomof the PROGRESS page, shown in Figure 6--70. In theexample, NAV 1 is selected.


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2(cont)

00827.05

Figure 6--70NAV Prompt on PROGRESS 1/3 Page

3 Select the desired station from the ten closest stations, asshown in Figure 6--71. TFD is selected in this example.

00730.04

Figure 6--71Desired Station


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4 The PROGRESS page, shown in Figure 6--72, is displayedwith TFD tuned.

00827.08

Figure 6--72TFD Tune

To tune the NAV radios using the station identifier, follow the steps inProcedure 6--14.

Step Procedure 6--14 NAV Tuning by Identifier


2 Enter the station identifier into the scratchpad.

3 Push the line select key 5L or 5R.

4 The FMS tunes the NAV radio and the identifier andfrequency is displayed on the PROGRESS page. Theidentifier is marked with an R to indicate the radio has beenremotely tuned.


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To tune a NAV radio by frequency, follow the steps in Procedure 6--15.

Step Procedure 6--15 NAV Tuning by Frequency


2 Enter the frequency into the scratchpad.

3 Push the line select key 5L or 5R.

4 The FMS tunes the radio to the entered frequency andsearches the Candidates List of local navaids. When nomatch is found, the FMS searches the navaids listed in theflight plan (e.g., ILS). The frequency and identifier of thefirst matching navaid is displayed on the PROGRESS page.When no matches are identified, the identifier field remainsdashed.

The FMS does not use ILS LOC/GS data for position computations.When a DME is associated with an ILS, the FMS can use DME inposition computation.

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

D A (autotune)

D V (VOR displayed as navigation source, autotune suspended orpreview mode selected)

D R (remote tune)

D M (manual tune).

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


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Autotune

Theautotune function permits the FMS to automatically select and tunethe navaid. No pilot interaction is required.

The FMS tunes the VOR the pilot most likely would tune. When theVOR is required for navigation, the FMS tunes the VOR so the mostoptimum VOR/DME position is established.

Autotune is automatically enabled after a power--up when LNAV modeis selected before the pilot makes any changes to the NAV frequency.When the pilot changes the NAV frequency, autotune is re--establishedby following Procedure 6--16.

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

Step Procedure 6--16 NAV Tuning by Selecting Autotune

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

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

3 Select PROG from the MCDU panel.


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Step Procedure 6--16 NAV Tuning by Selecting Autotune

4 Use the DEL key to enter *DELETE* into the scratchpad,as shown in Figure 6--73.

Figure 6--73Enter DELETE Into Scratchpad

5 Line select to NAV 1 (5L) or NAV 2 (5R) on thePROGRESS page. The FMS switches to autotuning andthe letter A is displayed, as shown in Figure 6--74.

Figure 6--74FMS Switches to Autotune


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VOR Tuning

VOR tuning is the default power--up mode.

When autotuning is active and VOR is selected as the navigationsource on EFIS, the letter V is displayed adjacent to the navaididentifier. The V indicates that autotuning is selected, but is suspendedwhile VOR is displayed. When EFIS is switched back to FMS,autotuning resumes. Remote tuning by the pilot is possible while V isdisplayed. When this is done, the tuning mode changes to remote (R).

When VOR is selected with the EFIS preview display feature,autotuning is disabled.

Remote Tuning

The tuningmode is remotewhen the pilot tunes theNAV radios throughthe FMS or from the radio tune source. The FMS does not adjust pilotselected frequencies. Radio tune sources are on the primary flightdisplay (PFD), RADIO page on the MCDU and the PROGRESS page.

Manual Tuning

When themanual tuningmode is active, the FMS can not tune theVORor associatedDME channel. Tuning is done only by thepilot through theradio tune source. The FMS still tunes the blind channels of thescanning DME during this mode.


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CONVERSION

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

The CONVERSION1/4 page, shown in Figure 6--75, gives conversionbetween English and metric units for length, weight and volume.

01634.01

Figure 6--75CONVERSION 1/4

D 1L -- The equivalent meters at 1R is displayed when entry of feet ismade at 1L.

D 1R -- The equivalent flight level (FL) in feet at 1L is displayed whenentry of meters is made at 1R, as shown in Figure 6--76. Note thatin some locations of the world, the metric altitude assigned by airtraffic control (ATC) does not round to the nearest FL. The FMS isdesigned to accommodate these conditions.

NOTE: Thepilot must verify theFL displayedby theFMS agreeswiththe metric altitude conversions displayed on en routenavigation charts.


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01102.01

Figure 6--76CONVERSION 1/4 Page

D 2L and 2R -- The equivalent weight in the opposite unit is displayedwhen entry of pounds or kilograms is made.

D 3L and 3R -- The equivalent weight in the opposite unit is displayedwhen entry of gallons or liters is made.


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The CONVERSION 2/4 page, shown in Figure 6--77, gives conversionbetween English and metric units for temperature, velocity, anddistance.

01103.01


D 1L and 1R -- The equivalent temperature in the opposite unit isdisplayed when entry of temperature is made.

D 2L and 2R -- The equivalent velocity in the opposite unit is displayedwhen entry of knots or meters per second is made.

D 3L and 3R -- The equivalent distance in the opposite unit isdisplayed when entry of NM or kilometers (KM) is made.


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The CONVERSION 3/4 page, shown in Figure 6--78, gives conversionbetween English and metric units for weights and volumes. Theconversion is based on a specific weight displayed on the page. Thespecific weight is changed by the pilot.

01635.01


The remaining parameters are displayed when entry of pounds,kilograms, gallons, or liters is made. Figure 6--79 is an example with anentry of 10,000 pounds.


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01104.01


D 1L -- The equivalent gallons (2L), kilograms (1R), and liters (2R) isdisplayedwhen entry of pounds is madeon this line. The conversionis based on the specific weights shown at 3L and 3R.

D 1R -- The equivalent gallons (2L), pounds (1L), and liters (2R) isdisplayed when entry of kilograms is made on this line. Theconversion is based on the specific weights shown at 3L and 3R.

D 2L -- The equivalent pounds (1L), kilograms (1R), and liters (2R) isdisplayedwhen entry of gallons is made on this line. The conversionis based on the specific weights shown at 3L and 3R.

D 2R -- The equivalent pounds (1L), kilograms (1R), and gallons (2L)is displayedwhen entry of liters is made on this line. The conversionis based on the specific weights shown at 3L and 3R.

D 3L and 3R -- The specific weight (pounds per gallon and kilogramsper liter) used for the conversion are displayed on these lines. Pilotentry of specific weight is permitted. The values are retained inmemory and are not lost following shut down of the FMS.Figure 6--80 shows the variation of the specific weight of fuel astemperature varies.


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Figure 6--80Average Specific Weight Variation of

Aviation Fuels and Lubricants


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The CONVERSION 4/4 page, shown in Figure 6--81, shows theQFE--QNH conversion page. TheCONVERSION4/4 page is designedto support QFE/QNH conversions and give conversions betweenbarometric altimeter units.

01636.01


QNH altimeter settings result in the altimeter displaying the aircraftaltitude above mean sea level based on the local station pressure.When an altimeter is set to QFE, the aircraft altitude above a stationis displayed. With the altimeter set to QFE and the aircraft on theground, zero (0) is displayed on the altimeter. Inflight QFE gives heightabove ground level (without consideration for nonstandardtemperature).

When an elevation exists at 1R, entry of a QNH or QFE (in any unit)results in the remaining parameters being displayed. Figure 6--82 is anexample with a QNH entry of 29.92. When an elevation does not exist,the FMS is unable to convert to the QFE/QNH altimeter setting. Whenthe FMS is unable to covert to the QFE/QNH altimeter seetting, theequivalent unit(s) for the entered altimeter setting are computed anddisplayed.


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01105.01


D 1R -- This line is used for entering the airport elevation. The defaultelevation is the destination elevation in the active flight plan. Whenanapproach is selected, the runway elevation is usedas thedefault.Pilot entry of elevation is permitted. Entering *DELETE* returns thedefault elevation. QFE/QNH conversions require an elevation.Elevation must be entered in feet.

D 2R -- Entry of QNH in inches of mercury on this line results in thedisplay of the equivalent QNH in millibars/hectopascals (3R) andmillimeters (4R). When an elevation exists at 1R, the equivalentQFE in inches of mercury (2L), millibars/hectopascals (3L), andmillimeters (4L) is displayed. Entering *DELETE* returns thedefaultof dashes.

D 3R -- Entry of QNH inmillibars/hectopascals on this line results in theequivalent QNH in inches of mercury (2R) and millimeters (4R)being displayed. When an elevation exists at 1R, the equivalentQFE in inches of mercury (2L), millibars/hectopascals (3L), andmillimeters (4L) is displayed. Entering *DELETE* returns thedefaultof dashes.

D 4R -- The equivalent QNH in inches of mercury (2R) andmillibars/hectopascals (3R) is displayed when entry of QNH inmillimeters is made on this line. When an elevation exists at 1R, theequivalent QFE in inches of mercury (2L), millibars/hectopascals(3L), and millimeters (4L) is displayed. Entering *DELETE* returnsthe default of dashes.


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D 2L -- The equivalent QFE in millibars/hectopascals (3L) andmillimeters (4L) is displayedwhenentry ofQFE in inches ormercuryis made on this line. When an elevation exists at 1R, the equivalentQNH in inches of mercury (2R), millibars/hectopascals (3R), andmillimeters (4R) is displayed. Entering *DELETE* returns thedefaultof dashes.

D 3L -- The equivalent QFE in inches of mercury (2L) and millimeters(4L) is displayed when entry of QFE in millibars/hectopascals ismade on this line. When an elevation exists at 1R, the equivalentQNH in inches of mercury (2R), millibars/hectopascals (3R), andmillimeters (4R) is displayed. Entering *DELETE* returns thedefaultof dashes.

D 4L -- The equivalent QFE in inches of mercury (2L) andmillibars/hectopascals (3L) is displayed when entry of QFE inmillimeters is made on this line. When an elevation exists at 1R, theequivalent QNH in inches of mercury (2R), millibars/hectopascals(3R), and millimeters (4R) is displayed. Entering *DELETE* returnsthe default of dashes.


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PATTERNS

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

Pattern Definition

Figure 6--83 shows each pattern type except the search patterns.Procedures for using each pattern type are contained in this guide. Thefollowing patterns are available in the FMS:

D HOLD (page 6-108)

D PROCEDURE TURN (page 6-121)

D FLYOVER (page 6-127)

D ORBIT (page 6-128)

D RADIAL (page 6-131)

D SUSPEND (page 6-134)

D SEARCH (page 6-142).

TheORBIT andRADIALpattern prompts are displayedwhenSPECIALMISSION is turned ON. See setting special mission under FlightConfiguration for details.


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..

*

*

*

TO NEXT WAYPOINT

ENTRY LEG

HOLDING PATTERN ORBIT PATTERN

ORBIT FIX

HOLDFIX

RADIAL LEG

RADIAL PATTERN

PROCEDURE TURN

NAVIGATION FIX

INBOUND FIX

INBOUND FIX

TO NEXT WAYPOINTFIX

PROCEDURETURN FIX

TO NEXTWAYPOINT

FLYOVER PATTERN

PILOTENTEREDORPROCEDURE FIX

SYSTEMGENERATED FIX

fms049175.01

Figure 6--83Pattern Formats


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Pattern Review

Reviewingpatterns activated into the flight plan is permittedat any time.This is conducted by selecting the PATTERNS prompt at 5R, as shownin Figure 6--83, or by selecting theDIR key and pushing 6L (PATTERN)and then selecting REVIEW (6L). The pilot can review all patterns of alltypes in the applicable flight plan.

01674.02

Figure 6--84Pattern Review


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Holding Pattern

The HOLDING PATTERN page is used to define and review holdingpatterns. Holding quadrant, inbound course, turn direction, and leglength or time of the inbound leg of a holding pattern are defined on theHOLDING PATTERN page. A typical holding pattern is displayed inFigure 6--85.

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

INBOUNDCOURSE

TURN 1

HOLD FIX

fms049170.01

OUTBOUND LEG

INBOUND LEG

TURN 2

LEG LENGTH

N

TURNDIRECTION

Figure 6--85Typical Holding Pattern

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

5 DEG70 DEG

TURN 1

HOLD FIX

fms049173.01

OUTBOUND LEG

INBOUND LEG

TEARDROPENTRY

PARALLELENTRY

DIRECT ENTRY --OUTBOUND LEG

DIRECT ENTRY --TURN ONE

Figure 6--86Entry Geometry


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DEFINING A HOLDING PATTERN

A holding pattern is defined and reviewedby followingProcedure 6--17.

Step Procedure 6--17 Holding Pattern Definitions andReview

1 Select the DIR function key.

2 Select the PATTERN prompt (6L), as shown inFigure 6--87.

01638.02

Figure 6--87PATTERN Prompt

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


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3 Select the HOLD prompt at 1L, as shown in Figure 6--88.*HOLD* is placed in the scratchpad.

Figure 6--88HOLD Prompt


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

00738.06

Figure 6--89Desired Holding Fix


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5 Review the displayed default holding pattern definition, asshown in Figure 6--90. When no changes are required, goto step 11. Make changes, as necessary, using therequired steps.

00739.07

Figure 6--90Holding Pattern Definition

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

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


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7 Review the holding quadrant and entry procedure. Holdingquadrant entry is not required nor recommended. Theholding quadrant based on the inbound course entered bythe pilot is displayed. No entries are permitted for the entryprocedure.DETAILS -- When the holding quadrant is entered by thepilot, the FMS sets the inbound course to the cardinalheading associated with the entered quadrant. This canoverwrite any pilot--entered inbound course. Thus, pilotentry is not recommended for holding quadrant.Possible entries for the quadrant are as follows:Quadrant Inbound Course

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


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8 A speed for holding is displayed at 1R on the HOLDINGPATTERN page, shown in Figure 6--91. For PILOTSPD/FF or CURRENT GS/FF, the holding speed displayedis chosen in accordance with the following priority:a. Pilot entered value (large characters)b. Default holding speed from the aircraft databasec. Predicted speed at waypointd. 90 kts.

00739.07

Figure 6--91Holding Speed

9 When desired, enter an airspeed. Entering *DELETE*returns the default holding speed displayed when the pagewas accessed.DETAILS -- The speed command is changed to the holdingspeed at an appropriate distance to decelerate the aircraftby the time the holding fix is reached. The holding speed ismaintained until the holding fix is crossed, when exitinghold.

10 Enter leg time (2R) or distance (3R). When a leg time isentered, the FMS computes the leg distance. When adistance is entered, time is computed. The FMScomputation of leg time and distance use a ground speedof 90 kts. Leg time defaults to 1.0 minutes.


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

00739.07

Figure 6--92ACTIVATE/CLEAR

DETAILS -- When ACTIVATE is selected, the holdingpattern is entered into the active flight plan. When CLEARis selected, the FMS does not insert the holding patterninto the active flight plan. The HOLDING PATTERN pageshows the holding fix as undefined.


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

00740.05

Figure 6--93Placement of Holding Pattern

HOLDING AT PRESENT POSITION

Procedure 6--18 describes holding at present position. Refer toProcedure 6--17, for basic holding pattern definition.

Step Procedure 6--18 Holding at Present Position

1 Push the DIR function key.

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

3 Select the HOLD prompt (1L).

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


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Step Procedure 6--18 Holding at Present Position

5 The HOLDING PATTERN page with *PPOS as the holdingfix is displayed. Make any necessary changes.

Holding at the present position can only be done whenLNAV is captured and the cross--track error is less than0.25 NM.

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

DELETING A HOLDING PATTERN

Once a holding pattern has been defined and activated, deleting theholding pattern before crossing the holding fix is possible. Deleting theholding pattern is done by deleting the pattern from the ACTIVEFLIGHT PLAN page or from the HOLDING PATTERN page.

To delete the holding pattern from the ACTIVE FLT PLAN page, followProcedure 6--19. Refer to Procedure 6--20 for deleting holding patternfrom the HOLDING PATTERN page.

Step Procedure 6--19 Deleting a Holding Pattern From theActive Flight Plan Pages

1 Display the active flight plan page showing the holding fixwaypoint.

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

3 Push the line select key to the left of the waypoint withreverse video of H. This deletes the HOLD but not thewaypoint. A second *DELETE* deletes the waypoint.


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Step Procedure 6--20 Deleting a Holding Pattern From theHolding Pattern Page

1 Access the HOLDING PATTERN page. Refer toProcedure 6--17.

2 Select the DELETE prompt at 6R, as shown inFigure 6--94.

01639.03

Figure 6--94Selecting the DELETE Prompt

3 Return to the active flight plan page.


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EXITING A HOLDING PATTERN

The EXIT prompt is used to exit the holding pattern. This prompt isdisplayed on the ACTIVE FLT PLAN page.

Oneminute before theholding fix, theACTIVEFLTPLANpagedisplaysthe EXIT prompt, as shown in Figure 6--95. When selected before theholding fix is crossed, the holding pattern is deleted from the flight plan.

00741.06

Figure 6--95Exiting a Holding Pattern

After crossing the holding fix, when the EXIT prompt is selected, theaircraft turns back to the holding fix, crosses the fix, and continues withthe flight plan.

Once the FMS starts holding at the fix and the EXIT prompt has beenselected, the prompt is changed to RESUME HOLD, as shown inFigure 6--96, on the ACTIVE FLT PLAN page. When RESUME HOLDis selected, the FMS continues to the holding fix and then resumes theholding pattern.


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01647.04

Figure 6--96RESUME HOLD

HOLDING PATTERN SIZE

The FMS is designed to keep the aircraft within protected airspaceduringholdingpatterns.When theaircraft approaches a holdingpatternat a ground speed resulting in theaircraft exceedingprotectedairspace,the scratchpad message HIGH HOLDING GRD SPD (ground speed)is displayed 30 seconds before the aircraft crosses the holding fix.

When this message is displayed, the ground speed must be reducedand the aircraft position, relative to the holding pattern, must bemonitored. When the high ground speed is maintained, the aircraft canovershoot the outbound leg and possibly exceed protected airspace.

HOLDING PATTERN COURSE REVERSALS

Holding patterns that are part of the approach transition are used toreverse the aircraft course and align the aircraft near the final approachcourse. These procedures are only available from approaches in thenavigation database.

The procedure is to exit after entering the holding pattern. For bothteardrop and parallel entries, the FMS automatically changes to exithold at the beginning of the entry. For direct entries, the FMSautomatically changes to exit hold at the turn inbound to the hold fix. Inboth cases, the pilot resumes holding at any time before exiting theholding pattern. When holding is resumed, exiting the holding patternrequires pilot action.


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Procedure Turn

The procedure turn is used to reverse course during an approach. Aprocedure turn is only available from approaches in the navigationdatabase. Using this data, the FMS constructs the procedure turn withanoutbound leg, a turn out leg, anarc leg, andan inbound leg, as shownin Figure 6--97. Only the outbound leg and the procedure turn (PT)angle are adjustable.

Figure 6--97Typical Procedure Turn

In the example shown in Figure 6--98, the ILS Runway 5 at KHOTapproach transition contains a procedure turn that begins at HOTVOR.The procedure turn begins with an outbound leg starting at the initialapproach fix (IAF) HOSSY.


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-

2

4

2

&

Figure 6--98Hot Springs, AR ILS Rwy 5


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The ACTIVE FLT PLANpage is displayedwith aP in reverse videonextto HOSSY, as shown in Figure 6--99. In addition, the procedure turnconsists of HOSSY and the next two waypoints in the active flight plan.

00736.04

Figure 6--99HOSSY

The FMS is designed to keep the aircraft within protected airspaceduring procedure turns. When the aircraft approaches the procedureturn at a ground speed resulting in the aircraft exceeding protectedairspace, the scratchpadmessageHIGHPCDRTURNGRDSPD (highprocedure turn ground speed) is displayed 1 minute before the aircraftcrosses the fix.

When this message is displayed, the ground speed must be reducedand the aircraft position, relative to the procedure turn, must bemonitored. When the high ground speed is maintained, the aircraft canovershoot the turn inbound and possibly exceed protected airspace.


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While flying the procedure turn, PROCEDURETURN is displayed at 1Lon the ACTIVE FLIGHT PLAN page. A TURN prompt is displayed at6L while the aircraft is on the outbound leg, as shown in Figure 6--100.The TURN prompt is selected to immediately begin the turn out.

00737.04

Figure 6--100PROCEDURE TURN

Once the procedure turn has started, the active waypoint is *INT01.This remains the active waypoint until *INT01 is overflown on the wayback to the FAF. In this example, the *INTXX waypoint (XX representsa number to distinguish from other *INTXX waypoints) is assigned thenumber 01 by the FMS.


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DEFINING A PROCEDURE TURN

The PROCEDURE TURN page, shown in Figure 6--101, is displayedby pushing the PCDR TURN prompt on the PATTERNS page. Theprocedure turn fix is displayed at 1L, the boundary distance at 1R, andthe inbound course at 3L. No changes to this data are permitted. Theoutbound leg length defined by distance (3R) or time (2R) andprocedure turn angle (2L) is permitted to be changed. The outbound legfrom HOSSY has a 3.5 NM default leg length while the defaultprocedure turn angle is L45_.

00735.03

Figure 6--101Defining a Procedure Turn

The default turn angle is changed from the PROCEDURE TURNpage.Enter an angle between 20_ and 90_, prefixed with either an L (left) orR (right), specifying the turn out direction. In addition, the outbound legis permitted to be changed by either specifying the outbound time(OUTBDTIME) inminutes or outbounddistance (OUTBDDIST) inNM.The controlling entry is in large capital letters. The time or distancevalue calculated by the FMS is based on predicted speeds at or into aprocedure turn entry fix (when available), the approach speed (whenavailable), or a default speed of 120 kts.

After changing any of the parameters, the ACTIVATE prompt at 6R isdisplayed. Selecting this prompt redefines the procedure turn.

When the procedure turn is predicted to exceed the boundary distance,the outbound leg and the turn angle are displayed in reverse video. Theprocedure turn is still defined with these values.


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DELETING A PROCEDURE TURN

Deleting a procedure turn is accomplished by selecting *DELETE* fromthe scratchpad to awaypoint having the reverse videoP. Theprocedureturn is deleted including the following two waypoints, but not thewaypoint selected. *DELETE* can not be selected to either of thefollowing two waypoints of a procedure turn. An INVALID DELETEmessage is displayed when an attempt is made to delete thesewaypoints.

EXITING A PROCEDURE TURN

The procedure turn is flown automatically by the FMS and requires nomanual exit. The procedure turn is manually terminated while flying theprocedure turn by selecting *DELETE* to either the PROCEDURETURN header at 1L or the *INTXX waypoint at 2L. The inbound leg ismade active and captured. The aircraft turns inbound according to theprocedure turn direction. The process does not ensure compliancewithprocedure turn rules, but does give a manual procedure for turninginbound, when requested by ATC.


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Flyover Pattern

Under normal circumstances, the FMS begins turning before reachingthewaypoint (that is, the aircraft is turned inside thewaypoint). In somecases, the requirement is to proceed to the waypoint beforecommencing the turn. This is done by using the flyover pattern featureof the FMS. In many cases, flyovers are entered in the flight planautomatically when required from database procedures.

DEFINING A FLYOVER

Unlike holding patterns, there are no pilot entered options required forflyovers. Therefore, there is no dedicated FLYOVER PATTERN page.Follow Procedure 6--21 to define a flyover.

Step Procedure 6--21 Flyover Pattern Definitions

1 Push DIR key.

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

3 Select the FLYOVER prompt at 2L. This action places*FLYOVER* in the scratchpad.

4 Push the left line select key adjacent to the desired flyoverpattern fix waypoint. The flyover is displayed as a reversevideo F adjacent to the course flown to the waypoint. Withthis option, the aircraft flies to the waypoint before turningis started.

NOTE: Inserting a flyover on the last waypoint in the flight plan(excluding the destination) causes the last leg of the flightplan to be removed from theMFDmap. In order to display thelast leg of the flight plan on the MFD, the pilot must removethe flyover on the last waypoint.

DELETING A FLYOVER

Deleting a flyover is accomplished by selecting *DELETE* from thescratchpad. Only the flyover is deleted, not the waypoint. A seconddelete is used to delete the waypoint.

EXITING A FLYOVER

Thereare noexit procedures. Either deleting the flyover or changing theflight plan eliminates the flyover waypoint.


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Orbit Pattern

An orbit pattern, shown in Figure 6--102, is used to fly an orbit (circle)around a given waypoint at a distance from 1 NM to 99.9 NM. Orbitpatterns are available only when SPECIAL MISSION is selected.

NOTE: With no constraints and when an ORBIT is in descent, VNAVis able to set up a path to the predicted altitude at the ORBITand compute VDEV.

Figure 6--102Orbit Definition


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DEFINING AN ORBIT PATTERN

Follow Procedure 6--22 to define an orbit pattern.

Step Procedure 6--22 Orbit Pattern Definition

1 Push the DIR key.

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

3 Select the ORBIT prompt at 2R. This action places*ORBIT* in the scratchpad.

4 Push the left line select key adjacent to the desired orbitpattern fix waypoint.

5 The ORBIT page, shown in Figure 6--103, is displayed.

00744.03

Figure 6--103ORBIT 1/1

6 Enter the required radius at 1R.

7 Enter the required speed at 2R (when different from thedefault).


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Step Procedure 6--22 Orbit Pattern Definition

8 Enter the orbit direction at 3R (when different from thedefault). The direction is specified as counterclockwise(ccw) or clockwise (cw).


Orbit patterns are designated with a reverse video O on the patternwaypoint. As the aircraft approaches the orbit, the aircraft transitionsonto the orbit and flies at the specified radius around the waypoint. Aprompt on the active flight plan page is used to reverse the direction offlight once in the orbit. The reversal turn is always executed to theoutside of the orbit.

DELETING AN ORBIT PATTERN

An orbit pattern is deleted from the flight plan by selecting *DELETE*from the scratchpad to the appropriate waypoint. On the active flightplan pages, *DELETE* cannot be used within a minute of the pattern.In this case, pushing the EXIT prompt (6L) removes the pattern.

EXITING AN ORBIT PATTERN

One minute before an orbit is entered and while in the orbit, the EXITprompt is displayed at 6L on the active flight plan page. When EXIT isselected, the aircraft immediately leaves the orbit and proceeds to thenext waypoint in the flight plan.


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Radial Pattern

A radial pattern, shown in Figure 6--104, is used to fly a radial inboundand/or outbound from a given waypoint. Radial patterns are onlyavailable when SPECIAL MISSION is selected.

*

*

Figure 6--104Radial Definition

DEFINING A RADIAL PATTERN

Follow Procedure 6--23 to define a radial pattern.

Step Procedure 6--23 Radial Pattern Definition

1 Push the DIR key.


3 Select the RADIAL prompt at 3L. This action places*RADIAL* into the scratchpad.

4 Push the left line select key corresponding to the radialpattern fix waypoint.


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Step Procedure 6--23 Radial Pattern Definition

5 The RADIAL page, shown in Figure 6--105, is displayed.

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Figure 6--105RADIAL

6 At a minimum, define an inbound or outbound radial andassociated distance to activate the pattern.


A radial pattern is displayed as a reverse video R in the flight plan.Temporary waypoints are inserted in the flight plan to properly fly theradials, as defined. The inserted waypoints are displayed in reversevideo. Other waypoints cannot be inserted between radial waypoints.Radial patterns are stored in a stored flight plan.

DELETING A RADIAL PATTERN

When both the inbound and outbound radials are defined, twotemporary waypoints are inserted into the flight plan. Either waypointis permitted to be deleted individually and the remaining leg stays in theflight plan. When only one waypoint is inserted or remains in the flightplan, deleting the one waypoint removes the waypoint and the pattern.

EXITING A RADIAL PATTERN

Since a radial pattern is flown as normal legs between waypoints, thereis no exit procedure. The normal direct--to and waypoint deleteprocedures exit the radial pattern.


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Multiple Patterns

Multiple patterns are possible in any given flight plan. Multiple patternson a given waypoint are also possible. Refer to Table 6--3 for thepossible combinations.

Table 6--3Multiple Patterns

Pattern Name Additional Pattern Permitted

ORBITRADIALHOLDINGFLYOVERPROCEDURE TURNARC TURN

NONEHOLDING, FLYOVERRADIALRADIALHOLDING, FLYOVERHOLDING, FLYOVER

When multiple patterns exist at a waypoint, the order of delete isFLYOVER, HOLD, RADIAL. When a HOLD or ORBIT is defined on awaypoint with a FLYOVER, the FLYOVER is automatically deleted.


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Suspend

The FMS gives a means to suspend the active flight plan at the presentposition or at the downpath waypoint. While the flight plan issuspended, the FMS does not sequence waypoints or give steeringcommands to the flight director. The FMS creates a PPOS waypoint inthe active flight plan by storing the location where the flight plan wassuspended as the SUSXX waypoint and inserting this waypoint in theflight director prior to the current TO waypoint. Resuming the flight planwhile suspended can result in a direct--to leg to the SUSXX waypointor in a resume prompt selection from the ACTIVE FLT PLAN page. Theflight plan is also resumed by initiation of a direct--to to thepilot--enteredwaypoint or to any waypoint on the active flight plan.

DEFINING WAYPOINT SUSPEND

A flight plan waypoint SUSPEND is defined and reviewed by followingProcedure 6--24.

Step Procedure 6--24 Flight Plan Suspend Definition andReview

1 Push the DIR key.

Figure 6--106PATTERNS 1/1 Page


3 Select the SUSPEND prompt at 4L. This action places*SUSPEND* into the scratchpad.


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4 Push the select key adjacent to the desired SUSPENDwaypoint, as shown in Figure 6--107. In this example,MCW (2L) is selected.



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5 Confirm placement of waypoint in the flight plan. This isannunciated by the reverse video letter S next to the desiredsuspended waypoint, as shown in Figure 6--108, on theACTIVE FLT PLAN page.

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Figure 6--108Suspended Waypoint

FLIGHT PLAN SUSPEND AT PRESENT POSITION

Procedure 6--25 describes flight plan suspend at the present position.Refer to page 6-134 for basic suspend function definition.

Step Procedure 6--25 Flight Plan Suspend Definition atPresent Position

1 Push the DIR button

2 Select the PATTERN prompt at 6L. As an alternative,PATTERNS are selected from the NAV INDEX page,shown in Figure 6--109.

3 Select the PATTERN prompt (5R).


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3(cont)

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Figure 6--109PATTERNS Prompt


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4 Select the SUSPEND prompt (4L), as shown inFigure 6--110. This action places *SUSPEND* into thescratchpad.

Figure 6--110PATTERNS 1/1 SUSPEND Prompt


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5 Push the line select key (1L) of the FROM waypoint,confirm placement of SUS01 waypoint in the flight plan, asshown in Figure 6--111. (First waypoint on the first page ofthe ACTIVE FLIGHT PLAN)

Note: The FMS names the PPOS suspend waypoint as SUSXX, where XXis a two digit number.

Figure 6--111PPOS Suspend Waypoint

RESUMING THE FLIGHT PLAN

Once a PPOS suspend has been defined and entered, resuming theactive flight plan is possible. Resuming the flight plan is conducted fromthe ACTIVE FLT PLAN page. To resume the flight plan, refer toProcedure 6--26.

NOTE: The flight plan is also resumed by initiation of direct--to to anywaypoint on the active flight plan.


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Step Procedure 6--26 Resuming the Flight Plan

1 Display the ACTIVE FLT PLAN page showing theSUSPEND at present position, as shown in Figure 6--112.

Figure 6--112Resume Flight Plan

2 Select the RESUME prompt (6L). Confirm the initiation ofDIR TO operation to SUS01 waypoint.


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DELETING THE WAYPOINT SUSPEND

Once a waypoint suspend has been defined and entered, deleting thesuspend from the active flight plan is possible. Deleting the suspend isconducted from the ACTIVE FLT PLAN page. To delete the waypointsuspend from the ACTIVE FLT PLAN page, follow Procedure 6--27.

Step Procedure 6--27 Deleting a Flight Plan Suspend Fromthe Active Flight Plan Pages

1 Display the active flight plan page showing the suspendwaypoint, as shown in Figure 6--113.

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Figure 6--113Suspend Waypoint on ACTIVE FLT PLAN

2 Push the DEL key. DELETE is displayed in thescratchpad.

3 Push the line select key to the left of the waypoint withreverse video of S. This deletes the SUSPEND, but not thewaypoint. A second DELETE deletes the waypoint.


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SEARCH PATTERNS

A search pattern is used for search and rescue (SAR) operations. Thecoupled LNAV navigates the desired search pattern while freeing thepilot for surveillance and communication.

Four types of search and rescue patterns are supported by the FMS:

1. Creeping ladder

2. Parallel

3. Expanding Square

4. Sector

Defining a Search Pattern

The FMS PATTERNS page includes a SEARCH prompt when searchpatterns are enabled by APM settings.

A search pattern is defined and reviewed by following Procedure 6--28.

Step Procedure 6--28 Search Pattern Definition

1 Select the PATTERNS prompt (5R) from the NAV INDEX,shown in Figure 6--114.

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Figure 6--114PATTERNS Prompt on NAV INDEX Page


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2 Select the SEARCH prompt (3R), as shown inFigure 6--115. *SEARCH* is placed into the scratchpad.

Figure 6--115PATTERNS 1/1 SEARCH Prompt


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3 After *SEARCH* from the scratchpad is up--selected ontoa valid search pattern (SP) waypoint, the active flight planwaypoint transitions to the SEARCH PATTERNS page,shown in Figure 6--116. The SEARCH PATTERNS pagepermits selection of the desired search pattern.

Figure 6--116SEARCH PATTERNS Page

The following default values are used when transition to the patterndefinition page in the active flight plan occurs:

D When *SEARCH* is placedon theFROMwaypoint, PPOSandCURTRK are used for the default start position and initial track,respectively.

D When *SEARCH* is placed on the TO or subsequent waypoint, thewaypoint displayed as the default start position and the inboundcourse into the waypoint is displayed as the default initial trackvalue.

D When *SEARCH* is placed on an invalid waypoint, an INVALIDENTRY scratchpad message is displayed. PBPB(place/bearing/place/bearing) or PD (place/distance) temporarywaypoint are invalid search waypoint.


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Expanding Square Search

The square search pattern definition is shown in Figure 6--117. TheSQUARESEARCHpage is used by the pilot to define, modify, activate,and cancel a square search pattern.

Figure 6--117Expanding Square Search Definition

DEFINING A SQUARE SEARCH PATTERN

The steps in Procedure 6--29 define a square search pattern.

Step Procedure 6--29 Square Search Pattern Definition

1 Select the PATTERNS prompt (5R) from the NAV INDEXpage.

2 Select the SEARCH prompt (3R). This action places*SEARCH* into the scratchpad. After *SEARCH* from thescratchpad is up--selected onto a waypoint, the active flightplan waypoint transitions to the SEARCH PATTERNSpage.


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Step Procedure 6--29 Square Search Pattern Definition

3 The SQUARE SEARCH page, shown in Figure 6--118, isdisplayed by pushing the SQUARE prompt (1L).

Figure 6--118SQUARE SEARCH

4 Select ACTIVATE (6R).

The following line select keys correspond to the associated definitionson the SQUARE SEARCH page, shown in Figure 6--118.

D 1L -- The START POS (starting point) for the search pattern isdisplayedat 1L. The starting point is the flight planwaypoint selectedby the pilot prior to accessing the SQUARE SEARCH page.Otherwise, the starting point is thePPOSwhen*SEARCH* isplacedon the FROMwaypoint in the active flight plan. The starting positionis modifiable on the SQUARE SEARCH page.

All valid starting point waypoints are allowed except PBPB and PDtemporary waypoints. An INVALID ENTRYmessage is displayed inthe scratchpad when a PBPB or PD temporary waypoint is enteredat 1L.

D 2L -- The TURNDIR (turn direction) taken at the first search patternwaypoint after the start position while flying the search pattern isdefined at 2L. The active turn direction is displayed in large greenfont and the inactive turn direction is displayed in small white font.


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The default turn direction is right and the turn direction is modifiableon the SQUARE SEARCH page.

D 3L -- The RADIAL SPACE (space between successive cycles)around the searchpattern is definedat 3L. Entry of a leg space valueresults in the value being duplicated into the initial leg length at 3R.

Entry of a leg space value greater than the radius results in anINVALID ENTRY scratchpad message being displayed. The legspace is modifiable on the SQUARE SEARCH page.

D 4L -- A default SPEED of 90 kts is displayed and the speed ismodifiable on the SQUARE SEARCH page.

D 6L -- Restores the default parameters and returns to the FMSPATTERNS page or restarts the search pattern at the start positionspecified at 1L.

The CLEAR prompt is available during the initial definition of thesearch pattern and is available when the search pattern is not yetactive. Selecting CLEAR results in the default parameters beingrestored and transitions back to the FMS PATTERNS page.

TheRESTARTprompt is available after the searchpatternbecomesactive in the active flight plan. When returning to the SQUARESEARCH page, the RESTART prompt is displayed when a searchpattern is active. When RESTART is selected, the search pattern isrestarted with the displayed search pattern.

D 2R -- The INIT TRK (initial track) used in the searchpattern isdefinedat 2R. The default heading displayed is the inbound course into thesearchpattern starting positionwaypoint when *SEARCH* is placedon any flight plan waypoint other than the FROM waypoint.

CUR TRK is displayed when *SEARCH* is placed on the FROMwaypoint in the active flight plan, or the inbound course from thepresent position when the start position is changed from the defaultvalue.

The initial track is modifiable on the SQUARE SEARCH page.

D 3R -- The INIT LEG LEN (length of the first leg) of the expandingsquare search pattern is defined at 3R. Entry of an initial leg lengthvalue is not duplicated into the leg space (3L). When the initial leglength is longer than the leg space, the search pattern configurationis an expanding rectangle. A turn anticipation distance is not addedto the leg length. Entry of a leg length value greater than the radiusresults in an INVALID ENTRY scratchpad message.


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The leg length is modifiable on the SQUARE SEARCH page.

D 4R -- TheMAXRADIUS of the searchpattern inNM is defined at 4R.The radius specifies the horizontal distance away from the startingposition achieved by the search pattern legs. The maximum radiusvalue entered by the pilot is checked to ensure the maximum radiusvalue is greater than the leg space and initial leg length valueentered by the pilot. Entry of a maximum radius less than the legspace or initial leg length results in an INVALID ENTRY scratchpadmessage.

The pattern radius is modifiable on the SQUARE SEARCH page.

D 6R -- Deletes search patterns, activates newly defined searchpatterns, or activates changes to the selected search patterndefinition parameters. During the initial definition of a new searchpattern, 6R is blank and not operational until all aspects of thesearch pattern are defined. When all aspects of the search patternare defined with valid values, ACTIVATE is displayed and 6Rbecomes operational.

When the SAR pattern is activated, the DELETE prompt isdisplayed at 6R. Selecting theDELETE prompt removes the searchpattern from the active flight plan.

The ACTIVATE prompt is displayed at 6R when one of the searchpattern definition parameters are changed. Selecting theACTIVATEprompt activates the search pattern.


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Sector Search Pattern

The sector search pattern definition is shown in Figure 6--119. TheSECTORSEARCHpage is used by the pilot to define, modify, activate,and cancel a sector search pattern.

Figure 6--119Sector Search Definition

DEFINING A SECTOR SEARCH PATTERN

The steps in Procedure 6--30 define a sector search pattern.

Step Procedure 6--30 Sector Search Pattern Definition


2 Select the SEARCH prompt (3R). This action places*SEARCH* into the scratchpad. After *SEARCH* from thescratchpad is up--selected onto a waypoint, the active flightplan waypoint transitions to the SEARCH PATTERNSpage.


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Step Procedure 6--30 Sector Search Pattern Definition

3 The SECTOR SEARCH page, shown in Figure 6--120, isdisplayed by pushing the SECTOR prompt (2L).

Figure 6--120SECTOR SEARCH


The following line select keys correspond to the associated definitionson the SECTOR SEARCH page, shown in Figure 6--120.

D 1L -- The START POS for the search pattern is displayed at 1L. Thestarting point is the flight plan waypoint selected by the pilot prior toaccessing the SECTOR SEARCH page. Otherwise, the startingpoint is the PPOS when *SEARCH* is placed on the FROMwaypoint in the active flight plan. The starting position is modifiableon the SECTOR SEARCH page.

All valid starting point waypoints are allowed except PBPB and PDtemporary waypoints. An INVALID ENTRYmessage is displayed inthe scratchpad when a PBPB or PD temporary waypoint is enteredinto 1L.

D 2L -- The TURN DIR taken at the first search pattern waypoint afterthe start position while flying the search pattern is defined at 2L. Theactive turn direction is displayed in large green font and the inactiveturn direction is displayed in small white font.


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The default turn direction is right and the turn direction is modifiableon the SECTOR SEARCH page.

D 3L -- The RADIAL SPACE (radial leg spacing) or distance betweensuccessive cross--track search pattern legs in NM is defined at 3L.The radial leg spacing is related to mean track spacing often usedto define the distance between successive radials. Mean trackspacing is one half of radial spacing. Entry of a radial space valuegreater than the pattern radius is not permitted.

When the entered value for radial space is greater than the patternradius, an INVALID ENTRY scratchpad message is displayed.

Entry of a valid radial space valueandanupdatedvalue is calculatedand displayed for sector angle.

Pilot entered values are displayed in large font and calculatedvaluesare displayed in small font.

The radial spacing is modifiable on the SECTOR SEARCH page.

D 4L -- A default SPEED of 90 kts is displayed and the speed ismodifiable on the SECTOR SEARCH page.

D 6L -- Restores the default parameters and returns to the FMSPATTERNS page or restart the search pattern at the start positionspecified at 1L.


TheRESTARTprompt is available after the searchpatternbecomesactive in the active flight plan. When returning to the SECTORSEARCH page, the RESTART prompt is displayed when a searchpattern is active. When RESTART is selected, the search pattern isrestarted with the displayed search pattern.

D 2R -- The INIT TRK (initial track) used in the searchpattern isdefinedat 2R. The default heading displayed is the inbound course into thesearchpattern starting positionwaypoint when *SEARCH* is placedon any flight plan waypoint other than the FROM waypoint.



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The initial track is modifiable on the SECTOR SEARCH page.

D 3R -- TheANGLEbetweensuccessive pattern radials is enteredanddisplayed at 3R. Entry of sector angle values between 1 and60 degrees is permitted.

Entry of a sector angle value resulting in an updated value iscalculated and displayed for radial space. Pilot--entered values aredisplayed in large font and calculated values are displayed in smallfont.

The sector angle is modifiable on the SECTOR SEARCH page.

D 4R -- The length of the search pattern RADIUS in NM is defined at4R. The radius specifies the minimum distance away from thestarting position achieved by the search pattern waypoints. A turnanticipation distance is added to the leg spacing distance so theaircraft over--flies the outbound and inbound radials specified by thepilot.When the radius is smaller than the radial spacing, an INVALIDENTRY scratchpad message is displayed.

The pattern radius is modifiable on the SECTOR SEARCH page.

D 6R -- 6R is used to delete search patterns, activate newly definedsearch patterns, or activate changes to the selected search patterndefinition parameters. During the initial definition of a new searchpattern, 6R is blank and not operational until all aspects of thesearch pattern is defined. When all aspects of the search pattern isdefined with valid values, ACTIVATE is displayed and 6R becomesoperational.

When the SAR pattern is activated, the 6R prompt changes toDELETE. Selecting the DELETE prompt removes the searchpattern from the active flight plan.

The ACTIVATE prompt is displayed at 6R when one of the searchpattern definition parameters is changed. Selecting the ACTIVATEprompt activates the search pattern.


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Creeping Ladder Search Pattern

The creeping ladder search pattern definition is shown in Figure 6--121.The LADDER SEARCH page is used by the pilot to define, modify,activate, and cancel a creeping ladder search pattern.

Figure 6--121Creeping Ladder Search Definition

DEFINING A CREEPING LADDER SEARCH PATTERN

The steps in Procedure 6--31 define a creeping ladder search pattern.

Step Procedure 6--31 Creeping Ladder Search PatternDefinition


2 Select the SEARCH prompt (3R). This action places*SEARCH* into the scratchpad. After *SEARCH* from thescratchpad is up--selected onto a valid search pattern (SP)waypoint, the active flight plan waypoint transitions to theSEARCH PATTERNS page.


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Step Procedure 6--31 Creeping Ladder Search PatternDefinition

3 The LADDER SEARCH page, shown in Figure 6--122, isdisplayed by pushing the LADDER prompt (3L).

Figure 6--122LADDER SEARCH


The following line select keys correspond to the associated definitionson the LADDER SEARCH page, shown in Figure 6--122.

D 1L -- The START POS for the search pattern is displayed at 1L. Thestarting point is the flight plan waypoint selected by the pilot prior toaccessing the LADDER SEARCH page. Otherwise, the startingpoint is the PPOS when *SEARCH* is placed on the FROMwaypoint in the active flight plan. The starting position is modifiableon the LADDER SEARCH page.

All valid starting point waypoints are permitted except PBPB andPDtemporary waypoints. An INVALID ENTRYmessage is displayed inthe scratchpad when a PBPB or PD (temporary waypoint is enteredinto 1L.



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The default turn direction is right and the turn direction is modifiableon the LADDER SEARCH page.

D 3L -- The LEG SPACE or distance between successive cross--tracksearch pattern legs in NM is displayed at 3L. The leg space ismodifiable on the LADDER SEARCH page.

D 4L -- A default SPEED of 90 kts is displayed and the speed ismodifiable on the LADDER SEARCH page.



TheRESTARTprompt is available after the searchpatternbecomesactive in the active flight plan. When returning to the LADDERSEARCH page, the RESTART prompt is displayed when a searchpattern is active. When RESTART is selected, the search pattern isrestarted with the displayed search pattern.

D 2R -- The PTRN TRK (initial track) used in the search pattern isdefined at 2R. The default heading displayed is the inbound courseinto the search pattern starting position waypoint when *SEARCH*is placed on any flight planwaypoint other than the FROMwaypoint.


Prior to activation, entry of any valid track value in 2R is permitted.

The initial track is modifiable on the LADDER SEARCH page.

D 3R -- The PTRNWIDTH (pattern width) in NM is defined at 3R. Thepattern width is considered the total distance from one side of thesearchpattern to theother, including the distanceneeded for turningthe aircraft. The FMS flies half the pattern width in one direction andhalf the pattern width in the other direction. A turn anticipationdistance is added to the pattern width so that the aircraft over--fliesthe entire width of the pattern defined by the pilot.

The pattern width is modifiable on the LADDER SEARCH page.


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D 4R -- The PTRN LENGTH (overall length of the search pattern) inNM along the initial heading direction is defined at 4R. The patternlength specifies the minimum distance away from the startingposition achieved by the search pattern waypoints.

The pattern length is modifiable on the LADDER SEARCH page.

D 6R -- Deletes search patterns, activates newly defined searchpatterns, or activates changes to the selected search patterndefinition parameters. During the initial definition of a new searchpattern, 6R is blank and not operational until all aspects of thesearch pattern is defined. When all aspects of the search pattern isdefined with valid values, ACTIVATE is displayed and 6R becomesoperational.


The ACTIVATE prompt is displayed at 6R when one of the searchpattern definition parameters are changed. Selecting theACTIVATEprompt activates the search pattern.


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Parallel Search Pattern

The parallel search pattern definition is shown in Figure 6--123. ThePARALLEL SEARCH page is used by the pilot to define, modify,activate, and cancel a parallel search pattern.

Figure 6--123Parallel Search Definition

DEFINING A PARALLEL SEARCH PATTERN

The steps in Procedure 6--32 define a parallel search pattern.

Step Procedure 6--32 Parallel Search Pattern Definition


2 Select the SEARCH prompt (3R). This action places*SEARCH* into the scratchpad. After *SEARCH* from thescratchpad is up--selected onto a valid search pattern (SP)waypoint, the active flight plan waypoint transitions to theSEARCH PATTERNS page.


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Step Procedure 6--32 Parallel Search Pattern Definition

3 The PARALLEL SEARCH page, shown in Figure 6--124, isdisplayed by pushing the PARALLEL prompt (4L).

Figure 6--124PARALLEL SEARCH


The following line select keys correspond to the associated definitionson the PARALLEL SEARCH page, shown in Figure 6--124.

D 1L -- The START POS for the search pattern is displayed at 1L. Thestarting point is the flight plan waypoint selected by the pilot prior toaccessing the PARALLEL SEARCH page. Otherwise, the startingpoint is the PPOS when *SEARCH* is placed on the FROMwaypoint in the active flight plan. The starting position is modifiableon the PARALLEL SEARCH page.

All valid starting point waypoints are permitted except PBPB andPDtemporary waypoints. An INVALID ENTRYmessage is displayed inthe scratchpad when a PBPB or PD temporary waypoint is enteredinto 1L.



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The default turn direction is right and the turn direction is modifiableon the PARALLEL SEARCH page.

D 3L -- The LEG SPACE or distance between successive cross--tracksearch pattern legs in NM is defined at 3L. The leg space ismodifiable on the PARALLEL SEARCH page.

D 4L -- A default SPEED of 90 kts is displayed and the speed ismodifiable on the PARALLEL SEARCH page.



TheRESTARTprompt is available after the searchpatternbecomesactive in the active flight plan. When returning to the PARALLELSEARCH page, the RESTART prompt is displayed when a searchpattern is active. When RESTART is selected, the search pattern isrestarted with the displayed search pattern.

D 2R -- The INIT TRK used in the search pattern is defined at 2R. Thedefault heading displayed is the inbound course into the searchpattern starting position waypoint when *SEARCH* is placed onanyflight plan waypoint other than the FROM waypoint.


The initial track is modifiable on the PARALLEL SEARCH page.

D 3R -- The PTRN WIDTH in NM is defined at 3R. The pattern widthis considered the total distance on one side of the search pattern tothe other, including the distance needed for turning the aircraft. TheFMS flies half the pattern width in one direction and half the patternwidth in the other direction. No turn anticipation distance is addedto the pattern width.

The pattern width is modifiable on the PARALLEL SEARCH page.

D 4R -- The PTRN LENGTH in NM along the initial heading directionis defined at 4R. The pattern length specifies the minimum distanceaway from the starting position achieved by the search patternwaypoints. No turn anticipation distance is added to the patternlength.


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The pattern length is modifiable on the PARALLEL SEARCH page.

D 6R -- Deletes search patterns, activates newly defined searchpatterns, or activates changes to the selected search patterndefinition parameters. During the initial definition of a new searchpattern, 6R is blank and not operational until all aspects of thesearch pattern is defined. When all aspects of the search pattern isdefined with valid values, ACTIVATE is displayed and 6R becomesoperational.


The ACTIVATE prompt is displayed at 6R when one of the searchpattern definition parameters is changed. Selecting the ACTIVATEprompt activates the search pattern.


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Search Pattern Construction

Search pattern legs and radials are constructed with TF legs (greatcircle track to a fix over the ground) using the pattern definitionattributes specified on the search pattern definition page.

The SAR waypoints are defined and inserted in the active flight planaccording to the type of SAR waypoint and are as follows:

D Search pattern approach waypoints are named *SPAPx.

D The initial fix or start position waypoint is named *SPSTx. On theMCDU active flight plan page and MFD, the FMS designates thestart of the search with SPSTx rather than the original name of thewaypoint used to define the start of the search pattern.

D The last waypoint (exit point) in the search pattern is named*SPEXx.

D Waypoints in between SPSTx and SPEXx are consecutivelynumbered (000, 001, 002, and soon) and named *SPxxx, where xxxis the number of the search pattern waypoint after the start waypointto the end of the search pattern.

D All search pattern waypoints except the search pattern entry andexit waypoints (SPAPx, SPSTx, SPEXx) are displayed on the MFDwith the waypoint number only (for example, SP005 is displayed as005).

A discontinuity is appended to the end of the search pattern andinserted immediately before the waypoint at which *SEARCH* wasentered.

All flight plan waypoints beginning with the waypoint at which*SEARCH* was placed is retained and shifted down.

Search Pattern Operation and Guidance

When a search pattern becomes active, the FMS provides guidance totransition the aircraft onto the search pattern beginning at the patternstart position or approach waypoint and continues until the searchpattern exit point.

A CHECK SAR SPEED scratchpad message is displayed when theFMS determines the helicopter is not able to achieve the SAR speedtarget before reaching the start of the search pattern. The SAR speedtarget is the predicted speed for SAR approach waypoints and SARwaypoints.


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Thepredictedaltitude for SARapproachwaypoints and SARwaypointsis set to the current altitude. TOC/TOD is not placed in the SARpattern.

When a search pattern is active and has not been suspended, theprompt SQUARE, SECTOR, LADDER, or PARALLEL associated withthe active search pattern is displayed at 6R on the ACTIVE FLT PLANpage, as shown in Figure 6--125. Selection of the search pattern typeat 6R transitions back to the appropriate pattern definition page.

Figure 6--125ACTIVE FLT PLAN Page SQUARE Prompt

A FMS pattern (for example hold, radial, or orbit) placement on thesearch pattern waypoints is not permitted. However, insertion andremoval of flyovers on individual waypoints is permitted.

Whenadirect--to anywaypoint outside the searchpattern is performed,the active search pattern is discontinued and all search patternwaypoints are removed from the active flight plan

When any of the modifiable parameters (other than start position, turndirection or, initial heading) used to define the search patterns arechanged, the changes take effect with the altered values at the end ofthe currently active leg.

Suspension of the search pattern is permitted at any point in the searchpattern.


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When the search pattern is suspended by placing *SUSPEND* on thefromwaypoint, a suspendwaypoint is projectedback onto the active legof the flight plan from the helicopters present position. The suspendwaypoint is placed in the flight plan and displayed on the MFD. WhenLNAV is engaged and the suspendmode is used in the search pattern,LNAV is disengaged.

When in suspend during a search pattern, a direct--to any downpathsearch pattern waypoint removes the suspend waypoint and anywaypoints prior to the direct--to search pattern waypoint.

Exiting the suspend mode by selecting RESUME on the ACTIVE FLTPLAN page results in a direct--to back to the suspend waypoint. TheFMS provides normal path guidance to the suspend waypoint andsubsequent search waypoint.

MARK ON TARGET (MOT)

The mark on target (MOT) function gives the pilot the ability to mark aposition as the helicopter is flying over a target and return the helicopterback to that position. Often, theMOTmode is usedwhen flying a searchpattern. When performing a search, the crew notes an object (target)to investigate. The pilot flies the helicopter over the target to mark thelatitude and longitude. The FMS gives lateral and vertical guidanceinformation and commands to facilitate the return of the helicopter backto a position where the pilot views the target. The MOT maneuverconsists of a downwind leg, upwind turn, and final approach thatterminates at a zero ground speed downwind of the target, as shownin Figure 6--126.

OnMOT engagement, the FMSmarks the latitude and longitude of thetarget location (which is designated as waypoint MOTxx), generates aflight plan to be displayed on the MFD, and provides guidance back tothe target location. At all times during the MOT maneuver, the FMSgives speed, lateral deviation, and vertical deviation information asdisplayed on the PFD.


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Figure 6--126MOT Vertical Flight Profile

Phases to the MOT Flight Plan

There are three basic phases to the MOT flight plan:

1. Approach to Final Hover Approach Fix (FHAF) -- During this phase,the helicopter follows FMS guidance for the turnaround maneuverso the helicopter is headed into the wind at the FHAF. The FHAF islocated approximately 3820 ft (1000 meters) or 0.63 NM downwindof the target.

2. Approach to Hover -- During this phase, the helicopter follows FMSand automatic flight control system (AFCS) guidance to the hover(HOV) waypoint. The hover waypoint is located approximately150 ft (50 meters) downwind and 150 ft (50 meters) to the left of theMOT waypoint to facilitate a visual approach to the target location.

3. Final Target Approach -- During this phase, the pilot flies thehelicopter manually from the HOV waypoint to the target location ator near the MOT waypoint.


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APPROACH TO FHAF

After engaging the MOT, the FMS creates and activates a MOT flightplan. The FMS does not command a climb throughout the MOTmaneuver. Vertically, theFMSconstructs a 3 degreedescent path fromthe HOV waypoint passing through the FHAF and continuing upwards,as shown inFigure 6--126. The aircraft crosses theFHAF at 250 ft AGL.Laterally, the FMS computes the optimum lateral trajectory into theFHAF to minimize the amount of time required to perform the returnmaneuver. During the Approach to FHAF phase, the flight director usesthe following FMS control data:

D Lateral -- FMS provides lateral guidance by LNAV roll steeringcommands.

D Vertical -- When the aircraft is below the 3 degree descent path andthe MOT is initiated, the AFCS and FMS remain in altitude hold(VALT) and the AFCS flies a radio altitude hold (VRHT) untilintersecting the 3 degree descent path. Prior to intersecting the3 degree descent path, the FMS and AFCS remain in VALT. Afterintersecting the 3 degree descent path, the FMS provides verticalguidance by way of the vertical speed (VS) commands.

When theaircraft is above thedescent path and theMOT is initiated,the FMS commands a direct--to descent (VNAV) to the FHAF. Themaximum angle for the VNAV to the FHAF is 4 degrees and isdisplayed the same way as other VNAV descents are displayed.

D Speed -- Speed guidance is by way of the FMS CAS target. TheFMS CAS target is initially set to a value of 60 kts plus the windspeed when current speed is greater than this value. When thecurrent speed is less than this value, the speed command is set tothe current speed (to avoid speeding up and slowing down later). Asthe helicopter is approaching the FHAF, the FMS speed commandis reduced at an appropriate location in the flight plan so the GS atthe FHAF is 60 kts.

After engaging the MOT, the AFCS controls the approach to the FHAFas follows:

D Collective beep sets RHT height

D Collective FTR does nothing

D Cyclic beep does nothing

D Cyclic FTR does nothing.


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FHAF WAYPOINT

The FHAF waypoint is located at 3820 ft or 0.63 NM downwind of theHOV waypoint on the 3 degree descent path into the HOV waypoint.The FHAF is placed at the transition to the straight approach leg intothe HOV waypoint. The FHAF waypoint is designated in the flight planand on the MFD with the symbol FHAF.

APPROACH TO HOVER

Shortly after passing the FHAF waypoint, the flight director switchesfrom using the FMS provided roll steering command, VS targets, andCAS speed targets to the following control data:

D Lateral -- The flight director gives the lateral guidance commandsbased on the FMS lateral deviation signal. As the helicopterapproaches the HOV waypoint, the flight director automaticallyengages the HOV mode with zero lateral velocity as the reference.During this phase, the FMS outputs a projectedalong track distanceto the HOV waypoint. The along track distance is a positive valueprior to reaching the HOV waypoint or a negative value when theaircraft passes the HOV waypoint.

D Vertical -- The flight director gives the vertical guidance commandsbased on the FMS vertical deviation signal. The FMS verticaldeviation signal provides the vertical deviation in feet from the3 degree descent path into the HOV waypoint. As the radar altitudeapproaches the final radar altitude (selected by the pilot from 50 to250 ft) the flight director automatically captures the final radaraltitude and engages the RHT mode.

D Speed -- The flight director initially follows the FMSCAS target. TheFMS maintains the CAS command at a value corresponding to30--60 kts GS during the approach to HOV. In this phase, the flightdirector uses the FMS distance to the HOV waypoint to generateground speed profile to the HOV waypoint. The flight directorcontinues to follow the FMS CAS target until the helicopter groundspeed converges with the flight director calculated ground speedprofile.

When interceptionof the calculatedground speedprofile occurs, theflight director automatically captures the ground speed profile andignores the FMS CAS target. The ground speed profile guides theflight director in decelerating to a hover at the HOVwaypoint. As thehelicopter approaches the HOV waypoint, the flight directorautomatically engages the HOV mode with a zero longitudinalvelocity as the reference.


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HOV WAYPOINT

The HOV waypoint is where the helicopter comes to hover downwindand to the left of the MOT waypoint to give the pilot the ability to viewthe intended target and fly manually, when desired. The distance fromthe aircraft present position (PPOS) to the HOV waypoint when theHOV waypoint is the active waypoint is available on the ASCB. TheHOV waypoint is designated in the flight plan and on the MFD with thesymbol HOV.

D Lateral -- The HOV waypoint is located 150 ft downwind and 150 ftto the left of the MOT waypoint.

D Vertical -- The HOV waypoint is at an altitude of 50 ft AGL. Thealtitudedisplayedon theMCDU is displayed as the current elevationplus 50 ft.

— The 3 degree descent path angle and 50 ft AGL altitudeconstraint values are displayed on the MCDU next to the HOVwaypoint.

D Sequencing -- TheHOVwaypoint remains in the flight plan until theMOT is canceled.

FINAL TARGET APPROACH

After the HOV waypoint is reached, the pilot assumes manual controlof the aircraft. When the pilot is finished investigating the target, theMOT maneuver is normally canceled with a transition up (TU)maneuver. The transition upmaneuver automatically guides theaircraftup to a minimum altitude and speed for continuation of normal flyingconditions and is activated the same way as a go--around.

MOTXX WAYPOINT

The location of the target in the MOT flight plan is displayed by theMOTxx waypoint. The MOTxx waypoint is stored in the customdatabase and is available for review on the PILOTWPT LIST page untildeleted by the pilot.

The FMS stores theMOTxx waypoints in the customdatabase for eachflight. Up to nine flights (1--9) are stored and up to 26 (A--Z) MOTwaypoints with each flight. The flight number sequences after a powerup. After the last MOTxx waypoint is created, any subsequent MOTxxwaypoint overwrites any previously existing MOTxx waypoint.


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The MOTxx waypoint is designated in the flight plan and on the MFDwith the symbol MOTxx with x as a sequential number assigned by theFMS for the current flight (1--9) and x as MOT number (A--Z). Forexample, MOT1A is displayed at 5L in Figure 6--128. MOT1A indicatesthe flight number is 1 (out of 1--9) and the MOT waypoint is labeled A(out of A--Z). The next MOTxx waypoint for the current flight would beMOT1B. During the next flight, the next MOTxx waypoint would startwith MOT2A and so on. The MOTxx waypoint remains displayed at alltimes when the current MOTxx flight plan is active.

D Lateral -- The FMS locates the MOTxx waypoint at the aircraftposition (latitude and longitude) when theMOT button is pushed onthe guidance controller.

D Vertical -- The MOTxx waypoint is at an altitude of 50 ft AGL basedon RAD ALT.

D MCDU Speed/Altitude Display -- The predicted CAS speed andaltitude values associatedwith 0 ktsGS and50 ft AGL aredisplayedon the MCDU next to the MOTxx waypoint.

DISCONTINUITY

A DISCONTINUITY is inserted after the MOTxx waypoint and beforethe SUSxx waypoint in the active flight plan. When the MOT flight planis activated, the DISCONTINUITY is placed in front of the previouslyactive flight plan.

SUSPEND

When a MOT flight plan is activated, a SUSxx waypoint is placed afterthe last DISCONTINUITY in the MOT flight plan. The remaining flightplan continues after the SUSxx waypoint.

The SUSxx waypoint is placed in the MOT flight plan in one of thefollowing ways:

D When the SUSPEND function is not previously activated, a SUSxxwaypoint is added after the last DISCONTINUITY in the MOT flightplan.

D When the SUSPEND function is previously activated, the existingSUSxx waypoint is retained and placed after the lastDISCONTINUITY in the MOT flight plan.

The SUSPEND waypoint is located on the currently active leg in theactive flight plan.


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MOT GENERAL REQUIREMENTS

Only one active MOT flight plan is permitted.

AnactiveMOT flight plan is canceledbyperformingoneof the following:

D Performing a direct--to to a non--MOT flight plan waypoint.

D Pushing 6L CANCEL on the active flight plan page.

D The TUmode is engaged by pushing theGA buttonon theguidancecontrol panel.

MOT is prohibited in the polar regions. MOT is only permitted onen route waypoints.

NOTE: Activation of a MOT flight plan is not permitted duringdeparture and arrival procedures, as well as active missedapproach procedures.

MOT is permittedwhen actively flyingHOLDandORBIT patterns.WithMOTinitiated when flying a HOLD or ORBIT, the original pattern fix isretained and the pattern terminated.

NOTE: After MOT, a subsequent return to the pattern fix results inre--entering the HOLD/ORBIT using normal FMS entrymethodology.

When, during an active MOT flight plan, the FMS receives notificationof subsequent MOT button pushes, the following occurs:

D Pushing theMOT button for the first time results in disengagementof MOT mode while the MOT flight plan continues to be displayed.

D Pushing the MOT button for the first time results in engagement ofMOT mode with a new MOT flight plan.

When the TU mode is engaged, the MOT mode is canceled and theFROM waypoint is set to the MOT waypoint.

When the MOT flight plan is active, non--MOT flight plan waypointsequencing is suspended.

When the MOT flight plan is activated, LNAV is automatically armedand engaged when permitted by FMS. Subsequently, pushingNAV onthe guidance controller disconnects LNAV while the MOT flight plancontinues to be displayed.


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FMS vertical guidance commands during MOT are based on pressurealtitude.

The FMS transfers the control of the helicopter to AFCS at 0.2 NMpriorto the FHAF waypoint. This ensures no excessive roll altitude andexcessive deviation from the path.

The FMS outputs the final glidepath angle to the hover waypoint for useby the AFCS.

MOT Flight Plan

After engaging theMOT, the FMS creates and activates an activeMOTflight plan. A typical MOT flight plan is displayed in Figure 6--127.

Figure 6--127Typical MOT Flight Plan

The FMS creates and activates aMOT flight planwhen theMOT buttonon the guidance controller is pushed and the following prerequisites aremet:

D Valid radar altitude (RAD ALT) between 50 and 2050 ft

D Valid indicated airspeed (IAS) is greater than or equal to 60 kts

D Valid pressure altitude

D MOT mode is enabled and enhanced AHRS is installed by way ofthe APM


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D Valid GPS data

D Enhanced AHRS provides valid velocity and heading.

When flying the MOT flight plan, waypoints and legs leading up to theMOT are displayed until being sequenced using normal FMSsequencing criteria. The MOTxx waypoint is displayed on the MFD atall times when theMOT flight plan is active. When the FMS is operatingin dual mode, each FMS defines the MOT flight plan independently.However, the slavedFMS synchronizes theMOT, FHAFwaypoints andthe final direction turning into the FHAF.

GENERAL REQUIREMENTS WHEN MOT IS ACTIVATED

The FMS transitions to ACTIVE FLT PLANpage 1/x with theMOT flightplan displayed.

The MOT flight plan is inserted in front of the existing flight plan with adiscontinuity placed in between the MOTxx and HOV waypoint.

Sequencing the MOTxx waypoint is inhibited until MOT CANCEL isselected.

The lateral deviation scaling is set to 0.1 NM when the MOT pattern isactivated and transitions to the normal RNP value for the current phaseof flight when MOT is canceled.

NOTE: After passing the FHAF waypoint, the lateral deviation isdisplayed with a scaling of a two dot deflection equal to0.02 NM.

The RNP value is blank on the PROGRESS page when MOT mode isengaged and remains blank until MOT is canceled. The RNP value isblank because the MOT is non--RNP operation.

RNP related alert messages UNABLE RNP and UNABLE RNP NEXTWP are suppressed when in MOT.

NOTE: Since MOT is non--RNP operation, the alert messages areirrelevant for the operation.

During the MOT pattern, the vertical deviation scale is transmitted as150 ft when active for the descent portion of the pattern.

The desired track displayed on the MCDU and output on ASCB is setto the course of the straight leg into FHAF.

Modifications to the active MOT flight plan are not permitted (forexample, no changing constraints, no changing angles, no verticaldirect--to, no deleting waypoints).


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MOT Page Operation

The following line select keys, shown in Figure 6--128, correspond toassociated definitions during an active MOT flight plan.

Figure 6--128MOT ACTIVE FLT PLAN Page

D 1L -- MOT MODE displayed at 1L indicates the MOT flight plan isactively being flown.

D 2L -- 5L -- The appropriate active waypoints in the MOT flight planare displayed at 2L through 5L.

A direct--to to the FHAF results in an INVALID ENTRY scratchpadmessage. A direct--to any non--MOT active flight plan waypointcancels the MOT flight plan and performs a normal direct--to theselected waypoint.

When the MOT flight plan is performed and the flight plan suspendfunction is activated, the suspend function is canceled.

Inserting a new waypoint at or deleting any of the followingwaypoints is not permitted:

— FHAF

— HOV

— DISCONTINUITY before the MOT waypoint


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— MOT waypoint

— DISCONTINUITY before the suspend waypoint

— Suspend waypoint.

D 6L -- The CANCEL prompt selection results in the following:

— The MOT flight plan is canceled and all MOT waypoints areremoved from the flight plan.

— SUSPEND is displayed at 1L and the helicopter continues to flyin heading or other basic mode. The FMS does not provide validsteering commands when suspend is active. Suspend isresumed or canceled in the normal fashion.

— When theMOT flight plan is createdwhile flying a search pattern(SAR), the FMS places a SUSxx waypoint on the lateralprojection from aircraft present position to the leg between thepreviously active FROM and TO waypoints. When theSUSPEND mode is restored, guidance back to the SUSxxwaypoint is performed to resume the search pattern.

— When the MOT flight plan is created during normal flight planoperations (for example, no PATTERN flown), a direct--to thepreviously active TO waypoint is performed.

— When the MOT flight plan is created during a hold or orbit, thehold or orbit is removed from the flight plan.

D 1R -- The FMS speed mode and the speed command value aredisplayedat 1R.When theMOT flight plan isactive prior to theFHAFwaypoint, The MOT SPD and the current FMS speed command(CAS) is displayed at 1R.

When the MOT flight plan is active between the FHAF and MOTxxwaypoints, the FMS speed mode and speed command is notdisplayed. The CAS speed command is updated periodically, as theMOT maneuver is flown, to maintain GS and CAS speed withinlimits.

WhenMOT is canceled, theFMS speedcommandmode transitionsto climb while the altitude preselector is above the aircraft altitude.Otherwise, the speed command transitions to descent.

No pilot entry is permitted at 1R.

D 2R -- 5R -- The predicted speeds and altitudes or constraint speedsand altitudes associated with the corresponding flight planwaypoints on the left of the MCDU are displayed on 2R through 5R.


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The HOV and MOTxx waypoints speed and altitude are displayedas follows:

— Prior to reaching the FHAF waypoint, the speed constraint andaltitude constraint (Baro) associated with the HOV and MOTxxwaypoints are displayed.

— After reaching the FHAF, only the altitude constraints associatedwith the HOV and MOTxx waypoints are displayed. The speedconstraint is not displayed and pilot entry is not permitted tomodify the MOT flight plan speed and altitude constraints.

D 6R -- When within 200 flight plan miles of the destination airport, theARRIVAL prompt is displayed at 6R. Pushing the ARRIVAL promptshows the ARRIVAL page, permitting selection of the arrivalprocedure and surface.


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NAVIGATION IDENTIFICATION

Information regarding the software of the FMS and the navigationdatabase is displayed on theNAV IDENTpage, shown in Figure 6--129.TheNAV IDENT page is accessedby pushing the IDENTprompt on theNAV INDEX page 1.

Figure 6--129NAV IDENT Page Display

The date, time, software version, and active navigation database cycleare displayed on the NAV IDENT page. The version, size, and regionof the navigation database are also displayed on theNAV IDENT page.

NOTE: To ensure proper information is used for the Helicopter FMS,the pilot is to validate the aircraft database before use.

The date and time displayed on this page is synchronizedwith theGPSdate and time. Changing the date and time is permitted when the GPSfails or does not havea valid date/time. Thenewdate or time is changedby entering the new date or time into the scratchpad, as shown inFigure 6--130, andpushing the line select key adjacent to the itembeingchanged.


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Figure 6--130Entering Date

The navigation database contains two 28--day effective cycles.Changing the active navigation database between the two cycles isaccomplished by pushing the 2R line select key.

When the FMS date corresponds to a day during one of the navigationdatabase cycles, that cycle is displayed in green. The remaining cycleis displayed in amber. When both cycles are displayed in amber, eitherthe date is wrong or the navigation database has expired and must beupdated. The database cycle is only changed while on the ground.When an active flight plan exists, the active flight plan is cleared whenchanging database cycles.

The navigation database automatically sequences to the databasecycle at 0900Z. Depending on the location, the database cycle datedoes not agree with the current local date.


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MAINTENANCE

The MAINTENANCE pages are used for controlling active operatingmodes, listing failed sensors, and selecting true or magnetic mode forthe FMS.

Active Operating Modes

There are three configuration modes for the FMS:

1. Dual -- The active flight plan, performance entries, pilot--definedwaypoints, stored flight plans, and off--side radio tuning commandsare transferred to the other FMS automatically (no pilot actionrequired).

2. Independent -- Only off--side radio tuning commands are transferredto the other FMS automatically.

3. Single -- The FMS in the single system mode monitors theVOR/DME radio inputs and computes a radio position whenpossible. The single FMS does not tune the VOR and DMEs.However, the single FMS tunes all of the other radios (VHF COM,ATC transponder, and so on) directly using the tuning commandoutputs.

The APM, enables the selection of the operating group and selectingand confirming the operating mode of multiple FMSs. In Figure 6--131,the selected mode is DUAL, the selected operating group is DUAL.

00753.07

Figure 6--131FMS 1 MAINTENANCE 1/3


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The FMS operating mode is selected using the appropriate line selectkey, as shown inFigure 6--132. After selecting an operatingmode or theRETURN prompt (1R), MAINTENANCE 1/3 page is displayed.

00756.07

Figure 6--132OPERATING MODE 1/1


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Failed Sensors

The FMS 1MAINTENANCE 2/3 page, shown in Figure 6--133, lists thecurrently failed sensors, as determined by the FMS.

00759.04


TheSETUPprompt (6L) is used to access theFMSSETUPpage.Referto Procedure 6--33 for further details on the accessing the FMSSETUPpage

A list of sensors that failed sometime after takeoff during the currentflight, but are not failed at the present time is displayed when pushingthe SENSOR HISTORY prompt (6R). The SENSOR HISTORY pageis displayed in Figure 6--134.


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00760.05

Figure 6--134SENSOR HISTORY 1/1


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True/Magnetic Selection

The FMS 1 MAINTENANCE 3/3 page, shown in Figure 6--135, isdedicated to selecting true or magnetic headings for the FMS and theHSI (horizontal situation indicator) heading display. When TRUE is theactive mode, all courses and headings displayed by the FMS arefollowed by the letter T. When MAG is the active mode, all courses andheadings displayed by the FMS are followed by a degree symbol (_) onthe FMS pages.

00797.05


The active mode also reflects how courses are displayed on the HSI.When the FMS is selected as the navigation source for the HSI, thecourse displayed by the FMS is relative to the mode displayed for theACTIVE HDG MODE on this page.

The pilot toggles between magnetic and true by pushing the line selectkey at 2R.

The RETURN TO SERVICE page is directly accessed by pushing theline select key at 6L.


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High Latitude Flying

Entering the polar region (above 89_ N or below 89_ S) results in themessage ENTERING POLAR REGION being displayed. Whenentering the polar region, the FMS uses highest priority sensor fornavigation.When the highest priority sensor has failed, the next prioritysensor is used. The POS SENSORS page indicates which sensor isbeing used. FMS position update is not permitted in the polar region.

Under normal operations, the on--side AHRS is used as the headingsource by EFIS (AHRS1 for the pilot and AHRS2 for the copilot).Whenthe EFIS and FMS are using the same AHRS, a 180_ reversal isdisplayed by the EFIS at the same time the FMS crosses the pole.

The plan mode for the EFIS map display is not useful while at or nearthe pole. The information presented is correct, but the presentation isnot useful because the plan mode is presented North up. When at theNorth pole for example, everything is South. Therefore, the plan modemust not be used during operations at or near either pole. Instead, usethe regular map mode.

Correctly flown holding patterns are possible while in the polar region.However, the EFIS airplane symbol does not always show on theholding pattern. The display error is more pronounced the further awaythe aircraft is from the holding fix and/or the closer the aircraft is to thepole. When a holding pattern is hand flown in the polar region, the HSIpresentation must be used for required track and deviation.

Duringoperations in thepolar region, FMS lateral offset is inhibited. Anyentered lateral offset is removed when entering the polar region.

When leaving the region (below 88_ N or above 88_ S), the messageEXITING POLAR REGION is displayed.


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Return to Service

FMS software identification and configuration information is given fordisplay only, as shown in Figure 6--136. This page shows the functionalsoftware identifier, FMS software version, and input/output processor(IOP) software version.

Aircraft configuration data is shown in hexadecimal characters. Theleast significant configuration byte starts at theupper left line. This pagegives verifiable identification for an FMS being returned to aircraftservice.

Figure 6--136RETURN TO SERVICE 1/1


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FMS Setup Pages

The FMS contains setup pages for configuringoperational options. Thesetup pages are accessible from MAINTENANCE page 2, using lineselect key 6L, as described in Procedure 6--33. From this index page,the various setup pages are selected.

Step Procedure 6--33 FMS Setup Page Access

1 Select MAINTENANCE from the NAV INDEX (page 2).

2 Push the NEXT key to select page 2.

3 Select SETUP prompt at 6L, as shown in Figure 6--137.

00759.05

Figure 6--137FMS 1 MAINTENANCE 2/3 Page


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Step Procedure 6--33 FMS Setup Page Access

4 The FMS SETUP page, shown in Figure 6--138, isdisplayed. Selectable options are as follows:D 1R -- FLIGHT CONFIG

D 2R -- ENGR DATA

00761.08

Figure 6--138FMS SETUP 1/1 Page


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Flight Configuration

Flight configuration is used to set many operating conditions of theFMS. FLIGHT CONFIG is accessed from the FMS SETUP line selectkey 1R. For details regarding flight configuration setup, refer toProcedure 6--34.

Step Procedure 6--34 Flight Configuration Setup

1 Select FLIGHT CONFIG (1R) from the FMS SETUP page.Refer to Procedure 6--33.

2 Review the current configuration, as shown inFigure 6--139. Make changes, as necessary, using therequired steps.

Figure 6--139Review Current Configuration


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3 Set the BANK FACTOR. Enter desired bank factor into thescratchpad and line select 1L. The BANK FACTOR entry isused to set bank limits. The default BANK FACTOR is 15and any number from 0 to 15 is able to be entered.

DETAILS -- The BANK FACTOR is the highest bank angleto be used by the FMS unless a higher angle is needed tomaintain protected airspace. The FMS incorporates amodel of the protected airspace that includes the tighterrestrictions at low altitudes and approach. The FMSchecks each turn against the model and increases thebank angle above the entered BANK FACTOR, whenrequired.

The BANK FACTOR is entered at any time but only on themaster MCDU when operating in synchronous mode.When the FMS configuration changes from single,independent, or initiated transfer to synchronous mode, themaster bank factor overwrites the slave bank factor value.

4 Set FPL AUTO PAGE to ON or OFF at line select 2R. TheFPL AUTO PAGE feature applies when building bothactive and stored flight plans.

DETAILSD FPL AUTO PAGE ON -- The FMS automaticallyadvances the flight plan page, after a slight delay, whenthe fifth waypoint is entered on any given page. FPLAUTO PAGE continues until the destination is enteredas a waypoint on the left side of the page.

When an airway is entered, the FPL AUTO PAGE does notadvance the pages.

D FPL AUTO PAGE OFF -- All flight plan page changesare done using the NEXT and PREV keys.


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5 Set origin/destination display (ORG/DEST DISPLAY) toON or OFF at 3R. The default for this setting is OFF. Thisoption applies to how flight origins and destinations aredisplayed on EFIS.NOTE: Do NOT set ORG/DEST DISPLAY to ON unless the installed

EFIS has been modified to support this feature. Whenattempted, the origin and destination waypointsymbols/identifiers are not displayed on EFIS.

DETAILSD ORG/DEST DISPLAY ON -- The FMS lists the closestairports for display on EFIS. When the option is selectedON, the origin and destination airports are included inthe list even when not among the closest airports. Theorigin and destination airports are also displayed asrunway symbols on modified EFIS with the ORG/DESTDISPLAY ON option.

D ORG/DEST DISPLAY OFF -- When the selection isOFF, the origin and destination airports are included onlywhen among the closest airports. The origin anddestination airports are displayed as normal waypointsymbols.

6 Set SPECIAL MISSIONS to ON or OFF at 4R. The FMScontains special mission patterns. This selection makesthose additional patterns available. The default setting isOFF.

DETAILSD SPECIAL MISSIONS ON -- All patterns in the FMS(HOLD, PROCEDURE TURN, FLYOVER, ORBIT,RADIAL) are available for use.

D SPECIAL MISSIONS OFF -- Only standard patterns(HOLDING, PROCEDURE TURN, FLYOVER) areavailable for use.

7 Push NEXT to select page 2.


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8 Review the current configuration, as shown inFigure 6--140. Make changes, as necessary, using therequired steps.

00764.15

Figure 6--140FLIGHT CONFIG 2/2

9 Set FUNCTION KEY PAGING to ON or OFF at 2R. WhenON, function pages are advanced by pushing the functionkey instead of the NEXT key.

DETAILSD FUNCTION KEY PAGING OFF -- Each push of a functionkey (PERF,NAV, FPL, PROG,DIR) results in the first pageof the function being displayed. This is the defaultconfiguration.

D FUNCTION KEY PAGING ON -- Each push of a functionkey results in the MCDU displaying the next page of thefunction when the current function is being displayed.For example, assume FUNCTION KEY PAGING is ONand ACTIVE FLT PLAN page 3 of 10 is displayed. Whenthe FPL key is pushed again, page 4 of 10 is displayed.


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10 The FLIGHT SUMMARY output selection is displayed at3L. The FLIGHT SUMMARY output gives the displayand/or saving of the FLIGHT SUMMARY data followingcompletion of the flight. The FLIGHT SUMMARY OUTPUTpage, shown in Figure 6--141, is displayed by pushing theOR prompt at 3R.

Figure 6--141FLIGHT SUMMARY OUTPUT 1/1 Page

11 DETAILSD MCDU -- When selected ON, the FLIGHT SUMMARY pageis automatically displayed 15 seconds following landing.

D PRINTER (Option) -- When selected ON, the PRINTprompt is displayed on the FLIGHT SUMMARY page at6L. The default configuration is OFF for PRINTER andmust remain OFF unless a printer is installed on theaircraft.

D STORAGE -- When selected on, the SAVE prompt isdisplayed on the FLIGHT SUMMARY page at 6L.

D FLTSUM STORAGE DEVICE -- When a datamanagement unit (DMU) is installed, the name of theflight summary storage device is the last pilot selectedstorage device or PCMCIA 2. When no DMU is installed,LAN is the storage device.


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12 When temperature compensation is disabled, OFF isdisplayed under TEMPERATURE COMP CONFIG and noprompt is available in 3R. When temperaturecompensation is enabled, an OR prompt is available in3R, as shown in Figure 6--140. Operation of thetemperature compensation feature is discussed onpage 7-30.

Engineering Data

The ENGINEER DATA page, shown in Figure 6--142, is accessedusing2Ron theFMSSETUPpage. TheENGINEERDATA pageshowsthe index of available options primarily used under the direction ofHoneywell engineering in finding and solving problems with the FMS.

00768.08

Figure 6--142ENGINEER DATA 1/1 Page

The ENGINEERING DATA 1/1 page is used in selecting variousfunctions. For each function, additional pages are displayed.

D 1L -- DEBUG is used to upload anddownload diagnostic informationusing the data loader. DEBUG is also used to format a disk.

D 1R -- NT (NAVAID TUNING) DATA shows pages of informationabout each navaid that permits tuning. These are display--onlypages and no input is permitted.


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D 2L -- DB (DATA BASE) VERIFY tests the database. When thenavigation database becomes invalid, DB VERIFY must be run.After pushing the DB VERIFY prompt, load the same database thatis in the computer from disk and record the FLASH failures (if any)at the end of the test.

D 2R -- UseDB (DATABASE) HELP to look at a specific locationwithinthe database memory. Doing so is useful only under the direction ofHoneywell engineering, since memory locations differ with eachdatabase update.

D 3L -- Use CLEARCDB (CUSTOMDATA BASE) to clear the customdatabase. The options are to clear pilot--defined waypoints, storedflight plans, and NOTAMS. The FMS must be operating inindependent or single mode to have access to the page. Clearingthe custom database while operating in dual or initiated transfer isnot possible.

D 3R -- The FMS internal data about waypoints in the flight plan isdisplayed using FPL WPTS (FLIGHT PLAN WAYPOINT). Theseare display--only pages. No input is permitted.

D 4L -- The FMS internal VNAV data about waypoints is displayedusingVN (VERTICALNAVIGATION)DATA. These aredisplay--onlypages. No input is permitted.

D 4R -- ZERO BITE clears the previous recordings of built--in testequipment (BITE) results.

D 5L -- RM index.

D 5R -- Query information.


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POSITION INITIALIZATION

The POSITION INIT 1/1 page, shown in Figure 6--143, is used toinitialize FMS position. This page is accessed from the NAV IDENTpageor from theNAV INDEXpage.Whenoperating inDUAL, apositionloaded on one FMS is transmitted to the other FMS so both areinitialized to the same position.

01648.03

Figure 6--143Position Initialization Page 1

D 1L and 1R -- The last FMS position is displayed when the aircraft ison the ground. When the line select key adjacent to the LOADprompt (1R) is pushed, the FMS is initialized to that position. Afterloading a position, the prompt FLT PLAN is displayed at 6R foraccess to the flight planning function.

D 2L and 2R -- The reference waypoint (REF WPT) line is below thelast FMS position. This line is filled automatically by the FMS or thepilot can make an entry at any time. In order of priority, the FMS fillsin this line as follows:

— RUNWAY THRESHOLD -- When a departure runway has beenselected in the active flight plan, the coordinates of the runwaythreshold are displayed. Using this feature, the runway positionis updated when the aircraft is at the end of the runway ready fortakeoff.


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— RAMPXWAYPOINT -- Whena last position is available, theFMScompares the last position to the list of RAMPX waypoints.RAMPX waypoints are pilot--defined waypoints with the name ofthe RAMP plus any alphanumeric (0 through 9, A through Z)character.

When one (or more) is found within 3 NM of the last position, theclosest one is displayed.Whenmore than oneRAMPXwaypointis defined for the same airport, the FMSselects the closest to thelast position. When multiple RAMPX waypoints are defined withthe same latitude/longitude, the FMS selects the one withhighest alphanumeric priority.

— AIRPORT REFERENCE POINT (ARP) -- When a last positionis available and noRAMPXwaypoints are foundwithin 3NM, theclosest ARP within 3 NM is displayed.

— PROMPTS -- When none of the previously discussed waypointsare displayed, prompts are displayed by the FMS, as shown inFigure 6--143.

D 3L and 3R -- The position of the highest priority GPS is displayed.The priority order, from highest to lowest, is as follows: GPS 1, GPS2, GPS 3. This order of priority applies to all FMSs. When the lineselect key adjacent to the LOAD prompt (3R) is pushed, both FMSsare initialized to the GPS position.

When the correct coordinates are displayed, pushing the appropriateline select key (1R, 2R or 3R) loads the position, as shown inFigure 6--144. The position is loaded to the FMS and transmitted to anylong--range sensors connected to the FMS.


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00800.03

Figure 6--144Position Loaded

When the aircraft is in flight and the FMS position is valid, thePOSITION INIT page, shown in Figure 6--145, is displayed. Theupdatefeature of the FMS is used only in flight.

Figure 6--145POSITION INIT UPDATE Prompt


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CROSSING POINTS

TheCROSSINGPOINTS pages areused to determine the relationshipof a waypoint relative to the current aircraft position.

The FMS computes the following types of crossing points:

D Direct--to a waypoint from the current aircraft position

D Point abeam a waypoint for the current flight plan

D Crossing radial from a waypoint for the current flight plan

D Crossing latitude/longitude given latitude/longitude for the currentflight plan.

The CROSSING POINTS 1/1 page, shown in Figure 6--146, isdisplayed after selecting theCROSSPTS prompt from theNAV INDEX1 page. The CROSSING POINTS 1/1 page is an index of the availablecrossing point options.

00802.05

Figure 6--146CROSSING POINTS 1/1 Page


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Present Position (PPOS) Direct

Selecting 1L from the CROSSING POINTS 1/1 page, shown inFigure 6--146, gives direct--to information from the present position ofthe aircraft to any given waypoint.

For example, to determine where DEN is relative to the current aircraftposition, enter DEN into the scratchpad and select 1L, as shown inFigure 6--147. At 1R, the radial and distance from DEN to the currentaircraft position is displayed. The course, distance, ETE and theremaining fuel when the aircraft was to fly direct from the currentposition to DEN are displayed on the bottom half of the page.

The CROSS PTS prompt at 6L returns to the CROSSING POINTSindex.

00803.03

Figure 6--147PPOS DIRECT 1/1 Page


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Point Abeam

When the PT ABEAM prompt (2R), as shown in Figure 6--146, ispushed, the FMS computes the point along the flight plan where theaircraft passes abeam theenteredwaypoint, as shown in Figure 6--148.When necessary, the PT ABEAM definition at 2L (DEN/132/109 in theexample) is selected to the scratchpad and inserted into the flight planas a temporary waypoint.

00805.03

Figure 6--148POINT ABEAM 1/1 Page

When no POINT ABEAM exists for the current flight plan, themessageNO CROSSING POINT FOUND is displayed in the scratchpad.


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Crossing Radial

When the CROSS RADIAL prompt (2L), as shown in Figure 6--146, ispushed the FMS computes the point along the flight plan where theaircraft crosses the designated radial. The waypoint is entered at 1Land the radial is entered at 1R, as shown in Figure 6--149. For example,entering the 180_ radial, the FMS projects the aircraft can cross the180_ radial 117 NM from DEN. The crossing radial definition at 2L isinserted as a temporary waypoint.

00804.03

Figure 6--149CROSS RADIAL 1/1 Page

When the entered radial does not cross the flight plan, themessageNOCROSSING POINT FOUND is displayed in the scratchpad.


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Latitude/Longitude Crossing

When the LAT/LONG prompt (1R), as shown in Figure 6--146, ispushed, the FMS calculates the crossing latitude or longitude wheneither the longitude or latitude is entered. The course, distance, ETE,and fuel remaining are displayed when the aircraft proceeds directly tothe waypoint.

For example, to know where the aircraft crosses the 100_ Westlongitude line for the current flight plan, enter W100 at 1R, as shown inFigure 6--150. The FMS computes the latitude. The course, distance,ETE, and fuel remaining to fly directly from the current aircraft positionto N33_24.9 W100_00.0 is also displayed. The computed point (2L) isline selected to the scratchpad and inserted in the flight plan as atemporary waypoint. When required, latitude is entered and the FMScalculates the longitude. When more than one intersection with theflight plan exists, the closest one is displayed.

00806.03

Figure 6--150CROSS LAT/LON 1/1 Page

When the flight plan does not cross the entered latitude/longitude, themessage NO CROSSING POINT FOUND is displayed in thescratchpad.


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DATA LOAD

The DATA LOAD page, shown in Figure 6--151, is used to access thedatabase crossloading function of the FMS.

00810.03

Figure 6--151Accessing Database Crossloading


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Crossloading Custom or Aircraft Database

The custom or aircraft databases are transferred from one FMS to theother. Transferring of the custom and aircraft database is permittedwhile the aircraft is on the ground or in the air.

In order to transfer data, the FMSs must be turned on and havecompatible software versions. Only one FMS is required to completeall steps. Refer to Procedure 6--35 for generalized data loadingprocedures.

Step Procedure 6--35 Database Transfer Between FMS

1 Select the appropriate prompt, as shown in Figure 6--152,for data to be transferred. In this example, the CUSTOMDB prompt at 1L is selected.

00810.05

Figure 6--152CUSTOM DB Prompt


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2 Select the prompt for the source or destination of theselected data from the menu, as shown in Figure 6--153. Inthis example, the TO FMS 2 prompt at 2L is selected.

02120.02

Figure 6--153TO FMS 2 Prompt


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3 Confirm selection and select YES (6R) or NO (6L) on theDATA LOAD page, shown in Figure 6--154.

0 1723.06

Figure 6--154CONFIRM YES or NO


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4 Progress monitoring is shown in Figure 6--155.

01724.03

Figure 6--155Progress Monitoring

The FMS indicates the percentage complete. Whencomplete, the message DB TRANSFER COMPLETE isdisplayed and the FMS generates a restart when anavigation of aircraft database has been transferred.

When power is interrupted, ABORT is selected, or otherproblems that stop the loading process occur, the dataload process must be repeated from the beginning.

5 Repeat steps 1 thru 4 for each FMS.


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FLIGHT SUMMARY

A summary of the flight is displayed on the FLIGHT SUMMARY 1/1page, shown in Figure 6--156. The FLIGHT SUMMARY page isaccessed from the NAV INDEX 1/2 page or the PROGRESS 3/3 page.

The contents of the page are saved following power down of the FMS.The one exception is for FUEL USED. This is reset to zero. Forquickturns, the parameters are retained until takeoff following thequickturn. The page is then reset to reflect the new flight.

Figure 6--156FLIGHT SUMMARY 1/1 Page

D 1L and 1R -- The takeoff, landing, and en route time are displayedon these lines. No entry is permitted.

D 2L -- The fuel used for the flight is displayed on this line. Entering*DELETE* results in the value being set to zero. FUELUSED is thenincrement from zero. Pilot--entry of FUEL USED for the flight is notpermitted. FUEL USED is automatically reset when power isremoved from the FMS with the aircraft on the ground. When a coldstart is conducted while airborne, the value is displayed in reversevideo.

D 2R -- The average TAS andGS for the flight is displayed on this line.No entry is permitted.

D 3L and 3R -- The air and ground distance for the flight is displayedon these lines. No entry is permitted.


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D 6L -- TheSAVEprompt is used to save theFLIGHT SUMMARYdatato the FLTSUM STORAGE DEVICE when the FLIGHT SUMMARYOUTPUT has been configured for STORAGE (see Procedure 6--34for more information on the configuration of FLIGHT SUMMARYOUTPUT). TheSAVEprompt is not displayedwhenOFF is selectedas the STORAGE output configuration.

The PRINT prompt is used to print the FLIGHT SUMMARY datawhen theFLIGHTSUMMARYOUTPUThas beenconfigured for thePRINTER. The PRINT prompt is not displayed when OFF isselected as the PRINTER output configuration.

D 6R -- The PROGRESS 3 prompt gives access to thePROGRESS 3/3 page.


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Blank Page


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7. Flight Plan

INTRODUCTION

This section covers the elements and operation for the active andstored flight planpages. Also included area description of LNAV (lateralnavigation), VNAV (vertical navigation), and speed commands.

DEFINITION OF TERMS

D Flight Plan -- A flight plan is a series of waypoints defining anintended route of flight. Each waypoint in the flight plan must bedefined laterally and vertically. The course between two waypointsin the flight plan is called a flight plan leg. The FMS (flightmanagement system) calculates the great circle course for each legin the flight plan. Theactive flight plan includes the route to aprimarydestination followed by the route to an alternate destination.

D Flight Plan Names -- Flight plan names are used to trackstoredflight plans. Flight plan names are used to recall a stored flight planinto the active flight plan. Flight plan names must have a minimumof six characters and a maximum of ten. A convenient namingconvention is to use the origin and destination. The airport identifiersare separated by a dash (--). For more than one flight plan betweenthe same set of identifiers, adda number at theend of the name. Forexample, a flight between Phoenix and Minneapolis could useKPHX--KMSP1 for the flight plan name.

D Flight Plan Capacity -- Stored or active flight plans can have up to100 waypoints including the origin and destination. For active flightplans, the combined waypoints of the primary flight plan and thealternate flight plan cannot exceed the 100waypoint capacity.Whena flight plan is revised to exceed the 100 waypoint capacity, therevision is not conducted. The message FLIGHT PLAN FULL isdisplayed in the scratchpad. When a SID (standard instrumentdeparture), STAR (standard terminal arrival route), airway, or storedflight plan is added and exceeds the limit, none of the insertedwaypoints are added to the flight plan.


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D Primary/Alternate Independence -- The primary and alternateflight plans are kept independent from one another. Revisions toeither the primary or alternate flight plan do not affect the other. Thefollowing exceptions apply:

— ALTERNATE -- The ALTERNATE prompt is the revision functionthat incorporates the alternate into the active flight plan. TheALTERNATE prompt is displayed on the ACTIVE FLT PLANpage (6L) when the aircraft is within 25 flight plan miles of theprimary destination. After ALTERNATE is selected, twodestinations are in the flight plan: the original and the alternate.Both the original and the alternate are treated as destinationsand the FMS can flyover both destinations. When both aretreated as destinations, flyover means the FMS does not beginturning before the aircraft flies over the destination.

The ALTERNATE prompt is not displayed when an approach isin the flight plan. However, when the missed approach isactivated, the ALTERNATE prompt is displayed. A direct--to analternate flight plan is permitted at any time.

— ALTERNATEORIGIN -- Thealternate flight planorigin is also theprimary flight plan destination.

D Waypoint Names -- Waypoints exist in the navigation database, asthe custom database (pilot--defined waypoints), or as temporarywaypoints. Waypoint names are used for convenience in keepingtrack of waypoints and recalling waypoints. Waypoint names (calledwaypoint ident or identifier) must contain at least one and as manyas five alphanumeric characters. In the case of temporarywaypoints, the FMS adds an asterisk (*), ampersand (&), or poundsign (#) as the first character for a total of up to six characters.Therefore, the pilot has complete freedom in naming waypoints intothe FMS with no conflict. Waypoint and flight plan names aredistinguished by the number of characters.

Unnamed airway intersections are also included when airways areadded to the flight plan. This means airways are changed at a pointcommon to both airways.

The ampersand (&) symbol denotes waypoints with a radial patternfor the stored flight plan.

Nondirectional beacons (NB) are stored by the IDENT plus the NBsuffix. For example, the ABC NDB is stored in the database asABCNB. This reduces the list of duplicate waypoint names.


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D Temporary Waypoints -- Temporary waypoints exist only in theactive flight plan. Temporary waypoints are erased when the flightplan is completed or deleted. Temporary waypoints are listed on thelast WAYPOINT LIST pages at the time of definition. Using thispage, the pilot reviews the definition of the waypoint.

Temporary waypoints are used so the pilot can quickly enter thewaypoint definition directly into the active flight plan. Temporarywaypoints are useful when cleared to a fix. In this case, temporarywaypoints have no meaning beyond the current flight. There is noneed to create a named waypoint for the clearance fix.

Temporary waypoints are defined by entering the definition of thewaypoint directly into the active flight plan. Acceptable definitionsare latitude/longitude, place/bearing /distance, place/bearing/place/bearing, and along the flight plan as place//distance. When thedefinition is entered in the flight plan, the waypoint is assigned aname describing how thewaypoint was defined and a number (XX).Temporary waypoints entered on the left FMS are assigned oddnumbers while those entered on the right FMS are assigned evennumbers. The name is also preceded by an asterisk (*) to indicatea temporary waypoint. The assigned names are as follows:

Entered Definition Waypoint Name

Lat/LongPlace/Bearing/DistancePlace/Bearing/Place/BearingPlace//Distance

*LLXX*PBDXX*RRXX*PDXX

The definition is entered into the scratchpad from the keyboard orretrieved for other sources. The electronic flight instrument system(EFIS) joystick is used to insert coordinates into the scratchpad. TheCROSSING POINTS pages are also sources for definition. As thename indicates, temporary waypoints are not retained in the FMSpast the current flight.


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Temporary waypoints are also created when a flight plan is loadedfromadisk, andeither theFMS databasedoes not contain the samewaypoint, or the waypoint definition is different. In this case, theregular name of the waypoint is used preceded by a pound sign (#).For example, a flight plan is loaded containing the waypoint namedCEDA. CEDA is neither in the FMS navigation database nor definedin the custom database. When CEDA is neither in the FMSnavigation database nor defined in the custom database, #CEDA isdisplayed and the definition, specified in the loaded flight plan, isused.

Altitude constraints for temporary waypoints are entered followingthe temporary waypoint lateral definition. For example, enteringGBN/270/45/FL150 into the scratchpad is permitted. The FMScreates a temporary waypoint from GBNon the 270 radial and at 45miles. The waypoint can also have an altitude constraint of FL150.

D Runway Extension Waypoints -- The FMS creates temporarywaypoints on the runway extension line. Once a runway has beenactivated into the active flight plan, line selecting to the scratchpadis permitted. When displayed in the scratchpad, the runway is in thefollowing format: AIRPORT.RUNWAY/BEARING/. A distance ispermitted to be inserted to complete the definition of a waypoint onthe extension line of the runway. Entering an altitude constraintfollowing the distance is also permitted. Insert this definition into theflight plan to create a temporary waypoint. Repeat the process withvarying distances to create a number of waypoints on the extensionline.

When the runway is at the origin, the bearing brought to thescratchpad is the runway heading permiting waypoints on thedeparture path.

When the runway is at the destination, the bearing brought to thescratchpad is the reciprocal of the runway heading permitingwaypoints on the arrival path.

D VNAVOffset Waypoints -- Air Traffic Control (ATC) often clears anaircraft to cross a specified distance before or after a waypoint at aspecified altitude. These are called VNAV offset waypoints.

D Origins and Destinations -- Origins and destinations are anywaypoint contained in the database. This includes any pilot--definedwaypoints. Origins and destinations of the active flight plan arepermitted to be temporary waypoints. Origins and destinations arenormally airports. The origin or destination must be an airportdefined in the navigation database to activate the respectiverunway, SID, STAR, or approach.


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D FROMWaypoint -- The FROMwaypoint is the first waypoint on thefirst page of the flight plan. The FROM waypoint is displayed inamber. Before takeoff, the FROMwaypoint is normally the selectedorigin airport or runway. Under normal flight conditions, the FROMwaypoint is the last waypoint sequenced and actual time passing isdisplayed. In flight, the FROMwaypoint is permitted to be changed.Since changing the FROM waypoint impacts the current active legand can result in an aircraft maneuver, a confirmation step isincluded.

D TOWaypoint -- The TOwaypoint is the secondwaypoint on the firstpage of the flight plan. The TO waypoint is displayed in magenta.The TOwaypoint is thewaypoint steering the aircraft along a coursedefined between the FROM and TO waypoints. When the legsequences, theTOwaypoint becomes the FROMwaypoint. TheTOwaypoint is permitted to be changed. Since changing the TOwaypoint impacts the current active leg and can result in an aircraftmaneuver, a confirmation step is included.

D Leg Sequencing -- During flight, the active flight plan automaticallysequences so the first leg of the active flight plan is the active legreferenced to the guidance parameters. Normally, the FMSsequences before the waypoint for an inside turn when the aircraftis on or close to on course. When the aircraft is not on course, thenormal sequence occurs no later than a point abeam of thewaypoint. Some waypoints have unique sequence criteria. Forexample, a holding fix is a flyover waypoint. The holding fix must beoverflown before entering or exiting holding. Somewaypoints inSIDandSTARprocedures also haveunique sequencecriteria. TheFMSis programmed to automatically comply with these requirements.

There are situations where the sequence criteria cannot be satisfiedby the FMS. Under these conditions, the pilot must conduct thesequence manually to aid the FMS. The pilot is required to modifythe active flight plan and can consist of one of the following:

— The FROM waypoint is permitted to be changed to force asequence. Line select the waypoint to be sequenced into thescratchpad changes the FROM waypoint. Then, make thewaypoint the FROM waypoint on the ACTIVE FLT PLAN pageby selecting 1L. The FMS can then look through the flight planto find the same waypoint. All waypoints between are deletedfrom the ACTIVE FLT PLAN. Leg definitions contained in theflight plan are preserved using the described method.


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— A direct--to is permitted to be conducted to the desired TOwaypoint.All the waypoints prior to the waypoint are deleted andtheFMScreates adirect leg to thewaypoint. This results in anewpath to the waypoint that is different than the previous pathcontained in the flight plan.

Some leg sequences indicate the turning direction to the new leg bydisplaying an L or anR in reverse video. This notation is used wheneither the turn direction is indicated (by a SID, STAR, or approach)or the new leg requires a large turn (near 180_) to track the newcourse.

When the destination waypoint is sequenced, the destinationwaypoint is retained by the FMS as the TO waypoint. Bearing,distance, and required track to the destination waypoint continue tobe computed and displayed.

D Discontinuities -- A discontinuity can exist in the flight plan. Adiscontinuity is a segment in the flight plan with no lateral flight plandefinition. However, a lateral definition must be before and after adiscontinuity.

When changing, discontinuities in the flight plan are kept to theminimum. There are times when a discontinuity is necessary. Thefollowing rules apply:

— When adding or deleting a single waypoint, no discontinuity ispermitted to be inserted in the flight plan. The flight plan is directlylinked between the waypoints. Deleting several waypoints at atime does not result in a discontinuity.

— When linking flight plans or inserting a procedure, nodiscontinuity can exist when a common waypoint is used.Without a common waypoint, the inserted flight plan orprocedure is linked at the point of insertion with a discontinuityat the end. For example, when the last waypoint of a SID is alsoa waypoint in the flight plan, the flight plan and procedure arelinked at that waypoint with no discontinuity. When the lastwaypoint of a SID is not in the flight plan, there is a discontinuitybetween the SID and the flight plan. Some procedures haveembedded discontinuities inserted along with the procedure.

— A SID can only be replaced with another procedure and cannotbe deleted. The linked portions of an arrival are deleted using theARRIVAL page. In both cases, the discontinuity depends on thechanged procedure. Linked flight plans or procedures aredeleted under the same operation for deleting waypoints. Thisoperation does not result in discontinuity.


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— Direct--to does not result in a discontinuity even though severalwaypoints are deleted or a single waypoint is added.

— When an airway is inserted in the flight plan, there is nodiscontinuity since the pilot has to specify the beginning and endpoints.

— The INTERCEPT function does not create a discontinuity beforeor after the intercept point. When choosing the heading--tointercept option, a fly heading select leg is inserted disengagingthe FMS when the leg is sequenced.

D Alternate Origin -- The alternate origin is the destination of theprimary flight plan. No alternate flight plan is specified until theprimary destination has been specified. Changing the primarydestination clears the alternate flight plan because the alternateorigin changes.

D Alternate Waypoints -- Alternate waypoints apply only to thealternate portion of the flight plan. TheFMSguidance is not engageduntil the pilot selects the alternate destination. When the alternateportion of the flight plan is enabled, the correspondingwaypoints areincorporated into the primary portion of the flight plan. At that point,all active flight plan rules apply.

D Alternate Destination -- The alternate destination is entered whendefining a flight plan to an alternate. Like the primary flight plan, thealternate destination is entered as the final waypoint to close out thealternate flight plan.

D Climb Constraints -- Climb constraints are altitude and speedconstraints associated with waypoints in the climb or cruise portionof the flight plan. Altitude constraints are AT, AT or ABOVE, or ATor BELOW. For example, an entry of 10000A (A following thealtitude) indicates AT or ABOVE. An entry of 10000B (B followingthe altitude) indicates AT or BELOW. An entry of 10000 (no letterfollowing the altitude) indicates AT. Climb speed constraints areobserved by the FMS until the waypoint containing the constraint ispassed.

D Speed Limit -- An example of speed limits is the 250 knots (kts)below 10,000 feet (ft) limit entered during performance initialization.Other limits are imposed by the airframe such as VMO.

D Speed Schedule -- Speed schedules are the default speeds usedby the FMS for the departure, climb, cruise, descent, approach andgo--around phase of flight. Speed schedules are defined duringperformance initialization.


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D Automatic Speed Command -- The automatic speed command isthe current speed being output by the FMS for control of the aircraft.The automatic speed command is also referred to as automaticspeed target in this guide.

D Top--of--Climb (TOC) -- A TOC waypoint is calculated anddisplayed on the vertical profile and shown on the PROGRESS2 page. However, the TOC waypoint is not in the active flight plan.Only one TOC waypoint is permitted at a time. The TOC iscalculated based on current aircraft altitude, climb speed, and thecruise altitude.

D Initial Cruise Altitude -- The initial cruise altitude is used by theFMS to determine the altitude where the cruise phase of flightcommences. On reaching this altitude, the FMS changes the speedcommand from climb to cruise when the aircraft levels at the initialcruise altitude or higher. The initial cruise altitude is set duringperformance initialization on PERFORMANCE INIT 2/3 page.

When the cruise altitude is entered as a value other than anincrement of a thousand feet, the FMS rounds off the enteredaltitude by a thousand feet. For example, when the INIT CRZ ALTtarget is 2500 ft, the aircraft levels off at 2000 ft. The FMS roundsinitial cruise altitude and baro altitude to the nearest thousand feetto determine flight phase.

D Cruise Altitude -- Cruise altitude is the current altitude used by theFMS toplan the cruise portion of the flight. Initially, the cruise altitudeis set equal to the entered initial cruise altitude. The cruise altitudeis automatically adjusted by the FMS using the altitude preselectorsettings. When the aircraft levels at the cruise altitude, the FMSchanges to the cruise phase of flight with the corresponding cruisespeed commands.

D Top--of--Descent (TOD) -- A TOD waypoint is calculated anddisplayed on the vertical profile and shown on PROGRESS page 2.With no constraints during the descent, the TOD is calculated usingthe destination elevation (when available) and the descent speedschedule. With constraints during the descent, the TOD iscalculated using the path mode. One minute before the TOD pointis reached, a vertical track alert is given. An automatic descent isinitiated at the TOD when the following are true:

— The altitude preselector is set to a lower altitude— The FMS is selected as the navigation source— LNAV and VNAV are engaged.


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D Descent Constraints -- Descent constraints are altitude, speed,and angle constraints associated with waypoints in the descentportion of the flight plan. Altitude constraints are AT, AT or ABOVE,or AT or BELOW. For example, entering 10000A (A following thealtitude) indicates AT or ABOVE. Entering 10000B (B following thealtitude) indicates AT or BELOW. Entering 10000 (no letter)indicatesAT. TheFMSobeys descent speed constraints at andafterthe waypoint containing the constraint. The FMS obeys angleconstraints from the TOD to the waypoint containing the constraint.Normally, the FMS calculates the angle constraint based onperformance initialization. However, a specific angle constraint ispermitted to be entered at a waypoint in the flight plan.


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CREATING/CHANGING FLIGHT PLAN

An example of the ACTIVE FLT PLAN page before the flight plan isshown in Figure 7--1.

00817.04

Figure 7--1ACTIVE FLT PLAN Example

The following options are made to recall or create an active flight plan:

D Load a flight plan from a disk (2L)

D Recall a previously stored flight plan (3R)

D Create a stored flight plan (3R)

D Build a flight plan by entering waypoints (2R).


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Recall a Previously Stored Flight Plan

When the name of a previously stored flight plan is known, the nameis entered at 3R next to RECALL ORCREATE FPLNAMED, as shownin Figure 7--1. After entering, the FMS automatically recalls the flightplan and makes the stored flight plan the active flight plan, as shown inFigure 7--2. The FMS takes 2 or 3 seconds to complete the recall of theflight plan.

01676.01

Figure 7--2Recall Flight Plan

When the name of a previously stored flight plan cannot beremembered, enter the origin and destination. The FMS searches thestored flight plans for those plans with the same origin and destination.When a stored flight plan is found, the FLIGHT PLAN LIST page isdisplayed with the stored flight plan names marked with an asterisk (*),as shown in Figure 7--3. The flight plan is selected by pushing the lineselect key next to the desired stored flight plan, as shown in Figure 7--4,andpushingRETURN (1R). The flight plan is activatedand theACTIVEFLT PLAN pages, shown in Figure 7--2, are displayed. Even when theflight plan name is remembered, this procedure saves steps overentering the flight plan name at 3R.


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01677.01

Figure 7--3FLIGHT PLAN LIST 1/1 Page

01678.01

Figure 7--4Required Flight Plan


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Flight Plan


Store a Flight Plan and Activate

When building a flight plan, the flight plan is able to be retained inmemory for future use. Storing a flight plan is done by entering the flightplan identifier on theRECALLORCREATEFPLNAMEDprompt at 3R,as shown in Figure 7--1. When a flight plan name is entered at 3R, theFPL PLAN SELECT page, shown in Figure 7--5, is displayed to definethe flight plan. When the flight plan becomes defined, the flight plan isactivated.When a flight plan name entered in 3R is already defined, theflight plan becomes active.

01597.02

Figure 7--5Flight Plan Identifier


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Build a Flight Plan by Entering Waypoints

When a destination is entered at 3R, the FMS searches for stored flightplans with the same origin and destination, as shown in Figure 7--1.When any flight plans are found, the FLIGHT PLAN LIST page isdisplayed. Selecting the RETURN prompt at 1R returns to the activeflight plan to permit input of waypoints. When no flight plan is foundduring the search, the active flight plan is displayed and the FMS isready for waypoint input, as shown in Figure 7--6. When building a flightplan, waypoints are entered on the line showing the VIA.TO prompt (2Lthrough 5L). The FMS accepts a variety of inputs at the VIA.TO promptas described in the following paragraphs.

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Figure 7--6FMS Ready for Waypoint Input

D Waypoint -- Any waypoint contained in the navigation database orthe custom database is permitted to be entered. When a not yetdefined waypoint name is entered, a page for waypoint definition isautomatically displayed. The waypoint is defined and the RETURNprompt is used to get back to the flight plan. When the waypointname was entered in error, the RETURN prompt is used without adefinition being entered.

D TemporaryWaypoint -- Any temporary waypoint is permitted to beentered.


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D Airway -- Any airway in the database is permitted to be entered.When entering an airway, the waypoint in the flight plan precedingthepoint of entry must be awaypoint on the airway. The airway entryis made in the format of the VIA.TO prompt where VIA is the airwayidentifier and TO is the last waypoint to be used on the airway. Forexample, a portion of the flight plan is GUP, J102 to ALS. The firststep is to insert GUP into the flight plan. This is followed by enteringJ102.ALS into the scratchpad, as shown in Figure 7--7. The entry iscompleted by selecting 3L and the FMS automatically fills in all thewaypoints along the airway from GUP up to and including ALS. Theairway is also entered as a single input by entering GUP.J102.ALSinto the scratchpad and selecting the appropriate line select key.

01679.01

Figure 7--7Entering GUP Into Flight Plan

D Flight Plan Names -- Any defined flight plan name is permitted tobe entered. When a defined flight plan is entered, flight plans arelinked together. When inserting a flight plan, the FMS searches forcommon points between the two flight plans being linked. When thecommon waypoint is found in the stored flight plan, the two flightplans are linked at that point. Any waypoints in the stored flight planpreceding the common waypoint are eliminated. When no commonwaypoint is found, the stored flight plan is inserted beginning at theorigin.

Flight plan names are also entered using the VIA.TO format. In thiscase, the stored flight plan is inserted up to and including thewaypoint specified in the VIA.TO entry. Any waypoints in the storedflight plan after the specified waypoint are eliminated.


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After the flight plan is entered, the destination waypoint must beentered as the last waypoint to close the flight. To accomplish this,enter the destination at the VIA.TO prompt.

An alternate flight plan is entered using the same rules as a regularflight plan.

D Vertical Entries -- Vertical definitions for waypoints are enteredusing the right hand line select keys (1R through 5R), as shown inFigure 7--8.

0 1721.02

Figure 7--8Vertical Entries


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The FMS supplies vertical predicted information for each waypointand shows in small characters. Pilot entries are used to modify andfurther define the vertical profile. The following information isdisplayed and/or entered for each waypoint in the flight plan.

— ALTITUDE -- Predicted altitudes are displayed in small charactersfor each waypoint. Pilot entries, displayed in large characters,become altitude constraints for VNAV. Altitude constraints fromprocedures are also displayed in large characters.

— CONSTRAINT TYPE -- Constraint type is displayed directlyabove altitude constraints, as shown in Figure 7--8. Theconstraint type shows as CLB for climb constraints and DES fordescent constraints. The FMS automatically assigns constraintsin the first half of the flight plan as CLB, unless the enteredconstraint is below the current aircraft altitude, and those in thelast half as DES. This automatic assignment is correct for mostflights. Thepilot canmakeanoverridingentry: C, CLB,D, orDESare accepted as entries. Pilot entries are required for flights thatclimb, descend, and climb again.

— SPEED -- Speed is displayed except when an angle is entered,as shown in Figure 7--9. A predicted speed for each waypoint isdisplayed. Speed is entered in either CAS or MACH. When thewaypoint is in a path descent, the angle is displayed.

0 1722.02

Figure 7--9Speed Displayed


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— ANGLE -- A descent vertical path is displayedwhen the FMScanfly a vertical path to a waypoint. An altitude constraint for thewaypoint is required for the FMS to be able to fly a verticaldescent path. The vertical angle is calculated based on currentconditions and performance initialization. FMS computedvertical descent angles are displayed in small font, while pilotentered angles are displayed in large font.

— VERTICAL SPEED -- The FMS predicted vertical speed isdisplayed unless a higher priority item is displayed. Pilot--entryof vertical speed is not permitted.

When vertical angle and airspeed constraints are entered,airspeed is shown above the angle and is also a constraint.

D Additions and Deletions to the Flight Plan -- Several actions thatresult in adding and/or deleting waypoints are in the flight plan. Anyentry permitted at the VIA.TO prompt can also be made intopreviously enteredwaypoints. The rules that apply are described asfollows:

— Single waypoints, including temporary waypoints, are permittedto be added to or deleted from the flight plan. To add a waypointto the flight plan, the waypoint is line selected from thescratchpad to the appropriate line. The added waypoint isdisplayed on the line selected. When adding a waypoint, theflight plan is searched forward of the point of insertion. When thewaypoint is in the flight plan, all the waypoints between the pointof insertion and the first appearance of the added waypoint aredeleted. When the waypoint is not forward of the inserted point,the flight plan is opened and the new waypoint inserted.Searching forward in the flight plan is restricted to the portion ofthe flight planbeingmodified (that is, either theprimary flight planor the alternate flight plan).

— Waypoints are deleted using the DEL key. After entering*DELETE* in the scratchpad, line selecting a waypoint deletesthe waypoint. When the waypoint is deleted, the flight plan isclosed and linked together. Waypoints are deleted by entering awaypoint forward of the point of entry in the flight plan.

The pilot can delete both TO and FROM waypoints in somecombinations of flight plan changes. When this occurs, aCHANGE ACT LEG prompt is displayed, as shown inFigure 7--10.


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Figure 7--10CHANGE ACT LEG

— Stored flight plans, procedures, and airways are called from thedatabase and inserted in the active flight plan. In all cases, flightplans, procedures, and airways are considered a string ofwaypoints and each waypoint in the string is inserted into theflight plan. To insert an airway, the starting point, the airwaynumber, and the end point must be specified. Both the start pointand the end point must be on the airway.When inserting a storedflight plan, the pilot specifies only the flight plan name to insertthe complete flight plan. To insert a portion of a stored flight plan,the entry is made in the form of FLIGHT PLANNAME.WAYPOINT. When a stored flight plan is inserted, flightplanning takes the active flight plan waypoint before point ofinsertion and searches forward in the stored flight plan.When thewaypoint is found in the stored flight plan, the waypoints earlierin the stored flight plan are not inserted. Flight planning alsotakes the specified end point, or last waypoint of the stored flightplan, and searches forward from the point of insertion in theactive flight plan. When found, thewaypoints earlier in the activeflight plan are deleted.


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— The direct--to function also adds or deletes waypoints. Afterselecting direct--to, line selecting a waypoint deletes all thewaypoints before the selected waypoint. The selected waypointthen becomes the TOwaypoint. A waypoint in the alternate flightplan is permitted to be selected from the primary flight plan.When this is done, all the waypoints including the originaldestination are deleted and the waypoint in the alternate flightplan becomes the TO waypoint. A waypoint is permitted to beentered into the scratchpad and line selected to the prompt. Thismakes the added waypoint the TO waypoint. The direct--toRECOVERY function can also be used.

— Using the INTERCEPT function adds an intercept waypoint. Nowaypoints are deleted with the INTERCEPT function. When thepilot inserts an intercept waypoint in the flight plan and changesto another page before the definition is completed, the entireoperation is canceled.

D VNAV OFFSET -- ATC often issues a clearance consisting ofcrossing a specified distance before or after a waypoint, at a specificaltitude. The FMS is capable of creating a temporarywaypoint in theform of a *PDXX for these types of clearances. Refer toProcedure 7--1 for details.

Step Procedure 7--1 VNAV Offset Definition

1 Define a PLACE. Use the keyboard or line select the placefrom the flight plan to the scratchpad.

2 Enter a slash (/) to indicate the next entry is a bearing.When known, enter the bearing. When the bearing is notknown, enter another slash (/) to indicate the next entry isa distance.

3 Enter the distance to cross from the place. When DRK isthe place, the entry is DRK//20.

4 Enter this information into the flight plan either at or afterthe place (DRK). The FMS automatically places thewaypoint on the flight plan at the specified distance.

5 Enter the altitude constraint.


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D Storing of Active Flight Plan -- The active flight plan is permittedto be stored in memory for future use. This is done at any pointduring entry of the active flight plan. A prompt is shown below thedestination at 5R, as shown in Figure 7--11. Entering the flight planidentifier results in the FMS displaying the pages to modify on thestored flight plan .

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Figure 7--11Prompt Below Destination

— The saved active flight plan must follow the same rules that applyto stored flight plans. These rules are as follows:

1. All terminal procedures, temporary waypoints, heading select,and intercept legs are permitted to be removed from the activeflight plan prior to being stored.

2. Saving the active flight plan is only conducted when the aircraftis on the ground. The prompt is removed once the aircraftbecomes airborne.

3. Each stored flight plan is required to have a unique name. Whileattempting to save the active flight plan, when one already existswith the same name, the scratchpadmessage DUPLICATE FLTPLAN NAME is displayed. When this occurs, the active flightplan is not stored.


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D Clearing of Flight Plans -- After landing (plus a 15 second timedelay), the CLEAR FPL prompt is displayed on the active flight planpage. Selecting this prompt clears the entire active flight plan. TheFMS defines landing as when ground speed is below 50 kts, CASis below 80 ks, and weight--on--wheels (WOW) is true.

A stored flight plan is activated while on the ground or in flight.However, thepilotmust confirm thepresent active flight plan isbeingreplaced. Flight plans are also cleared one waypoint at a time usingthe DEL key on the multipurpose control display unit (MCDU).

While on the ground, a new origin is entered after some or all of theflight plan has been defined. When the new origin is already awaypoint in the flight plan, the waypoints earlier than the new originare deleted. When the new origin is not already a waypoint in theflight plan, the whole flight plan is deleted. Deleting the origin clearsthe entire flight plan. This applies to both active and stored flightplans.

Changing the database cycle (NAV IDENT page, line select key 2R)clears the active flight plan. This rules out any discrepanciesbetween flight plan information and the new database cycle. Thedatabase cycle is changed only on the ground.

LATERAL NAVIGATION

LNAV is the function in the FMS that sends commands to the flightguidance computer to laterally steer the aircraft.

General LNAV Rules

D The FMS must be selected as the navigation source.

D A minimum of one leg must be defined for LNAV calculations.

D LNAV is available for all phases of flight.

D LNAV bank angles do not exceed 25_ except in holding, procedureturns, orbit patterns, and on arc legs. For these cases, the limit is 30_.

D LNAV roll rate is 3_ per second during the en route phase of flightand 5.5_ per second on the approach.

D The distance shown for each leg of the flight plan accounts for thedistance traveled due to the changing in course from one leg to thenext.

D LNAV uses up to the limits of bank angle to stay within protectedairspace.


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D A lateral track alert is given for each waypoint sequence. The alertis given 30 seconds before turning starts.

LNAV Submodes

D LNAV ARM -- When initially selected, LNAV ARM becomes theactive mode. While armed, the FMS monitors aircraft position andheading against the active leg. When within the capture zone, theFMS automatically changes from LNAV ARM to LNAV CAPTUREand guides the aircraft to capture the active leg. While in the armedmode, the FMS does not laterally control the aircraft. Normally, theHEADING lateral mode is used to control the aircraft until the FMSchanges to LNAV CAPTURE.

D LNAV CAPTURE -- The FMS begins lateral steering control whenthemode changes fromARM toCAPTURE. The FMS uses a 3_ persecond roll rate during en route operations and up to 5.5_ persecond on the approach. Banks are planned between 0_ and 23_with 25_ as a maximum. In holding, procedure turns and orbitpatterns, and arc legs, the maximum is increased up to 30_.

One of the requirements of LNAV is to keep the aircraft withinprotected airspace. This is done by incorporating a model ofprotected airspace into the FMS. From the model, the FMSdetermines the bank angle required to stay within the protectedairspace boundaries during leg changes. The actual bank angleused is the greater of thepilot--entered bank factor or the bank anglefrom the protected airspace model.


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VERTICAL NAVIGATION

VNAV is the function in the FMS that provides vertical flight informationto the operator. Using FMS VNAV, the operator defines vertical profileinformation used by the operator to assist in control of the aircraft.VNAV is advisory only and provides no automatic vertical controlfunctionality. FMS VNAV is used for all phases of flight. In addition,descents are set up for a path mode (similar to glideslope) to crosswaypoints at a specified altitude. The two main areas for VNAVinformation to be displayed are the ACTIVE FLT PLAN page andPROGRESS 2 page.

General VNAV Rules

D VNAV does not function until all PERFORMANCE INIT informationhas been programmed into the MCDU and the altitude preselectorhas been turned up.

D VNAV guidance is available for all phases of flight.

D The pilot must set the altitude preselector only to ATC clearedaltitudes.

D VNAV keeps the aircraft as high as possible, for as long as possible.

D VPATH angles are from 1_ to 6_.

D Path guidance is always provided during VPATH descents unlessthe FMS transitions to speed reversion. In this condition, the FMStransitions out of VPATH.

D Default descent angle is part of performance initialization. Changingof the default angle is permitted by the crew after the angle isdisplayed for each waypoint.

D When the altimeter is adjusted for the height above the ground (QFE)to be displayed rather than sea level, VNAV must not be used.

VNAV Submodes

D VNAV Flight Level Change (VFLCH) -- This mode is vertical flightlevel change. When applicable, aircraft speed is controlled by theflight guidance computer (FGC) by the pitch of the aircraft. Thismode is also referred to as speed on elevator. The speed commandis displayed on ACTIVE FLIGHT PLAN page 1 and the guidancepanel (when supported). For most operations, the autothrottle is setto climb power rating for climbs and idle for descents. Exceptionsare when climbing or descending only a short distance. In this case,the throttle is set to less than climb power or more than idle to avoidabrupt changes. Moving the throttle during VFLCH changes theaircraft pitch and vertical speed. However, the aircraft speedremains the same.


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VFLCH is used by the FMS during all climbs and, unless a path isdefined, duringdescents. VFLCH is set as theactivemodewhen thealtitudepreselector is aboveor below the current aircraft altitudeandthe current flight director mode is not altitude hold. When in othermodes of VNAV, a transition to VFLCH is made by setting theindicated airspeed (IAS) preselector to other than current altitudeand pushing the FLCH button on the guidance panel.

NOTE: When VNAV is disengaged while in VALT, the flightdirector mode becomes PITCH HOLD, not altitude hold.

D VNAVPath (VPATH) -- Thismode is verticalpath. In thismode,FMSprovides guidance along a geometric path. VNAV controls theaircraft along a geometric path downward to a waypoint altitudeconstraint. The path angle is either an FMS computed value,procedure specified, or pilot--entered. Path descents are identical toinstrument landing system ( ILS) approaches where the glideslopegives a constant angle descent. VNAV gives the same constantangle descent using barometric altitude to determine when theaircraft is on path.

The primary objective during VPATH descents is maintaining thegeometric path. To maintain the geometric path, VNAV computesthe required vertical speed to maintain the path. VNAV then sendsthe command to the FGC. The FGC adjusts the pitch of the aircrafttomaintain the requested vertical speed. During VPATHoperations,the aircraft speed increases or decreases to maintain the path.

D Vertical Glide Path Mode (VGP) -- The vertical glide path (VGP)mode permits crew management of the altitude preselector duringFMS managed nonprecision approaches. When using standardVNAV during nonprecision approaches, dialing the altitudepreselector to the minimum descent altitude (MDA) during the finalapproach segment is necessary. When a missed approach isexecuted, resetting the altitude preselector to the missed approachaltitude is necessary. With the VGP mode, the altitude preselectoris set to the missed approach procedure altitude once the VGPmode is engaged. The FMS manages the aircraft on a vertical pathto the missed approach point (MAP) regardless of the setting of thealtitude preselector. This is similar in concept to glideslope capturefor ILS approaches.


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— Arming of VGP Mode: The first step towards using the VGPmode is to arm VGP. This is done when the aircraft is within30 nautical miles (NM) of the destination. VGP is armed byselecting the APPR (approach) button on the guidance panel.However, the following conditions are necessary for arming theVGP mode.

D FMS is the selected navigation source.

D A nonlocalizer based approach is selected from thenavigation database.

D The aircraft is not in DR (dead reckoning) mode.

D The aircraft is within 30 NM of the destination.

D A NDB angle to the MAP exists.

D Altitude and angle constraint values from the NAV DB havenot been changed.

D When an at--altitude constraint is on the FAF (final approachfix), the aircraft must be in ALT hold at the FAF altitude.

D No vertical direct--to the FAF has been executed.

— Engagement of VGP Mode: The VGP mode is engaged whenthe following rules are met.

D The VGP mode is armed (by the selection of APPR buttonand meeting the conditions mentioned in the previoussection).

D LNAV is active.

D The aircraft, when holding, must be established on theinbound course to the FAF.

D The aircraft is able to capture the final approach slope.

D With a course reversal hold leg (HF) on the FAF, the aircraftmust beestablished inbound to theFAF (< 0.5NMcross trackerror and < 10 degrees track error on inbound leg) and beexiting the hold.

Once the VGP is engaged, the crew does not need to set thepreselector altitude to the MDA. The crew can dial the preselectoraltitude to themissedapproachaltitude. TheFMSdoes not considerthe preselector altitude in computations while in VGP mode. Themessage RESET ALT SEL? is suppressed in VGP mode.


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— Canceling VGP Mode: VGP mode is canceled by the crewusing any of the following methods.

D Selection of APPR, HDG, LNAV, VNAV, FLCH, ALT, or VSbuttons on the guidance panel.

D Selection of a RESUME button (when flying a HOLDINGpattern).

VGP mode is automatically canceled when any of the VGP armingconditions (Arming of VGP Mode section) is no longer true. In thiscase, the aircraft transitions to flight path angle (FPA).

The VGP UNAVAILABLE message is displayed when the guidancepanel approach button is pushed and the arming criteria previouslymentioned is not met.

The message is self--clearing when the FAF is sequenced.

VNAV Operation in Flight

D Climb -- All VNAV climb guidance is provided using VFLCH.Intermediate level offs are entered as waypoint constraints throughthe MCDU or are set with the altitude preselector. VNAV never fliesthrough the altitude preselector in any VNAV mode.

When an intermediate level off is required due to an FMS waypointaltitude constraint, VNAV provides guidance to resume the climbafter passing thewaypoint when the selector is set above thecurrentaircraft altitude. When the selector is not set above the currentaltitude, VNAVmaintains the intermediate altitudewhen passing thewaypoint. In this case, the climb is resumed by setting the altitudepreselector higher and pushing IAS on the guidance panel.

D Cruise -- The initial cruise altitude is entered during performanceinitialization. When the altitude preselector is set higher than theentered initial cruise altitude, the cruise altitude is adjusted tomatchthe altitude preselector. When the aircraft levels off at the cruisealtitude (initial cruise altitude or higher when set on the selector), theFMS enters the cruise phase of flight. The speed command isadjusted to the cruise values.


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Cruise is flown by the autopilot in thealtitude holdmode (ALT). Fromcruise, a climb or descent is executed at any time by setting thealtitude preselector to the desired altitude and pushing the IASbutton. There is a 2 to 3 second delay before VNAV resets thealtitude target to the altitude preselector or next waypoint altitudeconstraint (whichever is closer).

NOTE: When in ALT, the flight guidance system (FGS) touchcontrol steering (TCS) function is used to maneuver theaircraft. However, when TCS is released, the aircraftreturns to the original ALT altitude.

Automatic changes from cruise are conducted for bottom--of--stepclimb (BOSC) and TOD points. In both cases, the altitudepreselector must be properly set (that is., above the current altitudefor BOSC and below current altitude for TOD). When the altitudepreselector remains at the current altitude, the aircraft remains incruise as the points are passed.

D Top of Descent (TOD) -- The TOD is the location where the aircraftcommences a descent. The TOD is displayed on the MFD when inrange, but is always displayed on the PROGRESS pages. Only oneTOD waypoint is permitted at a time.

D Descent -- The transition to descent is automatic, assuming thealtitude preselector is set lower than the present altitude. Onreaching the TOD, VNAV initiates either a VFLCH or VPATHdescent.

— Speed Descent (VFLCH) -- A speed descent is provided whenno altitude constraints exist in the flight plan during the descent.The TOD is calculated to place the aircraft at 1500 ft above thedestination 10 miles prior to the destination. Also, the TOD isbased on any speed constraints in the descent, such as slowingto 250 kts below 10,000 ft.

The pilot initiates a descent anytime by setting the altitudepreselector to a lower altitude and pushing IAS on the guidancepanel. Following an intermediate level off at the altitudepreselector value, the descent is resumed by the pilot dialingdown the altitude preselector and pushing the IAS button againon the guidance panel.

— Path Descent (VPATH) -- A VPATH descent is provided whenan altitude constraint is in the descent portion of the active flightplan. The path angle associated with the constraint is either adefault angle computed by the FMS, procedure specified, orpilot--entered.


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During path descents, AT OR ABOVE or AT OR BELOWconstraints are not treated as AT constraints. FMS can lookfurther in the flight plan to determine when other constraintsexist. FMS can fly a single path meeting all constraints ratherthan multiple paths that treats each constraint as an ATconstraint.

After passing the last waypoint with an altitude constraint, FMSchanges from path descent (VPATH) to a speed descent(VFLCH) mode.

VNAV Special Operations

D Vertical DIRECT--TO -- This function operates much like the lateralDIRECT--TO.

D VNAV and Holding or Orbit Patterns -- There are some specialconsiderations for holding and orbits during VNAV operation.

— When the holding or orbit pattern is entered while in VALT, theaircraft remains in VALT.

D VNAV (VPATHand VFLCH) and Stored Instrument Approaches

— All stored approach procedures have altitude constraints and/orassociated vertical path angles.

— Changing the altitude constraint and/or path descent angle oncean approach procedure has been activated is permitted. Thecrew must verify all the approach procedure altituderequirements are met.

— Industry wide standards for database information are currentlyinconsistent on many approaches. Some vertical paths aredefined to 50 ft above the runway. Others do not arrive at MDAuntil at the MAP. Some approaches give vertical guidance belowthe published MDA and some vertical paths differ from theVASI/PAPI angles.

— The stored missed approach also contains altitude constraints.Some altitude constraints do not refer to any waypoint. The FMSis able to fly the missed approach to comply with missedapproach altitude constraints. During the missed approach, thespeed command is the PERFORMANCE INIT missed approachspeed until the destination waypoint is changed or a flight planis changed.


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VNAV Approach Temperature Compensation

VNAV approach temperature compensation is an option for the FMSand is not available unless enabled. The following page entries specificto the temperature compensation functionality are not displayed whentheVNAVapproach temperature compensation function is not enabled.

For VNAV approaches, the flight crew has the option of selecting VNAVtemperature compensation to ensure the FMS meets obstacleclearance standards by using the published altitude constraints. TheVNAV temperature compensation function adjusts all FMS waypointaltitude constraints for the defined approach, approach transitions, andmissed approach segments of the flight plan to compensate fornonstandard day temperatures.

The flight crew configures the FMS for three states of VNAV approachtemperature compensation:

1. Off (assumes standard day temperature).

2. COLD applies temperature compensation only when approach isflown in cold conditions (0 to --50 degrees DISA).

3. HOT/COLD applies temperature compensation when approach isflown in any temperature condition (limited to --50 to 70 degreesDISA). This option configuration must be enabled separately fromCOLD.

Procedure 7--2 is an example of the steps necessary for configuring theFMS for the VNAV approach temperature compensation mode.

Step Procedure 7--2 FMS Temperature CompensationConfiguration

1 Select MAINTENANCE from page 2 of NAV INDEX.

2 Select SETUP from page 2 of FMS X MAINTENANCE.

3 Select FLIGHT on FMS SETUP.

4 Go to Page 2 of FLIGHT CONFIG pages.

5 The FLIGHT CONFIG page is displayed, shown inFigure 7--12.


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5(cont)

Figure 7--12FLIGHT CONFIG 2/2 Page


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5(cont)

3L indicates the current temperature compensation modeis COLD and the pilot changes the temperaturecompensation mode by selecting 3R.apm: temp; options: temporarily disable

D CDU -- When selected ON, the FLIGHT SUMMARY pageis automatically displayed 15 seconds following landing.

apm: temp; options: temporarily enable

apm: temp; options: temporarily disable

D Loader -- When selected ON, the FLIGHT SUMMARYpage data is automatically saved 15 seconds followinglanding. The file saved to disk uses the following namingconvention:

FS#HHMM.TXTWhere: FS = Flight Summary

# = FMS side (1 = left, 2 = right, 3 = Center)hh = hourmm = minute

The FMS posts error messages when the FMS isconfigured to output the FLIGHT SUMMARY data, but isunable to communicate to the loader.

All

Multiple ON selections are permitted. The defaultconfiguration is OFF for all options.

6 Selecting 3R changes the temperature compensationmode by displaying the TEMP COMP CONFIG page,shown in Figure 7--13.


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6(cont)

01872.04

Figure 7--13TEMP COMP CONFIG 1/1 Page

7 D Select 1L to switch OFF temperature compensationmode.

D Select 2L to set temperature compensation mode toCOLD.

D Select 3L to set the temperature compensation mode toHOT & COLD.

NOTE: TheVNAVapproach temperature compensation functionalitycan, as anoption, beenabledasCOLDonly or HOT&COLD.When enabled as COLD, the previously discussedprocedures remain the samewith the exception that theHOT& COLD prompt is not available.

The FMS determines the compensated altitude constraint valuesautomatically once an outside air temperature value has been enteredon the LANDING page and an arrival has been strung into the activeflight plan.


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Procedure 7--3 is an example of the steps necessary for defining andactivating the VNAV temperature compensation values in the activeflight plan (this procedure assumes an arrival has already been strunginto the active flight plan).

Step Procedure 7--3 Review and Insert TemperatureCompensated Altitude ConstraintsInto Flight Plan

1 The LANDING 1/2 page, shown in Figure 7--14, isdisplayed by pushing the LANDING prompt on the PERFINDEX page.

01874.01

Figure 7--14LANDING From the PERF INDEX Page

On the LANDING page, enter/verify the correct OAT(outside air temperature) for the destination airport.


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2 The --22°C TEMP COMP 1/2 page, shown in Figure 7--15,is displayed by pushing the TEMP COMP prompt on theLANDING page.

Figure 7--15TEMP COMP 1/2

The proposed altitudes for each of the arrival flight planconstraints is displayed in reverse video on the TEMPCOMP page.

The temperature compensation is applied only to thealtitude constraints from the navigation database. Nochanges are applied to performance computed values orthe pilot--entered constraints.


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3 Select the ACTIVATE prompt to insert the temperaturecompensated values into the flight plan.

The temperature compensated values are displayed inreverse video, as shown in Figure 7--16.

Figure 7--16Activate Changes

The pilot is able to calculate a temperature compensated approachMDA on the last page in the string of the TEMP COMP pages. The lastpage of the TEMP COMP page is accessed by pushing the NEXTfunction key when viewing the TEMP COMP page, shown inFigure 7--15, until the last page is displayed. The default page of theMDA TEMP COMP page is shown in Figure 7--17.


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Figure 7--17MDA TEMP COMP Page

1L is displayed with dashes. 1R is blank when a published approachMDAhas not been enteredat 1L. The publishedapproachMDAaltitudeis entered in feet by the pilot at 1L. When a valid entry is made at 1L,a FMS computed COMP MDA is displayed in feet at 1R, as shown inFigure 7--18. Invalid entries are not permitted and attempts to do so areannunciated to the pilot with an INVALIDENTRY scratchpadmessage.A entry is consider invalid when a number outside the range 0 to 9999is entered.


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Figure 7--18MDA TEMP COMP Entry

Procedure 7--4 is an example of the steps necessary for removingexisting values of temperature compensated arrival altitude constraintsfrom the active flight plan.


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Step Procedure 7--4 Remove Temperature Compensation

1 Select the LANDING prompt from PERF INDEX page todisplay the LANDING 1/2 page, shown in Figure 7--19.

01874.01


2 Select TEMP COMP on the LANDING page.


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3 Select the REMOVE prompt, as shown in Figure 7--20,from the TEMP COMP review page.

Figure 7--20TEMP COMP

A MOD flight plan is created with the database values of thearrival altitude constraints.

4 Select ACTIVATE to apply the changes in the ACTIVE FLTPLAN page, shown in Figure 7--21.


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4(cont)

Figure 7--21Accessing TEMP COMP

The TEMP COMP review page is accessed either through LANDINGpage or from the FLIGHT PLAN pages. For the TEMP COMP accessprompt to be available on the flight plan pages, the following conditionsmust be met:

D The active TEMP COMP CONFIG mode is COLD or HOT & COLD

D The aircraft is within 30 NM of the destination

D An approach has been activated

D Valid OAT (on the LANDING page) is entered.


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VNAV Operational Scenarios

The operational scenarios are presented as a series of figures showingtypical vertical profile segments. Certain points on the figures arelabeledwith numbers. These numbers are used to describe events andare enclosed in parentheses in the text. Refer to the General VNAVRules section, when reviewing these scenarios.

VNAV CLIMB (VFLCH)

The elements of a VNAV climb profile are shown in Figure 7--22.

Figure 7--22VNAV Climb Profile

A VNAV climb profile consists of the following:

D VNAV is flown in a VFLCH airspeed climb (1) after takeoff.

D The flight guidance computer changes to ASEL to capture thealtitude constraint (2).

D The flight guidance computer switches to ALT at the constraintaltitude (3).

D The altitude preselector is set higher than the constraint altitude (4).

D The FMS switches to VFLCH as the waypoint is passed (5).

D The flight guidance computer conducts a normal level off at theintermediate altitude preselector (6) switching fromVFLCH toASELto ALT with the normal 1000 ft selector alert.


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D ATC clearance is received to the cruise altitude and the selector isdialed to the cleared altitude (7).

D The IAS button is pushed to resume the climb (7).

D The flight guidance computer conducts a normal level off at thecruise altitude (8) switching from VFLCH to ASEL to ALT with thenormal 1000 foot selector alert and the speed command changesto the cruise value.

VNAV FLIGHT LEVEL CHANGE DESCENT (VFLCH)

The elements of a VNAV FLCH (IAS orMACH hold) descent profile areshown in Figure 7--23.

Figure 7--23VNAV Flight Level Change Descent

A VFLCH descent is flown at any time by using the following:

D From cruise altitude (1), dial down the altitude preselector to theATC cleared altitude (2) and selecting IAS.

D FMS changes to descent.

D An ATC clearance (5) is received to a lower altitude and the altitudepreselector is lowered (6). IAS is pushed (5) and the aircraft beginsa descent.


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VNAV PATH DESCENT (VPATH)

Theelements of aVNAVpath descent profile are shown inFigure 7--24.

Figure 7--24VNAV Path Descent Profile

A VNAV path descent is flown from VALT at any time when the altitudepreselector has beendialed downbefore theTODpoint is reached. TheVNAV path descent mode is used to descend to a new flight level at acalculated or prescribed angle (between 1_ and 6_). The followingsteps apply:

D An altitude constraint is entered at a waypoint (1). The FMScalculates an angle and TOD (2) for the path descent.

D At the TOD, the flight guidance computer switches from VALT toVPATH and begins a descent (2).

D The altitude preselector is set to the ATC cleared altitude (3).

D Oneminute before reaching the TOD, the vertical deviation scale isdisplayed on the EFIS. When the altitude preselector is not at alower altitude, the message RESET ALT SEL? is displayed.

The VNAV angle is always displayed onMCDU for path descents. Thepath is always followed except when the aircraft speed approaches thefollowing:

D VMO/MMO

VNAV tries to satisfy both the altitude preselector and the waypointconstraint altitude. However, VNAV never flies through the altitudepreselector.


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VNAV LATE PATH DESCENT (VPATH)

A VNAV late path descent is shown in Figure 7--25.

Figure 7--25VNAV Late Path Descent

The VNAV late path descent scenario occurs when ATC has not givendescent clearance by the time the TOD is reached. The steps are asfollows:


D Oneminute before reaching the TOD, the vertical deviation scale isdisplayed on the EFIS. When the altitude preselector is not at alower altitude, the message RESET ALT SEL? is displayed.

D When past the TOD and more than 500 ft above the path, the flightguidance computer remains in VALT.

D The altitude preselector is set (4) to the ATC cleared altitude.

D The IAS button (5) is pushed to begin descent. When the aircraft ispast the TOD but less than 500 ft from the path when the selectoris set lower, the FMS switches directly to VPATH.

D The flight guidance computer does a normal level off switching fromVPATH to VASEL to VALT (1).


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VNAV EARLY DESCENT TO CAPTURE PATH (VPATH)

An early descent to capture a path is shown in Figure 7--26.

Figure 7--26VNAV Early Descent to Capture Path

The VNAV early descent scenario is typical when ATC instructs adescent before the established TOD point is reached. The steps are asfollows:


D The altitude preselector is set to the ATC cleared altitude (3).

D The IAS button (4) is pushed to begin the descent.

D As the path is approached, the vertical deviation is displayed on theEFIS.


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VNAV EARLY DESCENT USING DIRECT--TO (VPATH)

The VNAV early path descent using vertical DIRECT--TO is shown inFigure 7--27.

Figure 7--27VNAV Early Path Descent Using

Vertical DIRECT--TO

The following steps apply:


D The altitude preselector is set (3) to the ATC cleared altitude (4).

D A vertical direct--to is conducted (5) to the constrained waypoint (1).The FMS calculates the new angle and FMS transitions to VPATH.


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VNAV LATE DESCENT USING DIRECT--TO (VPATH)

A VNAV late path descent using vertical DIRECT--TO is shown inFigure 7--28.

Figure 7--28VNAV Late Path Descent Using

Vertical DIRECT--TO

In this scenario, descent clearance is not received before the TOD isreached. The following applies:


D When the altitude preselector is not at a lower altitude, themessageRESET ALT SEL? is displayed.

D At the TOD (2), FMS remains in CRUISE and remains level throughthe TOD.

D The altitude preselector is set (4) to the ATC cleared altitude (5).

D A vertical direct--to is conducted (6) to the constrained waypoint (1).The FMS calculates the angle and FMS transitions to VPATH.


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SPEED COMMAND

The FMS is capable of providing a target aircraft speed duringdeparture, climb, cruise, descent, approach, and go--around. Thespeed is controlled either automatically or manually. The automaticspeed command contains two submodes: automatic and waypointconstraint. In the manual speed command mode, the pilot enters thedesired aircraft speedmanually on the guidance control panel. Manualspeed command mode is not available on all aircraft types.

The FMS gives speed protection for automatic speed commandmodes. This speed protection is designed to prevent the aircraft fromflying too slow or too fast.

General Speed Command RulesD The current speed command is displayed on page 1 of the ACTIVE

FLT PLAN, shown in Figure 7--29.

D ACAS andMACHare both displayedwhen climbing or descending.Otherwise, the cruise speed command (either CAS or a MACH) isdisplayed.

D The active speed command, whichever is the smallest betweenCAS and MACH, is shown in large characters.

D The active speed command is also displayed on EFIS and theguidance panel.

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Figure 7--29Speed Command Rules


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Automatic

As the name implies, the automatic speed command mode is the mostautomated mode. The FMS automatically changes the speedcommand throughout the flight to accommodate aircraft configurationand phase of flight. This automatically controlled speed command isused by the autopilot or autothrottle. The following speed schedules fortheautomatic speed commandare configuredon thePERFORMANCEINIT 2/4 page:

D Departure

D Climb

D Cruise

D Descent

D Approach

D Go--around.

The automatic speed command for a typical flight changes as follows:

D During departure, the speed command is set to the departure speedschedule selected during initialization. The departure speedschedule is designed to maintain the aircraft speed below theclass D airspace speed limit of 200 KIAS (knots indicatedairspeed).The default departure area is 4 NM from the departure airport andless than 2500 ft AGL (above ground level).

D Once the aircraft is clear of the departure area, the speed commandtransitions to the climbspeed schedule selected during initialization.The climb speed command is limited by the speed/altitude limitdefined during initialization. Once above the speed/altitude limit, thetarget is the lower value of the CAS/MACH climb speed schedule.Changing to MACH is automatic.

D As the aircraft levels off at the cruise altitude, as defined in theinitialization, the speedcommand changes to cruise. Only one valueof CAS or MACH is displayed.

NOTE: The speed command transitions to cruise when theaircraft is in VALT or altitude hold and the aircraft altitudeequals the PERFORMANCE INIT cruise altitude. Whenthe aircraft levels off at an altitude below thePERFORMANCE INIT value for cruise altitude, the speedcommand continues to be the climb speed command.Manually entering the lower cruise altitude on the PERFINIT 3 page is necessary to enable the FMS to transitionto the cruise speed command.


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D When the aircraft descends below the cruise altitude, the speedcommand changes to the descent speed schedule and the descentCAS/MACH target is displayed. The descent speed command isused during any intermediate leveloffs. When the aircraft nears thespeed/altitude limit, the speed command anticipates the speed limitand slows the aircraft prior to reaching the altitude.

D Nearing the destination, the speed command changes to theapproach speed schedule defined during initialization. The defaultvalues for the transition to approach speed are 15 flight plan milesfrom the destination or 5 miles from the first approach waypoint.Lowering the landing gear or flaps also changes the speedcommand to the approach speed schedule. For some aircraftinstallations, anapproach speedcommand is permitted for each flapsetting.

NOTE: When a climb is performed inside the approach area (asdefined from the INIT DIST on the APPROACH SPEEDpage), the approach speed target transitions to climb andthen cruise or descent as appropriate. To reinstate theapproach speed target, the pilot must reenter the INITDIST on the APPROACH SPEED page.

D In the event the flight director transitions to go--around, the speedcommandchanges to thego--around speedschedule definedduringinitialization. For some aircraft installations, a go--around speedcommand is permitted for each flap setting. When the go--aroundspeed command is active, modification of the active flight plan orselection of a new approach results in the FMS transitioning fromgo--around to the approach speed schedule. When the active flightplan destination is changed while the go--around speed schedule isactive, the speed command transitions from go--around to climbspeed schedule.

Waypoint Speed Constraint

The FMS has the ability to cross a waypoint at a specified speed. Thisis referred to as a waypoint speed constraint. A waypoint speedconstraint is retrieved with a procedure (SID/STAR/approach) orentered by the pilot.

Waypoint speed constraints are treated differently by the FMSdepending on the phase of flight. Waypoint speed constraints in theclimb phase of flight results in the FMS applying the speed constraintto all legs prior to the waypoint. The climb phase of flight is defined asthe legs of the flight plan prior to the TOC. On sequencing thewaypoint,the FMS attempts to return to the automatic speed schedules when noother waypoint speed constraint exists.


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Waypoint speed constraints in the cruise or descent phase of flightresult in the FMS applying the speed constraint to all legs after thewaypoint. As theaircraft approaches thewaypoint, the FMSanticipatesthe speed constraint so that the aircraft crosses the waypoint at thespeed constraint. The cruise phase of flight is defined as the legs of theflight plan past the TOC and prior to the TOD. The descent phase offlight is defined as the legs of the flight plan past the TOD.

To insert a waypoint speed constraint, follow Procedure 7--5.

Step Procedure 7--5 Inserting a Waypoint SpeedConstraint

1 Completely initialize the PERFORMANCE INIT pages.

2 Enter the speed constraint into the scratchpad followed bya slash (/). The entered speed is either a CAS or MACH.

3 Push the right line select key adjacent to the lateralwaypoint on the ACTIVE FLT PLAN page. For example,Figure 7--30 shows a speed constraint of 120 kts desiredfor waypoint FGT. The speed constraint was entered intothe scratchpad (e.g., 120/) and then line select 2R waspushed.

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Figure 7--30Lateral Waypoint


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To remove a waypoint speed constraint, follow Procedure 7--6.

Step Procedure 7--6 Removing a Waypoint SpeedConstraint

1 Push the DEL key.

2 Push the right line select key adjacent to the lateralwaypoint on the ACTIVE FLT PLAN page.

Manual

The pilot selectsmanual speed control from theguidance control panel.In this mode, FMS uses the manually entered speed to the manuallyentered speed. The active flight plan page shows the manually enteredspeed in line 1R, as shown in Figure 7--31. Manual speed commandmode is not available on all aircraft types.

01683.02

Figure 7--31Manually Entered Speed


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Speed Protection

The FMS gives two types of speed protection:

1. Automatic transition from VPATH to VFLCH (referred to as speedreversion).

2. Latched speed.

Duringpath descents, speed control is secondary to path control.Whenthe path descent is too steep, the aircraft increases speed even at idlepower and themessage INCREASEDDRAGREQUIRED is displayed.When the aircraft speed continues to increase, the FMS transitions tospeed reversion function. In this function, the FMS transitions out ofVPATH to VFLCH to enable the FMS to pull off the path and give speedprotection.

The FMS automatically transitions from VPATH to VFLCH for thefollowing conditions:

D VMO/MMO -- During a VPATH descent when CAS becomes greaterthan VMO +10 kts. The transition is canceled when the airspeeddecreases to VMO +2 kts.

D Speed/Altitude Limit -- During a VPATHdescent with autothrottlesengaged, the FMS outputs an altitude target equal to the speed limitaltitude when the aircraft speed exceeds the speed constraint (forexample, 250 kts at 10,000 ft) by more than 5 kts. Under theseconditions, the FMS levels the aircraft at the speed limit altitudeuntilthe aircraft speed is 2 kts greater than the speed limit. The FMS thenrequests a VFLCH descent down to the altitude preselector.

When autothrottles are not engaged or the aircraft is not equipped withautothrottles, the FMS continues the descent through thespeed/altitude limit. The pilot is responsible for controlling the speed ofthe aircraft to meet the speed/altitude limit.

Speed/altitude limit protection is also given during VFLCH descents.Under these conditions, the FMS slows the aircraft to the speed limitwhen approaching the altitude associated with the speed limit.

D LandingGearOr Flap Placard Speed -- During a VPATHdescent,the aircraft speed exceeds the landing gear or flap placard speed by10 kts.

D VREF -- During a VPATH descent and the aircraft speed is less thanVREF by 10 kts.

The second speed protection is latched speed mode. The latchedspeed mode is entered when a significant difference is between theactual aircraft speed and the speed command.When the latched speedmode is entered, LATCHED at 1R is displayed, as shown inFigure 7--32, on the ACTIVE FLT PLAN page.


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01685.02

Figure 7--32Latched Speed Protection

The conditions resulting in latched speed protection are as follows:

1. A latched speed occurs at the last bottom--of--descent (BOD) whenthe current speed command is more than 5 kts above the currentairspeed. This is also true when the BOD altitude constraint isdeleted.

2. A latched speed occurs when the altitude preselector is dialedwhilein ALT to a BOD and the current target is greater than 5 kts morethan the current speed.

3. WhenVNAVhas transitionedout of VPATHand the current airspeedis not within 5 kts of the speed command.

4. When VNAV is in VPATH and the CAS becomes greater than VMO

+ 10 kts, VNAV changes to VFLCH and latches to VMO.

The LATCHED SPEED mode is removed by entering *DELETE* fromthe scratchpad to line select key 1R on page 1 of the ACTIVE FLTPLAN.


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8. Progress

INTRODUCTION

The PROGRESS pages are accessed by pushing the progress PROGfunction key. The PROGRESS pages summarize important flightparameters and the aircraft relationship to the flight plan.

PROGRESS 1/3 PAGE

Theprogress of the flight to theTOwaypoint and thedestination, aswellas the current navigation status, is displayed on the PROGRESS 1/3page, shown in Figure 8--1.

00827.07

Figure 8--1Progress 1/3 Page

The following line select keys correspond to the associated definitionson the PROGRESS 1/3 page.

D 1L, 2L and 3L -- The distance--to--go (DTG), estimated time enroute (ETE), and estimated fuel remaining for the TO NEXTwaypoint and the destination are displayed on 1L, 2L, and 3L.Pilot--entry of any active flight planwaypoint is permitted at 1L or 2L.DTG, ETE and estimated fuel remaining is displayed for the enteredwaypoint. No entry is permitted on 1R, 2R and 3R.


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D 5L and 5R -- The current navigationmode of the flight managementsystem (FMS) is displayed on 5L and 5R. In the following example,the FMS is navigating using the global positioning system (GPS) asthe primary navigation sensor. The required accuracy of thenavigation mode for the current phase of flight is reflected in therequired navigation performance (RNP) value in nautical miles(NM). Estimated position uncertainty (EPU) values indicatesestimated navigation accuracy of the current navigation mode.When EPU becomes larger than RNP, UNABLE RNP is displayedin the scratchpad. In addition, the navigation (NAV) radios are tunedto the navaid INW (frequency 112.60). The A preceding the navaididentifier indicates the radio is in autotuning.

D 6L and 6R -- These prompts give access to the NAV 1 and NAV 2pages. These pages list the 10 closest navaids to the aircraft.

PROGRESS 2/3 PAGE

The PROGRESS 2/3 page, shown in Figure 8--2, displays the currentVNAV commands being transmitted to the flight guidance computer(FGC).



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D 1L -- The current speed andaltitude command is displayedat 1L. Noentry is permitted.

NOTE: During vertical glide path (VGP) descents, the FMStransmits an artificially low altitude command to the FGCto ensure proper descent to the missed approach point(MAP) with the preselector dialed to the missed approachaltitude.

D 2L -- The distance and ETE to the bottom--of--step--climb (BOSC)is displayed on this line, when available. Otherwise, the distanceand ETE to the top--of--climb (TOC) is displayed.

D 3L -- The distance and ETE to the top--of--descent (TOD) isdisplayed on this line. When the aircraft is past the TOD point, theprediction is replaced with the word PAST.

D 2R -- The current fuel quantity is displayed on this line.

D 3R -- The current aircraft gross weight is displayed on this line.

D 6L -- This prompt gives access to the RNP page.

D 6R -- This prompt gives access to the VERTICAL NAVIGATIONDATA page.

PROGRESS 3/3 PAGE

Current wind, ground speed, and tracking information is provided on thePROGRESS 3/3 page, as shown in Figure 8--3.


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D 1L -- The current cross track (XTK) error relative to the active leg ofthe flight plan is displayed on this line. A 0.01 NM resolution is usedwhen the cross track error is less than 1 NM. Larger cross trackerrors are displayed using a 0.1 NM resolution. No entry ispermitted.

D 1R -- This line permits pilot entry of offset. Procedure 8--1 describeshow to enter and remove an offset.

D 2L and 2R -- Aircraft track, drift, andheading is displayedon this line.

D 3L and 3R -- The FMS computed winds and ground speed aredisplayed on this line.

D 6L -- This prompt gives access to the AIR DATA page.

D 6R -- This prompt gives access to the FLIGHT SUMMARY page.


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VNAV DATA

The VNAV DATA page, shown in Figure 8--4, is accessed by pushingthe VNAV DATA prompt on the PROGRESS 2/3 page.

Figure 8--4VNAV DATA 1/1

The following line select keys correspond to the associated definitionson the VNAV page.

D 1L -- Shows VNAV figure of merit.

D 1R -- Shows deviation from path.

D 2L -- Shows distance and time to top--of--climb.

D 2R -- Shows top--of--climb altitude.

D 3L -- The distance and time to TOD and/or bottom--of--descent(BOD) is displayed at 3L. When the next descent path type issmoothing or the aircraft is past the TOD, then BOD is displayedabove the TOD. Otherwise, the TOD is displayed above the BOD.When the next descent path type is smoothing, then SMOOTHINGis displayed in large cyan font right justified to column 17 of the TODdata. When the aircraft flies past the TOD without descending,PAST is displayed in large green font right justified to column 17 ofthe TOD data.

D 3R -- Shows TOD and/or BOD altitude.

D 6L -- Gives access to PERFORMANCE INIT page 1.

D 6R -- Gives access to PROGRESS page 2.


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LATERAL OFFSET

Lateral offsets are entered on the PROGRESS 3 page. The entry isdescribed in Procedure 8--1.

Step Procedure 8--1 Lateral Offset Entry

1 Select PROGRESS page 3.

2 Enter lateral offset into the scratchpad. Enter direction(L or R) and distance in NM.

3 Enter the offset by pushing line select 1R.

4 The PROGRESS page is shown in Figure 8--5.

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Figure 8--5Progress 3/3 Page


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Step Procedure 8--1 Lateral Offset Entry

4(cont)

DETAILS -- Lateral offsets cannot be entered while flyingany of the following:1. Standard instrument departure (SIDs), standard terminal

arrival route (STARs), approaches

a. Patterns

b. In the terminal area (10 NM from origin, 25 NM fromdestination)

c. In the polar region.

Offsets are automatically canceled for the following:1. Course changes greater than 90_

a. SIDs, STARs, approaches

b. Patterns

c. Intercepts.

An OFFSET CANCEL NEXT WPT message is displayedbefore offset is automatically canceled.

5 To manually cancel the lateral offset waypoint, push theDEL key and line select *DELETE* to 1R.


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Air Data

The AIR DATA page, shown in Figure 8--6, is accessed fromPROGRESS 3/3 page. The air data computer (ADC) data source isdisplayed as part of the title. This page shows direct and derived datafrom the digital air data computer (DADC).

Figure 8--6AIR DATA 1 1/1 Page


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Required Navigation Performance (RNP)

The required navigation performance (RNP) page, shown in Figure 8--7,is accessed from PROGRESS 2/3 page and is used to review and/ormake changes to the RNP value used for each of the different phases offlight. A manual override RNP value is entered on this page.

01415.05

Figure 8--7RNP 1/1 Page

The following line select keys correspond to the associated definitionson the RNP page.

D 1L -- This line shows the manual override RNP value. When one doesnot exist, entry prompts are displayed. Entry of a new RNP value ispermitted. When the new RNP value is greater than the required RNPfor the current phase of flight, the value is displayed in reverse videoand is not accepted until the pilot confirms the entry. Entry of DELETEclears the manual override RNP value.

D 2L, 3L, 1R, 2R and 3R -- These lines show the default RNP valuesfor each of the phases of flight in small characters. The pilotmanually enters new RNP values displayed in large characters.Entry of DELETE returns the default value.

D 6L -- When the pilot enters a manual override RNP value, selectionof the NO prompt returns the manual override RNP to the originalvalue.


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D 6R -- When the pilot enters a manual override RNP value, selectionof the YES prompt accepts the entered value as the new manualoverride RNP value. Otherwise, this line gives access toPROGRESS page 2.

NOTE: When a MANUAL RNP entry or an overriding RNP entry tothe default phase of flight RNP is made on the non--coupledside and INDEPENDENT mode is selected on the FMS, theRNP does not transfer to the coupled FMSwhen theoperatorselects the mode back to DUAL. Entering a MANUAL RNPor an overriding RNP while in DUAL mode permits theentered RNP to transfer to the coupled FMS.


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Direct/Intercept


9. Direct/Intercept

INTRODUCTION

The DIRECT, PATTERN, or INTERCEPT functions are accessed bypushing the direct (DIR) key. When the active flight plan is not beingdisplayed when the DIR key is pushed, page 1 of the active flight planis displayed. When the active flight plan is already displayed whilepushing the DIR key, the display remains on the current page of theactive flight plan. Pushing theDIR key inserts three prompts, as shownin Figure 9--1, on the ACTIVE FLT PLANpages. The three prompts areas follows:

1. DIRECT (1L)

2. PATTERN (6L)

3. INTERCEPT (6R)

The threeprompts are used to call up the respective functionof the flightmanagement system (FMS). They remain displayed while pagingthrough the active flight plan.

Figure 9--1DIRECT Prompt on ACTIVE FLT PLAN 1/4 Page


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DIRECT--TO

The FMS direct--to function is either lateral or vertical. The left lineselect keys are used for lateral direct--to and the right line select keysare used for vertical direct--to. The FMS also has a direct--to recoveryfunction.

D Lateral Direct--To -- There are two ways to operate the lateraldirect--to after the DIR key is selected:

— When the direct--to waypoint is in the flight plan, pushing the lineselect key next to the direct--to waypoint engages the direct--to.A direct--to course is calculated and the aircraft begins turning tothe waypoint.

— Enter the direct--to waypoint into the scratchpad and line selectthe waypoint to the dashed lines (1L on page 1). This completesthe direct--to. This method is required when the direct--towaypoint is not already in the flight plan and is an option forwaypoints in the flight plan.

D Vertical Direct--To -- A vertical direct--to is operated in a similarmanner as the lateral direct--to. A vertical direct--to is executed to analtitude constraint at a waypoint in the flight plan. The altitudeconstraint must be in the flight plan before the vertical direct--to isexecuted. Procedure9--1 describes how toexecute a verticaldirect--to.

NOTE: The aircraft does not respond to the vertical direct--tosince vertical navigation (VNAV) is advisory only.

Step Procedure 9--1 Vertical Direct--To

1 Set the altitude selector to the cleared altitude.

2 Confirm that the altitude constraint is entered in the flightplan.

3 Push the DIR key.

4 Using the right--hand line selects (1R through 5R), pushthe line select adjacent to the altitude constraint.

When conducting a vertical direct--to for descent, VNAV calculatesthe angle from present position to the altitude constraint. Thetop--of--descent (TOD) is placed slightly ahead of the aircraft toachievea smooth descent transition. The calculatedangle becomesthe path angle for the descent. The calculated angle is limitedbetween 1_ and 6_. When the actual angle is less than 1_ or greaterthan 6_, the FMS begins a descent to intercept the limiting angle of1_ or 6_.


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D Direct--To Recovery -- Waypoints deleted by sequencing, orwaypoints deleted when a lateral direct--to was entered, arepermitted to be recalled. This is done as described inProcedure 9--2.

Step Procedure 9--2 Direct--To Recovery

1 Push the DIR key.

2 Use the previous (PREV) key to select the page (orpages) displaying the waypoints having been deleted orsequenced.

3 Use the line select keys to select the direct--to waypoint,as shown in Figure 9--2. The FMS recalls the flight planfrom the selected waypoint and proceeds directly to theselected waypoint.

00833.05

Figure 9--2Direct--To Waypoint


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PATTERN

The PATTERN prompt is displayed at 6L when the DIR key is pushed.The PATTERN prompt is used to start the pattern definition or reviewprocedures. PATTERNS are also selected from the NAV INDEX.

INTERCEPT

The FMS supports two types of intercept functions. The first typeconsists of defining a radial/course out of a waypoint until interceptinga radial or course into a second waypoint. The second type of interceptconsists of the pilot flying a heading (either manually or by using theflight director) towards the inbound radial/course for the waypoint. Bothtypes of intercepts are conducted for waypoints or arcs.

Intercept Using Radial/Course

Intercepting using radial/course consists of the pilot defining aradial/course out of a waypoint until intercepting a radial or course intoa second waypoint. The FMS creates a defined latitude/longitudelocation and is placed into the active flight plan as a temporary (*RRxx)waypoint. Procedure 9--3 gives an example.

Step Procedure 9--3 Intercept Using Radial/Course

1 Push the DIR key.

2 Push the line select key adjacent to the INTERCEPTprompt (6R).


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Direct/Intercept



3 *INTERCEPT* is displayed in the scratchpad, as shownin Figure 9--3.

Figure 9--3*INTERCEPT* in Scratchpad

4 For the following example, the pilot wants to flyoutbound from DRK on the 30_ radial until interceptingthe 110_ radial inbound to PGS. Insert *INTERCEPT* at3L, to define an intercept waypoint between DRK andPGS.


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Direct/Intercept9-6



5 The INTERCEPT 1/1 page, shown in Figure 9--4, isdisplayed to define the *INTERCEPT* waypoint.

00836.03

Figure 9--4INTERCEPT 1/1 Page


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Direct/Intercept



6 Define the radial/course out of the FROM waypoint (1L).For the following example, the pilot wants to fly the 30_radial out of DRK. Figure 9--5 shows the INTERCEPTpage following entry of the 30_ radial.

01577.01

Figure 9--530 Degree Radial From Drake


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Direct/Intercept9-8



7 Define the radial (3L) or course (3R) into the waypoint.For the following example, the pilot wants to fly the 110_radial inbound to PGS. The number 040 is entered at3L, as shown in Figure 9--6. The course (220) isautomatically displayed.

00838.03

Figure 9--6Inbound Radial to PGS

8 Select ACTIVATE (6R) or CLEAR (6L). ACTIVATE isdisplayed at 6R after the intercept is defined.


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Direct/Intercept



9 The defined temporary *INTERCEPT* waypoint (nowlabeled *RRxx) is inserted into the flight plan, as shownin Figure 9--7.

Figure 9--7Temporary *INTERCEPT*


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Direct/Intercept9-10


Intercept Using Heading Select

The heading select intercept consists of flying a heading out of the firstwaypoint until intercepting a radial or course into a second waypoint.The intercept point is not defined as a latitude/longitude since anyheading is flown out of the first waypoint. When flying outbound fromthe first waypoint, the FMS monitors the capture criteria for the radialor course inbound to the second waypoint. When lateral navigation(LNAV) is armed, the FMS captures the inbound course to the secondwaypoint when the capture criteria is satisfied. Procedure 9--4 gives anexample.

Step Procedure 9--4 Intercept Using Heading Select

1 Push the DIR key.


3 *INTERCEPT* is displayed in the scratchpad, as shownin Figure 9--8.

Figure 9--8ACTIVE FLT PLAN 1/4 Page *INTERCEPT*

4 For the following example, the pilot wants to flyoutbound from DRK through radar vectors untilintercepting the 040_ radial inbound to PGS. Insert*INTERCEPT* at 3L to define an intercept between DRKand PGS.


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Direct/Intercept



5 The INTERCEPT 1/1 page, shown in Figure 9--9, isdisplayed to define the *INTERCEPT* waypoint.

00836.03

Figure 9--9*INTERCEPT* Defined


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6 For this example, heading vectors are flown untilintercepting the 040_ radial inbound to PGS. SelectHDG SEL at 1R, as shown in Figure 9--9. FLY HDG SELis displayed at 1L, as shown in Figure 9--10.

01583.01

Figure 9--10Intercept Inbound Radial


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Direct/Intercept



7 Define the radial (3L) or course (3R) into the TOwaypoint. For the following example, the pilot wants tofly the 040_ radial inbound to PGS. The number 040 isentered at 3L, as shown in Figure 9--11. The course(220) is automatically displayed.

00837.03

Figure 9--11Fly Inbound Radial to PGS


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9 The defined temporary TO INTERCEPT waypoint isinserted into the flight plan, as shown in Figure 9--12.

Figure 9--12TO INTERCEPT Waypoint

When an intercept using heading select is flown, the FMS disengagesat the beginning of the heading select leg. For the example shown inProcedure 9--4, the FMS disengages when crossing DRK. The aircraftheadingmust beadjusted to intercept the inboundcourse. Adjusting theaircraft heading is donemanually or by using the flight director headingfunction. LNAV must be armed in preparation for the intercept.

NOTE: The intercept using heading select feature is useful when theaircraft is being vectored for final or when flying headingselect after takeoff to intercept a course onto the flight plan.


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Direct/Intercept


Intercepting an Arc

Whenanarc exists in theactive flight plan, the intercept function is usedto intercept the arc. The FMS supports intercepting the arc using aradial/course or heading select. Both types of intercepts are similar tointercepting a waypoint. Procedure 9--5 explains using the interceptfunction to fly a radial/course out of a waypoint to intercept an arc.

Step Procedure 9--5 Intercept an Arc UsingRadial/Course

1 Push the DIR key.


3 *INTERCEPT* is displayed in the scratchpad, asshown in Figure 9--13.

Figure 9--13*INTERCEPT* on ACTIVE FLT PLAN 1/6 Page


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4 For the following example, the pilot wants to flyoutbound from SSI on the 250_ radial until interceptingthe 7 nautical mile (NM) DME arc for the VOR Rwy 4approach at KSAV. The arc starts at the 302_ radialand proceeds counterclockwise around the VOR untilthe arc terminates at the 207_ radial. Line select*INTERCEPT* to the second waypoint having thereverse video A (this signifies the end of the arc leg).For this example, this would be waypoint D207G at 4Lon page 1 of the ACTIVE FLT PLAN, as shown inFigures 9--14 and 9--15.


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Direct/Intercept



4(cont)

Figure 9--14End of Arc Leg

01580.02



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5 The INTERCEPT page, shown in Figure 9--16, isdisplayed. The FROM waypoint at 1L (SSI) is thewaypoint in the active flight plan preceding the arc.

01584.01

Figure 9--16Waypoint Preceding the Arc


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Direct/Intercept



6 Enter an intercept radial/course (1L) from SSI to thearc. For this example, the 250_ radial is entered at 1L,as shown in Figure 9--17. When no intercept is foundon the arc, the message NO CRS TO ARCINTERCEPT is displayed in the scratchpad.

01585.01

Figure 9--17250_ Radial Entered

7 No entry is required for the TO waypoint since theintercept is to the arc.

8 Select ACTIVATE (6R) or CLEAR (6L). ACTIVATE isdisplayed after the intercept is defined.

9 The defined *INTERCEPT* waypoint (now labeled*INTxx) is inserted into the flight plan, as shown inFigures 9--18 and 9--19. This temporary waypoint isthe latitude/longitude location where the 250_ radialfrom SSI intercepts the 7 NM DME arc. This waypointhas replaced D302G, the published starting point forthe arc.


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9(cont)

Figure 9--18Defined Intercept Waypoint

01582.02

Figure 9--19Defined Intercept Waypoint Entered


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Multifunction Control Display Unit (MCDU) Entry Format


10. Multifunction Control DisplayUnit (MCDU) Entry Format

INTRODUCTIONEach entry made to the multifunction control display unit (MCDU) mustbe checked for correct syntax or format at the time the entry is lineselected from the scratchpad.

NOTE: Leading zeros and zeros after a decimal are not required.

LIST OF ENTRIES AND DEFINITIONSTable 10--1 defines the requirements for each type of entry.

Table 10--1MCDU Entry Format

Entry Format

AGL (Above GroundLevel)

D Entry in feet up to 4 digits

D Leading zeros not required

D Range from 0 to 9999.

Airport Identifiers The flight management system (FMS)uses four--character International CivilAviation Organization (ICAO) orICAO--format airport identifiers. Whena U.S. airport has a three--letteridentifier in the Jeppesen charts and isnormally prefixed with a K in thedatabase. Alaskan and Hawaiianairports with a three--letter identifierare normally prefixed with a P.Canadian airports with three--letteridentifiers are normally prefixed witha C. Airports with numbers in theidentifier (such as P07) are alsoincluded in the navigation database.Any other entry on an airport line isassumed to be a navaid, anintersection or a pilot--definedwaypoint. Runway data, includingstandard instrument departure (SIDs),standard terminal arrival route(STARs) and approaches are availableonly with an airport from the Jeppesendatabase.


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Multifunction Control Display Unit (MCDU) Entry Format10-2


Table 10--1 (cont)MCDU Entry Format

Entry Format

Airway D Entry format is either start.airway.endor airway.end

Where:

Start = entry waypoint onto airway

Airway = airway name

End = exit waypoint of airway

D When format airway.end is used, theentry waypoint onto airway must be inactive flight plan and airway must beinserted into active flight plan followingthe waypoint

D Airway is always followed by a decimalpoint

D Entering an airway into the active flightplan when the entry and exit waypointare adjacent waypoints in the flightplan is permitted. Enter the airway intothe scratchpad (followed by a decimalpoint) and place the airway after theentry waypoint in the active flight plan.

Alternate Destination D The name is from one to fivealphanumeric characters

D First character cannot be a dash (--).

Altitude (any altitudeentry)

D Limited to certified ceiling when aircraftdatabase (ACDB) is valid

D Entry in feet up to five digits

D Entry in flight levels (FL)

D Negative altitude permitted

D Automatic conversion to flight levelsabove transition altitude

D Range from FL000 to FL600, from--1300 to 60,000 feet.


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Entry Format

Angle D Entry in degrees and tenths ofdegrees. Decimal required only whenentering tenths

D Range from 1.0 to 6.0.

APU Configuration See (auxiliary power unit) APU FuelFlow.

APU Fuel Flow D Entry is pounds/hour or kilograms/hourdepending on configuration

D Range from 0 to 99,999.

Bank Factor D Entry is whole degrees

D Range from 0 to 15.

Barometer (BARO)Set

D Entry in millibars or inches of mercury(decimal required)

D Leading zero not required

D Range from 16.00 to 32.00 (in. Hg),542 to 1083 (millibars).

Basic OperatingWeight (BOW)

D Entry is pounds or kilogramsdepending on configuration

D Entry is four to six digits

D Range is from 1000 to 999,999.

Cargo Weight D Entry is pounds or kilogramsdepending on configuration

D Entry is one to six digits


Celsius(CONVERSIONpage format)

D Entry range is from --999.9_ to 999.9_in 0.1 increments (decimal required fortenths)

D A decimal is not required when tenthsposition is zero.

Clearway D Entry in feet up to four digits

D Range is from 0 to 9999.


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Entry Format

Coordinate UniversalTime (UTC)

D Entry is one to four digits

D Range is from 0 to 2359

D Leading zeros are not required.

Date D Entry in day month year (no spaces)

D Day is one or two digits

D Month is three--letter abbreviation

D Year is two digits.

Destination D The name is from one to fivealphanumeric characters


Direct--To Waypoint D The name is from one to fivealphanumeric characters


Elevation D Entry format is identical to the Altitudeentry format defined on page 10-2.

Engine PressureRatio (EPR)

D Entry range is from 1.00 to 2.00

D Trailing decimal and/or zeros are notrequired.

Fahrenheit(CONVERSIONpage format)

D Entry range is from --999.9_ to 999.9_in 0.1 increments (decimal required fortenths)


Feet (CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 Ftin 0.1 increments (decimal required fortenths).


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Entry Format

Flight Plan Name(any entry)

D Use six to 10 alphanumeric characters

D First character cannot be a dash (--)

D When QABC--QCDF(x) format is used,QABC and QCDF are automaticallyused as the origin and destination ofthe stored flight plan.

Frequency (ADF) D The minimum entry is three digits

D A decimal is not required when tenthsposition is zero

D Range is 100.0 to 1799.5 KHz, 2179.0to 2185.0 KHz in 0.5 increments.

Frequency (DGPS) RunwayD The minimum entry is one letter airportidentifier and runway number

ChannelD The minimum entry is one number anda letter

D Numeric range is 0 through 399

D Letter range is A through HFinal approach segmentD Entry is an option

D Range is letters A through Z.

Frequency (HF) D The minimum entry is four digits

D A decimal is not required when tenthsposition is zero

D Range is 2000.0 to 29,999.9 MHz inincrements of .1.


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Entry Format

Frequency (NAV) D The minimum entry is two digits

D A decimal is not required when tenthsand hundredths are zero

D Leading digit (1) is not required

D Range is 108.00 to 117.95 MHz,133.30 to 134.25 MHz, 134.40 to135.95 MHz in 0.05 increments.

NOTE: Not all radios are capable of this range.

Frequency(TRANSPONDER)

D A four--digit entry is required

D The range for each digit is 0 to 7.

Frequency (VHFCOM)

D The minimum entry is two digits

D Decimal point and/or trailing zeros arenot required

D Leading digit (1) is not required

D Range is 118.000 to 151.975 MHz in0.005 increments.

Fuel Flow D Entry is pounds or kilogramsdepending on configuration


Fuel Weight D Entry is pounds or kilogramsdepending on configuration



Gallons (GAL) D Entry range is from 0 to 999,999.9GALin 0.1 increments (decimal required fortenths)



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Entry Format

Hold InboundCourse/Direction

D Entry of one to three digits is requiredfor course

D Entry of L or R is for turning direction

D Slash (/) is required when making bothentries or turn direction only

D The range of course is 0 to 360degrees in increments of 1.

Hold Leg Distance D The minimum entry is one digit

D Range is 1.0 to 20.0 nautical miles(NM) in 0.1 increments.

Hold Leg Time D The minimum entry is one digit

D Range is 0.5 to 3.0 minutes in 0.1increments.

Instrument LandingSystem (ILS)Identifier

D The minimum entry is one character

D The maximum entry is four characters.

InterceptRadial/Course

D The minimum entry is one digit

D Range is from 0 to 360 degrees in 1increments.

InternationalStandardAtmosphere (ISA)Deviation

D Entry is degrees, up to two digits andnegative sign when required

D Range is from --59_ to +20_ Celsius.

Kilograms(CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 KGin 0.1 increments (decimal required fortenths)


Kilometers(CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 KMin 0.1 increments (decimal required fortenths)



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Entry Format

Knots(CONVERSIONpage format)

D Entry range is from 0 to 999.9 KTS in0.1 increments (decimal required fortenths)


Latitude D The first character must be N or S

D Degrees range from 0 to 90

D Minutes range is from 0.0 to 59.99 in0.01 increments

D Example of entries:Entry DisplayN0 N0000.00N1 N0100.00N12 N1200.00N123 N1230.00N1234 N1234.00N1234.5 N1234.50N1234.56 N1234.56.

Latitude/Longitude Entry of both latitude and longitude ismade by combining the latitude andlongitude entry with no space between(Example: N50W50).

Latitude/Longitude/Altitude Constraint

D Similar to Latitude/Longitude, but withthe addition of an altitude constraint

D The altitude constraint entry format isidentical to the Altitude entry formatdefined on page 10-2.

Liters(CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 L in0.1 increments (decimal required fortenths)



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Entry Format

Longitude D The first character must be E or W

D Range of degrees is from 0 to 180

D Range of minutes is from 0 to 59.99 in0.01 increments

D Example of entries:Entry DisplayW0 W00000.00W1 W00100.00W12 W01200.00W123 W12300.00W1234 W12340.00W12345 W12345.00W12345.6 W12345.60W12345.67 W12345.67.

Meters(CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 Min 0.1 increments (decimal required fortenths)


Meters/Second D Entry range is from 0 to 999.9 M/S in0.1 increments (decimal required fortenths)


N1 D Entry range is from 70.0 to 99.0

D Trailing decimal and/or zeros notrequired.

Nautical Miles(CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 NMin 0.1 increments (decimal required fortenths)



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Entry Format

NondirectionalBeacons

All nondirectional beacons in the NAVdatabase are accessed by appendingthe NB suffix to the beacon identifierD The minimum entry is three characters

D The maximum entry is five characters.

NOTE: When the NDB also has a waypointidentifier, the NDB waypoint identifier isin the NAV database only under thewaypoint name.

Obstacle Distance D Entry is one to six digits


Obstacle Elevation D Entry is one to five digits

D Range is from --2000 to 16,500.

Oceanic Waypoints D These waypoints are named accordingto ARINC 424 navigation databasespecification

D Southern hemisphere uses the lettersS or W

D Northern hemisphere uses the lettersN or E

D Latitude always proceeds longitude

D Only the last two digits of longitude areused

D Placement of the letter designator (N,S, E, W) in the string of five charactersindicates the value of the longitudeone--hundredths digit--The letter in the last positionindicates longitude is less than 100

--The letter in the third positionindicates longitude is 100 or greater.


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Entry Format

D Letters are used for positiondesignation as follows:

Letter Lat LonN North WestE North EastS South EastW South West

D Examples:N 52 00/W 075 00 = 5275NN 75 00/W 170 00 = 75N70S 50 00/E 020 00 = 5020SN 50 00/E 020 00 = 5020ES 52 00/W 075 00 = 5275W.

NOTE: All oceanic waypoints can not beactive in the navigation database.

Offset (lateral) D The minimum entry is L or R plus onedigit

D Range is 0.1 to 30.0 NM in 0.1increments.

Orbit Radius D Entry is in tenths of NM

D Range is from 1.0 to 99.9 in 0.1increments.

Orbit Speed D Minimum entry for CAS is two digits

D Range of CAS is from 75 to 340 kts.

Origin D The name is from one to fivealphanumeric characters


Outside AirTemperature

D Entry is in degrees up to two digits andnegative sign when required

D Range is from --80_ to 54_ Celsius

D Range is from --112_ to 129_Fahrenheit.


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Entry Format

Passengers D Entry is pounds or kilogramsdepending on configuration


D Range is 0 to 999.

Passenger Weight D Entry is pounds or kilogramsdepending on configuration

D The minimum entry of slash (/) plusone digit

D Range is 0 to 300.

Place/Bearing/Distance (P/B/D)

D Place is any defined waypoint name

D Bearing entry minimum is one digit

D Distance minimum entry is one digit

D Bearing range is from 0 to 360degrees in 0.1 increments (decimalrequired for tenths)

D Bearing is True by placing T after thenumber (e.g., PXR/090T/30)

D Distance range is from 0 to 9999.9 NMin 0.1 increments (decimal required fortenths).

Place/Bearing/Distance/AltitudeConstraint(P/B/D/ALT)

D Similar to P/B/D, but with the additionof an Altitude constraint


Place/Bearing/Place/Bearing (P/B/P/B)


D Bearing entry minimum is one digit

D Bearing range is from 0 to 360degrees in 0.1 increments (decimalrequired for tenths)

D Bearing is True by placing T after thenumber (e.g., PXR/090T/30).


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Entry Format

Place/Bearing/Place/Bearing/AltitudeConstraint(P/B/P/B/ALT)

D Similar to P/B/P/B, but with theaddition of an Altitude constraint


Place//Distance(P//D)


D Distance entry minimum is one digit

D Distance range is from 0 to 9999.9 NMin 0.1 increments (decimal required fortenths).

Place//Distance/Altitude Constraint(P//D/ALT)

D Similar to P//D, but with the addition ofan altitude constraint


Pounds(CONVERSIONpage format)

D Entry range is from 0 to 999,999.9 LBin 0.1 increments (decimal required fortenths)


Procedure TurnOutbound Dist


D Range is 0.1 to Boundary Dist -- 4 NMin 0.1 increments.

Procedure TurnOutbound Time


D Range is 0.1 to (Boundary Dist -- 4NM)/ground speed in 0.1 increments.

Procedure Turn OutAngle

D The turn out angle is prefixed with theturn out direction L or R

D The turn out angle range is 20 to 90degrees in 1 increments.

Pseudo--RandomNoise (PRN)

D Entry is one or two digits



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Entry Format

QFE/QNH D Entry in inches of Mercury,millibars/hectopascals, or millimeters

D Entry range is from 16.00 to 32.00 inHg, 542 to 1084 mb, and 407 to 813mm

D A decimal is not required when allzeros follow decimal point.

Quadrant D The minimum entry is one alphacharacter

D Possible entries are N, NE, E, SE, S,SW, W, NW.

Radial D The minimum entry is one digit

D Range is from 0.0 to 360 in 0.1increments.

Radial Distance D Minimum entry of one digit

D Range from 1.0 to 999.9 NM in 0.1increments.

Radial Inbound andOutbound Radials

D Minimum entry of one digit

D Range from 0.0 to 360.0 in 0.1increments.

Reference Waypoint D The name is permitted to be from oneto five alphanumeric characters


Reserve Fuel(Minutes)

D Entry is in minutes up to three digits

D Range is from 0 to 999 minutes.

Reserve Fuel D Entry is pounds or kilogramsdepending on configuration




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Entry Format

Runway Elevation D Entry is in feet up to five digits andnegative sign when required

D Range is from --2000 to 19,999 feet.

Runway Heading D Entry is in degrees or runway numbers

D Range is from 0 to 360, or 00 to 36runway number.

Runway Identifier D Entry is Airport.Runway

D Range for airport name is from 1 to 5alphanumeric characters

D The runway is the runway number witha suffix (e.g., L, R, or C)

D Range for runway number is from 01to 36.

Runway Length D Entry is in feet from 2000 to 16,000.

Runway Slope D Entry can have a minus sign (--)

D Range is from --2.0% to 2.0%.

Runway Stopway D Entry is in feet up to four digits

D Range is from 0 to 9999

Runway Threshold D Entry is in feet up to four digits


Specific Weight D Entry range is from 1.000 to 9.999LB/GAL (--.1198 to 1.1982 KG/L) in0.001 increments (decimal required fortenths)

D A decimal is not required when allnumbers following are zero.


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Entry Format

Speed (anyCAS/MACH entry)

D Limited to VMO/MMO when ACDB isvalid

D Minimum entry for CAS is two digits

D Minimum entry for MACH is decimalplus one digit

D Range of CAS is from 75 to 450 kts

D Range of MACH is from .30 to .95 in0.01 increments.

Speed (any groundspeed entry)

D Minimum entry is two digits

D Range from 75 to 750 kts.

Speed Set Title D Entry is 1 to 11 characters

Step Increment D Entry in feet up to five digits

D Range is from 0 to 30,000 inincrements of 1000

D Entries less than 1000 are interpretedas thousands.

Stopway D Entry is in feet up to four digits


Temperature D Entry is in degrees and negative signwhen required

D Range from --80_ to 54_ Celsius

D Range from --112_ to 129_ Fahrenheit.

Temporary Waypoint Active flight plan entries that createtemporary waypoints:D Coordinates

D Place/Bearing/Distance

D Place/Bearing/Place/Bearing

D Place/Distance

D Intercept Function.

Threshold D Entry is in feet up to four digits



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Entry Format

VIA.TO The VIA.TO prompt is used in flightplanning. A variety of entries arepossible with the prompt. The sameentries are permitted to be made tothe flight plan without the prompt (suchas when adding waypoints). Thefollowing is a list of possible entries:D Airway.Waypoint

D Flight Plan Name.Waypoint

D Flight Plan Name

D Waypoint

D Temporary Waypoint.

VOR Identifier D The minimum entry is one character

D The maximum entry is threecharacters.

Waypoint Name D The name is permitted to be from oneto five alphanumeric characters


Weight (any weightentry)

D Entry is pounds or kilogramsdepending on configuration



Wind (any windentry)

D Entry is made in the form ofdirection/speed

D The minimum entry for direction is onedigit

D The minimum entry for speed is onedigit

D The range of direction is 0 to 360degrees

D The range of speed is 0 to 250 kts.


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A28--1146--181REV 3 Mar 2009 11-1

Messages


11. Messages

INTRODUCTION

The flight management system (FMS) generates messages that alertthe pilot to certain conditions. The messages are displayed in thescratchpad and the message (MSG) light is lit on the multifunctioncontrol and display unit (MCDU). Any entry already in the scratchpadis placed in a stack. The CLR key clears a message and the nextmessage or entry from the stack is displayed. Correcting whatevercaused the message clears some of the messages.

Two types of messages are contained in the FMS, alerting andadvisory. Alerting messages are more important. The externalannunciator, located on the pilot and copilot instrument panel, and themessage annunciator are lit for alertingmessages. Advisorymessagesonly light on the message annunciator on the MCDU.

MESSAGE LIST AND DEFINITIONS

Table 11--1 contains an alphabetical list of all messages. The listincludes the type of message and a brief explanation of what themessage means.

Table 11--1FMS Messages

Message Type Definition

ACARS DMUFAILED

ALERTING An ACARS I/O failure hasoccurred.

ACTIVE MODE ISMAG HDG

ALERTING The magnetic heading hasbeen automatically selected.

ACTIVE MODE ISTRUE HDG

ALERTING The true heading has beenautomatically selected.

ADC 1 FAILED

ADC 2 FAILED

ALERTING The FMS senses an ADCfailure.

DMU FAILED ALERTING The FMS senses a DMUfailure.

AIRCRAFT DBREQD

ADVISORY The pilot must load anaircraft database beforeselecting the FULL PERFmode.


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Messages11-2


Table 11--1 (cont)FMS Messages

Message DefinitionType

ALREADY EXISTS ADVISORY A duplicate entry has beenentered into a list and is notpermitted.

ATC NOTAVAILABLE

ADVISORY Air Traffic Services (ATS)Future Air NavigationSystem (FANS) Datalink isnot configured on theaircraft.

ATT/HDG 1 FAILED

ATT/HDG 2 FAILED

ALERTING The FMS is no longerreceiving heading andattitude data for theidentified unit.

APPROACH CLIMBLIMITED

ALERTING The message is displayedwhen the landingcalculations are approachclimb limited.

BACK COMPLETE ADVISORY The message indicates youhave returned as far back aspossible.

BRG/CRS MUST BEIN TRUE

ALERTING The bearing entry must be intrue (entered xxxT) becausethe reference waypoint isoutside the coverage of themagnetic variation table.

BUSY--REENTERLAST CHG

ADVISORY A change to the customdatabase was attemptedwhen the cross--side hadlocked the custom databasefor a change the cross--sideis making.

CAPTURE DISK ISFULL

ADVISORY The disk in the data loader isfull.

CHECK ALTCONSTRAINT

ALERTING The pilot must checkconstraints for a conflictbetween type of constraints(CLB or DES) and currentflight mode (climbing ordescending).


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Messages




CHECK ATT/HDGCONFIG

ALERTING More than one input port hasbeen configured with thesame ASCB ATT/HDGsensor number.

CHECK BARO SET ALERTING The aircraft has passed thetransition altitude by morethan 1000 feet or is levelingand the baro set has notbeen adjusted to the propervalue. This message isshown during climbs anddescents.

CHECK DATA LOAD(xx)

ADVISORY The attempted data loaderoperation has failed. Thefailure reason is indicated bythe value xx. Refer toMaintenance, Section 12 fordecoding xx value.

CHECK DEST FUEL ALERTING The destination fuel equalszero.

CHECK DMU ALERTING The FMS has been waitingfor a flight plan from theDMU for over 60 seconds.

CHECK GPSCONFIG

ALERTING More than one input port hasbeen configured with thesame GPS sensor numberOR multiple GPS areconfigured and one of thesensors has an SDI of 0.

CHECK GPSPOSITIONCHECK GPS 1POSITIONCHECK GPS 2POSITIONCHECK GPS 3POSITION

ALERTING The position from theidentified GPS sensor ismore than 10 nautical miles(NM) from the FMS position.


A28--1146--181REV 3 Mar 2009

Messages11-4




CHECK LOADEDWIND/TEMP

ADVISORY The message indicates thereis a problem with some ofthe wind/temperature datathat was loaded with theflight plan when the flightplan was activated.

CHECK RADIOCONFIG

ALERTING The on--side radio has beenconfigured to an illegalconfiguration.

CHECK RESERVEFUEL

ALERTING The planned reserve fuel isequal to or less than thereserve fuel required.

CHECK SPD/ALTITUDE LIMIT

ALERTING The upcoming speed and/oraltitude constraint must bechecked and proper actiontaken in order to meet theconstraints.

CHECK SPEEDCONSTRAINT

ALERTING In cruise or descent invertical navigation (VNAV),the aircraft is approaching awaypoint that has a speedconstraint when the FMSpredicts (based on currentspeed and deceleration) theconstraint speed isexceeded.

CHECK VOR/DMEPOSITION

ALERTING The position from theidentified VOR/DME is morethan 10 NM from the FMSposition.

CHECK *PDPLACEMENT

ADVISORY The waypoint was insertedsomeplace other than theexact spot indicated by theentry.

COMPARE FMSPOSITIONS

ALERTING The positions of the FMSshave a difference greaterthan 5 NM. The systemscontinue to operate normally.


A28--1146--181REV 3 Mar 2009 11-5

Messages




COMPARE FUELQUANTITY

ALERTING The FMS fuel quantity,decremented by fuel flowand the sensed fuel quantity,differ by more than 2% ofthe basic operating weight(BOW).

CONFIG DATAINVALID

ALERTING Configuration module failedat power--up.

CROSSWINDEXCEEDS 22KTS

ADVISORY Crosswind componentsexceed the 22 KT limit.

DATA BASEOUT-OF-DATE

ADVISORY On power--up, or oncompletion of NAV databaseloading, the NAV database isnot current to the dateentered in the FMS.

DATALOADER INUSE

ADVISORY Indicates the data loader isbeing used.

DATALOADERUPDATE NEEDED

ADVISORY Indicates the data loaderneeds an update for therequested function.

DB TRANSFERABORTED

ADVISORY Indicates transfer of thedatabase has been aborted.

DB TRANSFERCOMPLETE

ADVISORY Indicates transfer of thedatabase has beencompleted.

DB TRANSFER INPROGRESS

ADVISORY Indicates transfer of thedatabase is in progress.

DISK IS NOTFORMATTED

ADVISORY Indicates the disk in the dataloader needs to beformatted.

DISK IS WRITEPROTECTED

ADVISORY Indicates the disk in the dataloader is write protected.

DME 1 FAILED

DME 2 FAILED

ALERTING Indicates the FMS senses aDME failure for the identifiedunit.


A28--1146--181REV 3 Mar 2009

Messages11-6




DUPLICATE FLTPLAN NAME

ADVISORY A stored flight plan alreadyexists with the entered flightplan name.

END OF FLIGHTPLAN

ALERTING Indicates the last definedwaypoint. The messagedoes not apply to thedestination waypoint.

ENDING WPT NOTFOUND

ADVISORY The ending waypoint of anairway or flight plan cannotbe found.

ENTERING POLARREGION

ALERTING The polar region at 85_North or South has beenentered.

E.O. PERF UNAVAIL ALERTING Indicates that engine outperformance is not available.

EXCEEDS CEILINGALTITUDE

ALERTING The cruise altitude exceedsthe recommendedperformance altitude.

EXCEEDS CERTCEILING

ADVISORY The entered altitude isabove the certified ceiling forthe aircraft.

EXCEEDS MAXGROSS WEIGHT

ADVISORY The gross weight exceedsthe maximum ramp weight inthe aircraft database.

EXCEEDS MAXLANDING WT

ALERTING The projected landing weightexceeds the maximumlanding weight.

EXCEEDS MAXTAKEOFF WEIGHT

ALERTING The takeoff weight exceedsthe maximum allowable. Inthis case, takeoff data iscomputed at the maximumallowable takeoff weight.

EXCEEDS PALTITUDE LIMIT

ALERTING The pressure altitude limit isexceeded.

EXCEEDS WINDLIMITS

ALERTING The wind limits for takeoff orlanding are exceeded.


A28--1146--181REV 3 Mar 2009 11-7

Messages




EXITING POLARREGION

ALERTING The aircraft is leaving thepolar region at 84_ North orSouth.

FIELD LENGTHLIMITED

ALERTING The landing calculations arefield length limited.

FILE NOT FOUND ADVISORY The requested file is not onthe disk.

FLT PATH ANGLETOO STEEP

ALERTING The VNAV flight path angleexceeds the limit (6_).

FLT PLANCHANGED

ADVISORY The fix location where apattern is defined is differentfrom when the fix locationwas defined in the storedflight plan.

FLIGHT PLAN FULL ADVISORY The flight plan is full and isdisplayed when the pilotattempts to enter more than100 waypoints in a flightplan.

FMS BATTERYMAINT REQD

ALERTING The FMS battery is low andrequires maintenance withinthree weeks.

FMS POSITIONSDIFFERENT

ALERTING The FMS positions differ by10 NM or more.

FN NOT AVAILABLE ADVISORY There is no special functiondefined by or available fromthe FMS.

FPL AUTO LOADDISABLED

ALERTING Automatic loading of theactive flight plan to the warmspare FMS has beendisabled. This occurs whenthe warm spare FMS iscoupled to the flight director.

FPL CONTAINSINVALID WPT

ADVISORY The stored flight plan hasundefined or invalidwaypoints.


A28--1146--181REV 3 Mar 2009

Messages11-8




FPL STORAGEFULL

ADVISORY The storage area for flightplans is full.

FULL PERFUNAVAIL

ALERTING A numerical fault hasoccurred in the activepredictions and the FULLPERF mode is not available.

GPS FAILEDGPS 1 FAILEDGPS 2 FAILEDGPS 3 FAILED

ALERTING Indicates inputs from theidentified GPS have failed.

GPS RAIM ABOVELIMIT

ALERTING The receiver autonomousintegrity monitoring (RAIM)value is above the limit forthe current phase of flight.

GPS RAIMUNAVAILABLE

ALERTING RAIM is not being generatedby the GPS receiver.

GRAPHIC NOTAVAILABLE

ADVISORY There is no graphic functioninput to the CD--820 or whenaccess is externallyselectable.

HIGH PCDR TURNGRD SPD

ALERTING The ground speed exceedsthe limit for the definedprocedure turn.

HIGH HOLDINGGRD SPD

ALERTING The ground speed exceedsthe limits for the FAAallowable size of holdingpattern.

INDEPENDENTOPERATION

ALERTING The system reverted toindependent operation.

INTERSECTIONNOT FOUND

ADVISORY PD waypoint does notintersect the active flightplan.

INVALID AIRCRAFTDB

ALERTING The aircraft database hasbeen corrupted and hasbeen cleared and initialized.


A28--1146--181REV 3 Mar 2009 11-9

Messages




INVALID CUSTOMDB

ALERTING The custom DB has beencorrupted and has beencleared and initialized.

INVALID DELETE ADVISORY Indicates invalid entry of thenamed parameter.

INVALID DIRECT TO ADVISORY Indicates invalid entry of thenamed parameter.

INVALID ENTRY ADVISORY Entry is not in the correctformat.

INVALID NAV DB ALERTING The navigation database isinvalid and is not useable.Reload the database.

INVALID NOTAMLIST

ADVISORY Indicates the notice toairmen (NOTAM) is invalidand has been cleared.

INVALID OBSTACLEENTRY

ALERTING The obstacle distance and/orelevation entry makes thelimits of a table used in thecalculation of obstacleclearance to be exceeded.

ISA DEVEXCEEDED

ADVISORY The entered temperaturehas made the InternationalStandard Atmosphere (ISA)deviation to be exceeded atthe altitude.

LABEL CANNOT BECHANGED

ADVISORY Indicates the label specifiedin the aircraft database is arequired label for the aircraftand cannot be changed.

LANDING CLIMBLIMITED

ALERTING The landing calculations arelanding climb limited.

LANDING OUT OFLIMITS

ALERTING The landing calculation isout of limits after the initialcalculation.


A28--1146--181REV 3 Mar 2009

Messages11-10




LAST LEG ALERTING The active leg is the last legof the flight plan and the TOwaypoint is not thedestination.

LIST FULL ADVISORY Entry into a list is notpermitted because the list isfull.

MULTI FMS LOADUNAVAIL

ADVISORY Loading the navigationaldatabase to all FMSs is notpossible.

NO CRS TO ARCINTERCEPT

ADVISORY No intercept to the arc isfound for the input definition.

NO CROSSINGPOINT FOUND

ADVISORY No crossing points are foundfor the CROSSING POINTSpage.

NO DISKINSTALLED

ADVISORY No disk is installed in thedata loader.

NO FLIGHT PLAN ADVISORY Origin or origin/destination isentered on the FLIGHTPLAN LIST page and thereis no flight plan with thesame origin ororigin/destination.

NO INPUTALLOWED

ADVISORY No input is allowed.

NO POSITIONSENSORS

ALERTING The DR light is turned on.

NO PRESENTPOSITION

ADVISORY An action is requested thatrequires present position.

NO REQUIREDSENSORS

ALERTING The DEGRAD light is turnedon.

NOT ALLOWED INAUTO LOAD

ADVISORY An entry to the active flightplan has been made to theFMS operating in SINGLEand Auto load in a tripleFMS installation.


A28--1146--181REV 3 Mar 2009 11-11

Messages




NOT A NAVAID ADVISORY An entry was made thatrequires a navaid and theentry is other than a navaid.

NOT AN AIRPORT ADVISORY An entry was made thatrequired an airport nameand other than an airportname was entered.

NOT IN DATA BASE ADVISORY The pilot requested somedata that was not in thedatabase and cannot be pilotdefined.

OAT/ISA LIMITEXCEEDED

ALERTING The sensed OAT or ISAdeviation exceeds the limit.

OBSTACLE DISTCONFLICT

ALERTING An entry of an obstacledistance is less than anentry of stopway orclearway.

OFFSET CANCEL ALERTING The offset has beencanceled.

OFFSET CANCELNEXT WPT

ALERTING The offset is canceled at thenext waypoint in the flightplan. This message iscleared by pilot action or isautomatically cleared whenthe offset is canceled.

ORBIT RADIUS/GSCONFLICT

ADVISORY The ground speed is toohigh to fly the orbit at thedefined radius.

PERF CEILINGLIMITED

ALERTING The initial cruise altitude isabove the computed ceilingaltitude and performance isbeing limited to thecomputed ceiling altitude.

PERF--VNAVUNAVAILABLE

ALERTING The pilot requested aperformance/VNAV functionbefore sufficient data hadbeen entered.


A28--1146--181REV 3 Mar 2009

Messages11-12




PREV NOTALLOWED

ADVISORY Selection of the previouspage is not allowed.

RADIALS DO NOTINTERSECT

ADVISORY The radials defined for theintercept function do notcross.

RAIM WILL EXCEEDLIMIT

ALERTING RAIM at the time requested,exceeds the limit for thephase of flight.

REGIONAL NDBONLY

ADVISORY Loading a world widenavigation database wasattempted on an FMS thataccepts a regional NDB only.

RESET ALT SEL? ALERTING The FMS is commanding achange of altitude but thealtitude selector has notbeen reset. The aircraftcannot change altitude untilthe selector has been reset.

RUNWAY NOTFOUND

ADVISORY The database does notcontain the entered runwayat the designated airport.

S.E. PERF UNAVAIL ALERTING Indicates single engineperformance is not available.

SINGLE/INDEPENDENTREQD

ADVISORY The operating mode needsto be single or independentbefore accessing the CLEARCDB page.

SINGLEOPERATION

ALERTING There is a problem betweenthe two FMSs that precludesfull communication betweenthe two systems.

SLAVE FP CHNGOVERRIDDEN

ADVISORY A change made on the slaveside could not be acceptedbecause of a conflict. Thechange was overridden bythe master FMS.


A28--1146--181REV 3 Mar 2009 11-13

Messages




STORED FPL PERFUNAVAIL

ALERTING A numerical fault in thestored flight plan predictions.

TAKEOFF OUT OFLIMITS

ALERTING The takeoff calculation is outof limits after the initialcalculation.

TO ENTRIESINHIBITED

ADVISORY The message indicates noentries are made to takeoff.The message is displayedwhen making an entry totakeoff and power has beenadvanced for takeoff.

TO WEIGHTLIMITED

ALERTING The current gross weight isbetween the maximumtakeoff weight and themaximum ramp weight forthe aircraft and the takeoffgross weight used by theTakeoff and Landing functionhas been limited to themaximum takeoff weight forthe aircraft.

UNABLE HOLDCHANGE

ADVISORY The pilot attempted tochange the holding patterndefinition while in holdingand not on the inbound leg.

UNABLE MASTERTIME RQST

ADVISORY The FMS time and date isbeing slaved to outside timeand date (for example, GPSor aircraft) and cannot bechanged.

UNABLE NEXT ALT ALERTING The aircraft is unable tomeet the altitude constraint.

UNABLE OFFSET ADVISORY An attempt was made toinsert an offset duringholding, a STAR, or a SID.


A28--1146--181REV 3 Mar 2009

Messages11-14




UNABLE PCDRTURN CHANGE

ADVISORY Changing the procedure turndefinition is inhibited aftersequencing onto theprocedure turn.

UNABLE *PDPLACEMENT

ADVISORY The PD waypoint has beenrestricted from placement inthe flight plan.

UNABLE TO SENDDOWNLINK

ADVISORY The FMS has been waitingfor a network acknowledgefor a linked message for 5minutes.

UNABLE TUNEREQUEST

ADVISORY The pilot entered afrequency while the radioswere in the manual mode.

USED BY ACTIVEFPL

ADVISORY The pilot tried to delete awaypoint from storage usedin the active flight plan.

USED BY OFFSIDEACT FPL

ADVISORY The pilot attempted to deletea waypoint from storageused in the offside activeflight plan.

USING CURRENTGS/FF

ALERTING Indicates the current PERFmode.

V1VR CNST OUTOF BOUNDS

ALERTING One of the inputs to thetable used to calculatetakeoff decision/rotationspeed (V1VR) ratio isoutside the limits of thetable.

VERT DIR OVERMAX ANG

ADVISORY The angle computed duringa vertical direct--to exceedsthe limit. In this case, theangle is set to the maximumlimit (6_).


A28--1146--181REV 3 Mar 2009 11-15

Messages




VERT DIR UNDERMIN ANG

ADVISORY The angle computed duringa vertical direct--to is underthe limit. In this case, theangle is set to the minimumlimit (1_) and descent isstarted at that time.

VIDEO NOTAVAILABLE

ADVISORY There is no external videoinput to the CD--820 or whenaccess is externallyselectable.

VOR 1 FAILED

VOR 2 FAILED

ALERTING The FMS senses theidentified VOR has failed.

WAYPOINT NOTFOUND

ADVISORY The entered waypointcannot be found. When thisresults when attempting toenter an airway into a flightplan, the waypoint is not partof the referenced airway.

WEIGHT DEFAULT-- LB

ALERTING Indicates the weight optionhas defaulted to pounds.Normally the result of theconfiguration module beinginvalid or not read.

WHAT--IF PERFUNAVAIL

ALERTING A numerical fault hasoccurred in the WHAT--IFpredictions.

WIND EXCEEDEDAT CRZ ALT

ADVISORY The wind entered at altitudehas made the wind at thecruise altitude to beexceeded.

WPT STORAGEFULL

ADVISORY The storage area forpilot--defined waypoints isfull.


A28--1146--181REV 3 Mar 2009

Messages11-16


Blank Page


A28--1146--181REV 3 Mar 2009 12-1

Maintenance


12. Maintenance

INTRODUCTION

When the multifunction control display unit (MCDU) shows a messageof CHECK DATA LOAD (XX) after an attempted disk operation, thenumeric value in the XX position is interpreted using the data loaderfault codes listed in Table 12--1.

Table 12--1Data Loader Fault Codes

Code Error Title Description

01 OPEN CMD NORESPONSE

Check electrical connections. Eitherthe flight management system (FMS)cannot talk to the data loader (the reddrive activity light does not go on) orthe FMS does not hear the responsefrom the data loader (the drive lightturns ON).

02 STATUS CMD NORESPONSE

See 01

03 ILLEGAL DB FILEHEADER

The database disk file ( db.bn ) is nota legal database file.*

04 READ CMD NORESPONSE

The data loader was unable to openand read data on the disk.

05 GET 1ST FPRECORD FAILED

The data in a flight plan file(sperry.dat) is incorrectly formatted.

06 FP_RECORDTOO LONG

See 05

08 STATUS CMDOPEN FAILED

The disk does not contain the neededfile, or there was a disk read errorwhile attempting to open the file.

09 CRC REM NE 0 ISILLEGAL

The database disk was producedimproperly, or the data in a file hasbeen modified.*

0A DB SIZE INHEADR GT EESIZE

The stored FMS database flashmemory is too small for the size ofthe database being downloaded.*

0B DB SIZE IN HDRNE FILE SIZE

See 09*


A28--1146--181REV 3 Mar 2009

Maintenance12-2


Table 12--1 (cont)Data Loader Fault Codes

Code DescriptionError Title

0C DB SIZE ORSERIAL NBR EQ0

The FMS contains an illegal serialnumber, or an incorrect stored FMSflash memory size.*

0D DB SIZE INHEADER IS ODD

The FMS flash memory size wasinitialized improperly -- the flashmemory must be an even number.*

0E SERIAL NUMLOCKOUT

The FMS being downloaded is notauthorized to download the NAVdatabase.*

0F NM0 FILE CRCLOCKOUT

The FMS serial number authorizationfile has been corrupted.*

10 BAD BOW VALUE The flight plan file contains an illegalbasic operating weight value.{

11 BAD FUEL VALUE The flight plan file contains an illegalfuel value.{

12 BAD CARGOVALUE

The flight plan file contains an illegalcargo weight value.{

13 BADPASSENGERSVALUE

The flight plan file contains an illegalpassenger count.{

14 BAD INITIALCRUISE

The flight plan file contains an illegalinitial cruise altitude.{

15 BAD CRUISESPEED

The flight plan file contains an illegalcruise speed.{

16 BAD CRUISEWIND

The flight plan file contains an illegalcruise wind.{

17 BAD CRUISEFUEL FLOW

The flight plan file contains an illegalfuel flow.{

18 BAD NUMWAYPOINTS

The syntax of the waypoint count isillegal or the waypoint count does notmatch the actual number ofwaypoints.{

19 NUM WPTS OUTOF RANGE

The flight plan file contains awaypoint count less than 2 or greaterthan 50.{


A28--1146--181REV 3 Mar 2009 12-3

Maintenance




1A BAD NUM ALTWPTS

The flight plan file contains an illegalnumber of waypoints in the alternateflight plan.{

1B NUM ALTS OUTOF RANGE

The flight plan file contains an illegalnumber of alternate destinations.{

1C ODD NUM BYTESIN BLOCK

The data loader transmitted an illegaldata record length.*

1D NM0 FILEHEADERLOCKOUT

The database disk contains a serialnumber file not matching thedatabase file.*

1E GET IDENTFAILED

The flight plan file contains an illegalwaypoint identifier.{

1F GET LATITUDEFAILED

The flight plan file contains an illegalwaypoint latitude.{

20 GET LONGITUDEFAILED

The flight plan file contains an illegalwaypoint longitude.{

21 GET SPDCONSTR FAILED

The flight plan file contains an illegalwaypoint speed constraint.{

22 GET FL CONSTRFAILED

The flight plan file contains an illegalwaypoint flight level constraint.{

23 GET SPOT WINDFAILED

The flight plan file contains an illegalwaypoint spot wind value.{

24 GET SPOT TEMPFAILED

The flight plan file contains an illegalwaypoint temperature value.{

25 GET METERO FLFAILED

The flight plan file contains an illegalmeterological flight level.{

26 DM FIRST GETRECORD FAILED

Unused error code.

27 DM RECORDGET 80 CHARS

A record in the currently open disk filecontains more than 80 bytes.

28 READ FILE NOTOPEN

A read file command was sent to thedata loader before a file wassuccessfully opened.

29 READATTEMPTED ATEOF

A read file command was sent to thedata loader but the current open filedoes not contain any more data.


A28--1146--181REV 3 Mar 2009

Maintenance12-4




2A COMMAND INWORK

Internal status command from dataloader -- must not be seen by anoperator.

2B UNKNOWN OPCODE

An illegal command was sent to thedata loader.

2C DISK ERRORDURING READ

A disk read error was encountered.Check the disk for errors and tryanother disk in the data loader.

2D DISK ERRORDURING WRITE

See 2C

2E DISK WRITEPROTECTED

The write protect tab on the disk ispreventing the data loader fromwriting to the disk.

2F DISK IS FULL There is no more free space on thedisk for writing data files.

30 WRITE CMD NORESPONSE

The data loader is not responding tothe FMS write request.

31 CLOSE CMD NORESPONSE

The data loader is not responding tothe FMS open file command.

32 STATUS CMDILLEGAL VALUE

The data loader sent an undecodablestatus response to the FMS.

33 DEBUGMONITOR NORESPONSE

Unused

34 DISK IS NOTFORMATTED

The inserted disk is not formattedcorrectly.

35 FORMAT CMDNO RESPONSE

The data loader did not respond tothe FMS format disk command.

36 DATALOADERUPDATE NEEDED

An FMS operation requires a newerdata loader.

37 ILLEGAL CHARSIN READ BUFFER

Unused

38 PREV READBUFFEROVERFLOW

Internal software error (bufferoverflowed) -- probably a softwareerror.


A28--1146--181REV 3 Mar 2009 12-5

Maintenance




3A ILLEGAL OPENRO FILE

Unable to open for write access a filemarked read only.

3B ILLEGAL DIRSIZE RETURNED

Internal software error -- returned,directory size is too large.

3C INCORRECTCUST FILE SIZE

The stored custom database file hasbeen corrupted.

3D WRONG CUSTVERSION ONDISK

The stored custom database fileversion does not match the currentFMS version.

3E WRONG NAVVERSION ONDISK

The NAV database disk is notcompatible with the current FMSversion (or the file is corrupted).

3F WRONG PERFVERSION ONDISK

The stored learning curve data filesare not compatible with the currentFMS version.

40 REGIONAL NDBONLY

The FMS is configured to only accepta regional NDB.

80 ASYNC OPENCMD NORESPONSE

Unused

81 ASYNC DLSTOPPEDRESPONDING

In asynchronous download mode, thedata loader stopped responding tothe FMS.

82 ASYNC RCVQUEOVERFLOW

Internal software error.

83 ASYNC GT10UNUSEDPACKETS

The asynchronous data loader issending data packets out ofsequence. This is due to excessiveline noise.

84 UNKNOWNASYNC PACKET

Internal software error.

85 NO ASYNC DATARCVD

See 01 (this error number is seeninstead of 01 when the FMS hasbeen updated with the newasynchronous download mode).

86 ASYNC CMD NORESPONSE

Unused


A28--1146--181REV 3 Mar 2009

Maintenance12-6




87 ASYNC CMD BADRESPONSE

Unused

90--9F

ASYNC PACKETCHECK ERRORS

Data errors are being received fromthe data loader and the retransmitcount has been exceeded. This isdue to excessive line noise.

F1 FLASH SETUPERROR

The FMS flash memory devices aredefective, or have exceeded the ratederase/write cycles.

F2 FLASH CHARGEERASE ERROR


F3 FLASH WRITEERROR


* These codes are associated with the navigation database disks. Contactlocal Honeywell support for assistance.

{ These codes are associated with errors in flight plan format requirements.Contact flight plan for assistance.


A28--1146--181REV 3 Mar 2009 12-7

Maintenance


MCDU PARALLAX ADJUSTMENT

The MCDU is permitted to be adjusted for parallax. The parallaxadjustment feature is used when the MCDU is mounted in the cockpitsuch that the pilot does not have a direct viewing angle to the MCDU.When the pilot does not have a direct viewing angle to the MCDU, theline select prompts appear out of alignment with the physical line selectkeys and is called parallax. Pushing PARALLAX (5R) on the MCDUMAINTENANCE page accesses the PARALLAX ADJUST page,shown in Figure 12--1.

When the navigation computer (or performance computer, wheninstalled) is operating, the PARALLAX ADJUST page is accessed bypushing and holding the FN key for 5 seconds.

01686.01

Figure 12--1PARALLAX ADJUST 1/1 Page


A28--1146--181REV 3 Mar 2009

Maintenance12-8


D 1L -- Pushing the UP prompt vertically adjusts the MCDU displayupward.

D 2L -- Pushing the LEFT prompt horizontally adjusts the MCDUdisplay to the left.

D 2R -- Pushing the RIGHT prompt horizontally adjusts the MCDUdisplay to the right.

D 6L -- Pushing the DOWN prompt vertically adjusts the MCDUdisplay downward.

D 6R -- Pushing the RETURN prompt returns to the SYSTEM SETUP1/1 page or to the last page being viewed when the navigationcomputer (or performance computer, when installed) is operating.Pushing RETURN also saves the system status for recall onsubsequent flights.


A28--1146--181REV 3 Mar 2009 A--1

MCDU Page Access Trees


Appendix A

MCDU Page Access Trees

INTRODUCTION

The figures listed in Table A--1 are the multifunction control display unit(MCDU) page trees and how they are accessed.

Table A--1MCDU Page Access Trees

Page Access Tree Figure

Function Keys Page Tree A--1

Perf Index Page Tree A--2

NAV Index Page 1/2 Page Tree A--3

NAV Index Page 2/2 Page Tree A--4

Progress Page Tree A--5

Direct Page Tree A--6

Patterns Page Tree A--7

Pos Sensors Page Tree A--8

Maintenance Page Tree A--9

NAV Ident/Position Init Page Tree A--10

Active Flight Plan/Alternate Flight Plan PageTree

A--11

Performance Init Page Tree A--12

Departure Page Tree A--13

Takeoff Data Page Tree A--14

Arrival/Missed Approach Page Tree A--15

Landing Page Tree A--16


A28--1146--181REV 3 Mar 2009

MCDU Page Access TreesA--2


Blank Page


A28--1146--181REV 3 Mar 2009

MCDU Page Access TreesA--3/A--4


Figure A--1Function Keys Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--2Perf Index Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--3NAV Index Page 1/2 Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--4NAV Index Page 2/2 Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--5Progress Page Tree


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Figure A--6Direct Page Tree


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Figure A--7Patterns Page Tree


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Figure A--8Pos Sensors Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--9Maintenance Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--10NAV Ident/Position Init Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--11Active Flight Plan/Alternate Flight Plan Page

Tree


A28--1146--181REV 3 Mar 2009



Figure A--12Performance Init Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--13Departure Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--14Takeoff Data Page Tree


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Figure A--15Arrival/Missed Approach Page Tree


A28--1146--181REV 3 Mar 2009



Figure A--16Landing Page Tree


A28--1146--181REV 3 Mar 2009 Abbrev--1




Acronyms and abbreviations used in this guide are defined as follows:

TERMS DEFINITION

A airatautotune

A/C aircraftA/I anti--iceA/P autopilotABV aboveAC/DC alternating current/direct currentACARS Aircraft Communications Addressing and

Reporting SystemACC access

air conditioning controllerACCUM accumulatorACDB aircraft databaseACFT aircraftACL accelACMF aircraft condition monitoring functionACP audio control panelACT active

actualaltitude compensated tilt

ACU antenna controller unitADA air data applicationADC air data computerADF automatic direction finderADI attitude director indicatorADJ adjustmentADL airborne data loaderADM air data moduleADS air data system

automatic dependent surveillanceADSP air data smart probeAFCS automatic flight control systemAFIS airborne flight information systemAFM Aircraft Flight ManualAFMS advanced flight management system


A28--1146--181REV 3 Mar 2009

Acronyms and AbbreviationsAbbrev--2


TERMS DEFINITION

AGL above ground levelAGM advanced graphics moduleAHRS attitude and heading reference systemsAI anti--iceAIM align in motionAIOP actuator input/output processorAIRPT airportAIRSPC airspaceAIRWY airwayAIU audio interface unitALRT alertALT alternate

altitudeAM amplitude modulatedAMI airline modifiable informationamp ampereANG angleANT antennaAOA ACARS over AVLC (CMF)

angle--of--attackAOC Aeronautical Operational CommunicationAOG aircraft on groundAOR--E Atlantic Ocean Region -- EastAOR--W Atlantic Ocean Region -- WestAOSS after over station sensorAP autopilotAPC audio processing cardAPM aircraft personality moduleAPP, APPR, APR,APRCH

approach

APT autopilot pitch trimAPU auxiliary power unitARINC Aeronautical Radio, Inc.ARP airport reference pointASCB avionics standard communications busASEL altitude preselect

altitude selectASL above sea levelASYNC asynchronousAT autothrottle


A28--1146--181REV 3 Mar 2009 Abbrev--3



TERMS DEFINITION

ATC air traffic controlATIS Automatic Terminal Information ServiceATM air traffic managementATN Aeronautical Telecommunications NetworkATS air traffic serviceATT attitudeaux auxiliaryAVAIL availableAVLC Aviation VHF Link ControlAZ azimuth

B at or belowBAC back courseBAG baggageBARO,baro

barometric

BAT,Bat

battery

BC back courseBFL balanced field lengthBFO beat frequency oscillatorBIT built--in testBITE built--in test equipmentBKUP backupBLW belowBOD bottom--of--descentBOSC bottom--of--step--climbBOW basic operating weightBPCU bus power control unitBRG bearingBRT brightnessBST bestBTMS brake temperature monitoring system

C CelsiusCA combiner assemblyCABN cabinCAP captureCAS calibrated airspeed (FMS)CAT Category


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

CAUT cautionCCA circuit card assemblyCCD cursor control deviceccw counterclockwiseCDB custom databaseCDI course deviation indicatorCDU control display unitCEIL ceilingCERT certifiedCFIT controlled flight into terrainCG center of gravityCHARS charactersCHG, CHNG change

changingCHKLST, Cklst checklistCLB climbCLR clearCLX clearanceCMC central maintenance computerCMD commandCMF communications management functionCNS communications

navigation and surveillanceCNST constantCOM, COMM communicationCOMP compass

compensationCOMPT compartmentCONFIG configurationCONST constraintCONT controlCP cross pointerCPC cabin pressure controllerCPDLC controller pilot datalink communicationCPL coupleCRC cyclic redundancy checkCRS courseCRT cathode ray tubeCRZ cruiseCTRL control


A28--1146--181REV 3 Mar 2009 Abbrev--5



TERMS DEFINITION

CUR currentCUST customCVR cockpit voice recorderCW continuous wavecw clockwiseCWOW combined weight--on--wheels

DA decision altitudeDAB digital audio busDADC digital air data computerDAU data acquisition unitDB databaseDC display controllerDCL data control logicDDU display driver unitDEGRAD degradeDEL deleteDENS densityDEOS digital engine operating systemDEP, DEPT departureDES descentDEST destinationDEV deviationDGC display guidance computerDGPS differential global positioning systemDGR, DGRAD degradedDH decision heightDIM dimmingDIA diameterDIR direct

directiondirectory

DISA deviation ISADISC disconnectDISENG disengageDIST distanceDL data loaderDME distance measuring equipmentDMT debug maintenance terminal


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

DMU data management unitdata multiplexing unit

DN downDR dead reckoningDSP data service providerDST distanceDTG distance--to--goDTRK desired trackDU display unit

E eastE.O. engine outEAPS engine air particle seperatorECEF earth--centered earth--fixedECM electronic counter measuresECS environmental control systemECU electronic control unitEDM emergency decent modeEDS electronic display systemEFIS electronic flight instrument systemEGPWC enhanced ground proximity warning computerEGPWS enhanced ground proximity warning systemEGT engine gas temperatureEICAS engine instruments and crew alerting systemELEV elevationEMER emergencyEND, ENDUR enduranceENG engage

engineENGR engineerEOF end of fileEPR engine pressure ratioEPU estimated position uncertaintyEQ equalERL effective runway lengthESS essentialET elapsed timeETA estimated time of arrivalETD estimated time of departureETE estimated time en route


A28--1146--181REV 3 Mar 2009 Abbrev--7



TERMS DEFINITION

ETP equal time pointETTS electronic thrust trim systemEVM engine vibration monitorEVS enhanced vision systemEXT external

F Fahrenheit

flyoverF/A forward/aftFAA Federal Aviation AdministrationFADEC full authority digital engine computeFAF final approach fixFANS future air navigation systemFAX facsimileFD flight directorFDR flight data recorderFF fuel flowFGC flight guidance computerFGS flight guidance systemFHAF final hover approach fixFL flight levelFLCH flight level changeFLD fieldFLEX flexibleFLIR forward looking infraredFLT flightFLT REF flight referenceFMS flight management systemFN functionFOM figure of meritFP, FPL, FPLN flight planFPA flight path angleFPD flat panel displayfpm feet per minuteFPV flight path vectorFREQ frequencyFS flight summaryFSBY forced standbyft feet/footFTR force trim release


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

Funct functionFWC fault warning computerFWD forward

G groundG/S glideslopeGA go--aroundGAL gallonGCC Global Customer CareGCR ground clutter reductionGEN generatorGES ground earth stationGGF graphic generation functionGLS GNSS landing system

GPS landing systemGMAP ground mappingGND groundGNSS global navigation satellite systemGP glidepathGPS global positioning systemGPWS ground proximity warning systemGRAD gradientGRD ground (FMS)GS glideslope

ground speed (FMS)GSP ground service panelGSPD ground speedGUI graphical user interface

H holdHA high altitudeHD head windHDG headingHDOP horizontal dilution of precisionHDPH headphoneHDR, HEADR headerHF high frequency

hold legHFOM horizontal figure of meritHGA high power gain antennaHGI Honeywell generated information


A28--1146--181REV 3 Mar 2009 Abbrev--9



TERMS DEFINITION

hh hourHI highHIL horizontal integrity limitsHLD holdHMG hydraulic motor generatorHOV hoverHP high pressureHPA high power amplifierhPa hectopascalsHSI horizontal situation indicatorHT heightHUD head up displayHV height--velocityHz hertz

I innerI/O input/outputIAF initial approach fixIAS indicated airspeedICAO International Civil Aviation OrganizationICS intercom systemID, IDENT identificationIGE in ground effectIGN ignitionIGS instrument guidance systemIHBT inhibitedILS instrument landing systemIMC instrument meteorological conditionsIN inchesInfo informationINH inhibitinHg inches of mercuryINHIB inhibitINIT initial

initializationINMARSAT International Maritime Satellite OrganizationINOP inoperativeINT internalINTERSCTN intersectionsINV inverter


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

IOP input/output processorIOR Indian Ocean RegionIRU inertial reference unitISA International Standard AtmosphereISO isolationITU International Telecommunications Union

JAA Joint Air Worthiness Authority

KCAS knots calibrated airspeedkg kilogramkHz kilohertzKM kilometersKIAS knots indicated airspeedKPH kilograms per hourkts knots

L leftliters

LA low altitudeLANDNG, LDG landingLAT, lat latitudeLAV lavatoryLB(S), lb(s) pound(s)LBS Lateral beam sensorLCD liquid crystal displayLCV load control valveLD landing

lower sideband dataLDA landing directional aid

localizer--type directional aidLED leading edge down

light emitting diodeLEN, LN lengthLEU leading edge upLIM limitLL lat/longLNAV lateral navigationLND landingLO lowLOC localizer


A28--1146--181REV 3 Mar 2009 Abbrev--11



TERMS DEFINITION

LON longitudeLP low pressureLRC long range cruiseLRM line replaceable moduleLRU line replaceable unitLSA low speed awarenessLSK line select keyLSS lightning sensor systemLV lower sideband voiceLX lightning

M metersMAG, mag magneticMAGVAR magnetic variationMAINT maintenanceMAN manualMAP missed approach pointMAU modular avionics unitMAX maximummB millibarsMCDU multifunction control display unit

multipurpose control display unitMCT maximum continuous thrustMDA minimum descent altitudeMECH mechanicalMED mediumMET manual electric trimMETERO meterologicalMFD multifunction display unitMGR managerMGT managementMHz megahertzMIC microphoneMICSTK microphone stuckmin minuteMIN minimumMKR markerMLS microwave landing systemmm/hr millimeter/hourMMO maximum operating Mach


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

MN mainMOD(s) modify

modificationMOT mark on targetMPEL maximum permissible exposure levelMRC modular radio cabinetMSG messageMSL mean sea levelMT Mach trimMTC minimum terrain clearanceMULTI multiplemV millivoltsMWF monitor warning functionMXR maximum range

N northN/A not applicableNAV navigationNAVAID navigational aidNAVSTAR navigation system with time and rangingNB nondirectional beaconNBAA National Business Aircraft AssociationNBR, NO, NUM numberNDB navigation(al) database

nondirectional beacon (FMS)NDU navigation display unitNIC network interface controllerNIM network interface moduleNM nautical milesNMS navigation management systemNO numberNOC navigation on courseNORM normalNOTAM notice to airmenNT navaid tuningNUC nonuniformity correction


A28--1146--181REV 3 Mar 2009 Abbrev--13



TERMS DEFINITION

O orbitouter

OAS own aircraft symbolOAT outside air temperatureOBST obstacleOFST offsetOGE out of ground effectOHU overhead unitOp operationORG originORT owners requirement tableOS over stationOSS over station sensorOUTBD outboundOVRD overrideOVSPD overspeed

P pressureprocedure

P/B/D place/bearing/distanceP/B/P/B place/bearing/place/bearingPA passenger addressPAPI precision approach path indicatorPAST pilot activated self--testPBX private branch exchangePC personal computerPCDR procedurePD place/distancePDC programmable data capturePDL portable data loaderPERF performancePFD primary flight displayPIT pitchPLI pitch limit indicatorPLN planPN panelPNR point of no returnPOR Pacific Ocean RegionPOS positionPOST power on system test


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

PPH pounds per hourPPOS present positionPRED predictivePRESS pressurePREV previousPRI primaryPRN pseudo--random noisePROC processorPROF profilePROG progressPS power supplypsi pound--force per square inchPT point

procedure turn (FMS)PTRN patternPTS pointsPTT push to talkPTU power transfer unitPWR powerPWS predictive windshear system

QFE field elevation pressureheight above the groundqueens field elevation

QNH sea level pressureQTY quantityQUAD quadrant

R remoteright

R/T radio/transmitterRA radio altitude

resolution advisory (TCAS)RAD radar

radioRAIM receiver autonomous integrity monitorRAM random--access memoryRCT, REACT rain echo attenuation compensation techniqueRCVD receivedREF referenceREM remaining


A28--1146--181REV 3 Mar 2009 Abbrev--15



TERMS DEFINITION

REQ requestREQD required (FMS)REV thrust reverserRF radio frequencyRFCF runway field clearance floorRHT radio heightRM redundancy managementRMA return material authorizationRNAV radio navigationRNP required navigation performanceRO read onlyROL rollRPM revolution per minuteRQST requestRT receiver transmitterRTA receiver transmitter antennaRTD retardRTU radio tuning unitRW, RWY runwayRX receiving

S southsuspend

S. E. single engineSA selective availability

situational awarenessSAR search and rescueSAT static air temperatureSATCOM Satellite Communication System

satellite communicationsSC single cueSDF simplified directional facilitySDI source/destination identifierSDU satellite data unitSEC secondSEL select

selectorSELCAL selective callSERV serviceSET settingSG symbol generator


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

SID standard instrument departureSITA satellite aircomSLV slaveSMARTPERF smart performanceSOV shutoff valveSP spaceSPAP search pattern approachSPD speedSPEX search pattern exit

spares exchangeSPST search pattern startSPKR speakerSQ squelchSQNO squelch noiseST sidetone

stopSTAB stabilizationSTAR standard terminal arrival routeSTAT statusSTBY standbySTD standardSTK MIC stuck microphoneSTR stretcherSUA selects special useSUM summarySVC serviceSVN satellite vehicle numberSVO start valve openSW switchSYM, SYS, SYST systemSYM DIM system dimmingSYNC synchronization

T terminaltruetune

T/O takeoffTA traffic advisoryTACAN tactical air navigationTAD terrain alerting and display


A28--1146--181REV 3 Mar 2009 Abbrev--17



TERMS DEFINITION

TAS true airspeedTAT true air temperatureTBD to be determinedTCAS traffic alert and collision avoidance systemTCF terrain clearance floorTCN tactical air navigationTCNAP TACAN approach

tactical air navigation approachTCS touch control steeringTDOP time dilution of precisionTEMP temperatureTERM terminalTERR terrainTF track to a fixTGT target

turbine gas temperatureTHRESH thresholdTHROT throttleTMS thrust management systemTO takeoffTOC top--of--climbTOD top--of--descentTOGA takeoff/go--aroundTOLD takeoff and landingTQA throttle quadrant assemblyTR thrust reverserTRA throttle resolver angleTRANS transitionTRK trackTRM thermalTRS thrust reference systemTRU trueTSPO time since power onTST testTTFF time--to--first--fixTU transition upTWIP terminal weather information for pilotsTX transmitting

UD upper sideband data


A28--1146--181REV 3 Mar 2009



TERMS DEFINITION

UHF ultrahigh frequencyUNAVAIL unavailableUR unrestrictedUTC universal time coordinatedUV upper sideband voice

V1 takeoff decision speedV2 takeoff safety speedVac volts alternating currentVALT VNAV altitude holdVAR variableVASEL vertical altitude select

VNAV altitude preselectVASI visual approach slope indicatorVBS vertical beam sensorVCT vectorVdc volts direct currentVDEV vertical deviationVDL VHF digital linkVDOP vertical dilution of precisionVDR VHF data radioVERT verticalVFLCH vertical flight level changeVFOM vertical figure of meritVFS final segment climb speedVGS visual guidance systemVHF very high frequencyVIAS VNAV FLCH IASVIDL VOR/ILS datalinkVIL, VINT vertical integrity limitVLV valveVMACH VNAV FLCH MachVMO maximum operating velocity (speed)VN vertical navigationVNAV vertical navigationVOR very high frequency omnidirectional radio

rangeVORAP VOR approachVORTAC combined VOR and TACAN stationVPATH vertical path


A28--1146--181REV 3 Mar 2009 Abbrev--19



TERMS DEFINITION

VR takeoff rotation speedVREF reference speedVRHT radio altitude holdVS vertical speedVSE single engine climb speedVSPD, VSPEED vertical speedVTA vertical track alert

W westW/S windshearW/T wind/temperatureWARN warningWAYPT, WPT waypointWGS world geodetic systemWND windWNDSHR windshearWOW weight--on--wheelsWT weightWX weatherWX/T weather/turbulence

XFER transferXMIT transmissionXPDR transponderXTK cross track

YD yaw damper


A28--1146--181REV 3 Mar 2009



Blank Page


A28--1146--181REV 3 Mar 2009 Index--1

Index


INDEX

A

Accessing any FMS function, 3-11Active flight plan, 4-9waypoint entry, 4-11

Active operating modes, 6-177dual, 6-177independent, 6-177single, 6-177

Air data, 8-8Aircraft database, 5-38Airports/heliports, 6-20DATA BASE WPT 1/3, 6-20DATA BASE WPT 2/3, 6-21DATA BASE WPT 3/3, 6-22

Alphanumeric keys, 3-4Alternate flight plan, 4-51Annunciators, 3-11dead reckoning (DR), 3-11degraded (DGR), 3-12message (MSG), 3-13

Appendix A, MCDU page accesstrees, introduction, A--1

Approach, 4-47, 6-56Arrival, 4-41, 6-43approach, 6-56approach page, 4-43approach trans page, 4-44arrival page, 4-42missed approach, 6-58star page, 4-45star trans page, 4-46

Automatic, 7-50Autotune, 6-93

B

Brightness control, 3-28Build a flight plan by enteringwaypoints, 7-14additions/deletions to the flightplan, 7-18

airway, 7-15

clearing of flight plans, 7-22flight plan name, 7-15storing of active flight plan, 7-21temporary waypoint, 7-14vertical entries, 7-16VNAV offset, 7-20waypoint, 7-14

C

Clear (CLR) key, 3-6Clearing of flight plans, 4-52Climb, 4-39Conversion, 6-96conversion 1/4 page, 6-96conversion 2/4 page, 6-98conversion 3/4 page, 6-99conversion 4/4 page, 6-102

Creating/changing flight plan, 7-10build a flight plan by enteringwaypoints, 7-14

recall a previously stored flightplan, 7-11

store a flight plan and activate,7-13

Creeping ladder search pattern,6-153

Crossing points, 6-196CROSSING POINTS 1/1, 6-196crossing radial, 6-199latitude/longitude crossing,6-200

point abeam, 6-198present position (PPOS) direct,6-197

Crossing radial, 6-199Crossloading custom or aircraftdatabase, 6-202

Custom database, 6-34Customer support, 1-3global customer care (GCC), 1-3Honeywell online technicalpublications, 1-3


A28--1146--181REV 3 Mar 2009

IndexIndex--2


INDEX (cont)

D

Data load, 6-201crossloading custom or aircraftdatabase, 6-202

Database, 2-3, 6-19airports/heliports, 6-20instrument landing systems,6-30

intersections, 6-31navaids, 6-28surfaces/helipads, 6-25

Defining a search pattern, 6-142Defining stored flight plans, 6-6Definition of terms, 7-1alternate destination, 7-7alternate origin, 7-7alternate waypoints, 7-7automatic speed command, 7-8climb constraints, 7-7cruise altitude, 7-8descent constraints, 7-9discontinuities, 7-6flight plan, 7-1flight plan capacity, 7-1flight plan names, 7-1FROM waypoint, 7-5initial cruise altitude, 7-8leg sequencing, 7-5origins and destinations, 7-4primary/alternate independence,7-2

runway extension waypoints, 7-4speed limit, 7-7speed schedule, 7-7temporary waypoints, 7-3TO waypoint, 7-5top--of--climb, 7-8top--of--descent, 7-8VNAV offset waypoints, 7-4waypoint names, 7-2

Delete (DEL) key, 3-6Deleting stored flight plans, 6-8Departure selection, 4-23departure surfaces, 4-23

departure trans, 4-25procedure, 4-26SIDs, 4-24

Departures, 6-35departure surfaces 1/X, 6-37

Descent, 4-41Direct--to, 9-2direct--to recovery, 9-3lateral direct--to, 9-2vertical direct--to, 9-2

Direct/interceptdirect--to, 9-2intercept, 9-4

intercept using headingselect, 9-10

intercept using radial/course,9-4

intercepting an arc, 9-15introduction, 9-1pattern, 9-4

E

En route, 4-40Engineering data, 6-191ENGINEERING DATA 1/1, 6-191

EPU, estimated positionuncertainty, 8-2

ETA, estimated time of arrival, 4-34ETE, estimated time en route, 4-34Expanding square search, 6-145

F

Failed sensors, 6-179maintenance 2/3 page, 6-179

Flight configuration, 6-186Flight plancreating/changing flight plan,7-10build a flight plan by enteringwaypoints, 7-14

recall a previously storedflight plan, 7-11


A28--1146--181REV 3 Mar 2009 Index--3

Index


INDEX (cont)

Flight plan (cont)creating/changing flight plan(cont)store a flight plan andactivate, 7-13

definition of terms, 7-1introduction, 7-1lateral navigation, 7-22

general LNAV rules, 7-22LNAV submodes, 7-23

speed command, 7-49automatic, 7-50general speed commandrules, 7-49

manual, 7-53speed protection, 7-54waypoint speed constraint,7-51

vertical navigation, 7-24general VNAV rules, 7-24VNAV approach temperaturecompensation, 7-30

VNAV operation in flight,7-27

VNAV operational scenarios,7-42

VNAV special operations,7-29

VNAV submodes, 7-24Flight plan list, 6-4defining stored flight plans, 6-6deleting stored flight plans, 6-8

Flight plan select, 6-9FLT PLAN SELECT 1/1, 6-9

Flight planning, 2-3Flight summary, FLIGHTSUMMARY 1/1, 6-206

Flyover pattern, 6-127FMS database, 6-33custom database, 6-34navigation database, 6-33temporary waypoints, 6-34

FMS position updata, 6-63FMS product support, 1-2

FMS setup pages, 6-184Fuel management, 5-36FUEL MGT--LB 1/2, 5-36FUEL MGT--LB 2/2, 5-38

Function keys, 3-7DIR key, 3-10FPL key, 3-9MENU, 3-10NAV key, 3-8PERF key, 3-7PREV/NEXT keys, 3-9PROG key, 3-9

Functional descriptiondatabase, 2-3flight planning, 2-3lateral navigation (LNAV), 2-3navigation displays, 2-4performance, 2-4vertical navigation (VNAV), 2-4

G

Gallons, 10-6General LNAV rules, 7-22General speed command rules,7-49

General VNAV rules, 7-24Global customer care (GCC), 1-3GPS, global positioning system,8-2

GPS statusGPS(X) status 1/2, 6-74GPS(X) status 2/2, 6-76

H

High latitude flying, 6-182polar region, 6-182

Holding pattern, 6-108Honeywell online technicalpublications, 1-3

Honeywell product support, 1-2


A28--1146--181REV 3 Mar 2009

IndexIndex--4


INDEX (cont)

I

Instrument landing systems, 6-30DATA BASE WPT 1/1, 6-30

Intercept, 9-4intercept using heading select,9-10

intercept using radial/course, 9-4intercepting an arc, 9-15

Intercept using heading select,9-10

Intercept using radial/course, 9-4Intercepting an arc, 9-15Intersections, 6-31DATA BASE WPT 1/1, 6-31

L

Landing, 4-48landing 1/2, 4-48landing 2/2, 4-49

Landing pages, 5-32landing 1/2, 5-32landing 2/2, 5-35

Lateral navigation, 7-22general LNAV rules, 7-22LNAV submodes, 7-23

Lateral navigation (LNAV), 2-3Lateral offset, 8-6air data, 8-8required navigation performance(RNP), 8-9

Latitude/longitude crossing, 6-200Line select keys (LSK), 3-5direct access prompts/functionselects, 3-5

transfer line data to line fields,3-6

transfer line data to scratchpad,3-6

List of entries and definitions, 10-1LNAV submodes, 7-23LNAV ARM, 7-23LNAV CAPTURE, 7-23

M

M, manual, 6-92Maintenance, 6-177active operating modes, 6-177engineering data, 6-191failed sensors, 6-179flight configuration, 6-186FMS setup pages, 6-184high latitude flying, 6-182introduction, 12-1MCDU parallax adjustment, 12-7returm to service, 6-183true/magnetic selection, 6-181

Manual, 7-53Manual tuning, 6-95Mark on target (MOT), 6-163MOT flight plan, 6-170MOT page operation, 6-172phases to the MOT flight plan,6-164

MCDU display, 3-3color assignments, 3-3viewing angle, 3-3

MCDU parallax adjustment, 12-7Message list and definitions, 11-1Messagesintroduction, 11-1message list and definitions,11-1

Missed approach, 4-50, 6-58MOT flight plan, 6-170MOT page operation, 6-172Multifunction control display unit(MCDU)accessing any FMS function,3-11

alphanumeric keys, 3-4annunciators, 3-11brightness control, 3-28clear (CLR) key, 3-6delete (DEL) key, 3-6function keys, 3-7line select keys (LSK), 3-5MCDU display, 3-3


A28--1146--181REV 3 Mar 2009 Index--5

Index


INDEX (cont)

Multifunction control display unit(MCDU) (cont)scratchpad, 3-4

Multifunction control display unit(MCDU) entry formatintroduction, 10-1list of entries and definitions,10-1

Multiple patterns, 6-133Multiple waypoints, 6-32pilot defined waypoints, 6-32undefined waypoints, 6-33

N

Navaids, 6-28DATA BASE WPT 1/1, 6-28

Navigationarrival, 6-43

approach, 6-56missed approach, 6-58

conversion, 6-96crossing points, 6-196

crossing radial, 6-199latitude/longitude crossing,6-200

point abeam, 6-198present position (PPOS)direct, 6-197

data load, 6-201crossloading custom oraircraft database, 6-202

database, 6-19airports/heliports, 6-20instrument landing systems,6-30

intersections, 6-31navaids, 6-28surfaces/helipads, 6-25

departures, 6-35flight plan list, 6-4

defining stored flight plans,6-6

deleting stored flight plans,6-8

flight plan select, 6-9FMS database, 6-33

custom database, 6-34navigation database, 6-33temporary waypoints, 6-34

identification, 6-175introduction, 6-1maintenance, 6-177

active operating modes,6-177

engineering data, 6-191failed sensors, 6-179flight configuration, 6-186FMS setup pages, 6-184high latitude flying, 6-182returm to service, 6-183true/magnetic selection,6-181

mark on target (MOT), 6-163MOT flight plan, 6-170MOT page operation, 6-172phases to the MOT flightplan, 6-164

multiple waypoints, 6-32pilot defined waypoints, 6-32undefined waypoints, 6-33

navigation (NAV) index, 6-1notice to airmen, 6-85

position sensor deselection,6-87

sensors being used by theFMS, 6-86

patterns, 6-105flyover pattern, 6-127holding pattern, 6-108multiple patterns, 6-133orbit pattern, 6-128pattern definition, 6-105pattern review, 6-107procedure turn, 6-121radial pattern, 6-131suspend, 6-134

Pilot waypoint list, 6-12


A28--1146--181REV 3 Mar 2009

IndexIndex--6


INDEX (cont)

Navigation (cont)position initialization, 6-193position sensors, 6-61

FMS position updata, 6-63navigation modes, 6-61sensor status pages, 6-73

search patterns, 6-142creeping ladder searchpattern, 6-153

defining a search pattern,6-142

expanding square search,6-145

parallel search pattern, 6-157search pattern construction,6-161

search pattern operation andguidance, 6-161

sector search pattern, 6-149tuning NAV radios, 6-89

autotune, 6-93manual tuning, 6-95remote tuning, 6-95VOR tuning, 6-95

Navigation (NAV) index, 6-1Navigation database, 6-33Navigation displays, 2-4Navigation identification, 6-175Navigation modes, 6-61Notice to airmen, 6-85position sensor deselection,6-87

sensors being used by the FMS,6-86

O

Operational exampleactive flight plan, 4-9

waypoint entry, 4-11alternate flight plan, 4-51approach, 4-47arrival, 4-41clearing of flight plans, 4-52

climb, 4-39departure selection, 4-23descent, 4-41en route, 4-40introduction, 4-1landing, 4-48missed approach, 4-50performance data, 4-19performance initialization, 4-15position initialization, 4-7power--up, 4-6predeparture, 4-5takeoff, 4-34runway position (RW POS), 4-31takeoff data, 4-28

Orbit pattern, 6-128

P

Parallel search pattern, 6-157Pattern, 9-4Pattern definition, 6-105Pattern review, 6-107Patterns, 6-105flyover pattern, 6-127holding pattern, 6-108multiple patterns, 6-133orbit pattern, 6-128pattern definition, 6-105pattern review, 6-107procedure turn, 6-121radial pattern, 6-131suspend, 6-134

Performance, 2-4aircraft database, 5-38fuel management, 5-36introduction, 5-1performance data, 5-17

performance data page 3definition, 5-20


performance data pages 1and 2 definition, 5-17


A28--1146--181REV 3 Mar 2009 Index--7

Index


INDEX (cont)

Performance (cont)performance index, 5-2performance initialization, 5-3performance plan, 5-23

landing pages, 5-32takeoff pages, 5-27wind and temperature pages,5-24

SPD/FF and current goundspeed/FF method, 5-7pilot speed/fuel flow(SPD/FF) method, 5-7

Performance data, 4-19, 5-17PERF DATA 1/4, 4-19PERF DATA 2/4, 4-20PERF DATA 3/4, 4-21PERF DATA 4/4, 4-22performance data page 3definition, 5-20


performance data pages 1 and 2definition, 5-17

Performance data page 3definition, 5-20

Performance data page 4definition, 5-22

Performance data pages 1 and 2definition, 5-17

Performance index, 5-2Performance initialization, 4-15, 5-3current ground speed/fuel flow,5-3

performance init 1/3, 4-16performance init 2/3, 4-17performance init 3/3, 4-18pilot speed/fuel flow, 5-3

Performance plan, 5-23landing pages, 5-32takeoff pages, 5-27wind and temperature pages,5-24

Phases to the MOT flight plan,6-164

Pilot defined waypoints, 6-32

Pilot overviewcustomer support, 1-3

global customer care (GCC),1-3

Honeywell online technicalpublications, 1-3

FMS product support, 1-2Honeywell product support, 1-2

Pilot speed/fuel flow (SPD/FF)method, 5-7APPROACH SPEEDS, 5-12current ground speed/fuel flowmethod, 5-12

GO--AROUND SPEEDS 2/2,5-13

PERF MODE 1/1, 5-9PERFORMANCE INIT -- LB 3/3,5-14

PERFORMANCE INIT 1/3, 5-7PERFORMANCE INIT 2/3, 5-10

Pilot waypoint list, 6-12PILOT WPT LIST 1/1, 6-12

Point abeam, 6-198Position initialization, 4-7, 6-193POSITION INIT 1/1, 4-7position init 1/1, 6-193

Position sensor deselection, 6-87Position sensors, 6-61FMS position updata, 6-63navigation modes, 6-61sensor status pages, 6-73

Power--up, 4-6NAV IDENT 1/1, 4-6

Predeparture, 4-5Present position (PPOS) direct,6-197

Procedure turn, 6-121Progressintroduction, 8-1lateral offset, 8-6

air data, 8-8required navigationperformance (RNP), 8-9

PROGRESS 1/3 page, 8-1PROGRESS 2/3 page, 8-2


A28--1146--181REV 3 Mar 2009

IndexIndex--8


INDEX (cont)

Progress (cont)progress 3/3, 4-38PROGRESS 3/3 page, 8-3VNAV data, 8-5

Q

QABC, 10-5

R

Radial, Inbound, 10-14Radial pattern, 6-131RAMPX waypoint, 6-194Recall a previously stored flightplan, 7-11

Remote tuning, 6-95Required navigation performance(RNP), 8-9

Returm to service, 6-183RNP, required navigationperformance, 8-2

Runway position (RW POS), 4-31position init 1/1, 4-32threshold position update, 4-33

S

Scratchpad, 3-4Search pattern construction, 6-161Search pattern operation andguidance, 6-161

Search patterns, 6-142creeping ladder search pattern,6-153

defining a search pattern, 6-142expanding square search, 6-145parallel search pattern, 6-157search pattern construction,6-161

search pattern operation andguidance, 6-161

sector search pattern, 6-149Sector search pattern, 6-149Sensor status pages, 6-73Sensors being used by the FMS,6-86

SP, search pattern, 6-144SPD/FF and current goundspeed/FF method, 5-7pilot speed/fuel flow (SPD/FF)method, 5-7

Speed command, 7-49automatic, 7-50general speed command rules,7-49

manual, 7-53speed protection, 7-54waypoint speed constraint, 7-51

Speed protection, 7-54Store a flight plan and activate,7-13

Surfaces/helipads, 6-25DATA BASE WPT 1/3, 6-25DATA BASE WPT 2/3, 6-26DATA BASE WPT 3/3, 6-27

Suspend, 6-134System componentsintroduction, 3-1multifunction control display unit(MCDU), 3-1accessing any FMS function,3-11

alphanumeric keys, 3-4annunciators, 3-11brightness control, 3-28clear (CLR) key, 3-6delete (DEL) key, 3-6function keys, 3-7line select keys (LSK), 3-5MCDU display, 3-3scratchpad, 3-4database, 2-3flight planning, 2-3lateral navigation (LNAV), 2-3


A28--1146--181REV 3 Mar 2009 Index--9

Index


INDEX (cont)

System description (cont)functional description (cont)

navigation displays, 2-4performance, 2-4vertical navigation (VNAV),2-4

introduction, 2-1

T

Takeoff, 4-34progress 1/3, 4-36progress 2/3, 4-37waypoint sequencing, 4-35

Takeoff data, 4-28position init 1/1, 4-30takeoff 1/2, 4-28takeoff 2/2, 4-29

Takeoff pages, 5-27TAKEOFF 1/2, 5-27TAKEOFF 2/2, 5-30

Temporary waypoints, 6-34True/magnetic selection, 6-181maintenance 3/3 page, 6-181

Tuning NAV radios, 6-89autotune, 6-93manual tuning, 6-95remote tuning, 6-95VOR tuning, 6-95

U

Undefined waypoints, 6-33

V

Vertical navigation, 7-24general VNAV rules, 7-24VNAV approach temperaturecompensation, 7-30

VNAV operation in flight, 7-27VNAV operational scenarios,7-42

VNAV special operations, 7-29VNAV submodes, 7-24

Vertical navigation (VNAV), 2-4VNAV approach temperaturecompensation, 7-30

VNAV data, 8-5VNAV operation in flight, 7-27climb, 7-27cruise, 7-27descent, 7-28top of descent, 7-28

VNAV operational scenarios, 7-42VNAV special operations, 7-29vertical direct--to, 7-29VNAV and holding or orbitpatterns, 7-29

VNAV (VPATH and VFLCH) andstored instrument approaches,7-29

VNAV submodes, 7-24vertical glide path Mode (VGP),7-25

VNAV flight level change(FLCH), 7-24

VNAV path (VPATH), 7-25VOR tuning, 6-95VOR/DME page, VOR/DME(X) X/2,6-84

W

Waypoint entry, 4-11Waypoint speed constraint, 7-51Wind and temperature modelentriesaverage entry only, 5-26entry at waypoint, 5-26no entries, 5-26

Wind and temperature pages, 5-24WIND/TEMP 2/X , 5-24


A28--1146--181REV 3 Mar 2009

IndexIndex--10


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FMS Pilot's Manual AW139 NZ 7.1 (Phase5)

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Transcript of FMS Pilot's Manual AW139 NZ 7.1 (Phase5)