General Flight Phases
FMS.10 FMS-Description and Operation
General
This chapter contains operational descriptions of both Legacy FMS software
(version -911/-912/-913) and Pegasus FMS software (version -920/-921).
Information applicable to Legacy FMS is identified with (FMS-911/-912/-913).
Information applicable to Pegasus FMS is identified with (FMS-920/-921).
The FMS is used by pilots for flight planning, navigation, performance
management, aircraft guidance, and flight progress monitoring.
The FMS consists of Flight Management Computer (FMC) 1 and 2 and two
MCDUs installed in left and right sides of the forward pedestal.
The pilot uses the Flight Control Panel (FCP) to select flight modes and the
Multifunction Control Display Unit (MCDU) to enter flight plans and other flight
data. Flight progress is monitored through the MCDU and the EIS.
After data entry, the FMCs generate a flight profile from the origin to the
destination airport. The FMCs then guide the aircraft along that profile by
providing roll, pitch, speed, and thrust commands to the FCCs.
CAUTION: All data entered into the FMS is advisory only and must
be confirmed to be accurate and current by comparison to
published and approved flight navigation charts and approach
plates.
The flight crew is responsible for assuring accuracy of the strung
FMS flight plan. All entries and edits to the FMS flight plan must
be confirmed to be in compliance with ATC clearances, both
laterally and vertically. If FMS NAV or FMS PROF guidance
does not appear to be complying with the desired flight profile, the
crew must intervene and assure that the aircraft flight profile
conforms to clearance requirements.
Flight Phases
Page FMS.20.1 shows a typical FMS profile from the preflight phase at the origin
airport to the rollout phase at the destination airport. In addition to the vertical
profile (PROF) and speed mode (SPD), the FMS will supply lateral navigation
(NAV) guidance to follow waypoints along the predefined route.
The predefined route may be divided into a number of FMS flight phases that
include PREFLIGHT, TAKEOFF, CLIMB, CRUISE, DESCENT, and
APPROACH.
MD-11 - Flight Management System
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For the PREFLIGHT phase, the FMC is initialized and the flight plan either
recalled from the navigation database by company route designator, or strung
(entered waypoint by waypoint) from the origin to the destination airport.
In PREFLIGHT the following items are accomplished:
• Review of aircraft configuration and FMC database effective dates.
• Entry/selection or origin destination, cruise altitudes, flight no., and cost
index.
• Entry of weight and fuel data.
• IRS alignment.
• Flight plan, runway SID and transition entry and waypoint revision to
include speed, altitude, and time constraints.
• Entry of takeoff Vspeeds.
• Selection of economy or pilot selected flight phase speed.
• Confirming auto tuning of navigation radios for departure.
The TAKEOFF phase extends up to the acceleration altitude. NAV mode may be
armed on the ground once all engines are started. NAV will be engaged at 100 feet
in FD mode. AP/NAV cannot be coupled until 400 feet. Thrust reduction will be
automatic at the thrust reduction altitude only if FMS PROF is engaged.
PROF may be armed on the ground with automatic engagement at 400 feet (pin
option).
The CLIMB phase extends from the acceleration altitude to the top of climb (T/C)
for the first cruise flight level entered on the F-PLN INIT page.
The SPD/PROF climb mode will provide guidance for accelerating the aircraft
when above the terminal area speed restriction altitude. The mode will observe
speed/altitude constraints that have been stored in the FMC database or inserted
by the pilot. The FMC will provide speed and altitude targets to the AFS during
climb if FMS SPD and PROF are pushed.
The CRUISE phase extends from the T/C point to the Top of Descent (T/D).
Cruise could include step climbs as well as enroute descents. The FMC will
calculate the optimum step climb point. A step climb requires setting a new
altitude target on the FCP with the altitude changes being initiated automatically.
Enroute descents are initiated by level change or vertical speed mode, and then
reinserting a new CRZ FL into the MCDU.
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The DESCENT and APPROACH phases start from the T/D or by the pilot
initiating a descent via V/S or level change mode. The FMC will calculate the
appropriate point for the start of descent and will initiate the descent automatically
if the FCP altitude has been lowered and the aircraft is in PROF and SPD mode.
NAV and PROF guidance during an approach are terminated when the ILS
localizer and glideslope are intercepted. If a missed approach becomes necessary,
NAV and PROF modes may again be engaged in order to automatically fly the
Missed Approach Procedure (MAP). After landing and engine shutdown, the
FMC goes through a flight-complete phase, clearing the active flight plan in
preparation for re initializing. In addition, some of the data entry fields reinstalled
to default data.
Operation
General
FMC operations include lateral navigation (NAV), vertical profile control
(PROF), and optimum speed control (SPD) functions coupled to the AP/FD
through targets or steering commands. The FMCs also provide AP/FD takeoff
(TO) and go-around (GA) references, variable bank angle limit control in AUTO
position, Vmin bank angle limiting, ILS LOC ONLY mode, VOR mode (option),
and Vmin speed and thrust limiting data.
FMC generated data, command entries and performance data are displayed on the
MCDU pages. Each flight mode has its own page or pages. Other functions of the
FMC are identification, initialization, position reference, radio tuning, navigation
reference, performance thrust limiting, takeoff, approach, go-around,
maintenance, sensor data, route data, route legs, route progress, and standby
operation.
Dual Mode
The FMS modes are DUAL, INDEPENDENT, and STANDBY. INDEPENDENT
and STANDBY modes are covered in the FMS DEGRADED OPERATION in
this chapter.
DUAL mode is the normal operating mode of the FMS. When operating in DUAL
mode, there is cross talk between the FMCs to ensure the following:
• MCDU entries made on one side are entered simultaneously into the other
FMC. The respective MCDUs can display different pages, however, if the
same page is displayed on each MCDU, the display is similar, but the
predicted values may not be the same.
• Initiation of leg sequencing occurs simultaneously in both FMCs.
• Independent calculations of aircraft position.
• Independent calculations of A/C gross weight
• Independent calculations of active thrust limit.
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After DUAL mode is established, both FCCs select the FMC on the same side as
the FCC in control. This FMC will then become the master. This selection process
ensures that both Flight Directors (FD) will be controlled with the same steering
commands.
NOTE: Recalculation of data by the FMS may cause momentary
irregularities in displayed data.
Functions
Navigation
Position and velocity data from the GNS and the Inertial Reference Units (IRU)
are combined with range and bearing data from VOR/DME stations to form an
accurate and stable estimate of the aircraft position and groundspeed. The primary
mode of operation is to combine range from two DME stations, and position and
groundspeed data from a weighted average of the 2 GNSs and the three IRUs. If
two available navaids do not form an angle between 30 degrees and 150 degrees,
range and bearing from a single VOR/DME may be used with the GNS and IRU
data. As the aircraft progresses along the route, the FMC uses current estimate of
the aircraft position and the stored navaids in the database to tune the VOR/DME
receivers to the stations that will yield the most accurate estimate of position.
The database contains data on the class and figure of merit of the available
navaids. The class of a navaid is defined as VOR, DME, VOR/DME, VORTAC
or LOC. The figure of merit (reception quality) is based primarily on usable range
of the station relative to the aircraft.
Each FMC independently computes the FMC position as a weighted average of
all three IRUs and GNSs. Below 78 degrees latitude, if any latitude or longitude
data from one IRU differs from the previous average by 36 NM or more, that IRU
will not be used in the averaging process until the output of that IRU is within 36
NM of the previous average. More complex but similar calculations occur above
78 degrees latitude. The defective IRU will also be eliminated if north/south or
east/west velocities differ more than 20 KTS. When only two valid IRUs are
available, each FMC will use one valid IRU for its independent calculation of the
aircraft position.
Performance
The FMS performance modes optimize the aircraft's vertical profile. Those
performance or speed modes include economy (ECON), POLICY, EDIT, MAX
climb (CLB), MAX endurance (END), and MAX descent (DES). Speed targets
associated with these modes are:
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ECON - The ECON climb, cruise, and descent phase speed/mach targets are
calculated to obtain the minimum operating cost per mile traveled enroute, based
on the entered cost index. Some factors considered in these calculations include
cruise FL, GW, temperature, and current or predicted winds.
POLICY - Same as the ECON speed mode, except with a crew-selected (CAS)
(intended to suit a specific airline descent policy).
EDIT - Pilot entered CAS/MACH for CLB, cruise (CRZ), and DES phases of
flight subject to flight envelope limits.
MAX CLB - The MAX CLB speed is a table look-up speed for best angle of
climb.
MAX END - The MAX END and best holding speed targets are calculated for
obtaining the least drag for maximum time aloft.
MAX DES - The MAX DES speed is based on operation at maximum flight
speeds.
The performance functions include the computation of optimal speeds, estimates
of fuel consumption, and gross weight, predictions of time, fuel, and distances, at
all flight plan waypoints. It also covers the computations of reference parameters,
such as optimum altitude, maximum altitude, approach speed, database
search/retrieval and FMC calculation of the operational speed envelope.
Flight path predictions are computed by the FMC using an origin to destination
trajectory that is based on gross weight, cost index, predicted cruise winds,
speed/altitude/time constraints at specific waypoints, and specified modes for
climb, cruise, descent, and approach. Allowances are made for takeoff and
acceleration requirements between the legs of the vertical profile. The predictions
are updated periodically as the flight progresses incorporating Aircraft (A/C)
performance and Ground Speed (GS).
Descent path synthesis predicts the descent path by assuming flight idle thrust
above the descent speed limit altitude and a small adjustment above idle below
this altitude. The synthesis starts at the destination to compute the point where
slats/flaps are expected to be extended and then intersect the cruise altitude
creating a T/D point. This results in a predicted path that takes into account speed
targets, waypoint altitude constraints, and the impact of wind forecasts.
The optimum Step Climb (S/C) computes the best point along the route to initiate
a S/C to a pilot defined altitude that will result in minimum trip cost. The step-to
altitude is preselected by the pilot on the FCP. The system will then begin climb
at the programmed S/C point.
Approach speed targets are computed as a function of calculated gross weight and
slat/flap settings. The final approach speed (VAPP) contains a + 5 knot bias above
1.3 x VSO or VREF. This bias can be increased by pilot input for wind conditions.
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Page 5
The FMS fuel/weight/CG calculation is a prerequisite for all performance
computations.
After engine start, the fuel/weight calculation is updated on the basis of fuel tank
readings and a time integration of the fuel flows to each engine.
The route of flight is displayed on the Electronic Instrument System (EIS) map
display, and when the descent phase is active, a vertical deviation indicator is
displayed to show aircraft deviation from the computed flight path. Additionally,
appropriate PROF flight mode annunciation is displayed on the FMA (top of PFD)
to indicate whether the aircraft is tracking the descent vertical path.
Guidance
The FMS guidance function provides commands for controlling aircraft roll,
pitch, speed and engine thrust. Fully automatic, performance-optimized guidance
along flight paths in two or three dimensions is available. This is accomplished
using SPD/NAV/PROF modes of the FMS coupled via the FCP. SPD, NAV and
PROF may be used separately or together. NAV provides lateral guidance and
speed/thrust control.
Lateral Guidance - This is provided by a primary flight plan with automatic route
leg sequencing. The NAV guidance function compares the aircraft actual position
with the desired flight path and generates steering commands to the autopilot and
flight director. This causes the aircraft to fly along the desired path. Direct
guidance from the aircraft present position to any waypoint is also available.
Vertical Guidance - This encompasses the takeoff, climb, cruise, descent, and
approach phases of the flight plan. The flight planning capability of the FMS
includes means to enter published departure, arrival, and approach segments and
individual waypoints that include speed/altitude and time constraints. These
constraints, as well as the entered cruise altitude and cost index define the vertical
profile for which FMS provides guidance.
In the climb portion of the profile, the Autoflight System (AFS) will control thrust
from FMC thrust limits and speed targets via the FCCs. The aircraft will climb at
climb limit thrust to each altitude constraint, fly level until past the constraining
waypoint using an appropriate speed target, and then resume the climb at CLIMB
LIMIT thrust. Automatic level-off will also occur as a function of the altitude
setting on the FCP.
The climb speed schedule is a function of the speed limit and speed constraints at
lateral waypoints. If not restricted by either of these conditions, the selected
performance mode speed is used. After reaching the cruise altitude, the SPD mode
will maintain the selected performance mode speed until the descent phase is
reached.
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The descent path generator calculates a vertical path that meets waypoint
altitude/speed constraints. This calculation also considers the selected DES
performance mode. The path construction to the first altitude constraint assumes
idle thrust and a calculated descent gradient which will maintain the mode speed
schedule or the limit speed under the predicted wind conditions. PROF guidance
controls aircraft pitch in a manner similar to the tracking of an ILS beam. While
flying the descent path, PROF pitch commands to the FCC hold the path while the
pilot uses speed brakes to maintain speed if a significant, unanticipated
acceleration occurs. The FMS mode in descent on the FMS path will be a
speed-on-throttle mode. Slight throttle activity may occur in an FMS descent to
maintain the SPD target.
The route of flight is displayed on the ND, and when the descent phase is active,
a vertical deviation indicator is displayed to show aircraft deviation from the
computed flight path.
Software and Database
(FMS-911/-912/-913) The FMC software includes the principal FMC operational
program, navigation database, and performance data for the MD-11 aircraft.
(FMS-920/-921) The FMC software includes the principal FMC operational
program, loadable performance database, airline modifiable information (AMI)
database, operational program configuration (OPC) database, flight information
and data output (FIDO) database, and navigation database for the MD-11 aircraft.
The operational program provides the following FMS functions:
Navigation - Radio autotuning, position, velocity, and wind data determination.
Performance - Trajectory determination, definition of guidance and control
targets, flight path predictions.
Guidance - Error determination, lateral steering and control command generation.
EIS - Computation of map and situation data for display.
MCDU - Processing of keystrokes, and flight plan construction.
I/O - Processing of received and transmitted data.
BIT - System monitoring, self-testing and record keeping.
Operating system - Executive control of the operational program, memory
management, and stored routines.
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Page 7
The purpose of the performance database is to reduce the need for the pilot to refer
to a performance manual during flight and to provide the FMC with data required
to transmit pitch and thrust commands to the FCC. The performance database is
also used by the FMC to provide detailed predictions along the entire aircraft
trajectory. The data stored in the database includes accurate aircraft drag and
engine model data, optimal speed data, maximum altitudes, and maximum and
minimum speeds.
(FMS-920/-921) The airline modifiable information (AMI) database contains
default data for certain parameters that can be modified by the operator. This data
includes taxi fuel, route reserve information, final time, derate percentages, and
datalink options.
(FMS-920/-921) The operational program configuration (OPC) database contains
data that is read by the FMS to establish the operating configuration. This data
includes GNS enable, 702 AOC datalink enable, ATC datalink enable, 1.3g buffet
limit enable, RNP values, maximum takeoff gross weight, maximum landing
weight, etc.
(FMS-920/-921) The flight information and data output (FIDO) database contains
engineering data for debugging software problems (for engineering use only).
The FMC navigation database includes most of the information the pilot would
normally determine by referring to navigation charts. This information can be
displayed on the MCDU or EIS map. The geographic area covered includes all
areas where the aircraft is normally flown. The database is tailored to specific
airline customers. The stored data includes the location of VHF navigation aids,
airports, runways, airways, holding patterns, geographical reference points, and
other airline-selected information such as SIDs, STARs, approaches, and
company routes. Up to 40 additional waypoints can be entered into temporary
database by the pilot.
The FMC contains two sets of navigation data updated by maintenance action
about every month to correspond to the normal revision cycle for navigation
charts. When the navigation chart revision date arrives, the new data should have
been loaded into the FMC and should be ready for pilot activation during preflight.
Multifunction Control and Display Unit (MCDU)
The MCDU is the interface unit between the pilot and the FMC. It provides the
means for manually inserting system control parameters and selecting modes of
operation. In addition, it provides FMC readout capability as well as verification
of data entered into memory. Flight plan and advisory data are continuously
available for display on the MCDU.
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The MCDU keyboard assembly provides a full alphanumeric keyboard combined
with mode, function, data entry, slew function keys, and advisory annunciators. In
addition, the keyboard assembly contains two integral automatic light sensors and
a manual knob to control display brightness.
Refer to the Controls and Indicators section in this chapter for a description of the
MCDU. The FMS pages shown throughout this chapter are examples only. Actual
pages may differ depending upon actual aircraft situations, engine type, and
selected options.
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Page 9
FMS.20
FMS-Components
FMS Profile
TOP OF CLIMB
SPEED LIMIT
ALTITUDE
CONSTRAINT
PREFLIGHT
PHASE
TAKEOFF
PHASE
TOP OF DESCENT
LATE DESCENT
SPEED LIMIT
AND ALTITUDE
CONSTRAINT
STEP
CLIMB
ACCELERATION
ALTITUDE
ORIGIN
INITIAL CRUISE
FLIGHT LEVEL
THRUST
REDUCTION
ALTITUDE
CLIMB
PHASE
FLAPS
EXTENDED
EARLY
DESCENT
CRUISE
PHASE
DESTINATION
DESCENT
PHASE
ROLL
OUT
APPROACH PHASE
PHASE
LB1-3-0051A
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FMS Interfaces
Components Receiving Data from the FMS
FCC (2) receive:
ACARS (if activated) receives:
Horizontal command.
Downlink data and/or,
Roll limits.
ETA.
Gross weight.
Date.
Flight number.
Airspeed target.
Altitude target.
Flight phase.
Vmax and Vmin.
Origin airport.
Flap and slat retract speeds.
Destination airport.
EPR or N1.
CPCS receives:
FSC and FQDCU receive:
Destination altitude.
Zero fuel weight.
Time at top-of-descent.
Zero fuel weight CG.
ETA.
Dump to gross weight.
DFDAU receives:
Total refuel quantity.
Flight recorder parameters.
Ballast fuel quantity.
Fuel freeze point.
CFDS receives:
Ballast cancel.
Flight number.
Date.
BTM/TPI receives:
Time.
Ground speed.
Baro corrected altitude.
Flight number.
CAS.
Date.
Maintenance data.
Time.
IRU (3) receive:
Initial latitude.
Initial longitude.
EIS receives:
ND data.
Deviations.
ADL (if installed) receives:
DLDR data.
MCDUs receive:
Display data.
GPWS (if connected) receives:
Present position.
ADAS (if connected) receives:
Flight recorder data.
GNS (2) (if activated):
True airspeed.
Pressure altitude.
Components Sending Data from the FMS
WBS (2) (if installed) send:
Gross weight.
CG.
ZFWCG.
IRU (3) send:
CADC (2) send:
Inertial altitude.
Altitude.
Position.
Mach and Airspeed.
Mag and true heading.
Ram airspeed.
North/South & East/West veloc.
Temperature.
EIS send:
Flight path angle and accel.
FQDCU sends:
Throttle resolver angle.
Roll and pitch angle.
Fuel flow.
Fuel quantity.
Yaw rate.
Center of gravity.
Ground speed.
ACARS (if connected) send:
Inertial vertical speed and accel. ILS (2) send:
Uplink data.
Frequencies.
ADL sends:
FCC (2) send:
Loc deviations.
Nav data base.
Average flap position.
FCP sends:
Edit CAS and Mach.
MCDU sends:
Preselected altitude.
Selected airspeed and Mach. Button push data.
Selected altitude.
Mode request.
CFDC sends:
Selected vertical speed.
GNS (2) (if installed) send:
Actual N1 or EPR.
Commands.
PPOS latitude and
Operating mode signals.
VOR and DME (2) send:
longitude.
ESC sends:
Frequencies.
Ground speed.
Engine bleed data.
Time, date.
Bearings.
DME distance.
Sensor status.
CHRONO sends:
GMT and date.
LB1-3-0052
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Page 11
FMS.30
and Displays
MCDUFMS-Controls
(FMS-920/-921)
1
2
BRT
7
DIR
INTC
NAV
RAD
PERF
INIT
TO/
APPR
F-PLN
PROG
FIX
SEC
F-PLN
REF
3
ENG
OUT
ATC
6
D
S
P
Y
F
A
I
L
MENU
A
B
C
D
E
PAGE
F
G
H
I
J
1
2
3
K
L
M
N
O
4
5
6
P
Q
R
S
T
7
8
9
U
V
W
X
Y
/
0
Z
-
+
SP CLR
FWD PEDESTAL
M
S
G
O
F
S
T
4
5
DB1-2-1929
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Page 12
MCDU (FMS-911/-912/-913)
1
A /C
STATUS
MODEL
ENGINE
MD-11
GE
OP PROGRAM
2
PS10607
ACTIVE DATA BASE
MD28604001
28OCT-24NOV
SECOND DATA BASE
25NOV-22DEC
PERF FACTOR
+1.7
7
D
S
P
Y
6
F
A
I
L
F-PLN INIT>
DIR
INTC
NAV
RAD
PERF
INIT
TO/
APPR
F-PLN
PROG
FIX
SEC
F-PLN
REF
BRT
3
ENG
OUT
MENU
A
B
C
D
E
PAGE
F
G
H
I
J
1
2
3
K
L
M
N
O
4
5
6
P
Q
R
S
T
7
8
9
U
V
W
X
Y
/
0
Z
-
+
SP CLR
FWD PEDESTAL
M
S
G
4
O
F
S
T
5
DB1-2-1823
MD-11 - Flight Management System
Page 13
1.
Light Sensor
Senses ambient light and automatically adjusts reference brightness level.
2.
Line Select Key (LSK)
Push - Provides for the entry, selection, or deletion of information on an
adjacent line.
•
•
•
3.
Entry - Moves information to a selected line from scratchpad.
Selection - Selects a page, procedure, or performance mode as required.
Moves information to scratchpad from selected line when the scratchpad
is blank.
Deletes information from the selected line when DELETE is displayed in
the scratchpad.
BRT Knob
Rotate - Manually adjusts brightness of CRT display.
4.
Alpha/Numeric Keys
Push - Enters selected character into the scratchpad.
5.
Miscellaneous Keys
Misc keys are described below
•
•
•
6.
CLR Key - Push to clear data in the scratchpad.
/ Key - Used as a data separator.
SP Key - Not used.
Message Light
MSG - Illuminates when the FMS generates a message displayed in the
scratchpad.
OFST - Illuminates when the airplane is flying a parallel offset of the active
flight plan.
DSPY - Illuminates when the current display is not related to the active flight
plan leg or current performance mode.
FAIL - Illuminates when the MCDU has stopped operating properly. The
screen will be blank.
7.
Function Keys
DIR INTC - Selects page for flying direct to, or intercepting a course to an
off-route waypoint while on active leg.
NAV RAD - Selects NAV RADIO page for tuning VOR, ADF, ILS, and
MLS.
MD-11 - Flight Management System
Page 14
PERF - Selects PERF page for performance modes.
INIT - Selects F-PLN INIT page for initialization.
TO/APPR - Selects TAKEOFF page when on the ground or APPR page in
flight.
F-PLN - Provides access to the flight plan by leg description of the active
flight plan route.
PROG - Selects PROGRESS page to view dynamic flight and navigation
data, including FOM, TO, NEXT, DESTINATION, and ALTERNATE
waypoints. Actual and estimated times of arrival, altitudes, predicted fuels,
and wind/temp data are available for review.
FIX - Selects FIX INFO page. Provides radial entry from a waypoint or
navaid reference not on the active route (creates intercept points on the active
route). Predictions are displayed for distance-to-go as well as estimated
arrival time and altitude at the intercept point on the flight plan route.
SEC F-PLN - Selects SEC F-PLN INIT page for planning or evaluating
changes to the active flight plan.
REF - Selects REF INDEX page where several reference pages can be
accessed including A/C STATUS, SENSOR STATUS, WAYPOINT,
DEFINED WAYPOINT, POS REF, CLOSEST AIRPORT, and NAVAID. In
addition, ATC COMM and AOC COMM pages can be accessed
(FMS-920/-921).
ENG OUT - Provides manual access to the F-PLN or PERF page for review
of engine-out performance. Automatic access is provided when the FCC
detects an engine-out condition.
ATC - (FMS-920/-921) Provides access to the ATC datalink functions. These
functions are also accessed through the REF INDEX page. Page displayed
depends on whether or not a datalink connection has been established.
MENU - Selects MENU page to choose subsystems. The MENU page also
provides for selection of standby operation.
PAGE - Selects additional pages of a set when another page is required to
complete the display of data. This function is indicated by a horizontal arrow
on the right side of the title line. The PAGE function is closed loop (wrap
around from last page to first).
Up/Down Arrow - Provides up and down scrolling of flight plan, SID, STAR,
and runway data that cannot be displayed on a single page. Can also be used
to increment the latitude and longitude of the initial position data on the
F-PLN INIT page.
MD-11 - Flight Management System
Page 15
MCDU Page Formats
PAGE
TITLE
VERTICAL
SLEW
PROMPT
LABEL
LINE
DATA
LINE
F-PLN INIT
FROM/ TO
CO ROUTE
KORD/LSZH
1L
ALTN ROUTE
LAT
1R
ALTN
EDDM
2L
3L
NEXT
PAGE
PROMPT
1/3
ALIGN POS
2R
LONG
N4158.8
W08754.3
3R
POS REF>
4R
FLT NO
4L
AAL 1234
CRZ LEVELS
5L
6L
290/330/370/410/[ ]/[ ]
TEMP / WIND
-45 / TL120
OPT / MAXFL
5R
CI
100
280/328
6R
LARGE
FONT
PILOT
ENTRY
SMALL
FONT
SCRATCH
PAD
LINE
PAGE
TITLE
AIRWAYS
VIA
1L
AIRWAY
YYZ
FROM
J586
YJN
VIA
2L
J500
[
YSC
]
2R
3R
4L
ASTERISK
1R
TO
VIA
3L
WAYPOINT
TO
4R
5L
5R
RETURN TO
6L
FLYING
FROM
THE WAYPOINT
PSEUDO
WAYPOINT
*INSERT
LAT REV>
ACT F-PLN
FROM
ETE
6R
PAGE
NUMBER
°
ALT
SPD
---/
670
1R
13
355/
FL 199
2R
UNBAR
17
.82/
FL259
3R
4L
(T/C)
19
/
FL290
4R
5L
SVM
24
/
FL290
5R
6L
YXU
36
/
1L
KORD
2L
ELX
3L
0000
PAGE
PROMPT
6R
NEXT
PAGE
PROMPT
CRZ FL
VERTICAL
SLEW
PROMPT
LB1-3-0058
MD-11 - Flight Management System
Page 16
MCDU Data Labels
Page Title (Large font) - Identifies selected page and type of data displayed below
the title.
Scratchpad Line (bottom line of display) - Displays FMS-generated messages and
keyboard entries. When a message is received, the MSG annunciator on the right
side of the MCDU illuminates. The EIS also displays MCDU MSGs on the ND.
Large font entry - Represents database of pilot entries that define the operation of
the FMS.
Small font entry - Represents predicted, default, or FMC-calculated values. When
adjacent to LSK, the data can be changed by pilot entry. If changed by the pilot,
the font changes to large.
Label line (small font) - identifies the data displayed directly under the label line.
Data Line - Contains box prompts, dashes, brackets, computer generated data
(small font), or pilot entered data (large font).
Box Prompts (empty boxes) - Usually indicate that data entry is required for
minimum FMS operation. This data entry is performed through the use of the
scratchpad and the corresponding LSK. Entry into a box prompt line is displayed
in large font. Dashes in a data field indicate that data entry into that field is not
allowed or that data is being calculated by the FMC. Bracket prompts indicate
optional entry is possible in the applicable field.
Next Page Prompt (arrow pointing right) - Indicates that additional data is
available for the page selected.
Vertical slew prompts (up or down arrows) - Indicate that the latitude or longitude
value below the prompts can be increased or decreased. The slew prompt can also
appear to the extreme right of the scratchpad line. This indicates that the lines of
the display can be scrolled to move up or down one line at a time.
Page Number (small font) - Indicates the page number of a data set and the number
of pages in the set. Example: 2/7 indicates page 2 of 7 pages.
Waypoint (large font) - Waypoint is on the selected route.
Airway (large font) - Identifies the published airway between two waypoints.
Asterisk (*) - Appears adjacent to an LSK if the actuation of the key will affect the
active situation.
Page Prompts (< or >) - pushing the associated LSK accesses another MCDU page
but no function is performed. A triangle beside a waypoint identifier on the F-PLN
page indicates that the aircraft must overfly the waypoint. A left or right arrow
beside a waypoint identifier shows the required turn direction at that waypoint.
MD-11 - Flight Management System
Page 17
Pseudo Waypoint - Computer generated point inserted into the flight plan to
indicate a vertical (PROF) event. Pseudo waypoints are T/C (Top of Climb), S/C
(Step Climb), T/D (Top of Descent), and I/P (Intercept Profile/descent only).
MD-11 - Flight Management System
Page 18
MCDU Page Symbol Summary
BOX PROMPTS
DATA ENTRY REQUIRED FOR MINIMUM
FMS OPERATION.
DASHES IN
DATA FIELD
DATA ENTRY NOT ALLOWED OR DATA
IS BEING COMPUTED FOR DISPLAY BY
FMC.
BRACKET
PROMPTS
PAGE
*
<
>
OPTIONAL DATA ENTRY POSSIBLE.
VERTICAL SLEW
PROMPTS
SCROLL PAGE UP/DOWN OR INCREMENT
LARGER/SMALLER LATITUDE LONGITUDE
VALUES.
VERTICAL SLEW
KEYS
PUSH TO SCROLL DATA LINES UP OR
DOWN.
TRIANGLE
MUST OVERFLY WAYPOINT.
NEXT PAGE
PROMPT
RIGHT TITLE LINE. ANOTHER PAGE
AVAILABLE.
FUNCTION KEY
PUSH TO SCROLL NEXT PAGE.
ARROW WITH
WAYPOINT
TURN DIRECTION AT WAYPOINT.
ASTERISK
ACTUATION OF LSK THAT HAS AN
ASTERISK DISPLAYED, AFFECTS THE
ACTIVE SITUATION.
PSEUDO
WAYPOINT
COMPUTER GENERATED PERFORMANCE
(VERTICAL) EVENT (I.E., TOP OF DESCENT,
ETC.)
PAGE PROMPT
PUSHING ASSOCIATED LSK ACCESSES
ANOTHER MCDU PAGE.
LB1-3-0059
MD-11 - Flight Management System
Page 19
MCDU Data Entry
Data must be entered into the Scratchpad (SP) from left to right with the
alphanumeric keys. Usually, the display field or data field acts as an example
format that when followed will result in successful data entry. After SP entry and
confirmation of correct data, an LSK push will transfer data from the SP to the
data field.
The two FMCs of the dual system communicate with each other over a private
Intersystem Bus (ISB). Each FMC receives button pushes directly from the same
side MCDU and button pushes from the off-side MCDU. The master FMC
sequences button pushes in the order received, and transmits button push
messages via the ISB to the other FMC. Thus, both FMCs process the same data
simultaneously and will not start a new button push process until both have
confirmed completion of the last button push. In case of simultaneous button
pushes on the MCDU, the master FMC assumes that its own MCDU's button push
came first. This allows both pilots to operate simultaneously on the same or
different MCDU pages and to enter data on different pages or on different lines of
the same page, however, only one flight plan modification at a time will be
processed. Data entry notes are as follows:
Lateral Flight Path Revision (LAT REV) - Accomplished on the F-PLN page by
pushing the appropriate left LSK with the SP empty.
Vertical Flight Path Revision (VERT REV) - Accomplished on F-PLN page using
right LSKs.
Altitude/Flight Level Entry - Altitude related fields may be entered as either
altitude or flight level. Data will be taken as flight level if 2 or 3 digits are entered
without FL or if data are entered with prefix FL. Data will be taken as altitude if
4 or 5 digits are entered (500 feet must be entered as 0500).
Runway Waypoint Entry - A runway may be used as a waypoint and must be typed
as KORD27L where KORD is an ICAO airport, 27 is the runway, and the last
space is blank or L, R, or C. The waypoint will be named RW and inserted into the
MCDU data line. Example: RW27L.
RETURN TO > 6R - When pushed, usually returns the pilot to the previous or
annotated page.
BUTTON PUSH IGNORED - This MCDU message is displayed if an LSK is
pushed during or just after a predicted profile point data appears.
NOTE: Access to MCDU pages may take up to 10 seconds or more when
the FMC is performing other computations.
MD-11 - Flight Management System
Page 20
FMS Transfer Switches
FLT DIR
OFF
OFF
OFF
FLT DIR
OFF
FLT DIR
CAPT
ON 2
F/O
ON 1
CAPT
ON 2
F/O
ON 1
FLT DIR
CADC
CAPT
ON 2
F/O
ON 1
CAPT
ON 2
F/O
ON 1
CADC
IRS
CAPT
ON AUX
F/O
ON AUX
CAPT
ON AUX
F/O
ON AUX
IRS
FMS
CAPT
ON 2
F/O
ON 1
CAPT
ON 2
F/O
ON 1
FMS
VOR
CAPT
ON 2
F/O
ON 1
CAPT
ON 2
F/O
ON 1
VOR
APPR
CAPT
ON 2
F/O
ON 1
CAPT
ON 2
F/O
ON 1
APPR
EIS SOURCE
F/O
ON AUX
F/O
ON 1
1
AUX
2
CAPT
ON AUX
CAPT
ON 2
CAPT SOURCE INPUT SELECT PANEL
1
2
EIS SOURCE
CAPT
ON AUX
F/O
ON AUX
AUX
F/O
ON 1
1
CAPT
ON 2
2
F/O SOURCE INPUT SELECT PANEL
LB1-3-0060
1.
Captain FMS Transfer Switch - amber
Captain FMC onside operation is FMC1 communicating with the Captain
MCDU. Pushing this switch causes an offside condition (FMC2
communicating with the Captain MCDU). CAPT ON 2 will illuminate amber
on both the Captain and F/O switches. Pushing again restores onside
operation.
2.
First Officer FMS Transfer Switch - amber
F/O FMC onside operation is FMC2 communicating with the F/O MCDU.
Pushing this switch causes an offside condition (FMC 1 communicating with
the F/O MCDU). F/O ON 1 will illuminate amber on both the Captain and
F/O switches. Pushing again restores onside operation.
MD-11 - Flight Management System
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Preflight and Flight Planning Pages
A/C STATUS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
DB1-2-1822
The top of the A/C STATUS page shows the flight crew the FMS parameters. The
model, engine type, and operating systems program numbers are displayed for
reference in 1L, 1R, and 2L. If a performance database is not available to support
the engine configuration, NO FMS SPD/PROF appears in 1L.
(FMS-920/-921) In the event there is a program pin parity error mismatch, the
MCDUs will display DISCRETE INPUT FAIL in 2L label line in place of OP
PROGRAM. Additionally, the MCDUs will lock on the A/C STATUS page until
the error is cleared.
The effective database is changed by pushing 4L. A prompt will then appear in 4R
for confirmation. When confirmed, the effectivity periods change positions on the
page. Changing the navigation database effectivity is only possible during
preflight.
The performance factor in 6L allows entry of known percentage performance
deviation of the airframe engine combination from nominal. A positive
performance factor increases predicted fuel flow by the entered percentage.
The prompt in 6R provides access to the F-PLN INIT page, the first of three
initialization pages for entry of flight, performance, and fuel-related data.
NOTES: LSKs are labeled for reference only. On the aircraft they are not
labeled.
The FMS pages shown throughout this chapter are examples only.
Actual pages may differ depending upon actual aircraft situations,
engine type, and selected options.
All data on the A/C STATUS page should be reviewed for
applicability and date.
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Page 22
A/C STATUS Page 2/2 (FMS-920/-921)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
DB1-3-1929
This page displays database part numbers for performance, OPC, and AMI in 1L,
2L and 3L respectively. The eight-digit code in 5L describes the AOC datalink
configuration as determined by the AMI database
MD-11 - Flight Management System
Page 23
F-PLN INIT Page
/
1L
-
2L
3L
----- -
1R
---
2R
3R
4L
4R
5L
5R
6L
-
6R
LB1-3-0062
This page may be accessed with the INIT key, or in preflight from the A/C
STATUS page with the prompt in 6R. It allows the flight crew to initialize the
primary origin/destination (or company route), alternate destination (or company
route), cruise altitudes, wind and temperature, align the IRUs, and provides access
to the WEIGHT INIT page with the PAGE key.
Boxes are initially displayed in 1L and 1R. A company route may be entered in
1L causing the FROM/TO field to be filled in automatically. Alternatively, a
FROM/TO may be entered causing the route selection page to be displayed for
optional selection of a company route.
MD-11 - Flight Management System
Page 24
F-PLN INIT Page
TO
1L
1R
2L
2R
3L
3R
.
*
4L
5L
/
/
/
/
/
6L
4R
5R
6R
Post Company Route (JFKATL24L) Entry
LB1-3-0063
NOTES: Most boxes must be filled in for FMS operation.
INIT pages may also be accessed during preflight through the REF
key, A/C STATUS prompt, and F-PLN INIT prompt.
Once a primary destination is defined, lines 2L, 2R, 5L, and 6R display boxes
(mandatory entries). Entry of an alternate destination in 2R also brings up the
route selection page. An alternate company route may be cleared by entering zero
into 2L.
Latitude and longitude of the origin are obtained from the nav database and
displayed in 3L and 3R or may be entered while dashes are displayed (to allow for
IRS alignment prior to flight plan entry). The scroll prompt arrows are displayed
by LAT initially but can be moved over to LONG by pushing 3R with the
Scratchpad (SP) empty. Pushing 3L again moves the scroll prompt arrows back to
LAT. The scroll arrows increment LAT or LONG magnitude in 0.1-minute steps.
LAT and LONG may also be edited through the SP. The latitude and longitude
fields will be blanked when the aircraft is airborne.
INITIALIZE IRS* is displayed in 4R when there is a displayed LAT/LONG, and
an IRU is in the align mode requesting a present position entry. Pushing 4R with
the SP empty transmits the displayed latitude and longitude to the IRUs and
redisplays the POS REF page prompt.
During the align mode, while the POS REF prompt is displayed, a new latitude
and/or longitude may be entered with the SP or scroll arrows. The change will
cause the INITIALIZE IRS prompt to be redisplayed. Selecting the prompt will
transmit the new position to the IRUs and redisplay the IRS STATUS prompt.
Alternatively, the INITIALIZE IRS prompt may be cleared, redisplaying the last
transmitted position and the POS REF prompt.
The FLT NO at 4L is a mandatory entry. This field may not be cleared.
MD-11 - Flight Management System
Page 25
The first cruise flight level at 5L is mandatory data once the primary destination
is entered and is taken from the nav database for the company route or may be
flight crew-entered. Five additional cruise levels are optional and may be flight
crew-entered. Multiple flight level entries must be separated by slashes.
NOTES: If preceding slashes are not used, the previously entered values
will be cleared if the entered new value is higher than the aircraft
altitude. Lower CRZ LEVELS require FMS transition to DES before
a lower flight level can be entered.
Entering a CRZ LEVEL below the thrust reduction altitude will
prevent FMC computation of F-PLN predictions.
Both the temperature and average cruise wind component may be entered at 6L.
The default value for the cruise altitude temperature is standard day conditions.
NOTE: The TEMP/WIND entry is not compulsory but does help the FMS
compute better predictions.
MD-11 - Flight Management System
Page 26
F-PLN INIT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0064
The average cruise wind component may be entered as either a tailwind or a
headwind. A tailwind is entered by entering a leading slash (/) and a +, followed
by the desired value, into the SP and then pushing 6L. Alternatively, the flight
crew may enter the leading slash (/) followed by the alpha character(s) T, TL, or
TAIL, followed by the value. The entered value will be displayed in 6L preceded
by TL. A headwind is entered by the same methods except the + is replaced by a
- and the T is replaced by an H, HD, or HEAD. The entered value in this case
would be preceded by HD. The default windspeed is 0 knots, headwind, but a
correct value will help the FMS compute better predictions on fuel consumption
for the flight.
Optimum and maximum flight levels are displayed in line 6 for flight crew
information only.
The cost index in 6R reflects time cost relative to fuel cost, and can range from 0
to 999. This field will remain dashed and not allow any entries until an active
primary destination is entered or engines are started. Once the destination is
entered, the cost index is either taken from the nav database for the company route,
or is flight crew-entered. It is recommended that this not be entered until the flight
plan is strung.
MD-11 - Flight Management System
Page 27
WEIGHT INIT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
Initial Page Entry
LB1-3-0065
Accessed from F-PLN INIT with the PAGE key, this page allows the pilot to
initialize weight and fuel parameters. Access to the FUEL INIT page is gained
with the PAGE key. This page provides advisory warnings when entries exceed
limits.
The fields in 1R, 2R, 5R, and 6R (BLOCK, TOGW, TOCG, and ZFWCG) appear
as boxes (mandatory entry). The BLOCK field allows trial entries for fuel
planning purposes.
NOTE: Before engine start, none of the calculations of weight data (ZFW
= TOGW + TAXI - BLOCK) account for ballast fuel. Therefore, pilot
entries of weight data must already account for ballast fuel. Upon
edit of ballast fuel, the pilot is responsible for correcting the weight
data.
BLOCK, TOGW, or ZFW will be calculated based on which two of these three
parameters are entered by the pilot. The calculated value shall be displayed in
small font and pilot entered values are displayed in large font. If the pilot entry
made for BLOCK, TOGW or ZFW is cleared, then both the cleared value and the
computed value (small font) shall revert to boxes. The amount of ballast fuel
included in the ZFW is taken from the FUEL INIT page and displayed to the left
of the ZFW. Before engine start, the TOGW and TOCG on this page are equivalent
to the TOGW, and TOCG on the TAKEOFF page. Changing the value on the
WEIGHT INIT page will alter the value on the TAKEOFF page as well.
The UFOB item in 1R is the actual usable fuel on board not including ballast fuel,
if any.
The Landing Weight (LW) is computed after the EFOB at destination prediction
is made and the ZFW is computed.
NOTE: When calculated value is not available, dashes are shown.
MD-11 - Flight Management System
Page 28
Other data on the WEIGHT INIT page is optional. 1L, taxi fuel weight, defaults
to database value or may be entered by the flight crew. 3L is route reserve fuel and
its percentage of trip fuel. Either factor may be entered, but not both
simultaneously. 4L, fuel weight to the alternate, may be entered if there is no
alternate destination, otherwise it is computed and no entry is allowed. 5L is fuel
and time allowance for holding at the alternate. Entry and display are as defined
for 3L above.
MD-11 - Flight Management System
Page 29
WEIGHT INIT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
Entries Prior To Engine Start
LB1-3-0066
The trip fuel and time to the primary destination, in 2L, are computed, and cannot
be edited by the flight crew. If TRIP fuel is greater than BLOCK fuel, then
INSUFFICIENT FUEL will be displayed in the scratchpad of the MCDU.
The data in 6L, extra fuel and hold time at the alternate, are computed considering
available block fuel and all consumption and reserve values. If negative values are
calculated for this field, it indicates the flight may be into reserve or holding fuel.
This field is also editable by the flight crew.
To make entries into the editable fields, without WBS, the flight crew enters the
desired value into the SP and then pushes the desired LSK.
If an entry for TOGW exceeds the maximum value (stored in the nav database and
pre programmed) a message is displayed in the SP indicating the maximum value
and the entry is rejected. If an acceptable entry is made, but that entry causes a
calculation in another field (ZFW, LW) to exceed its maximum value, the entry is
accepted, the calculation is displayed, and a message is displayed stating the
maximum nav database value for the calculated field.
MD-11 - Flight Management System
Page 30
WEIGHT INIT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
After Engine Start
LB1-3-0067
At engine start the TAXI field in 1L disappears, the BLOCK and TOGW fields
change, and ZFW will be displayed in large font whether or not it was pilot entered
or calculated. Large font boxes will be displayed in data line 3R if ZFW was never
entered or calculated prior to engine start. CHECK ZFW is displayed in the
MCDU SP if the absolute value of UFOB minus BLOCK is > 1000 LBS.
The BLOCK field changes to show the sensors used for UFOB calculation
(FF+FQ) in the data line and the label line is blank. FF represents the fuel flow
sensor and FQ represents the fuel quantity sensor. The flight crew may deselect
either sensor used for calculating UFOB, or may re initialize UFOB by entering a
new value (thereby deselecting the fuel quantity sensor). After deselecting either
sensor, the flight crew may re-select it by clearing the 1R field. Should UFOB be
invalid, the INITIALIZE WEIGHTS message will also be displayed in the
scratchpad.
The TOGW field changes to GW and displays dashes, a calculated value, or an
accepted flight crew entry.
If an entry is made into the ZFW, GW, or UFOB field, the pilot entry will be
displayed in large font and the computed value will be displayed in small font.
The TOCG field is displayed until airborne, at which time the field disappears.
Entries into the TOCG field on the WEIGHT INIT page will cause the display on
the TAKEOFF pages to change as well.
NOTE: If the UFOB is invalid (dashed) and GW is invalid (dashed), the
pilot must first enter UFOB before entering GW. When UFOB is
pilot updated, the fuel quantity (FQ) is removed from the UFOB
computation and only fuel flow (FF) is used to update UFOB.
MD-11 - Flight Management System
Page 31
WEIGHT INIT Page with WBS
WEIGHT INIT
1L
2L
3L
4L
5L
6L
TAXI
0.2
TRIP/TIME
55.0/0147
RTE RSV/%
1.2 /5.0
ALTN
8.0
FINAL/TIME
7.0 /0030
EXTRA/TIME
3.5 /0015
UFOB
144.8
WBS-D
449.8
BLST
20.2
WBS-D
29.3
WBS-D
32,0
2/3
BLOCK
144.8
1R
451.5
2R
TOGW
IN ZFW
306.7
LW
396.5
TOCG
3R
4R
29.3
5R
32.0
6R
ZFWCG
MAXIMUM TOGW 450.0
DB1-2-1843
Normal WBS operation requires: wind less than 25 KTS, engine FUEL and IGN
switches off, all loading complete, tug not attached, and fuel self-test complete.
TOGW, TOCG, and ZFWCG entries can be made by one of two methods as
follows:
• Entering the value into the SP and pushing the desired LS key.
Out-of-range values will display an OUT-OF-RANGE message.
• Pushing the LSK (with SP empty) after confirming that the values to the
left are acceptable. Values will not be checked for out-of-range. Pilot must
verify.
WBS-D changes to WBS-A if the WBS is operating in the degraded mode. If the
WBS detects invalid values, the value field is dashed.
CHECK WEIGHTS will appear in the SP at engine start when or WBS TOGW
differs by more than 2 percent of the pilot entered value, or WBS TOCG differs
by more than 2% MAC.
WBS TOGW, TOCG, and ZFWCG will not be recomputed after landing until all
engines are shut off.
NOTES: WBS data must not be loaded into FMS data fields unless the
TOGW agrees by +1percent/-0 percent of load sheet GW.
TOCG/ZFWCG must agree +/- 1 percent of MAC.
CHECK WEIGHTS may frequently appear at engine start when
WBS is installed and valid. Crew should verify that the FMS, TOCG,
and ZFWCG values on the WEIGHT INIT page are the correct load
sheet values and then clear the message.
MD-11 - Flight Management System
Page 32
WEIGHT INIT Page with WBS
WEIGHT INIT
1L
2L
3L
4L
5L
6L
TRIP TIME
55.0/0147
RTE RSV/%
1.2 /05.0
ALTN
8.0
FINAL/TIME
7.8 /0030
EXTRA/TIME
3.5/0015
2/3
UFOB
144.8 /FF+FQ
WBS-D
GW
449.8
449.8
IN ZFW
BLST
20.2
305.2
LW
394.8
WBS-D
T0CG
29.3
29.3
WBS-D
ZFWCG
32.0
32.0
1R
2R
3R
4R
5R
6R
DB1-2-1844
The weight and balance system values which are displayed to the left of 2R, 5R
and 6R are displayed until the aircraft is airborne.
The remaining operation on this page function the same with or without WBS
installed.
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Page 33
FUEL INIT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0070
Accessed from WEIGHT INIT with the PAGE key, this page allows the flight
crew to initialize fuel-related parameters. Pushing the PAGE key returns display
to the F-PLN INIT page.
Refuel quantity may be entered in 1L for the total fuel the flight crew wants on
board after fueling.
2L through 4L are for ballast fuel entries. A BLST FUEL entry in 2L identifies a
certain quantity of fuel onboard as ballast fuel (nonusable fuel). The BLST TANK
field in 3L allows the flight crew to identify the tank that contains the ballast fuel.
This field will not be displayed until an entry has been made in the BLST FUEL
field, at which time boxes will be displayed. If BLST fuel is entered or edited
after engine start, then CHECK ZFW will be displayed in the scratchpad of the
MCDU.
After a flight, if ballast fuel had been in the system, the FMC will retain ballast
fuel quantity and ballast tank identifier on the FUEL INIT page. CHECK
BALLAST FUEL will appear in the SP.
If a BLST FUEL or BLST TANK entry is made that has BLST FUEL greater than
the limit of the BLST TANK, TANK LIMIT EXCEEDED is displayed and the
entry is rejected. If a BLST FUEL entry is greater than the largest tank limit,
ENTRY OUT OF RANGE is displayed and the entry rejected.
MD-11 - Flight Management System
Page 34
FUEL INIT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0071
DUMP TO GW in 1R is a gross weight that the aircraft will dump to if the fuel
DUMP switch is pushed. This field defaults to maximum landing weight, but
allows entry from 240 lbs up to the takeoff gross weight.
The DUMP TIME in 2R is a calculated value based on a 5000-lb/min dump rate
from current gross weight to the DUMP TO GW value displayed in 1R. The
resulting calculation is rounded to the nearest minute and displayed in small font.
When the current gross weight falls below the DUMP TO GW value, this field
displays zero. Prior to engine start the dump time is calculated using the takeoff
gross weight entry as the starting weight for the dump.
FUEL TYPE in 3R defaults to JET A, but may be changed by the flight crew. The
freeze temperature of this fuel is displayed in 4R. The freeze temperature defaults
to the maximum specified limit for the fuel type entered in 3R, but may be
changed by flight crew entry. This causes the fuel type in 3R to become dashed.
The freeze temperature is used for freeze logic and fuel recirculation. The FUEL
DIPSTICK in 5R provides access to FUEL DIPSTICK pages.
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Page 35
Route Selection Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0072
This page allows review of defined routes from the entered origin to the entered
destination, and insertion of one if desired.
Accessed from either F-PLN INIT or SEC F-PLN INIT page due to entry of a
FROM/TO or ALTN, the route selection page displays the route number in 1L and
the route elements in 2 through 5. If there are no defined routes, NONE is
displayed in 1L. In this sample there are three company routes, one per page, as
indicated by the 1/3 in the title line. The PAGE key allows display of the additional
defined routes.
Pushing 6L *INSERT (without asterisk if accessed from SEC F-PLN INIT page)
enters the route in the appropriate flight plan (primary or secondary depending on
how this page was accessed) and changes the display back to the previous page.
Pushing 6R changes the display back to the previous page without entering the
route.
If the company route contains a procedure that is not allowed, the page will
display blanks where the procedure would be displayed and the SP will display the
error message INVALID CO RTE PROC. Upon insertion into the flight plan of a
company route with a non allowable procedure, the SP will again display the
INVALID CO RTE PROC message and the flight plan will string a discontinuity
in place of the non allowable procedure. If there are any transitions associated with
the non allowable procedure, blanks will be displayed for the transition also.
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ACT F-PLN Page 1/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0073
The ACT F-PLN pages consist of pages 1 and 2. Pages display both lateral and
vertical elements of the flight plan in a time sequence. The entire flight plan may
be viewed by use of the scroll keys. These pages are accessed following
initialization by pushing the F-PLN key.
The ACT F-PLN page 1 displays left to right waypoints, waypoint data, time (ETE
or ETO), and speed/altitude. Prior to takeoff the predicted times are ETE, after
takeoff they are ETO. If the aircraft clock fails, CLOCK INVALID is displayed.
Pseudo waypoints are presented for reference only.
Speed and altitude constraints may be changed or entered directly on the ACT
F-PLN page 1 by entering the change data in the SP and entering it with the right
LSKs. These constraints may be deleted with the CLR key and the right LSKs.
Existing waypoints may be deleted by the CLR key with the left LSKs. A new
waypoint may be entered from the SP with the respective left LSK. The new
waypoint may be in the form of a waypoint identifier, or a latitude/longitude, or a
place/bearing/distance. The new waypoint will cause the previous waypoint and
the remaining flight plan to be pushed down.
ACT F-PLN pages provide access to the LAT REV pages (left LSK) and VERT
REV pages (right LSK). The SP must be empty to allow this access.
NOTES: Insertion of the runway configures the ND MAP display with a
runway symbol and course. Previously entered SLOPE/WIND data
on TAKEOFF page will be deleted.
All FMS data should be verified against confirmed data (i.e.
computer flight plans, SIDs, approach charts, etc.).
Do not enter more than 100 waypoints in the FMS.
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ACT F-PLN Page 1/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0074
When the DECEL mode, or the holding pattern related commands, EXIT AT FIX
or RESUME HOLD, become allowable, a prompt to activate the mode appears in
1R of both F-PLN pages, overwriting the data otherwise displayed. Pushing
F-PLN LSK 1R initiates the command or the mode.
The DECEL mode prompt appears when the aircraft crosses the descent path at
the FCP altitude. When the prompt is selected the ACT F-PLN page returns to
normal and the speed target is reduced.
Once the DECEL mode has been selected, either dialing the clearance altitude
down or selecting any other speed mode will cancel the DECEL mode.
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ACT F-PLN Page 1/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0075
If a VFR approach is entered, with the STAR page, a final approach waypoint is
added to the flight plan just prior to a 3-degree final approach path. The approach
waypoint precedes the destination runway by 8 nautical miles (without any
discontinuities) and has an associated altitude constraint equal to the runway
elevation plus 1500 feet. The identifier for this waypoint is FAnnn (nnn is
destination runway number).
The approach waypoint's altitude constraint may be changed by direct entry
(limited to the runway elevation plus 2600 feet) or by entering a lower altitude
constraint (AT or AT-or-BELOW) at a descent waypoint prior to FAnnn. If the
latter of the two methods is used, the altitude constraint at FAnnn is lowered to the
same altitude as that entered for the descent waypoint.
The final approach waypoint may be cleared manually or by entering a waypoint
into the flight plan following the final approach waypoint. Clearing the waypoint
by either of these two methods will cancel the VFR approach.
WARNING: The non-precision final approach leg is constructed via
the descent angle to the runway waypoint 50 ft. above the runway
threshold.
NOTE: Refer to the MD-11 Flight Crew Operations Manual Volume II
for a description of VFR approach procedures.
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ACT F-PLN Page 2/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0076A
The ACT F-PLN page 2/2 displays great circle distance to the next waypoint, the
flight plan outbound course for the next leg, and temperature and wind
information for the same waypoints displayed on page 1. Pushing the PAGE key
with the ACT F-PLN page 1 displayed accesses the ACT F-PLN page 2/2.
Waypoints, navaids, or flight plan events are displayed on the left side (1L through
6L). The FROM waypoint is displayed in 1L.
The distance between the flight plan waypoints is displayed in the center field
between the lines for the corresponding waypoints. The departure runway surface
temperature is displayed in the center of line 1. This temperature defaults to ISA
temperature. Actual temperature can be entered on the CLIMB FORECAST page
LSK 5R. After it is changed, it is displayed in large font on the page. If the
magnetic course between two waypoints is different than the previous leg, the
course is displayed next to the distance in the center field.
Temperature and winds for the waypoints are displayed on the same line as the
waypoint identifier (or event name) on the right side (1C/R through 6C/R). The
temperature defaults to ISA temperature unless there is a value entered on the
F-PLN INIT page. Then it is a calculated value for that altitude. Winds default to
HD/000 unless there is a value entered on the F-PLN INIT page.
The temperature and winds for climb are from the CLIMB FORECAST page. If
parameters do not change on successive legs of the flight plan, ditto marks (“) are
displayed.
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Pilot-entered Waypoint Formats
This page and the next show examples of flight plan data that will be displayed in the
waypoint field in the left column of the ACT F-PLN pages. This data is for lateral defining
legs, pseudo-waypoints, and flight plan markers.
MCDU
COMMENT
WPT TTTT SSS/HHHHH
WPT is the termination of a direct leg
(track to a Fix, Direct-To a Fix, or Initial Fix).
AWY
WPT is a waypoint on a procedure names “airway”.
WPT
N34W117
Waypoint pilot-defined as Lat/Long = n34 xx.x’/w117 yy.y’
ABWPT
Waypoint abeam of WPT, entered via the DIR to page.
PBS HH
Waypoint pilot-defined as place/bearing/distance, #nn of 40.
WPTDDD OR DDWPT
Along-track Waypoint pilot-defined from flight plan fix named
WPT, DDD=distance before or after WPT.
HOLD R
Right-turn holding pattern to a manual termination; inbound
course 234°, holding fix is WPT. Created automatically or
manually. If created automatically as PPOS HOLD the waypoint
name will be T-P.
C234 °
WPT
PROC T
Manually entered procedure turn ending at a fixed waypoint.
WPT
T-P
Becomes “FROM” waypoint when a present position hold is
executed and may also be the termination. Also “FROM” for a
Direct to. PPOS Becomes “FROM” waypoint when the aircraft is
flown into a discontinuity.
PPOS
Becomes “FROM” waypoint when the aircraft is flown into a
discontinuity.
Database Entered Waypoint Formats
MCDU
COMMENT
C123°
WPT is the termination of a “Course 123° to a FIX” leg.
WPT
C072°
HHHHH CONDITIONAL
Conditional altitude termination. FMS predicts termination will
occur at the altitude fix.
C072°
WPT TTTT SSS/HHHHH
DD NAV
WPT
FANNN
Leg along a DME arc of radius DD with center at navaid “NAV”
and terminating at WPT>
Final approach waypoint automatically entered into flight plan
when VFR approach is inserted. NNN = destination runway
number.
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Database Entered Waypoint Formats (Continued)
HOLD L
WPT
HOLD L
HHHHH
PROC T
Left-turn holding pattern to a fixed named WPT - automatically
inserted as part of procedure.
Left-turn holding pattern to altitude HHHHH - automatically
inserted as part of procedure.
INTCPT
Database defined procedure turn starting at prior waypoint and
intercepting course to next waypoint.
H345°
Heading leg, 345°, terminating at altitude HHHHH.
HHHHH TTTT
SSS/HHHHH
H321°
WPTRRR
H210°
Heading leg, 321°, terminating at intercept with radial RRR from
waypoint WPT.
NAV/DD
Heading leg, 210°, terminating at intercept with DME distance
DD from navaid NAV.
H012°
Heading leg, 012°, terminating at intercept of next leg.
INTCPT
H003°
Heading leg, 003°, to a manual termination.
MANUAL
C345°
HHHHH
C321°
WPTRRR
C210°
Course leg, 345°, terminating at altitude HHHHH; part of
procedure.
Course leg, 321°, terminating at intercept with radial RRR from
waypoint WPT.
NAV/DD
Course leg, 210°, terminating at intercept with DME distance DD
from navaid NAV.
C012°
Heading leg, 012°, terminating at intercept of next leg.
INTCPT
WPTXXX°
Course XXX°, from waypoint, WPT, to altitude HHHHH.
HHHHH
WPTXXX°
Course XXX°, from waypoint, WPT, to manual termination.
MANUAL
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Pseudo Waypoints
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0077
All pseudo waypoints are enclosed in brackets as shown by the illustration above.
They are not displayed on field 1L as the FROM waypoint.
The pseudo waypoints are computer-generated and are in brackets. They are
placed in the flight plan for pilot reference and cannot be displayed as a FROM
waypoint.
[T/D] is Top of Descent. FMC calculates where the A/C should start its descent.
[S/C] is Step Climb Point. Computed by the FMC. Pilot has inserted multiple
flight cruise levels.
[T/C] is |Top of Climb. FMC calculates where the A/C will reach the cruise
altitude or step altitude if in a step climb.
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Flight Plan Markers
1L
1R
2L
2R
- - -
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0078
Flight plan markers are special entries which mark certain things which must be
made obvious to the flight crew.
Applies to active or secondary flight plan.
Performance Mode Pages
The PERF (Performance) pages present the flight crew with FMS speed mode
data, along with time and distance predictions for planned altitude transitions for
the climb, cruise, and descent phases of flight. The two types of PERF pages are
active and preselect.
Active Pages - display the active FMS speed mode used for guidance and provide
predictions to determine the proper speed targets for the current phase of flight.
The title line of the active PERF page will display the active FMS speed mode and
current phase of flight. Available active performance modes are:
• In climb, available FMS speed modes are ECON, MAX, CLB, and EDIT.
• In cruise, available FMS speed modes are ECON, MAX END, and EDIT.
• In descent, available FMS speed modes are ECON (POLICY), MAX
DES, and EDIT.
Available FMS speed modes and their associated speeds are displayed for review
or activation, with the speed of the currently active mode displayed in large font.
Speeds of the non active FMS speed modes are displayed in small font with an
asterisk prompt for activation.
In addition to activating FMS speed via the PERF page, the flight crew may affect
the FMS speed mode via the FCP as follows:
• Pushing the FMS SPD switch within 10 seconds of preselecting an FCP
speed activates the EDIT speed mode.
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• Pushing the FMS SPD switch any other time activates the ECON speed
mode.
• Pushing or pulling the FCP speed knob resets the FMS speed mode to
ECON.
Preselect Pages - preview and define speed profiles to be used in the cruise and
descent phases of flight. This page is accessed by pushing the PAGE mode key
from the active performance page. Available preselect performance modes are:
• In cruise, available FMS speed modes are ECON and EDIT.
• In descent, available FMS speed modes are ECON (POLICY) and EDIT.
If the CLB page is the active performance page then two preselect performance
pages are available (PRESELECT CRZ and PRESELECT DES). If the CRZ page
is the active performance page, then only the PRESELECT DES page is available.
Available FMS speed modes and their associated speeds are displayed for review
or preselection. The speed of the preselected mode is displayed in large font.
Speeds of other FMS speed modes are displayed in small font with an asterisk
prompt for preselection.
The following pages provide some examples of specific performance mode pages
related to the individual phases of flight.
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Active CLB Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0079
The CLB page is the active PERF page when the aircraft is in climb (below the
first CRZ FL).
The FMS speed modes are as follows:
• ECON is the most economical CAS/Mach for time and fuel trade-off,
based on the cost index entry (not editable).
• MAX CLB is the CAS that provides the maximum angle-of-climb (not
editable).
• EDIT is a flight crew-selected CAS and/or Mach. A CAS entry without a
specified Mach causes MMO to be the associated Mach. A Mach entry
without a specified CAS causes VMO to be the associated CAS.
The flight crew may activate any of these speed modes by pushing the LSK
adjacent to the speed displayed for that mode. If no mode is activated, the last
engaged mode will become active on engagement. ECON will be the default only
on power up on ground.
The CLB page provides time and distance predictions for achieving the selected
(PRED TO) altitude of 1R. If a flight crew entry is made in the PRED TO field, it
is displayed in large font. Otherwise, the FCP altitude is displayed in small font.
The time and distance predictions are displayed in large font for the active speed
mode. If ECON or EDIT speed mode is active, time and distance predictions for
MAX CLB mode are also displayed, but in small font.
If an altitude conflict exists between the FMS target altitude and the FCP selected
altitude such that the aircraft is between the two, ??? is displayed on the left side
of the title line.
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The transition altitude of the origin (from the nav database) is displayed at lower
left and is not editable. If a value is not available from the nav database, then
18000 ft. is displayed. The computed optimum and maximum altitudes are
displayed at bottom center and are not editable. Access the CLIMB FORECAST
and THRUST LIMITS pages with LSKs 5R and 6R. Access the PRESELECT
CRZ page with the NEXT PAGE key.
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Active CRZ Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0080
The CRZ page is the active PERF page when the aircraft is in cruise, including
any step climbs.
The FMS speed modes are as follows:
• ECON is the most economical cruise Mach for time and fuel trade-off,
based on the cost index entry (not editable).
• MAX END is the CAS which provides the maximum endurance (time
aloft), and also provides the minimum drag (not editable).
• EDIT is a flight crew-selected CAS or Mach. Prior to a selection, brackets
are displayed.
If a speed mode is preselected on the PRESELECT CRZ page, that mode is
automatically activated when the CRZ page becomes the active PERF page. If no
mode is preselected, then the previous active mode remains active by default (or
if that mode is not available in cruise, ECON is activated). Thereafter, the flight
crew may activate any of these speed modes by selecting the LSK adjacent to the
speed displayed for that mode.
Selecting an edit speed in CRZ will not automatically carry the cruise speed edit
into descent.
The CRZ page provides time and distance predictions to the next step climb point
in 1R in large font (not editable). If the aircraft passes that point before the FCP
altitude is raised for the step, the time and distance is replaced by STEP NOW. If
the next step climb point is within 200 nm of the top of descent, the label for this
field is replaced with TO T/D, and the time and distance to the predicted top of
descent is displayed in 1R.
If a time constraint is inserted at a flight plan waypoint, TIME is displayed on the
left side of the title line to indicate that the ECON speed is adjusted accordingly.
If an altitude conflict exists between the FMS target altitude and the FCP selected
altitude (aircraft is between the two), ??? is displayed on the left side of the title
line to indicate the conflict.
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The computed optimum and maximum altitudes are displayed at bottom center
and are not editable. Access to the THRUST LIMITS page is with LSK 6R.
Access the PRESELECT DES page with the NEXT PAGE key.
The FMS has the capability to constrain the aircraft to an altitude at a waypoint in
cruise. The format is /SFLXXX which is entered on the right side of the ACT
F-PLN page adjacent to the desired constraining waypoint with a flight level of
XXX. The flight level must be equal to one of the flight levels on the F-PLN INIT
page. This capability applies primarily in step climb between flight levels defined
in the FMS. Once the aircraft sequences the waypoint which has the constraining
altitude and sequences the step climb point for that altitude, a vertical alert will be
provided and the aircraft will begin to climb provided the FCP altitude has been
raised to the new cruise flight level.
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Active DES Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0081
The DES page is the active PERF page when the aircraft is in descent or approach
(including driftdown).
The FMS speed modes are as follows:
• ECON - Most economical Mach/CAS for time and fuel trade-off, based
on the cost index entry (not editable).
• POLICY - Same as ECON mode, except with a flight crew-selected CAS
(intended to suit airline descent policy).
• MAX DES - CAS which provides the maximum rate of descent (not
editable).
• EDIT - Flight crew-selected Mach and/or CAS. A Mach entry without a
specified CAS causes VMO to be the associated CAS. A CAS entry
without a specified Mach causes MMO to be the associated Mach. Prior
to any selection, brackets are displayed.
ECON mode is available for activation except as follows: If POLICY mode was
previously enabled in preflight with the DES PRESELECT page, then POLICY
mode is available (instead of ECON) for activation. If POLICY mode is removed
(with the CLR key and 2L), then ECON becomes available again.
The speed mode that is preselected on the PRESELECT DES page is
automatically activated when the DES page becomes the active PERF page.
Thereafter, the flight crew may activate any available speed mode by selecting the
LSK adjacent to the speed displayed on that mode.
The DES page provides time and distance predictions for achieving the selected
(PRED TO) altitude of line 1R. If a flight crew entry is made in the PRED TO
field, it is displayed there in large font. Otherwise, the FCP altitude is displayed in
small font.
The time and distance predictions are displayed in large font for the active speed
mode. If ECON or EDIT speed mode is active, time and distance predictions for
MAX DES mode are also displayed, but in small font.
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If an altitude conflict exists between the FMS target altitude and the FCP selected
altitude (aircraft is between the two), ??? is displayed on the left side of the title
line to indicate the conflict.
Aircraft deviation from the FMS descent path is displayed in 1L for flight crew
reference. The vertical deviation (in feet) is displayed first followed by the
horizontal deviation (in NM). The values indicate the position of the aircraft with
respect to the FMS path (+-1000 feet full scale).
The transition altitude of the destination (from the nav database) is displayed at
lower left and is not editable. If a value is not available from the nav database, then
18000 ft. is displayed. The optimum and maximum altitudes are displayed at
bottom center and are not editable. Access the DESCENT FORECAST and
THRUST LIMITS pages with LSK 5R and 6R.
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PRESELECT CRZ Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0082
The PRESELECT CRZ page is accessed from the active CLB page with the
NEXT PAGE key.
The FMS speed modes are as follow:
• ECON - Most economical cruise Mach for time and fuel trade-off, based
on the cost index entry (not editable).
• EDIT - Flight crew-selected CAS or Mach. Prior to a selection, brackets
are displayed.
The flight crew may preselect either ECON or EDIT speed modes by pushing the
LSK adjacent to the speed. If the flight crew has no preference for preselect, then
ECON mode is shown as preselected by default, and the ECON speed is used for
cruise predictions. If the flight crew preselects a mode, then that mode is used both
for cruise predictions and for initializing the speed mode of the active CRZ page,
causing that speed mode to be activated when the cruise portion of the flight
begins.
The optimum and maximum altitudes are displayed at bottom center and are not
editable. Access the PRESELECT DES page with the NEXT PAGE key.
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PRESELECT DES Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0083
The PRESELECT DES page is accessed from either the PRESELECT CRZ page
or the active CRZ page with the NEXT PAGE key.
• ECON - Most economical Mach/CAS for time and fuel trade-off, based
on the cost index entry (not editable).
• POLICY - Same as ECON mode, except with a flight crew-selected CAS
(intended to suit an airline descent policy).
• EDIT - Flight crew-selected Mach and/or CAS. A Mach entry without a
specified CAS causes VMO to be the associated CAS. A CAS entry
without a specified Mach causes MMO to be the associated Mach. Prior
to any selection, brackets are displayed. If EDIT is preselected for descent
via the CRZ page, then the associated cruise Mach is displayed with
VMO as the CAS.
The flight crew can choose to replace the display of ECON speed mode with
POLICY mode for descent by entering the desired CAS in 2L of the PRESELECT
DES page while the aircraft is on the ground. The flight crew may choose to return
the display to ECON mode at any time with the CLR key. In either case, the speed
mode displayed at takeoff for a given flight leg (ECON or POLICY) is displayed
in preflight for the next flight leg.
The flight crew may preselect a speed mode by pushing the LSK adjacent to the
corresponding speed. If the flight crew has no preference for preselection, then
ECON mode (or POLICY, if applicable) is shown as preselected by default. The
preselected mode is used both for descent predictions and for initializing the speed
mode of the active DES page, causing that speed mode to be activated when the
descent portion of the flight begins.
The transition altitude is displayed at lower left and is not editable. Access the
DESCENT FORECAST page with LSK 5R. Access the active PERF page with
the NEXT PAGE key.
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Flight Plan Modification Pages
Flight plan modifications may be performed by making changes on the preflight
and flight planning and performance pages. This entails working through special
pages, the lateral revision (LAT REV) and vertical revision (VERT REV) pages,
and subordinate pages which provide special capabilities. Some of the operations
presented here as flight plan modifications can also be part of the initial flight
planning process. They are carried out through use of the LAT REV and VERT
REV pages.
Other means of modifying the flight plan exist, including provisions for
performing a direct to (a waypoint or intercept course) maneuver, inserting and
then activating a secondary flight plan, or by making direct entries on the F-PLN
pages.
Flight planning and the flight plan modification are supported by provisions for
storing and using flight crew-defined waypoints.
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LAT REV Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0084
This page allows the flight crew to revise the definition of the lateral flight plan.
It will be displayed automatically when a left LSK is pushed on either of the ACT
F-PLN pages or either of the SEC F-PLN pages. The waypoint next to the pushed
LSK forms the title of the LAT REV page and the prompts displayed provide a
menu of all revisions allowed at that waypoint.
Lines 1L SID, 2L AIRWAYS, 1R STAR, 2R HOLD, and 3R PROCEDURE
TURN provide access to the stipulated menu pages. The SID prompt is accessible
only during pre-takeoff operation, and only when the left LSK for the origin
airport or runway is selected on the F-PLN page. In this case the STAR and
PROCEDURE TURN prompts do not appear. When any other left LSK on the
F-PLN page is selected, the SID prompt does not appear but all other applicable
prompts do.
Line 4L allows entry of the next waypoint after the accessing waypoint. The next
waypoint may be entered through the SP as an identifier of the database waypoint,
navaid, airport, runway, or as a latitude/longitude/place/ bearing/distance. In the
latter two cases, the FMS automatically assigns an identifier as one of up to 40
flight crew-defined waypoints.
Line 4R allows entry of a new company route from the waypoint named in the
page title. Line 5R allows entry of a new destination.
When this page is accessed with the FROM waypoint of the flight plan and the
current leg is a great circle path to a fixed waypoint, 5L allows entry of a lateral
offset. Otherwise, 5L is blank.
Line 6L allows the flight plan to the alternate destination to be enabled. This only
affects the portion of the active flight plan. Selection will not change the
secondary flight plan.
The entry fields in 4L, 5L, 6L, 4R, and 5R will appear with an asterisk when the
entry data affects the active flight plan. No asterisk will appear on lateral revisions
to the secondary flight plan following the revise point.
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Line 6R allows return to the previous page without revision. Revisions made by
4L, 5L, 6L, and 5R also cause return to the previous page.
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SID Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
Initial SID Page
LB1-3-0085
The SID page lists and allows selection of SIDs and runways from the origin
airport as well as selection of a departure transition. It also displays the
automatically-selected engine out SID for the selected runway.
If enroute transitions are available, they will be listed below the selected SID.
After transition selection, remaining transitions are listed following the remaining
SIDs.
There is only one EOSID per runway in the database and this is automatically
selected by the FMS.
The selected combination may be inserted in the flight plan by pushing LSK 6L
(*INSERT for the active primary flight plan, or INSERT for the alternate or
secondary flight plans). The display will then return to the accessing F-PLN page.
The accessing LAT REV page may be recalled by pushing the RETURN TO LSK
(6R) on the SID page (canceling any selections).
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AIRWAYS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0086
The AIRWAYS page, accessed from the LAT REV page, allows entry of the
desired airway in 1L under VIA and the desired termination on the airway under
TO. After the initial VIA entry, VIA and TO appear in 2L and 1R soliciting the
next stage of airway routing. The flight crew may then choose between entry of a
TO waypoint in 1R, or entry of the next intersecting airway in 2L. For the latter
entry the intersection of the two airways is computed. If the airways intersect at a
database waypoint, then the identifier of this waypoint is automatically inserted in
1R. Otherwise, an identifier composed of X followed by the second airway's
identifier is inserted to represent the calculated intersection. Subsequent airway
segments cannot be entered until completion of the intercept computation.
The INSERT prompt is displayed in 6L after entering an exit fix for the last
entered VIA. Selection of this prompt inserts the airway in the flight plan and
returns to the originating ACT F-PLN or SEC F-PLN page. The asterisk will only
be displayed when this page has been accessed from the ACT F-PLN page.
Pushing LSK 6R allows return to the appropriate LAT REV page without insertion
of the airway routing.
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STAR and APPR TRANS Pages
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0087
The STAR page, accessed from the LAT REV page, is similar to the SID page.
Arrivals and profile descents are listed under the STARS column. Runway
approaches to the entered destination airport are listed under the APPRS column.
Any approach procedure in the navigation database that is not certified for use by
the aircraft will not be displayed on the STAR page and will not be available for
use by the flight crew. After an arrival is selected, enroute transitions to the
selected STAR are displayed for selection.
If an approach transition is automatically selected, the display is returned to the
originating F-PLN page after *INSERT is selected.
If an approach transition cannot be automatically selected, (or this feature not
installed), the approach transition page is displayed to allow flight crew selection
by pushing an LSK. The display is returned to the originating F-PLN page after
selecting an approach transition or by selecting the RETURN TO prompt in 6R.
NOTE: The * is displayed to the left of the INSERT prompt for the ACT
F-PLN, but is not displayed with the ALT F-PLN or SEC F-PLN.
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STAR and APPR TRANS Pages
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0088
Non-precision approaches (IGS, LDA, LOC, NDB, RNAV, VOR) are available
for selection from the NAV database. Non-precision approaches will not be strung
into the flight plan unless a MIN PROF altitude has been entered by the pilot.
Once a non-precision approach has been selected via the STAR page, boxes will
be displayed at line 2R indicating mandatory entry of a MIN PROF altitude. The
INSERT prompt will not be displayed until the pilot has entered a MIN PROF
altitude. Once the MIN PROF altitude has been inserted, it may be edited via the
STAR page. Once edited, the MIN PROF altitude will be displayed in small font
with an asterisk. Selecting LSK 2R will edit the MIN PROF altitude and revert the
STAR page to the F-PLAN page. Editing the MIN PROF altitude will not cause a
restringing of the selected STAR/APPR or descent path reconstruction.
NOTE: In FMS PROF mode, the aircraft will not descend below the pilot
entered MIN PROF altitude. Upon transition into altitude hold at
the MIN PROF altitude, PROF mode will automatically disengage.
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HOLD Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0089A
The holding function is used to insert a holding pattern with a pilot-controlled
termination into the flight plan or to modify an existing holding pattern. The
holding pattern may be inserted at any waypoint or the FROM waypoint for
holding at present position. A revision at an existing holding fix is permitted. Any
inserted change becomes effective upon the crossing of the holding fix. Changes
are activated immediately if made on the active leg prior to entry of the holding
pattern. The HOLD page is accessed by pushing LSK 2R on the LAT REV page.
Titles can be as follows:
HOLD AT (waypoint or PPOS). Previously modified holding pattern or pilot
defined holding already defined for the waypoint. PPOS is a special case FROM
waypoint holding page.
DATABASE HOLD AT (waypoint). Enroute holding pattern defines from the nav
database.
STANDARD HOLD AT (waypoint). Holding pattern parameters were defaulted
by the FMS.
The default speed for a holding pattern inserted into flight plan is max endurance,
subject to applicable ICAO or FAA speed limitations. This speed may be changed
via F-PLN page.
WARNING: The flight crew has the final responsibility to ensure that
the aircraft stays within limits of the holding airspace.
Line 1L INB CRS. Holding pattern course defaults to: 1. Database or pilot-defined
holding pattern inbound course. 2. Inbound course from flight plan. 3. Current
track (when page accessed) for PPOS or discontinuity holding.
Line 3L TRIP. FMC calculated trip fuel from the holding fix to destination.
Line 4L RTE RSV/%. Route reserve fuel from the holding fix to the destination.
Line 5L FINAL/TIME. Fuel and time allowance for holding at the alternate.
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Line 6L INSERT. Inserts hold into the flight plan.
Line 1R TIME/DIST. Time (minutes) and leg distance of the holding pattern.
(FMS-911/-912/-913) Default time is 1.0 minute at or below 14,000 ft. and 1.5
minutes above 14,000 ft. Default time is 1.0 minute regardless of altitude for
FMS-920/-921. The altitude used to determine this is the predicted altitude at the
revise point when HOLD page was accessed. For a PPOS HOLD, the aircraft
altitude at the time the FROM point was accessed is used. Either time or distance
may be entered as the leg defining parameter but not both.
NOTE: (FMS-911/-912/-913) The time of a holding pattern with a default
time of 1.5 minutes will not be automatically modified to 1.0 minute
when the aircraft descends to an altitude at or below 14,000 feet.
The time may be modified on data line 1R of the holding page.
Line 2R REVERT TO STANDARD. Return to default hold parameters in
existence before alteration by the crew. REVERT TO DATABASE is displayed
when the hold parameters from the NAV database are modified and inserted by the
crew. Selecting 2R causes previously displayed data to return.
Line 3R LIMIT UTC/FUEL. Calculated values in large font are shown and pilot
entry is not allowed. Dashes displayed if value not available.
LIMIT UTC - Predicted value at which FOB is equal to LIMIT FUEL. LIMIT
FUEL - Fuel necessary to complete the flight plan with no changes to fuel
reserves. LIMIT FUEL = TRIP + RTE RSV + ALTN + FINAL.
The entry in 3R is not displayed until the holding pattern is inserted in the F-PLN.
Then it is displayed on both the F-PLN and the HOLD page. Pushing 6L *INSERT
inserts the holding pattern into the flight plan.
Line 4R ALTN/FUEL. Alternate airport and the fuel to fly from the destination
airport to the alternate airport. If there is no alternate, NONE is displayed but a
fuel entry may be entered.
Line 5R CLR ALTN. Displayed if an ALTN destination exists and the revise point
is in the primary portion of the F-PLN. Pushing 5R when the prompt is displayed
deletes the alternate destination and route legs setting ALTN fuel to zero.
FMS maximum holding airspeed is ICAO limited as follows:
• Up to 14,000 - 230 KIAS
• 14,000 to 20,000 - 240 KIAS
• 20,000 to 34,000 - 265 KIAS
• Above 34,000 - .83 Mach.
During an HM or HF hold, when localizer or VOR mode is captured, an automatic
*EXIT AT FIX button push will occur.
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PROC TURN Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0090
This page allows the flight crew to insert or modify a procedure turn at the revise
waypoint.
Upon entry of the data, the computer checks to see if the procedure turn entries are
acceptable. If they are, the *INSERT prompt appears in 6L (without the * for
alternate and secondary flight plans). If the turn is inserted, the aircraft will turn
to the OUTB CRS from the revise point (BUMPY), fly out a distance equal to INB
DIST, make the turn rolling out on the INB CRS and re-cross the revise point. The
return prompt is in line 6R to enable return to the LAT REV page without insertion
of the procedure turn.
During an active procedure turn, entry of data is not allowed.
database procedure turns will be displayed on the ACT F-PLN page.
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VERT REV Page 1/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0091
This page will be displayed when a right LSK is pushed on the ACT F-PLN page
1 or SEC F-PLN page 1. The waypoint from the accessing page will form the title.
The Estimated Fuel On Board (EFOB) at this waypoint and the extra fuel
remaining (EXTRA) at the destination are displayed below the page title.
This page allows the flight crew to modify the elements of the flight plan that
affect the vertical profile. Elements that can be modified are speed, altitude or time
constraints.
If a constraint exists at the selected waypoint, it is displayed in the appropriate
field. Asterisks will be placed next to the field that can be edited only when the
entries affect the active flight plan. An asterisk will only be displayed when this
page is accessed from the ACT F-PLN page 1. This constraint may be deleted
from the flight plan by use of the CLR key.
Line 2L SPD allows entry of a speed constraint.
Line 3L AT OR ABOVE allows entry of an altitude constraint at or above an
altitude or Flight Level (FL).
Line 4L AT ALT allows entry of an altitude constraint at a specific altitude or
Flight Level (FL).
Line 5L AT OR BELOW allows entry of an altitude constraint at or below an
altitude or Flight Level (FL).
Line 2R Allows access to the RTA page.
Line 5R SPD LIM allows entry of an altitude speed limit at the revise waypoint.
This may be a CLB or DES SPD depending on phase of flight. This value will
default to VCL/10000 indicating VCL at or below 10000 feet.
Line 6R RETURN TO allows return to the originating ACT F-PLN or SEC F-PLN
page.
NOTE: If the selected waypoint is sequenced, a CLEAR SPD prompt is
displayed adjacent to line 2L if the waypoint has a speed constraint.
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VERT REV Page 1/2
/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
*
6R
LB1-3-0092
After a constraint is entered in the respective field, the FMC requests verification
of phase of flight.
Line 6L and 6R *CLB or *DES allows selection of phase of flight.
The VERT REV page 2 allows the crew to enter wind and temperature
information for prediction purposes.
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Direct To/Intercept Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0093
The direct to/intercept page is similar in display to the ACT F-PLN page 1 and
allows initiation of a direct flight leg to a selected waypoint or intercept fix. This
page is accessed by pushing the DIR INTC key.
This page is initially displayed with brackets in 1L and 1R, prompting entry of a
direct to (DIR TO) fixed waypoint or intercept fix/inbound course (INTC
FIX/CRS), respectively.
If the SP is empty, a waypoint entered in line 1 can be selected from the active
flight plan by an adjacent left LSK, or may be manually entered by the flight crew
by means of the SP.
When a left LSK is pushed adjacent to a flight plan fixed waypoint with the SP
empty, the waypoint is displayed in 1L preceded by an asterisk and in 1R followed
by its inbound course (from the flight plan) and an asterisk. Selection of a
pseudo-waypoint, F-PLN marker or nonfixed waypoint is not allowed.
An SP entry must be previously defined by an identifier, either in the database
(navaid, waypoint, airport, or runway), or in the flight plan as a flight
crew-defined waypoint. Waypoints entered as PBD or lat/long will result in a
corresponding pilot-defined waypoint being created.
Upon entry, the CRS prompt in 1R remains displayed as brackets, and the trailing
asterisk is not displayed until the flight crew defines the inbound course to the
entered fix. Course entries are only permitted in 1R. The course entry may be
separate or combined with the entered fix. When the entry is complete, a trailing
asterisk is displayed. If the aircraft's existing heading intersects the chosen course
ahead of the chosen fix, heading hold is maintained to the intercept. Otherwise,
the flight plan is unchanged and the SP message NOT ON INTC HEADING is
displayed.
If the waypoint is displayed in 1L, either by LSK selection or direct entry, the
prompt *WITH ABEAM POINTS is displayed in 2L.
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The asterisks displayed in lines 1 and 2 indicate to the flight crew that the
following choices are available by pushing the indicated LSK:
• 1L initiates an immediate direct-to maneuver to the entered waypoint.
• 2L performs the same maneuver with automatic insertion of up to 20
abeam points along the new path. To initiate a direct-to-maneuver with
abeam points, push LSK 2L and observe insertion of abeam points along
the new path.
• 1R enables the aircraft to capture the specified course to the fix.
The DIR TO (1L) or the INTC FIX/CRS (1R) may or may not be an existing flight
plan waypoint. If it is not in the flight plan, a discontinuity will be created just after
the waypoint on the F-PLN page. The discontinuity is cleared by the CLR key. If
the waypoint is an existing flight plan waypoint then the intervening waypoints are
automatically cleared without discontinuity.
When any of the above functions are initiated, the display returns to ACT F-PLN,
page 1. Vertical scrolling does not displace line 1 or line 2 when *WITH ABEAM
POINTS is displayed. The direct-to/intercept page is exited without execution by
use of the other mode keys.
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SEC F-PLN Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0094
The FMS provides a secondary flight plan which can be entirely different from the
active flight plan or can be a modified version of the active flight plan. The
secondary flight plan is for use in preplanning or evaluating changes to the active
plan. The SEC F-PLN INIT page is accessed by the SEC F-PLN key.
The existing active flight plan may be copied for evaluation of modifications by
pushing LSK 3L (COPY ACTIVE). This causes the display to change to the SEC
F-PLN page 1. If it is necessary to completely clear the secondary flight plan,
pushing 4L (CLEAR SEC) leaves the SEC F-PLN INIT page displayed.
When NAV is engaged, the prompt ACTIVATE SEC* in 4R is not displayed
unless the first leg of the secondary flight plan is the same as the current active
flight plan leg. If that is the case and 4R is pushed, the secondary flight plan
immediately becomes the active flight plan and the display changes to F-PLN
INIT page 1. The aircraft will now be on the same active lateral leg (no lateral
maneuver will occur).
If NAV is not engaged, ACTIVATE SEC* is always displayed in 4R. Upon
activation of the secondary flight plan the previously active flight plan becomes
the new secondary.
If the flight crew had previously entered in 5L of the SEC F-PLN INIT page a
flight level lower than the current aircraft altitude, that lower flight level is not
transferred to the now-active flight plan. If the previously-entered flight level is
higher than the aircraft, it will become the new active cruise altitude, but no climb
maneuver will occur until the flight crew has raised the clearance altitude and
initiated the climb by raising the FCP altitude.
A secondary flight plan independent of the active flight plan may be built by
entering a company route (CO ROUTE) in 1L or FROM/TO identifiers in 1R.
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The cruise altitude temperature, in degrees centigrade, and average cruise wind
component may both be entered by typing TEMP/WIND in the SP and pushing
LSK 6L. The default for the cruise altitude temperature is standard day conditions.
The average cruise wind component may be entered with either a + or T before the
component indicating a tailwind, or a - or H to the left of the component indicating
a headwind. The default wind speed is zero knots. Optimum (OPT) and maximum
flight levels (MAXFL) from the active flight plan are displayed in 6 for flight crew
information only.
The Cost Index (CI) in 6R reflects time cost relative to fuel cost and can range
from 0 to 999. The cost index is either taken from the database for the company
route or is flight crew-entered.
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SEC PROGRESS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0095
The secondary progress (SEC PROGRESS) page displays fuel and time
information. This page is accessed from the SEC F-PLN INIT page, by pushing
the PAGE key.
Route reserve fuel and its percentage of trip fuel (RTE RSV/%) are displayed in
1L. Either factor can be entered, but not both simultaneously. Fuel and time
allowance for holding at the alternate are located at 2L and follow the same entry
rules as RTE/RSV.
The data in 3L, extra fuel and hold time at the alternate (EXTRA/TIME), are
computed considering available block fuel and all consumption and reserve
values. This field cannot be edited by the flight crew.
Access to the secondary descent forecast page is provided in 2R (DESCENT).
Lines 5 and 6 show the Estimated Time of Arrival (ETA), Distance To Go (DTG),
and Estimated Fuel On Board (EFOB) at the secondary destination and Alternate
(ALTN) secondary destination, respectively. If an enroute waypoint for an
alternate is desired, enter an alternate in the SP and push LSK 6L. The information
displayed will be the same type as that of the secondary destination.
The SEC F-PLN pages serve the same purpose as the ACT F-PLN pages except
that they relate to the secondary flight plan. Their format and data are identical
with two exceptions. The title ACT is replaced with SEC and predictions are
displayed on the SEC F-PLN only if the secondary flight plan was created by
copying the primary flight plan. The predicted time, speed, altitude, and distance
fields are dashed.
The SEC F-PLN provides the pilot with the capability to develop an altered
F-PLN that incorporates a new approach and landing runway at the destination. It
can be used for runway changes, alternate routes, and changes in destination.
Refer to the MD-11 Flight Crew Operations Manual Volume II for procedures.
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REF INDEX Page (FMS-911/-912/-913 with ARINC 724 ACARS)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0096
The reference index (REF INDEX) page provides access to special pages which
build or modify a flight plan frequently requiring reference to existing waypoints
and navaids, or definition of new ones. The REF INDEX page illustrated above
provides access to status and maintenance pages, discussed in a later section of
this chapter.
The maintenance page, accessed by LSK 5R, is only available during preflight or
after the completion of a flight plan.
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WAYPOINT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0097
The WAYPOINT page displays waypoint data. This page is accessed from the
REF INDEX page by pushing LSK 2L on that page.
This page is initially blank except for the title, the IDENT and boxes in 1L which
indicate that the flight crew must type in the waypoint identifier.
The illustration above shows a format for a runway waypoint. If the selected
runway contains an ILS approach, ILS category of either 0, 1, 2, or 3 will be
displayed in 4R and runway data will be displayed in 4L, 5L, and 6L. For other
waypoint types such as those from airway charts or other flight crew-defined
waypoints, the runway data in 4L, 5L and 6L will be blank.
Exit from the WAYPOINT page is by use of the mode keys.
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DEFINED WAYPOINT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0098
This page displays or allows deletion of waypoints defined by the flight crew. The
illustration shows a waypoint defined as a place/bearing/distance. In this example,
this is the 8th of the allowable 40 flight crew-definable waypoints as indicated by
the 8/40 at the right end of the title line. The other defined waypoints are displayed
by use of the 1R NEXT and 2R PREV prompts. Definition of a new waypoint may
be done on the ACT F-PLN page 1 or SEC F-PLN page 1 or on the NEW
WAYPOINT page accessed by 4R. Line 5R deletes all defined waypoints, but
waypoints may be deleted singly by use of the CLR key line selected to 1L.
Deletion is not allowed if the waypoint is constrained in either the active or
secondary flight plan.
If the waypoint had been defined as a latitude/longitude waypoint the
place/bearing/distance data in 3L would be blank. If it had been defined as a
runway, the elevation, length, and course information would be displayed in lines
4L, 5L, and 6L as on the WAYPOINT page.
All defined waypoints are deleted upon flight completion unless they are stored in
the secondary flight plan.
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NEW WAYPOINT Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0099
The NEW WAYPOINT page allows definition of waypoints as latitude/longitude
points, place/ bearing/distance points or as runways. When the page first appears,
it is blank except for the labels and boxes, prompting the flight crew's choice of
definition types. This page is accessed from the DEFINED WAYPOINT page by
pushing LSK 4R of that page.
The flight crew may enter a new waypoint by typing the identifier (IDENT) in 1L
and pushing LSK 1L. If the identifier is already in the database, a subsequent
call-up of the waypoint will result in the display of the DUPLICATE NAMES
page. The DUPLICATE NAMES page allows selection of a specific waypoint,
runway or navaid when more than one with same identifier exists in the database.
After entering the identifier in 1L, the flight crew may enter either a
latitude/longitude by typing LAT/LONG in the SP and pushing LSK 2L or a
place/bearing/distance by typing in the place/bearing/distance in the SP and
pushing LSK 3L. If a latitude/longitude is entered in 2L (LAT/LONG) then 3L
(PLACE/BRG/DIST) is blanked. If a place/bearing/distance is entered in 3L, then
the latitude and longitude are computed and displayed in 2L.
If a runway entry is desired, type the runway in the SP and push LSK 1L. In this
case either 2L or 3L data must also be entered and the position is assumed to be
the threshold.
The prompts ELEV, LENGTH and CRS will appear in 4L, 5L and 6L and the data
must be filled in before ENTER is displayed in 6R, allowing the new waypoint to
be entered in the database.
If there are already 40 defined waypoints, the first one in the defined waypoints
list that is not in the flight plan is deleted and the newly defined one entered. If
there are none that are not in the flight plan, then entry of the new one is not
allowed.
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NAVAID Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0100A
Upon initial access the NAVAID page displays information on navaids then being
tuned by the FMS. Data on the navaids being tuned are presented on separate
NAVAID pages as follows:
Page 1 - Navaid for bearing pointer display.
Pages 2 and 3 - Navaids for radio position computation.
Page 4 - ILSDME/MLSDME for display.
If a navaid for bearing pointer display is also being used for positioning, then the
navaid for ILSDME/MLSDME display, if present, will move up to page 3.
The NAVAID page can also display information on any navaid in the database
upon definition of that navaid by the flight crew.
The illustration is an example of a NAVAID page as first accessed from the REF
INDEX page. It shows the data displayed for a VORDME: Identifier,
latitude/longitude, elevation, class, figure of merit, and magnetic declination. The
illustration also indicates that there are four navaids being tuned by the FMS (1/4
in title line). Information on the others may be obtained by use of the NEXT and
PREV prompts.
If the navaid had been a DME, the declination field would have been blank. If it
had been a non collocated VORDME, the CLASS would have been VORDME
NON-COLLOCATED.
If no navaids were being tuned when the page was accessed, the data fields would
have been blank except for boxes in 1L.
If the flight crew enters a navaid identifier in 1L, the same types of information
will be displayed but only one page of data will be available. NEXT and PREV
will not appear and no numbers (1/4) will be in the title line.
For reference, the maximum allowable navaid distances for tuning are shown in
6L. For the four figures of merit the distances are: 0, 40 NM; 1, 70 NM; 2, 130
NM; 3, 250 NM.
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Line 4R allows a way to stop a navaid from being autotuned for position update
or display during the current flight. Manual tuning capability will not be affected.
The flight crew may restore the navaid by use of the CLR key. It is also cleared by
completion of the flight or by activation of the other database on the A/C STATUS
page.
The mode keys are used to exit the NAVAID page.
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DUPLICATE NAMES Page (FMS-911/-912/-913)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0101
This page allows the flight crew to select a specific waypoint, airport runway or
navaid when more than one with the same identifier exists in the database. The
page comes up automatically when a non-unique identifier is entered on any one
of the following pages: Any flight plan page, LAT REV page, FIX page,
PROGRESS page, NAVAID page, NAV RADIO page, WAYPOINT page or direct
to/intercept page. It is also displayed whenever duplicate names cannot be
resolved automatically in ACARS route data.
The illustration above shows a page of duplicate navaid names. If the ambiguous
identifier had been a waypoint of any type, the page would look the same except
there would be no FREQ (frequencies) label. The asterisks are not displayed if the
duplicate names are not associated with the active flight plan.
Pushing LSK 6R returns to the page which called up the DUPLICATE NAMES
page with no selection having been made. Pushing any one of the LSKs beside a
defining waypoint or navaid selects that one and returns the display to the calling
page.
NOTE: Detailed data may be displayed about a specific waypoint by
entry of its entire identifier in the IDENT box.
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Flight Reference Information Pages
TAKEOFF Page
1L
1R
2L
2R
3L
3R
5L
V1
--VR
---
6L
V2
---
4L
4R
5R
6R
LB1-3-0102
This page is accessed by pushing the TO/APPR mode key prior to or during
takeoff. It displays pilot-entered and calculated takeoff data. Once this page is
exited it will no longer be accessible after the takeoff phase.
Line 1L allows the flight crew to enter an assumed temperature for a FLEX TO
thrust rating. FLEX entries on this page will also be entered on the THRUST
LIMITS page, and vice versa. Range is from TAT to 70 degrees C. TAT from the
ADC will be displayed to the right of FLEX values. TAT is not pilot alterable. To
regain full thrust the assumed FLEX temperature may be cleared.
Line 2L displays the expected packs setting which may be toggled from OFF
(small font) to ON (large font) by pushing LSK 2L. The PACKS OFF or ON signal
controls automatic pack operation during takeoff. To the right of the PACKS field,
the N1/EPR computed thrust rating will be displayed (small font) and cannot be
changed.
Line 3L allows the flight crew to enter the flap setting. Range is from 10 degrees
to 25 degrees. To the right of FLAP values, the stabilizer (STAB) position is
displayed in small font and cannot be altered. If, after inserting a FLEX
temperature for a reduced thrust takeoff, full power takeoff is desired, pushing the
GA button will reset all takeoff data and thrust settings to full power. Changing
the active runway in the MCDU will accomplish the same actions. Either of these
actions will require reconfirming takeoff data in the FMS.
TOCG/TOGW - These values are the same numbers as on the WEIGHT INIT
page. After engine start, the TOGW on the WEIGHT INIT page changes to GW.
As fuel is used, both pages reflect the change.
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Line 4L V1, line 5L VR, and line 6L V2 are computed for pilot reference and
display on the PFD. Before any values are computed, the fields are displayed as
dashes allowing pilot entry and clearing. Once these values are computed, they are
displayed in small font with asterisks, prompting the pilot to confirm them by
pushing the associated LSK. CHECK/CONFIRM VSPDS is displayed in the SP
until the pilot either confirms/enters all three Vspds or clears the message. Each
Vspeed is displayed in large font once it is confirmed. Until the throttles are set
for takeoff, the pilot may make an entry overwriting a confirmed or computed
value. If this entry is then cleared, the computed value is redisplayed in small font
with an asterisk and the CHECK/CONFIRM VSPDS message in the SP. Vspeeds
are not computed by the FMS if ALT T/O or any of the GE derate T/O thrust limits
are used.
Confirmed Vspeeds are compared to the computed values and if a +/- 2 knot
tolerance is exceeded, the computed value is displayed in small font with asterisks
and the message CHECK/CONFIRM VSPDS in the SP. If at any time the
computed values are disabled, the CHECK/CONFIRM VSPDS message is
displayed in the SP. This message is also displayed when the FMS goes into LAT
ONLY mode.
The flap and slat retract speeds/final segment climb speed (V3) and operational
climb speed (VCL) displayed in small font to the right of fields 4L, 5L, and 6L are
computed and not pilot-alterable. Whenever V1, VR, and V2 are all confirmed,
the flap retract (VFR), speed is displayed. VSR/V3, the slat retract speed, is equal
to V3 and is computed and displayed based on aircraft gross weight. If FMS is in
LAT ONLY mode, VFR is not calculated by the FMS and is displayed as dashes.
Line 1R provides a prompt to access the THRUST LIMITS page.
Line 2R runway SLOPE/WIND are required for FMS Vspeed calculation. Entries
for either of these two fields must be preceded with a + or a - (even for zeros). A
+ in the slope field represents an uphill slope and a - represents a downhill slope.
Up and downhill slopes may also be entered in the SP preceded by U or D,
respectively. A - in the wind field represents a tailwind and a + represents a
headwind. Head and tailwinds may also be entered in the SP preceded by H or T,
respectively. Omission of the prefixes with the slope and/or wind will be assumed
to be an uphill slope and/or a headwind component, respectively.
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OAT - Outside air temperature is boxed indicating a mandatory entry for V-speed
computations. Entries may be preceded by a + or - for temperature, otherwise +
will be the default. Entries may be made in either degrees Centigrade or
Fahrenheit. C for Centigrade or F for Fahrenheit must follow the temperature
entered. After the temperature is entered, pushing 3R with no data in the SP will
cause the OAT entry to be converted between Centigrade and Fahrenheit values.
NOTE: Temperature for the FMS OAT must not be taken from the TAT
display on the EAD. Another source such as ATIS, ATC, weather
dispatch, etc., must be used.
Line 4R CLB THRUST, Line 5R ACCEL and Line 6R EO ACCEL are computed
by FMS and may be altered by the pilot during preflight. If the computed values
are not available, the pilot is allowed to enter values into the dashed fields.
NOTES: With the FCP altitude set lower than the ACCEL or CLB
THRUST altitude, the FMS values will be edited to the FCP altitude
during altitude capture. Provided all engines are operational, climb
speed (VCL), limited by constraints and placard speeds, will become
the FMS speed target and climb thrust (CLB THRUST) will become
the engine thrust setting when the aircraft levels off at the FCP
altitude (ALT HOLD).
If the aircraft has not climbed through the ACCEL altitude and flaps
and slats are extended, the Vmin marker on the airspeed display will
be a function of 1.2 Vs.
The takeoff speeds (V1, VR, V2) computed by the FMS are based on
Balanced Takeoff Performance as computed in the Airplane Flight
Manual (AFM)
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APPROACH Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0104
The APPROACH page is accessed by pushing the TO/APPR key after takeoff or
by line selecting 6R APPROACH> on the GO AROUND page. It is not available
if there is no destination in the flight plan. This page displays landing and
go-around data. The illustration shows a typical APPROACH page.
Lines 1L, 2L, and 3L display the minimum maneuvering speeds for clean, slats
extended, and flaps extended configurations. These speeds will not be editable by
the flight crew and will be displayed in large font. If FMS is in LAT ONLY mode,
the minimum maneuvering speeds for slats extended and flaps 28 degrees are
displayed as dashes.
Lines 4L and 6L indicate available slat/flap settings for landing. The selected
configuration is displayed in large font without an asterisk in 4L. The setting in 6L
(small font with an asterisk) may be selected by pushing 6L with the SP empty.
This selection will cause the setting in 6L to be transferred into 4L (large font
without an asterisk) and the setting in 4L to be transferred into 6L (small font with
an asterisk).
Line 5L VAPP and VREF displays computed final approach speed and the
reference speed. VAPP is computed as VREF plus 5 knots, but may be altered by
the flight crew. VREF is computed as 1.3 times the stall speed for the selected
landing configuration and may not be altered by the flight crew.
NOTE: For approach speed target information, refer to MD-11 Flight
Crew Operations Manual, Volume II.
The computed landing weight is displayed in 1R in small font and is not editable
by the flight crew.
Lines 2R and 3R display runway length in feet and elevation in feet. Both of these
fields are displayed in large font and neither are flight crew editable.
A timer value in minutes and seconds entered in 4R is used to initialize the EIS
countdown timer. Entries may be cleared by the flight crew. The timer may be set
to a max of 59 minutes and 59 seconds.
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Line 6R gives access to the GO AROUND page but is only available while in
cruise, descent, or approach. Otherwise, exit from the APPROACH page is by the
mode keys.
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GO AROUND Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0105A
The GO AROUND page is accessed from 6R on the APPROACH page, or is
displayed automatically if the G/A button on the center throttle is pushed. This
page allows the crew to review or modify thrust reduction or acceleration
altitudes.
Line 2L VFR displays flap retract speed.
Line 3L VSR displays slat retract speed.
Line 4L CLEAN MIN displays predicted landing weight Vmin for flaps and slats
retracted.
Line 1R CLB THRUST displays climb thrust altitude or allows alteration by the
flight crew. The default value is 1500 feet AGL. Minimum allowable is 1000 feet
AGL.
Line 2R ACCEL displays origin elevation where acceleration above V2 + 10
knots can begin. Flight crew may alter this value. This value must be greater than
CLB THRUST altitude. The default value is 3000 feet AGL. Minimum allowable
is 1000 feet AGL.
Line 3R EO ACCEL allows flight crew alteration of origin elevation where engine
out acceleration is initiated. The default value is 800 feet AGL or as an option,
1500 feet.
THRUST LIMITS page may be accessed from line 5R.
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APPROACH page may be accessed from line 6R.
NOTES: With the FCP altitude set lower than the ACCEL or CLB
THRUST altitude, the FMS values will be edited to the FCP altitude
during altitude capture. Provided all engines are operational, climb
speed (VCL), limited by constraints and placard speeds, will become
the FMS speed target and climb thrust (CLB THRUST) will become
the engine thrust setting when the aircraft levels off at the FCP
altitude (ALT HOLD).
If the aircraft has not climbed through the ACCEL altitude and flaps
and slats are extended the Vmin marker on the airspeed display will
be a function of 1.2 Vstall. If the slats are retracted prior to reaching
the ACCEL altitude, the Vmin marker will be a function of 1.25
Vstall. Once the ACCEL altitude has been achieved, the Vmin
marker will be a function of 1.3 Vstall.
THRUST LIMITS PAGE
Access to the THRUST LIMITS page is available from the TAKEOFF page,
active PERF page, and the GO AROUND page.
The THRUST LIMITS page allows selection of maximum as well as preselected
derated thrust limits. The THRUST LIMITS function allows for two THRUST
LIMIT modes: AUTO and MANUAL. In AUTO mode, the FMC performs all
automatic thrust limit transitions based on the aircraft state in the vertical flight
plan. In MANUAL mode, the flight crew causes thrust limit transitions by manual
selection on the THRUST LIMITS page and the only automatic transitions
performed by the FMCs are aircraft safety related.
AUTO is the default selection mode at power up or in preflight. MANUAL mode
is activated by selecting any thrust limit displayed in large font.
NOTE: The thrusts selected on this page merely set thrust limits; they do
not control the thrust required.
Through the course of a flight one thrust limit is always ACTIVE while all others
are either AVAILABLE FOR ACTIVATION, ARMED, or AVAILABLE FOR
ARMING. The ACTIVE thrust limit is sent to the FCC for throttle control. This is
the limit displayed on the left side of the page in large font, preceded by a right
arrow.
NOTE: The pilot can change the ACTIVE thrust limit any time prior to
takeoff by pushing the line select key (LSK) corresponding to an
AVAILABLE FOR ACTIVATION takeoff thrust limit (one with an
asterisk).
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AVAILABLE FOR ACTIVATION thrust limits are displayed in small font with an
asterisk. Pilot selection results in this thrust limit immediately becoming the new,
ACTIVE thrust limit.
ARMED thrust limits are displayed in large font without an asterisk (MCT, CLB,
CRZ, G/A) and are programmed to automatically become the ACTIVE thrust
limit as flight conditions (aircraft state or phase of flight) require. A pilot manually
selecting any ARMED thrust limit changes the functioning THRUST LIMIT
mode to MANUAL and the selected thrust limit immediately becomes the
ACTIVE thrust limit.
AVAILABLE FOR ARMING thrust limits are displayed in small font without an
asterisk (CLB1, CLB2). Pilot selection results in this thrust limit immediately
becoming the new, ARMED thrust limit. Selecting this thrust limit does not
change the functioning THRUST LIMIT mode but immediately becomes the
corresponding ARMED thrust limit.
The following is a description of features which are customer-selectable options.
Depending on the options enabled, these features may or may not be present on
the THRUST LIMITS page.
a. Single Derate: This option provides one fixed-percentage derate for
takeoff and climb. The derate percentage value is fixed, and cannot
be altered by the pilot.
b. Dual Derate: This option provides two fixed-percentage derates each
for takeoff and climb. When enabled, two takeoff and two climb
fixed-percentage derates are available for selection. The derate
percentage values are fixed, and cannot be altered by the pilot.
c. Manual Takeoff Thrust Override: This option allows the pilot to enter
a maximum thrust limit which exceeds the FMS computed thrust
limit value.
d. Alternate Takeoff thrust: This option, when enabled, makes available
a 3 percent derated takeoff thrust limit.
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AUTO THRUST LIMITS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-1925
AUTO THRUST LIMITS Page During Preflight/Takeoff
The THRUST LIMITS page, during preflight or takeoff, is shown above in AUTO
mode with the Dual Derate, Manual Takeoff Thrust Override, and Alternate
Takeoff Thrust options enabled.
LSK 1L - T/O Thrust. Displays the available or ACTIVE/selected maximum
takeoff thrust limit (T/O, ALT T/O, or OVRD T/O) with corresponding N1 limit.
Selection will result in the making the thrust limit the ACTIVE thrust limit and
being displayed in large font.
Line 1C - TAT (Total Air Temperature) - TAT is displayed in small font.
LSK 1R - Flexible Derated Takeoff Thrust (FLEX). Entry field for the
pilot-enterable temperature for computing a flexible derated takeoff thrust limit.
Entering a flex temperature and pressing LSK 1R activates the Flex Derate
Takeoff thrust limit, as indicated by “FLX DERATE T/O” and the ACTIVE thrust
limit arrow in 2L. A FLEX temperature can be cleared and a flex temperature
thrust limit can be cancelled by pressing the CLR key, then pressing LSK 1R
anytime prior to throttle advance. Clearing a FLEX temperature entry or thrust
limit causes the FMS to revert to the maximum takeoff thrust limit (T/O).
LSK 2L - Derated Takeoff Thrust 1, T/O1 (Optional). If the Singe Derate option
is enabled, then this field will, by default, display the first Fixed-Percentage
Derate, T/O1. Additionally, this field will display the ACTIVE takeoff thrust
limit, indicated by an arrow, when a takeoff thrust limit other than T/O is selected
(T/O1, FLX DERATE) for use. If the Dual Derate option is enabled, the second
fixed-percentage derate thrust, T/O2, will be displayed here, if it is selected to be
the active takeoff thrust limit. If either ALT T/O, FLX DERATE, or OVRD T/O
is selected, then T/O1 and T/O2 are not displayed.
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LSK 2R - Derated Takeoff Thrust 2, T/O2(Optional). If the Dual Derate option is
enabled, then this field will by default, display the second Fixed-Percentage
Derate takeoff thrust limit T/O2. Additionally, this field will display T/O1 when
T/O2 is selected to be the active takeoff thrust limit. If either ALT T/O, FLX
DERATE, or OVRD T/O is selected, then T/O1 and T/O2 are not displayed. If the
Dual Derate option is not enabled, then this field is blank.
LSK 3L - Maximum Continous Thrust (MCT). Always displays the Maximum
Continuous Thrust (MCT) limit.
LSK 3R - Alternate Thrust Rating, ALT (Optional). If the ALT Takeoff option is
enabled, then this field will display the inactive, alternate takeoff thrust limit
(ALT), a 3% derated takeoff thrust limit. Pressing LSK 3R displays “ALT T/O” in
1L as the ACTIVE thrust limit, indicated by an arrow, and places “T/O” in 3R.
This field is blank if the ALT Takeoff option is not enabled or the FMS has
transitioned out of the takeoff flight phase.
LSK 4L - Maximum, Climb Thrust (CLB). Always displays the Maximum Climb
Thrust (CLB) limit.
LSK 4R - Takeoff Thrust Override, OVERRIDE (Optional). If the Takeoff
Override option is enabled, then this field will display “OVERRIDE [ ]” in 4R,
where the pilot can enter the override thrust limit value into the blank field
between the brackets. If an override thrust limit is entered, then 1L displays
“OVRD T/O”as the ACTIVE thrust limit, indicated by an arrow, with the entered
thrust limit to the right. This field is blank when OVRD T/O is the ACTIVE
takeoff thrust limit or the Takeoff Override option is not enabled. An OVRD T/O
entry can be cleared with the CLR key or by selecting any other available takeoff
thrust limit.
LSK 5L - Derated Climb Thrust 1, CLB1 (Optional). If the Single Derate option
is enabled, then this field will display the ARMED or ACTIVE/selected
fixed-percentage climb thrust limit, CLB1(by default). If the Dual Derate option
is enabled, then this field will display the active fixed-percentage derated climb
thrust, CLB1 (by default) or CLB2.
LSK 5R - Derated Climb thrust 2, CLB2 (Optional). If the Dual Derate option
enabled, then this field will display the unarmed or inactive fixed-percentage
derate climb thrust limit, CLB2 (by default) or CLB1 (if CLB2 is the ARMED or
ACTIVE thrust limit). If the Dual Derate option is not enabled, then this field will
be blank.
LSK 6L - Maximum Cruise Thrust (CRZ). Always displays the Maximum Cruise
Thrust (CRZ) limit.
LSK 6R - RETURN Prompt. Selection of this prompt returns to the previous FMS
page from where the THRUST LIMITS page was accessed (TAKEOFF, PERF, or
GO-AROUND).
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Takeoff Derates
A pilot has as an option, to choose from two different kinds of derated takeoff
thrust limits, a flex temperature and a fixed-percentage.
Flex Temperature Derates - A FLEX temperature can be entered on the TAKEOFF
page or in 1R on the THRUST LIMITS page. If a FLEX temperature has been
entered, the computed FLX DERATE thrust limit is displayed in 2L. If either of
the Single or Dual Fixed-Percentage Derate(s) option are enabled, then those
takeoff derates are removed from the display when a FLEX temperature has been
entered. The FLX DERATE thrust limit can be deactivated before takeoff by
clearing the FLEX temperature entry in 1R using the CLR key, or by selecting an
available takeoff thrust. During a flexible derate takeoff, full takeoff thrust can be
restored by pushing the TO/GA button on the throttle levers.
Fixed-Percentage Derates - If enabled, one or two fixed percentage derates are
displayed in line 2 (2L and 2R, as applicable). The ARMED or ACTIVE derated
thrust limit is always displayed on the left side of the display, 2L. For example, if
T/O2 in 2R is selected to be the ACTIVE thrust limit , then T/O2 is moved to 2L,
displayed in large font, and T/O1 is displayed in 2R as available to be activated.
Whenever a fixed percentage takeoff derate is selected as the ACTIVE thrust
limit, the associated climb derate is automatically ARMED (CLB1 with T/O1, or
CLB2 with T/O2). The pilot has the option of cross-arming climb and takeoff
derates (CLB2 with T/O1, or CLB1 with T/O2) by simply selecting the desired
AVAILABLE FOR ARMING climb derate at LSK 5R after the derated takeoff
thrust has been selected.
Maximum Continous Thrust
MCT automatically becomes active in the event of low-speed protection or engine
failure. When the low speed condition or engine out condition has been cleared,
the thrust limit automatically transitions from MCT to CLB or CRZ, as
appropriate for the current flight phase.
Climb Derates
If enabled, one or two fixed-percentage climb thrust derates are displayed in line
5 (5L and 5R, as applicable). The climb derate is armed when the associated
fixed-percentage takeoff derate is selected (CLB1 with T/O1 and CLB2 with
T/O2). The pilot has the option of cross-arming climb and takeoff derates (CLB2
with T/O1, or CLB1 with T/O2) by simply selecting the desired derated climb
thrust limit after the derated takeoff thrust limit has been selected.
The climb thrust limit (4L) and climb derates (5L and 5R) operated the same as
the maximum and derated takeoff thrust limits. At the thrust reduction altitude,
the following occurs:
• The FMS transitions to CLIMB thrust limit.
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• The derated takeoff thrust limits in 2L and 2R are removed.
• Line 1 displays the go-around thrust limit.
• The climb thrust limit is the ACTIVE thrust limit and the other climb
thrust limits are AVAILABLE FOR ACTIVATION.
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AUTO THRUST LIMITS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0146
Alternate Takeoff Thrust Limit
When the derated Alternate Takeoff (ALT T/O) Thrust option is enabled, the pilot
may switch between the ALT T/O thrust limit and the T/O thrust limit at anytime
prior to takeoff by selecting LSK 3R. If ALT T/O is the ACTIVE thrust limit and
a windshear condition occurs, the “Maximum Takeoff (T/O)” thrust limit
automatically becomes ACTIVE.
Manual OverrideThrust Limit
A pilot can manually enter and activate a takeoff thrust limit prior to 70% thrust
being reached by entering an N1 into 4R (OVERRIDE). When an OVRD T/O
thrust limit is activated all other available takeoff thrust limits are no longer
displayed on the page. The OVRD T/O thrust limit can be deactivated by clearing
(CLR) the OVRD T/O thrust limit in 1L or selecting any non-takeoff thrust limit.
Additionally, the OVRD T/O thrust limit may be deactivated by inserting an
ACARS uplinked FLEX temperature. Deactivating the OVRD T/O entry causes
T/O to become activated and all other available takeoff thrust limits are displayed.
If the ACTIVE thrust limit is the OVRD T/O, an automatic deselection will not
occur due to detection of a windshear situation.
CRZ and MCT thrust limits are always ARMED during the preflight/takeoff
portions of flight. CRZ, the ARMED climb and MCT thrust limits are allowed to
be activated on the ground for engine runup purposes. Safeguards are provided to
prevent these thrust limits from remaining as ACTIVE during takeoff.
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AUTO THRUST LIMITS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-1927A
AUTO THRUST LIMITS Page During Climb
When the thrust reduction altitude is reached, the THRUST LIMITS page will
automatically transisition from takeoff to climb, and the ARMED climb thrust
limit becomes the ACTIVE thrust limit, being displayed on the left side of the
page and indicated by the ACTIVE thrust limit arrow. At the same time, all
takeoff thrust limits are removed and Line 1 displays the ARMED go-around
thrust limit, “G/A.”
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AUTO THRUST LIMITS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-1928A
AUTO THRUST LIMITS Page During Cruise and Descent
During the cruise or descent phase of flight , the accessed THRUST LIMITS page
displays the CRZ thrust limit as the ACTIVE thrust limit indicated by the arrow.
Once the slats/flaps are deployed during descent, CLB becomes the ACTIVE
thrust limit as indicated by the arrow.
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AUTO THRUST LIMITS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-1929A
AUTO THRUST LIMITS Page During Go Around
In go-around, the THRUST LIMITS page displays G/A as the ACTIVE thrust
limit. All other thrust limits remain as ARMED or AVAILABLE FOR ARMING.
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MANUAL THRUST LIMITS Page
N1
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-1930
MANUAL THRUST LIMITS Page
The title of the THRUST LIMITS page changes to MANUAL THRUST LIMITS
any time the pilot selects an ARMED or the ACTIVE thrust limit. All of the
displayed thrust limits are available to be activated and are displayed in large font.
The ACTIVE thrust limit has an arrow in front of it with the corresponding thrust
limit value in large font. The OVERRIDE takeoff thrust prompt is replaced with
the SELECT AUTO* prompt in 4R. Pushing LSK 4R returns the thrust limit
MODE to AUTO.
In MANUAL MODE, only crew action can change the ACTIVE thrust limit,
except in the event of an engine out, windshear or low speed protection.
Automatic thrust limit transitions will occur under these conditions..
Windshear, Low-Speed Protection, and Engine-Out Conditions
Aircraft reactions to detected windshear events are dependent on the phase of
flight and the system which detected the windshear phenomenon. A windshear
event detected by the reactive windshear system will activate the maximum
available (non-derated) takeoff or go-around thust limit, as applicable. However,
windshear conditions detected by the predictive windshear system (PWS) simply
provides visual and aural cockpit warnings, but DOES NOT activate the
maximum available thrust limit.
An engine-out confirmation in portions of flight other than takeoff or go-around,
automatically activates the MCT thrust limit. Additionally, the low-speed
protection function, when activated, will also activate the next higher thrust limit
above the current thrust limit (CRZ-->CLB-->MCT) as necessary to recover
airspeed.
NOTE: Windshear or Low-Speed Protection commands full, available
thrust regardless of thrust mode selections made by the flight crew.
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PROGRESS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0106
The PROGRESS page displays the following data:
• The last flight plan waypoint (FROM) with the actual time (ATG) of
crossing and altitude (ALT).
• The currently active (TO) waypoint with a predicted time (ETG) to
waypoint and altitude.
• The NEXT waypoint.
This page is accessed by pushing the PROG key.
Line 4 shows current Wind (WIND) and Temperature (TEMP) and Usable Fuel
On Board (UFOB), and line 5 shows Estimated Time of Arrival (ETA), flight plan
Distance To Go (DTG), and Estimated Usable Fuel (EFOB) at the primary
destination (DEST). Line 6 displays similar data for the Alternate (ALTN)
destination.
An existing flight plan waypoint can be entered in 6L to enable flight crew
monitoring for re clearance (no effect on existing flight plan). The same prediction
data will be displayed for this new waypoint as is displayed for the destination.
The title line of the PROGRESS page shows the flight number if it was entered on
the F-PLN INIT.
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DESCENT and SEC DESCENT FORECAST Pages
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0107
The DESCENT FORECAST page is accessed by LSK 5R on the DESCENT perf
mode page and enables the flight crew to enter the descent wind and temperature,
for the active flight plan. The SEC DESCENT FORECAST page is accessed by
LSK 2R on the SEC PROGRESS page and allows the flight crew to enter the same
type of data for the secondary flight plan.
A maximum of three different altitude/wind combinations may be entered in lines
2L, 3L and 4L. The FMS will automatically arrange them in descending order
from top to bottom. Entries of altitude only, or altitude and wind are acceptable
and displayed in large font. The wind bearing and magnitude may only be entered
without the altitude when the altitude already exists. Each altitude entry may be
entered as flight levels or as pressure altitudes.
Line 5L automatically displays the destination in large font, only allowing the
winds to be entered.
Pushing 1R selects anti-ice for descent path computation. Turning the anti-ice on
does not automatically select the FMS anti-ice computation.
The temperature at the destination can be entered in 5R. This field is displayed in
large font and may be cleared back to brackets.
NOTES: Altitudes should be entered as a FL above the transition level.
If the destination is changed to other than the destination airport, all
previous wind entries on this page are deleted.
The Insert prompt is displayed in 6L whenever an altitude/wind entry or edit is
performed. An asterisk precedes the inset prompt for the active DESCENT
FORECAST page, but not for the SEC DESCENT FORECAST page.
A return to PERF Mode and SEC PROGRESS page prompts are provided on the
active and secondary DESCENT FORECAST pages, respectively, and both the
DESCENT FORECAST and SEC DESCENT FORECAST pages may be exited
by mode key selection.
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FIX INFO Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0108
The FIX key provides access to two FIX INFO pages that provide the pilot with
the bearing and distance from a specified fix and the capability to obtain predicted
down path crossing times, distances, and altitudes from a defined radial off the
reference fix. The specified fix may be a waypoint, a waypoint/course intercept
point on the ACT F-PLN, or an abeam point. Fix identifiers must be defined in
either the database or as a pilot defined waypoint. Waypoints entered as PBD or
lat/long will result in a corresponding pilot defined waypoint being created. The
operation of each page is identical. Pushing the FIX key results in a screen with
FIX INFO as the title and 7 empty boxes in 1L (not shown). Choosing a fix and
entering it into 1L with the SP results in the FIX INFO page shown here.
Line 1L FIX, RAD/DIST. FIX of interest entered into the FIX data field 1L.
RADial and DISTance from that point to the aircraft.
Line 3L DNTKFX, ETO, DTG, ALT. Course from that fix may be entered in 3L,
4L, and/or 5L. Predictions are calculated for the radial distance or down track
distance (DNTKFX) from the fix to over the F-PLN intercept point, the Estimated
Time Over (ETO) to the intercept point, the Distance To Go (DTG) to the intercept
point, and the predicted altitude (ALT) over the intercept point. Course entries
which do not intercept the active F-PLN or that intercept with a leg transition or
any leg not terminating at a fix are displayed in large font followed by NO
INTERCEPT on the same line. Lines 3L, 4L, and 5L can be cleared by the CLR
key.
Line 6L ABEAM. The abeam course to the flight plan track with the same data as
in 3L above. If there is not an abeam course to the flight plan, then the abeam field
is dashed with the NO INTERCEPT message.
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CLOSEST AIRPORTS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0109
The airports are displayed in lines 1 through 4, in approximate order of distance
from the aircraft, along with the bearing/distance from the aircraft. Only those
airports within a 4000 nautical mile radius of the aircraft are shown. If there are
no airports within this limit, the message NONE WITHIN 4000 NM will be
displayed across the center of the page.
Airport identifiers may be entered by the flight crew in 5L. Entries into this field
are not restricted by the 4000 NM limit.
Similar to the NONE WITHIN 4000 NM display, CHECK A/C POSITION will
be displayed across the center of the page when the aircraft's position is considered
to be invalid.
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CLIMB and SEC CLIMB FORECAST Pages
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0110
The CLIMB FORECAST page is accessed by LSK 6R on the CLIMB PERF mode
page and enables the flight crew to enter the climb wind and temperature for the
active flight plan. The SEC CLIMB FORECAST page is accessed by LSK 1R on
the SEC PROGRESS page and enables the flight crew to enter the same type of
data for the secondary flight plan. The SEC CLIMB FORECAST page differs
from the CLIMB FORECAST page in that SEC is added to the title and the
asterisk (*) is deleted preceding the INSERT prompt.
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CLIMB and SEC CLIMB FORECAST Pages
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0111
A maximum of three different altitude/wind combinations may be entered in lines
2L, 3L, and 4L. The FMS automatically arranges the entries in descending order.
Entries of altitude only, or altitude and wind are acceptable and displayed in large
font. The wind bearing and wind magnitude may only be entered without the
altitude when the altitude already exists. Each altitude entry may be entered as
either flight levels (FL200) or as pressure altitudes (20000). Wind entries may be
changed by any of the following format examples: /102/69, 102/69, or 102/069.
The altitude/wind field in 5L automatically displays the origin in large font, only
allowing the winds to be entered.
The temperature at the origin can be entered in 5R. This field is displayed in large
font and may be cleared back to brackets.
After an entry/edit is made, the insert prompt is displayed in 6L with the asterisk
(*) on the CLIMB FORECAST page and without the asterisk (*) on the SEC
CLIMB FORECAST page.
The CLIMB FORECAST page provides a RETURN TO PERF MODE page
prompt in 6R. The SEC CLIMB FORECAST page provides a RETURN TO SEC
PROGRESS page prompt in 6R. Both the CLIMB FORECAST and SEC
FORECAST pages may be exited by pushing a mode key.
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VERT REV Page 2/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0112
The VERT REV page 2 allows the crew to enter wind and temperature
information for prediction purposes. This page is accessible from the VERT REV
page 1 via the PAGE key, by right LSKs corresponding to cruise waypoints on the
ACT F-PLN page 2, or from another VERT REV page 2 via the PREV or NEXT
prompt.
The title at the top of the page is the respective waypoint of the flight plan the
VERT REV page 2 corresponds to.
A maximum of four different altitude/wind combinations may be entered in lines
2L, 3L, 4L, and 5L. The FMS automatically arranges the entries by altitude in
descending order from the top to the bottom of the page. Entered altitudes at any
waypoint are carried over to all waypoints, but the winds for each altitude may be
unique to each waypoint. Entries of altitude only, or altitude and wind are
acceptable and are displayed in large font. Altitude entries may be entered as
either flight levels (FL200 or 200) or as pressure altitudes (20000). The wind
bearing and wind speed may be entered without the altitude when the altitude
already exists. In such a case, wind bearing and speed may be entered either with
or without a leading slash. Selecting one of the altitude/wind LSKs with CLR in
the SP clears the entire entry, and upon insertion will clear all waypoint
altitude/wind entries for that altitude.
If the crew has entered and inserted wind data at a given altitude for at least one
waypoint, then all waypoints for which no entries have been made at that altitude
will have wind data automatically computed for them. This computation is
accomplished by using the inserted values to all other waypoints. These wind
values are displayed in small font.
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VERT REV Page 2/2
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0113
The ALT/TEMP field in 1R allows the pilot to enter a specific altitude with a
known temperature (in degrees C). Both the altitude and temperature are required
for entry, but edits may be made to either field once they are both entered.
If TRIP WIND has been entered on the F-PLN INIT page and there are no entries
in 2L, 3L, 4L, and 5L, then TRIP WIND is displayed in field 2R.
VERT REV page 1 is a flight plan modification page and can be accessed from
VERT REV page 2 by use of the PAGE key.
Winds are always referenced to true north. Unless pilot entered, origin winds
default to HD/000 kts and destination winds default to 0 kts.
The INSERT prompt is displayed in 6L whenever an altitude/wind entry or edit is
performed. The data entered or edited on this page has no effect on the system
until the INSERT prompt is pushed. If the page is exited without pushing INSERT,
then the entered or edited data is not retained.
The PREV> prompt is displayed in 3R. Selecting LSK 3R will slew back to the
previous waypoint. Should the VERT REV page 2 correspond to the active
waypoint the PREV> prompt will not be displayed.
The NEXT> prompt is displayed in 4R. Selecting LSK 4R will slew to the next
waypoint with the exception of the destination. Should a next waypoint be the
destination the NEXT> prompt will not be displayed.
The RETURN TO ACT F-PLN page prompt is displayed in 6R.
The SEC VERT REV page 2 functions the same for the secondary flight plan as
the VERT REV page 2 does for the primary flight plan, except there is no asterisk
by the INSERT prompt.
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NAV RADIO Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0114
The NAV RADIO page provides tuning status display and tuning control
capability for the VOR, ADF, ILS, and MLS receivers. It also provides for
selection of the VOR and LOC modes.
The ident, frequency, and course of VOR1 and VOR2 selected for display are
shown in 1L and 1R, respectively. The VOR ident (or frequency) is always
followed by /CRS in the label line. The course may not be entered until a VOR
ident (or frequency) has been defined, but an ident (or frequency) may be entered
without a course. If an ident is entered, the frequency corresponding to that ident
is displayed in the label line in small font. The data line displays the ident and
course value (if any) in large font. If an entered ident is not found in the database,
the message NOT IN DATA BASE is displayed in the SP. If more than one ident
exists for the entered ident, the DUPLICATE NAMES page is displayed and the
flight crew will select the desired ident.
NOTE: Once a radio has been manually tuned, it will not auto tune again
until that radio frequency is cleared.
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NAV RADIO Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0115
When a frequency is entered into either of the VOR fields, the label line displays
the ident in small font and the data line displays the entered frequency and course
in large font. If, upon an entered frequency, there is no available ident in the
database, the label remains VOR#/CRS with the frequency and course in large
font on the data line. If more than one ident exists for the entered frequency, the
ident closest to the aircraft is chosen from the database. If the VOR is autotuned,
the ident is displayed on the label line in small font and the frequency is displayed
on the data line, also in small font.
A small font VOR ARM prompt with an asterisk is provided upon entry of a VOR
ident (or frequency) and course. The prompt appears in 2 on the same side of the
MCDU page as the entered VOR information. If the VOR information is entered
on both sides of the MCDU, then the prompt appears on both sides of the MCDU.
Pushing the VOR ARM prompt prepares the FMC for VOR mode and replaces the
VOR ARM prompt with a VOR ARMED display (large font). Once the VOR
mode conditions for the armed VOR ident are satisfied, VOR TRACK (large font)
replaces the VOR ARMED display. Any of the VOR prompts or displays may be
cleared.
FMS VOR approach mode is not available above 18,000 feet. FMS VOR
approach mode is explained in the Automatic Flight chapter. FMS VOR approach
procedures are described in the MD-11 Flight Crew Operations Manual Volume II.
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NAV RADIO Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0116
The ident or frequency for ADF1 and ADF2 are flight crew-enterable in 3L and
3R, respectively. Either the ident, or the frequency may be entered, but not both.
If the frequency is entered the ident is extracted from the NAV database and
displayed in the label line. If the ident is entered the frequency is extracted from
the NAV database. If both the ident and the frequency are entered, they must
match an ident/frequency pair in the NAV database and displayed in the label line.
If an ident is entered and it does not exist in the NAV database, the message NOT
IN DATA BASE is displayed in the SP.
The ILS ident (or frequency) and course are flight crew-enterable in 4L. If the
ident is entered, the frequency is displayed in small font on the label line and the
ident is displayed in large font on the data line. If the frequency is entered, the
ident is displayed in small font on the label line and the frequency is displayed in
large font on the data line. In either case, the MLS field clears to brackets (if not
already). The course field represents the runway heading derived from the runway
database (displayed in small font), but may be entered by the flight crew
(displayed in large font). If the ILS is autotuned, the ident is displayed on the label
line in small font and the frequency and course (if available) is displayed on the
data line in small font.
Once an ILS course is entered or derived from the runway database, the LOC
ONLY prompt is displayed in small font in 5L with a leading asterisk. If LSK 5L
is pushed, LOC ONLY is displayed in large font without the asterisk.
FMS LOC ONLY approach mode is explained in the Automatic Flight chapter.
FMS LOC ONLY approach procedures are described in the MD-11- Flight Crew
Operating Manual Volume II.
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The MLS ident channel is displayed on line 4R (if MLS installed). Once an MLS
ident or channel is entered, the GPA/CRS field appears in 5R. The crew may enter
ident or channel (with leading slash). If the ident is entered, the channel comes
from the NDB and is in small font. If both ident and channel are entered, entries
must match the NDB (mismatch noted by SP message NOT IN DATA BASE). If
there is not data available for GPA/CRS, 5R is dashes until data is available. In
this case a GPA/CRS entry is not possible and NOT ALLOWED appears in the
SP. When an MLS ident or channel is entered, the ILS field (4L) is cleared to
brackets. If autotuned, the MLS ident and channel are in small font. The preselect
fields provide storage for future entries. An ident and frequency can be entered
into the SP and then either LSK 6L or 6R can be pushed. The data in the SP will
be shown in the preselect field. The crew can clear the data or enter it into a
different field by pushing the preselect LSK, then pushing the LSK corresponding
to the field where the preselect data is desired. The preselect field can be cleared
with the CLR key and the preselect LSK.
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System Monitoring Pages (FMS-911/-912/-913)
MAINTENANCE Page (FMS-911/-912/-913)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0117
The MAINTENANCE page allows FMS test functions to be performed. This page
is only available during preflight or after completion of a flight plan, and cannot
be displayed in the takeoff, climb, cruise descent or approach phases of flight. This
page is accessed by pushing the REF mode key, then when REF INDEX is
displayed, by pushing LSK 5R.
After the MAINTENANCE page is displayed, the following tests may be
accomplished as detailed below:
• SELF TEST. Push LSK 1L. If it passes the test, (PASS) is displayed
beside the LEFT-TEST legend. If it fails the test, the MENU page is
displayed and the FMC prompt does not appear.
• ANNUNCIATOR TEST. Push LSK 2L. This illuminates all three
annunciators on the MCDU (DSPY, MSG, and OFST) located on the sides
of the MCDU. The annunciators are extinguished in approximately 10
seconds.
• TEST PATTERN. Push LSK 3L. This brings up a special page which
displays all MCDU characters and symbols, and includes a RETURN
prompt for returning to the MAINTENANCE page.
• KEY TEST. Push LSK 4L. This brings up a succession of pages
containing specific key push instructions. Passing each test sequences to
the next key test until the down arrow, whose correct operation returns
back to the MAINTENANCE page.
The identifier for the currently loaded navigation data base is displayed in large
font in location 5L, and is not editable.
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MAINTENANCE Page (FMS-911/-912/-913)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0118
A navigation data base crossload may be armed by entering ARM into the
brackets of 5R. Once ARM is displayed, the user may select either the transmit
designation or the receive designation, thus arming the FMC to transmit or receive
a data base. If the user arms the FMC to transmit the crossload, the receive
designation is cleared. Alternatively, if the user arms the FMC to receive the
crossload the transmit designation is cleared.
Prior to selection of the transmit or receive designations, or following the transmit
designation, the ARM display may be cleared back to brackets with the CLR key.
To enable the crossload function, the transmitting FMC must be armed before the
receiving FMC is armed. Once the receiving FMC is armed, the crossload begins
and TRANSFER IN PROGRESS is displayed in the SP. Once completed,
TRANSFER COMPLETE is displayed in the SP, the transmit and receive
designations are displayed, and 5R once again displays brackets. While the
crossload is in progress the MCDU is nonfunctional. If for any reason the
crossload is interrupted, the transmitting MCDU displays TRANSFER
ABORTED in the SP. The receiving MCDU becomes inoperative and displays
NAV DATABASE LOAD INCOMPLETE in the center of a blank page. A
portable data base loader is then required to complete the load.
If the FMC is armed to receive a crossload before the transmitting FMC is armed,
the crossload function is not performed, and TRANSFER ABORTED is displayed
in the SP.
Exit from the MAINTENANCE page is by mode key, or automatically.
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System Monitoring Pages (FMS-920/-921)
MAINTENANCE Page (FMS-920/-921)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
DB1-3-1930
The MAINTENANCE page allows FMS test functions to be performed. This page
is only available during preflight or after completion of a flight plan, and cannot
be displayed in the takeoff, climb, cruise descent or approach phases of flight. This
page is accessed by pushing the REF mode key, then when REF INDEX is
displayed, by pushing LSK 5R.
After the MAINTENANCE page is displayed, the following tests may be
accomplished as detailed below:
• SELF TEST. Push LSK 1L. If it passes the test, (PASS) is displayed
beside the LEFT-TEST legend. If it fails the test, the MENU page is
displayed and the FMC prompt does not appear.
• ANNUNCIATOR TEST. Push LSK 2L. This illuminates all three
annunciators on the MCDU (DSPY, MSG, and OFST) located on the sides
of the MCDU. The annunciators are extinguished in approximately 10
seconds.
• TEST PATTERN. Push LSK 3L. This brings up a special page which
displays all MCDU characters and symbols, and includes a RETURN
prompt for returning to the MAINTENANCE page.
• KEY TEST. Push LSK 4L. This brings up a succession of pages
containing specific key push instructions. Passing each test sequences to
the next key test until the down arrow, whose correct operation returns
back to the MAINTENANCE page.
Exit from the MAINTENANCE page is by mode key, or automatically.
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CROSSLOAD Page (FMS-920/-921)
The purpose of this page is to initiate the crossloading of FMC/FMCU Databases
(DB) from the onside FMC/FMCU to the offside FMC/FMCU.
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
DB1-3-1931
The CROSSLOAD page is accessed by any of the following means:
• If the CROSSLOAD prompt (line 5L) is selected while on the
MAINTENANCE page or LSK 5R is selected on the REF INDEX page
when the aircraft is on the ground.
• Due to automatic page reversion, if a NDB, AMI, OPC or PDB database
mismatch is detected, and the aircraft is on the ground.
On the CROSSLOAD page, an ARM prompt with an asterisk to the right indicates
the DB is loaded, the DBs disagree between the two FMC/FMCUs, and the DB
has not been armed for crossload transfer. Pushing the right LSK on the data line
to the right of any one of the five DBs selected for crossloading will arm the
crossload function, as indicated by ARM* being replaced by ARMED. Regardless
of scratchpad contents, selecting a right LSK is not allowed if any of the following
conditions exist: the DBs agree between the two FMC/FMCUs, the DB has
already been armed for crossload transfer, or a crossload transfer is in progress.
The data line shall display ARMED next to the LSKs for the respective DBs as a
result of the DB being loaded, the DBs disagree between the two FMC/FMCUs,
the DB has been armed for crossload transfer, and transfer is not already in
progress.
The rightmost data line shall be blank if either the DB is not loaded, the DBs agree
between the two FMC/FMCUs, or the DB crossload transfer is in progress.
If a DB mismatch condition is detected while the aircraft is airborne, the
FMC/FMCU does not revert to the CROSSLOAD page.
The MCDU will revert to the MAINTENANCE page if line 6L selected when no
DB is armed for crossload and the display is not locked on the crossload page.
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CROSSLOAD Page (FMS-920/-921)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
DB1-3-1932
Disarming Crossload (FMS-920/-921)
Selecting line 6L will disarm any DB armed for crossload that is not actually in
progress. An asterisk (*) followed by DISARM will be displayed in line 6L if at
least one DB has been armed for crossload transfer and no crossload transfer is in
progress. MAINT will be displayed in line 6L if no DBs have been armed for
crossload transfer and CROSSLOAD page is not locked on the FMC/FMCU. Line
6L will be blank if no DBs have been armed for crossload transfer and the
FMC/FMCU is locked on the CROSSLOAD page.
Crossload Initiation (FMS-920/-921)
Crossloading of all armed DBs is initiated by pressing LSK 6R regardless of
scratchpad contents if the aircraft is on ground, at least one DB has been armed for
crossload transfer, and no crossload transfer is in progress. TRANSFER IN
PROGRESS is displayed in the scratchpad and line 6R displays % COMPLETE
if a DB crossload transfer is in progress but is not 100% complete. While
CROSSLOAD is in progress, the MCDU for the receiving FMC will revert to and
lock on the MENU page, and FMC prompt is not displayed.
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CROSSLOAD Page (FMS-920/-921)
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
DB1-3-1933
Crossload Completion (FMS-920/-921)
After transfer completion, VALIDATING CROSSLOAD is displayed in line 6R.
Finally, TRANSFER COMPLETED replaces TRANSFER IN PROGRESS in the
scratchpad after successful completion of the crossload transfer of all armed DBs.
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POS REF Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0119
This page is accessed from the F-PLN INIT or REF INDEX page. It provides IRS
average comparative position data, FMC position and the RNP and ANP values
and allows manual updating of the FMC position.
The current FMC-calculated position is displayed in line 1. Pushing LSK 1L with
the SP empty freezes the LAT/LONG display (but not the position filters); pushing
it again unfreezes the display. An entry may be made into 1L (with a waypoint,
navaid, PBD or lat/long entry) at any time. Upon entry the field will be considered
frozen and the UPDATE* prompt will be displayed in 1R. Pushing the update
prompt will re-initialize the position filters and cause the updated filter values to
be displayed (unfrozen). Clearing the UPDATE* prompt displays again the
current FMC-calculated position (unfrozen) in 1L.
The POS REF page is exited by use of a mode key or the return prompt in 6R. The
return prompt in 6R will return the page to either the F-PLN INIT page or the REF
INDEX page, whichever page the IRS STATUS page was accessed from.
CHECK POSITION will appear on the ND when either of the following MCDU
scratch pad messages appear.
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• FMC POSITION MISMATCH appears. The pilot should go to the POS
REF page 1/3 and compare FMC position on both FMCs. The message
appears when the two FMC positions differ by more than 5 NM or double
the RNP distance in nautical miles (NM). The message goes away if the
positions are less than 3 NM or double the RNP distance in nautical miles
(NM), respectively. After comparing, use the FMC considered to be the
most accurate. The above is generally a result of poor radio DME position
computation.
• VERIFY AIRCRAFT POSITION appears if a single FMC radio position
varies from the IRS's. Usually it shows on only one MCDU. Check the
IRS status page on that MCDU. If the condition persists it is advisable to
use the other FMC as primary for navigation. It is possible to have this
message on both MCDUs if a single IRS has drifted more than 12 NM.
Comparison of both IRS status pages should confirm this. Again, use the
FMC considered to be the most accurate.
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IRS POS or IRS/GNS POS Pages
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0120A
Lines 1 through 3 indicate the position of the three IRUs being used to calculate
the FMC position, along with relative bearing and distance (from the
FMC-calculated position to each IRU position) once the IRU is aligned. The label
lines in lines 1 through 3 display the status (NAV or ALIGN) of the respective
IRU. The time remaining before alignment is also displayed when the IRU is in
the ALIGN mode. The data lines will display the lat/long position of each IRU
when in the NAV mode and dashes when in the ALIGN mode.
If the GNS option is installed then lines 4 and 5 indicate the position of the two
GNSSUs being used to calculate the FMC position, along with the relative bearing
and distance (from the FMC-calculated position to each GNSSU position) once
the GNSSU is in the NAV mode. The label lines in 4 and 5 display the status (NAV
or ACQUIRE) of the respective GNSSU. The satellite vehicles (SV) tracked are
displayed at all times for the GNSSUs.
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IRS STATUS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0121
Residual ground speed and drift rates are displayed for each IRU in lines 1 through
3 for post-flight inspection. The status code for each IRU is displayed in the lower
left-hand corner. The status code will be set to equal 00 when codes 01 through 10
are not applicable.
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DOCUMENTARY DATA Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0122
The DOCUMENTARY DATA page is used to transmit an octal code via the
ARINC bus to the Digital Flight Data Acquisition Unit (DFDAU) and Digital
Flight Data Recorder (DFDR).
NOTE: Requires compatible DFDAU and DFDR.
If the GNS option is installed then the FMC will use the time/date from the GNS
and not the aircraft clock and (CLOCK) is replaced by (GNS). If the GNS is
disabled then the FMC will revert to the aircraft clock time/date and the display
reverts back to (CLOCK).
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ACARS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0123
The ACARS page enables the flight crew to manage FMS-related data transfers
over the ACARS VHF air-ground communications link, if ACARS is installed.
The flight crew may initiate requests for data (via downlink), review requested or
unrequested data (via uplink), and insert reviewed route and takeoff data into the
FMS.
The FMS ACARS pages consist of the ACARS menu page, where requests are
initiated; the ACARS ROUTE page, where route data is reviewed before
inserting, and up to four ACARS T/O pages, where takeoff data is reviewed before
inserting.
The ACARS menu page provides for flight crew-initiation of four types of
requests and a position report, and displays the current status of the FMS-ACARS
interface.
The format of the ACARS page is as follows:
• Line 1L Route Request.
• Line 2L T/O Data Request.
• Line 3L Position Report.
• Line 4L Wind Plan Request.
• Line 5L Wind Change Request.
Line 6R displays status of FMS-ACARS interface. If the indication is BUSY, the
flight crew should not make further requests until the indication returns to
READY.
Line 1R CO RTE is where a 10 character company route is specified (entered) by
the flight crew.
Line 1L ROUTE REQ is pushed to initiate the route request (downlink), after the
company route is entered into line 1R.
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Following receipt of the requested data, the label line for 1R changes from CO
RTE to REVIEW and a page select prompt appears next to line 1R. If unrequested
route data is received, the unrequested company route identifier is displayed next
to line 1R. Whether requested or not, the route data may be reviewed on the
ACARS ROUTE page via line 1R.
NOTE: ACARS ROUTE DATA is displayed in the scratchpad when
uplinked ACARS route data is received.
Line 2R RWY, on the ACARS MENU page, is where the intended departure
runway is entered.
Line 2L T/O DATA REQ, is pushed to initiate the T/O data request (downlink),
after the intended runway is entered by the flight crew.
Upon receipt of the takeoff data, the label line for 2R changes from RWY to
REVIEW, and a page select prompt appears next to line 2R. Pushing 2R then
selects the ACARS TAKEOFF PAGE. If unrequested takeoff data is received, the
first runway identifier is displayed on line 2R by default. Up to four runways,
either requested or unrequested for the takeoff data, can be received by the FMS
until the throttles are set for takeoff thrust.
NOTE: ACARS TAKEOFF DATA is displayed in the scratchpad when
uplinked ACARS takeoff data is received.
Line 3L POS REPORT SEND, initiates the transmission of current LAT/LONG
position, time, altitude, temperature, wind (bearing and speed), and up to 22
characters of free text from the scratchpad.
NOTE: Unsolicited uplinks may be requested at any time. Downlinks
may be manual or automatic if an uplink is received. When a
position report is downlinked, SEND will be displayed next to POS
REPORT.
Line 4L WIND PLAN REQ, allows the flight crew to obtain a printout of wind
data at a single flight level for waypoints ahead. When received, the requested
wind plan data is directed to the cockpit printer and is not displayed or used by the
FMS.
Line 5L WIND CHG REQ, allows the flight crew to update wind data for FMS
flight plan predictions. When received either requested or unrequested, the wind
change data is inserted into the specified FMS flight plan at the appropriate
waypoints.
Descent wind information, as an option, may be included in the wind change data.
Descent wind information is inserted into the DES FORECAST page of the FMS,
for the specified flight plan.
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Line 4R F-PLN/FL specifies the flight plan (active or secondary) and the flight
level to be used in the WIND CHG REQ or the WIND PLAN REQ.
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ACARS ROUTE Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0124
Line 1L displays the company route identifier. Line 1R displays the flight number.
Below lines 1L and 1R, the most recently received route data (read from left to
right) is shown. A longer route will generate additional pages.
Line 6L displays DUPLICATE NAMES when several waypoints, navaids or
airport runways have the same identifier in the ACARS flight plan and cannot be
resolved automatically. When all duplicate names have been resolved, the
DUPLICATE NAMES prompt is replaced by INSERT.
Line 6L INSERT, inserts the ACARS route and any optional performance data
into the secondary flight plan and inserts the flight number into the F-PLN INIT
page. If performance factor is present in the ACARS data, it is also inserted in the
secondary flight plans. After inserting, the page display returns to ACARS
MENU. Access to the ACARS ROUTE page is not allowed following insertion,
until new route data is received.
If the uplinked data contains a non-precision approach, an MDA entry is required
in 5R before the insert prompt is displayed in 6L. The MDA can only be edited
before the insert prompt is pushed. After the route is inserted the MDA will not be
displayed on the ROUTE REVIEW page. Editing the MDA can be accomplished
on a secondary STAR page after the route has been inserted.
Line 6R RETURN TO ACARS, is used to return to the ACARS MENU page
without inserting the data. The route data remains available for later review until
replaced by newly received route data.
NOTES: The DUPLICATE NAMES page lists all the waypoints with
duplicate names and each lat/long. Pushing an LSK next to the
waypoint enters the waypoint and returns to the ACARS ROUTE
review page.
To insert route data into the active flight plan, the ACTIVATE
SECONDARY prompt must be selected on the secondary flight plan
INIT page.
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ACARS T/O Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0125
Each ACARS T/O page displays ACARS (uplinked) takeoff data in large font.
ACARS takeoff data may not be edited while displayed on the ACARS T/O page,
except that FLEX temperature can be cleared. FLEX temperature and FLEX
Vspds are optional uplinked (ACARS) takeoff data. Therefore, if this optional
data is present in the uplinked message, then it will be displayed first. Clearing the
displayed FLEX temperature in LSK 1L will also clear the FLEX Vspds and allow
Max Vspds to be displayed for pilot review. After engine start, BLOCK and TAXI
fields are removed. Takeoff data for up to four runways may be reviewed on
separate pages via the PAGE key. Data fields corresponding to parameters which
are not included in an uplink will be dashed.
The FMS Vspeeds will not appear on the FMS T/O page until inserted on the
ACARS T/O page. Also, once inserted with the *INSERT prompt, the ACARS
Vspeeds will not be invalidated or checked for a change in conditions
automatically.
Line 6L *INSERT is displayed when the runway in the page title is the same as
the runway in the active flight plan. The flight crew may then insert the ACARS
data into the FMS. After inserting, the page display returns to the ACARS menu
page. If the runway in the page title is not the same as in the active flight plan,
*INSERT is not displayed and ACARS RWY NOT IN F-PLN is displayed in SP.
Line 6R RETURN TO ACARS, is used to return to ACARS menu page without
inserting data.
NOTE: Dashed fields indicate values for which the FMS has no data.
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SENSOR STATUS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0126
The SENSOR STATUS page displays information on the present status of the
sensors which provide data to the FMC. Only failed sensors are displayed on this
page. This page is accessed by pushing LSK 6L on the REF INDEX page.
Up to 11 lines may be used to display failed sensors. The failures are appropriately
displayed under these columns:
• 1 = left side of the aircraft.
• 2 = right side of the aircraft.
• 3 = center of the aircraft.
Where only one sensor is fitted to the aircraft, failures are indicated in column 1.
(FMS-911/-912/-913) When operating mode is independent, the RESET FMC
prompt is displayed in 6R. Pushing LSK 6R initiates a resync operation.
NOTE: AFQGS FAIL will appear while the fuel quantity system is being
tested.
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FUEL DIPSTICK Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0127
Accessed from the FUEL INIT page, if installed, this page provides the flight crew
with an alternate means of viewing the total fuel quantity of the aircraft as well as
the fuel quantity of each separate tank. This page may be exited by pushing a mode
key.
Line 1L DENSITY, displays brackets until a manual entry is made. The entries
into this field are displayed in large font and may be cleared by the flight crew.
The units for this field are determined according to the entered value and are
displayed in small font to the right of the entry.
Line 2L STK/INCH entry, requires also the STK/INCH entry in 2R for
determining the fuel quantity in tank 1. The acceptable stick entries for 2L are 4,
5 and 6. Line 2R stick entry is defaulted to 7, since an inch entry for stick 7 is
necessary in determining the fuel quantity in tank 1. Each stick and inch
measurement is displayed in large font and may be entered as pair, stick/inch, or
individually (stick or /inch). The tank 1 fuel quantity calculation is displayed in
small font. Clearing either or both of the STK/INCH fields causes the tank 1 field
to go dashed and STK/INCH field(s) to display brackets with the STK field in 2R
remaining at 7.
Line 3L, line 3R STK/INCH entries for tank 3 and the tank 3 field work the same
as the tank 1 field and STK/INCH entries for tank 1.
NOTES: The IRUs must be aligned before data can be entered onto this
page.
Data entry is not allowed when engines are started (NOT
ALLOWED appears in SP).
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FUEL DIPSTICK Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0128
Line 4L, line 4R STK/INCH entries for AUX tank and the AUX field work the
same as for tanks 1 and 3 above, except that default stick is location 8. The AUX
field value will be the total of all AUX tanks entered.
Line 5L tank 2, line 6L tail tank, only require one STK/INCH entry each. The
acceptable stick entries for tank 2 are 1, 2 and 3. The acceptable stick entries for
the tail tank are 10 and 11.
Line 5R FAUX1 INCH entry, along with the associated FAUX field, are displayed
for entry. No stick entry is required for FAUX1 tank. Default is from dipstick
location 12.
Line 1R TOTAL FQ, displays the total fuel quantity of all fuel tank calculations.
The ATTITUDE OUT OF RANGE message will be displayed in the SP if attitude
of the aircraft is outside the range of 0-2 degrees pitch or +/- 1 degree roll.
Line 4R, STK/INCH. Default stick location is 9. The inch reading is from location
9 of the AUX tank.
Line 6R, FAUX2 inch entry, defaults to stick location 13. The inch reading is from
dipstick location 13.
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Degraded Performance
Dual and Independent Operation
The FMS is operable when electrical power is applied to the aircraft. Power-up
tests are performed after any reset (restart of processing) due to either a long term
or short term power transient, or due to hardware or software problems.
Pilot-entered data is retained during power transients through battery powered
memory. However, if an FMC detects the same software problem four times
within five minutes, and the FMS flight phase is not descent or approach
(FMS-911/-912/-913), then all pilot-entered data will be automatically cleared
during a long term reset. This automatic reset is generated to prevent the FMC
from latching fail. A latch failure is a complete halt of processing, recoverable
only by cycling the circuit breaker.
The FMS supports DUAL, INDEPENDENT, and STANDBY operation modes.
One MCDU must be available to operate any FMS mode. Dual mode is the normal
mode of the FMS. In DUAL mode the two FMCs communicate with each other
(crosstalk) and is operable in any FMS transfer switch configuration selected on
the source input select panel (SISP). When CAPT ON 2 or F/O ON 1 is selected,
the Captain or F/O MCDU will display the MENU page. If FMC2 or FMC1 is
available, the <FMC-2 or <FMC-1 prompt is shown in line 1L of the MENU page
for pilot selection.
DUAL mode operation involves both FMCs operating together with one acting as
master and the other as spare. Following a long term power transient, the first
FMC up is designated the master and begins crosstalk communication with the
spare by comparing databases, operational programs, and aircraft configuration
data (aero model, engine type) as displayed on the A/C STATUS page. If this data
is identical, the master FMC will begin memory synchronization (including
pilot-entered data) of the spare. Upon completion of memory synchronization,
DUAL mode will be established.
If a single FMC generates an automatic reset in DUAL mode operation, then it
will be resynchronized by the master FMC. However, if both FMCs generate an
automatic reset at the same time, then the pilot must reenter data (GW, ZFWCG,
F-PLN, radio tuning). The MCDU STANDBY flight plan and radio tuning will
also be cleared. The pilot will be prompted to reenter data by SP messages
displayed on the MCDU.
An FMC change could cause the FMS to operate in INDEPENDENT mode (no
crosstalk) if the data in each installed FMC is not the same. Any discrepancy on
the A/C STATUS page generates the MCDU message A/C STATUS MISMATCH.
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After DUAL mode is established, both FCCs will select only one FMC to be the
FMC on the same side as the FCC in control. This FMC will then become the
master. This selection process ensures that both Flight Directors (FD) will be
controlled with the same steering commands.
If the onside FCC fails, all FMS modes will disengage on the onside FMS. If the
offside FCC fails, there should be no effect. All FMS modes should be available.
To correct the loss of FMS modes the pilot should push the AUTOFLIGHT button
on the FCP and then reselect FMS modes.
In DUAL mode operation, aircraft present position, gross weight, and active thrust
limit is computed independently by each FMC. Individually computed data is
compared and any significant errors are annunciated with an MCDU message as
follows:
• FMC POSITION MISMATCH - Present position differs by more than 5
NM or double the RNP distance in NMs. Automatically cancelled when
difference is less than 3 NM or double the RNP distance in NMs
respectively.
• GROSS WEIGHT MISMATCH - Gross weight differs by more than
15,000 pounds. Automatically cancelled when difference is less than
5,000 pounds.
• THRUST LIMITS MISMATCH - Active thrust differs by more than 1%
N1 (0.02 EPR). Automatically cancelled when the difference is less.
NOTE: In some dynamic conditions, vertical and lateral computations
may temporarily disagree and may be evident on the ND. In this
case, the flight director and autoflight system will use the respective
FMC and autopilot for tracking.
(FMS-911/-912/-913) While synchronization of data is in progress, the MCDU
message PLEASE WAIT is displayed. The same message is displayed for a power
interrupt longer than 4 seconds. In this case, the FMC in question will become the
spare and resync itself to the master while establishing DUAL mode operation.
While the PLEASE WAIT message is displayed, MCDU key inputs from either
MCDU will not be accepted for processing. The message is automatically cleared
when re-synchronization is attained.
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When crosstalk or re-synchronization is attempted and fails, each FMC will revert
to a completely INDEPENDENT mode of operation without crosstalk. The
message INDEPENDENT OPERATION is displayed in the MCDU scratchpad
until it is cleared or the FMS reestablishes DUAL mode. If an FMC generates an
automatic reset in INDEPENDENT operation, then the pilot can reenter data (GW,
ZFWCG, F-PLN, radio tuning) or select the offside FMC via the FMS transfer
switch on the source input select panel. The pilot can attempt to reestablish DUAL
mode by selecting the RESET FMC prompt on the SENSOR STATUS page
(FMS-911/-912/-913). If the problem which is causing the FMS to operate
independently no longer exists, then the FMS will reestablish DUAL mode
operation. However, before selecting a RESET FMC prompt, the pilot must
decide which FMC F-PLN to maintain in case they are different. The pilot should
select the RESET FMC prompt for the FMC which is to be resynchronized
(FMS-911/-912/-913).
NOTE: In the INDEPENDENT mode each FMC may evolve its own
flight plan. In this case position errors could be encountered, and
will be seen on the EIS ND.
Single Flight Management Computer
The FMS BITE consists of a combination of internal software and hardware
monitors within the FMC and MCDU. The BITE can detect and isolate at least
95% of all failures in the FMS. When an error or failure is detected, the FMS will
attempt to correct the situation with hardware/software resets. During single FMC
operation, if the FMC detects the same software error four times within five
minutes, and the FMS flight phase is not descent or approach
(FMS-911/-912/-913), then all pilot entered data will be automatically cleared
during a long term reset. The pilot must reenter data (GW, ZFWCG, F-PLN, radio
tuning). The pilot will be prompted to reenter data by SP messages on the MCDU.
This automatic reset is generated to prevent the FMC from latching fail. During
descent or approach (FMS-911/-912/-913), if the software error cannot be
corrected the FMC will latch fail (completely stop processing) and the MENU
page will display without an FMC prompt.
If the master FMC latch fails, it is detected by itself and the slave FMC. The slave
FMC will then function as the master FMC as selected by the FCCs.
When an FMC latch fails, the affected pilot may select the other FMC with the
SISP FMS transfer switches. During single FMC operation, both NDs will display
proper information as long as the same modes (NAV, VOR, APPR, or PLN) and
ranges are selected on both ECPs. Both MCDUs will function normally to make
inputs to the functional FMC.
If an MCDU failure is detected, the MCDU display is blanked and the FAIL light
on the MCDU (lower left) illuminates.
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NO FMS SPD/PROF Message
When the NO FMS SPD/PROF message is displayed on the A/C STATUS page,
the FMS is operating in a limited mode of operation. All functions involving
active performance and vertical guidance will be inoperative (FMS speed, vertical
profile, fuel computation, F-PLAN predictions). If one FMC initiates a NO FMS
SPD/PROF message, the other FMC will revert to the same limited condition.
This condition can be identified by the following indications: NO FMS
SPD/PROF message on the A/C STATUS page, ATS OFF remains amber after
engine start, takeoff green band removed from the stabilizer position display and,
thrust limit values will become dashed.
This condition is caused by lack of valid performance data loaded in the FMC.
Degraded Navigation
General
Due to inherent drift rates in the IRUs or noisy radio inputs, there are times when
the IRS position and the FMC computed radio position are different. This
condition may indicate faulty IRUs or radio inputs to FMC position computation.
When the radio position is different from the IRS position by more than 12 NM,
the following will occur automatically:
• If possible, different radios are selected and tuned and the new radio
position is compared to the IRS. If the difference is less than 12 NM no
further corrective action will occur.
• If the position difference remains 12 NM or more, the MCDU message
VERIFY A/C POSITION is displayed.
The pilot must now resolve the discrepancy between the two positions. If it is not
possible to select different navaids and resolve the discrepancy, the position
update mode changes from radio/inertial to inertial. The VERIFY A/C POSITION
MCDU message is automatically cleared if the difference between IRS and mean
radio position falls below 8 NM. The pilot may also clear the message.
IRS Degraded
Inertial position is normally computed in the FMC at a 5-per-second rate by
combining three independent IRU positions. Each IRU position is normally
compared to the previous position and after passing the comparison test is
combined into the new inertial position using a weighted average. For the
comparison test, errors more than 36 NM result in a failed test. If any IRU fails
the comparison test or is operated in other than NORMAL mode, each FMC will
revert to and use a single IRU for position inputs. The IRU failure and usage
combinations are as follows:
• If IRU1 fails, FMC1 uses IRU3 and FMC2 uses IRU2.
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• If IRU2 fails, FMC1 uses IRU1 and FMC2 uses IRU3.
• If IRU3 fails, FMC1 uses IRU1 and FMC2 uses IRU2.
Inertial groundspeed is also computed in the FMC by a simple average after a
comparison test. If the comparison test is failed or any IRU is operated in other
than normal mode, the FMC receives a single groundspeed input per the previous
table.
NOTE: The SENSOR FAIL MCDU message is displayed for this
degraded operation. IRS failures can be found on the SENSOR
STATUS PAGE.
When two IRU platforms are operated in other than normal modes the FMCs both
use the remaining IRS or position and groundspeed inputs. In the enroute flight
phase the message IRS ONLY NAVIGATION is displayed when the position
update mode has been inertial only for 10 minutes. The message automatically
clears when a radio update is obtained. When in transition to descent or approach,
the message is immediately displayed when the FMC goes IRS ONLY
NAVIGATION. The loss of all IRU inputs to the FMC will result in RADIO
ONLY NAVIGATION being displayed on the MCDU if it can be calculated. This
message is automatically cleared when the FMC transitions out of RADIO ONLY
mode.
Radio Degraded
Radio navigation is accomplished by either DME/DME or DME/bearing
calculations of aircraft position. Position errors of up to.35 NM for DME/DME
and a calculated error based once-per-second confidence check is accomplished
on new radio data to verify radio position data. Radio deviation outside the
allowable range declares the radio position invalid and reverts navigation to
inertial, or in its absence, to no navigation. The message IRS ONLY
NAVIGATION will be displayed on the MCDU. No navigation is declared two
minutes after a radio and inertial position calculation cannot be made. During the
two minutes before no navigation is declared, the FMC position on the IRS
STATUS page does not change. If no navigation is declared or a radio position is
recalculated, an FMC position update is required before FMC position can be
established.
CAUTION: No navigation entry into this condition indicates a
complete failure to engage in any navigation mode.
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While airborne, the aircraft position is considered valid for the first two minutes,
and during this time, a resumption of radio data and/or the return of IRU data
would cause the engagement of a navigation mode consistent with sensor
availability. After two minutes the aircraft position is considered invalid and at
least one valid IRU position is required to terminate the no navigation condition.
In the no navigation condition, the FMC position on the IRS STATUS page
becomes dashed and MCDU scratchpad message A/C POSITION INVALID is
displayed.
Standby MCDU Operation
If at any time the crew does not believe its FMC is working, the MCDU can be
used for STANDBY operation. When the FMC fails to provide valid page data to
the MCDU within 3 seconds of a request, the MCDU will deactivate that FMC and
display the MENU page. During the time between failure of an FMC and
subsequent recovery of the FMC (or pilot select of standby), the MCDU operates
in an INTERIM navigation mode. In this mode the MCDU supplies the last known
valid radio frequencies received from the FMC. Guidance data to the FCC is not
provided. In the full-up standby mode, the MCDU provides navigation, radio
frequencies, and lateral guidance.
During STANDBY navigation, the MCDU provides aircraft position and
groundspeed. The STANDBY aircraft position consists of the aircraft lateral
position updated by using the present position inputs from the IRU. If INERTIAL
ONLY position update is not active, then the aircraft lateral position is not
computed. STANDBY groundspeed is the groundspeed input from the IRU.
Radio frequencies that were tuned by the FMC prior to failure will remain tuned
until the pilot enters new frequencies into the STANDBY NAV RADIO page. If
the MCDU also fails, it will latch a request for the onside radio equipment to
receive tuning frequencies from the offside FMC until the onside MCDU becomes
operational again.
In STANDBY operation the following data is available to other aircraft systems:
• Aircraft present position.
• Current groundspeed.
• Navaid frequencies (VOR, ADF, ILS) and course (VOR).
• ILS runway heading.
• Distance to active waypoint.
• Time to go (to active waypoint).
• Active waypoint identifiers.
• MAP displays.
MCDU lateral guidance provides horizontal control of the aircraft to the defined
lateral flight path. Roll rate and roll magnitude are limited appropriately for
aircraft speed. Lateral guidance performs the following tasks:
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•
•
•
•
Lateral path construction.
Current path leg sequencing.
Steering commands to AFS (horizontal only).
Crosstrack deviation (display by EIS).
The MCDU pages used for STANDBY operation are as follows:
• STANDBY F-PLAN page displays each leg of the active route, provides
position data for each waypoint, computed course, and distance data for
connecting legs.
• STANDBY PROGRESS page displays dynamic data for the current
flight.
• STANDBY NAV RADIO page provides tuning status and display and
control for the onside VOR, ADF, and ILS.
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MENU Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0129
The MENU page allows access to subsystems that use the MCDU for display.
Pushing the MENU key will call up the MENU page. Pushing the LSK next to the
subsystem name causes the subsystem menu or top level page to be displayed and
activates the subsystem. Upon returning to the MENU page, ACT is displayed
next to the active subsystem. If a non-active system makes a request to send a
message to the MCDU, the prompt REQ will be displayed as in 4L for CFDS.
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If the NAV RAD* prompt is displayed, MCDU STANDBY operation is available
at any time. Pushing 1R activates MCDU STANDBY operation and causes the
display to change to the STANDBY NAV/RAD page. During normal flight, the
MCDU is continually updating the STANDBY NAV/RAD page to reflect the
onside FMC radio tuning. Thus, on entering the STANDBY mode, the MCDU is
already initialized with the current tuning data. If STANDBY NAV/RAD is
selected after the onside FMC has completed an automatic reset, then the pilot
must retune the radios. MCDU3 will display F-PLN* in lieu of NAV/RAD* and
will display the STANDBY F-PLN page upon selection. If the MENU page is
accessed during STANDBY operation, the NAV/RAD* prompt is replaced by an
ACTIVE prompt in 1R. The pilot may return to the active subsystem by pushing
the LSK adjacent to the active subsystem, or by pushing 6R. When returning to
the FMC1 or FMC2, the MCDU display last shown before going to the MENU
page reappears. If both FMCs are inoperative and FMC1 and FMC2 become
operable, the A/C STATUS page is accessed when returning to normal FMS
operation. MCDU3 will provide an EXIT* prompt in line 2R which can be used
to deactivate the STANDBY mode on MCDU3. TIMEOUT-RESELECT appears
when the MCDU cannot talk with the FMC and is cleared only by the CLR key
(or MCDU begins talking with the FMC). If an FMC long term software reset
(TIMEOUT) occurs, the onside ND MAP/PLAN modes show MAP FAIL/NO
PLAN MODE. The onside MCDU shows the MENU page,
TIMEOUT-RESELECT in the SP, and no FMC prompt. The FMCs will try to
resynch and the good FMC will display PLEASE WAIT in the SP. Resynch should
take no more than 40 seconds. To access VOR, ILS, or ADF, during this time, the
pilot must select the STANDBY/NAV RAD* prompt in the MENU page (disables
thrust limits and GW data).
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STANDBY F-PLN Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0130
Pushing the F-PLN key with STANDBY active displays the STANDBY F-PLN
page. This page displays each leg of the active route, provides position data for
each waypoint and computed true course and distance for the connecting legs. The
pilot can make waypoint entries using the left LSKs only. A valid waypoint entry
should consist of an identifier followed by a lat/long or a lat/long only. The NAV
database is not available. A lat/long entry will be assigned a name such as
N51W050. Vertical scrolling is available to review and modify the F-PLN.
During normal flight, the MCDU is continually updating the STANDBY F-PLN
to reflect the FMC flight plan. Thus, on entering the STANDBY mode of
operation, the MCDU is already initialized with the current F-PLN. Up to 118
waypoints can be stored in the MCDU.
Basic F-PLN functions such as sequencing, waypoint entry/deletion,
DISCONTINUITY insertion, DIR TO function, and PPOS/T-P generation are
operable.
NOTES: The STANDBY F-PLN should be reviewed, as only waypoints,
tracks and distances are maintained in the MCDU. Discontinuities
may appear where flight plan data has been lost.
If the STANDBY F-PLN is selected after the onside FMC has
completed an automatic reset then the STANDBY F-PLN will be
cleared.
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STANDBY PROGRESS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0131
The STANDBY PROGRESS page is accessed by the PROG key and displays
dynamic data for the current flight. Line 1 displays the FROM waypoint identifier
and altitude if available. Lines 2 thru 4 display the TO, NEXT, and
DESTINATION waypoints along with the distance to go and the time to go to each
waypoint. The computed aircraft present position is displayed in 5L, with the
current groundspeed displayed in 5R.
NOTE: Entries are not allowed on this page.
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STANDBY NAV RADIO Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0132
The STANDBY NAV RADIO page allows tuning status display and control
capability for the onside VOR, ADF, and ILS. The left MCDU in STANDBY
mode of operation will control only the radios as shown.
The pilot can tune the radios manually by entering the frequency (not ident)
normally. The ILS runway heading is output to systems that use the data if entered.
The capability to preselect navaid frequencies for later use is provided in line 6.
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Engine Out Operation
Unconfirmed EO PERF Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0133
The FMS ENGINE OUT mode predicts 1-Engine Out (EO) performance. If the
FCC detects an EO or the pilot pushes the ENG OUT key, a *CONFIRM ENG
OUT CLEAR* prompt appears for pilot selection. The actual EO or ENG OUT
key push is shown on the above modified PERF page. Pushing LSK 6R clears the
FMCFMC EO request. Confirming the EO request (LSK 6L) activates the
computations that provide EO maximum altitude and new MAX CLB, MAX
END and ECON speed targets. The climb/descent paths and fuel consumption
predictions are recomputed and displayed.
If an EO occurs during a standard instrument departure for which an EOSID is
provided in the database, the flight plan page will automatically appear with
*CONFIRM EOSID CLEAR*. Confirming the EOSID activates the EOSID flight
plan. If the database does not have an EOSID or the aircraft has flown past the
diversion point, the modified PERF page is displayed. The original SID and flight
plan will be flown as EO speeds/altitudes.
The T/O EO speed target is the speed obtained at the time of EO detection
(between V2 and V2 + 10) until the EO ACCEL altitude. At the EO ACCEL
altitude, the aircraft levels and accelerates to V3 and continues to climb at V3 until
reaching the all engine ACCEL altitude. The speed target will then become either
the next constraint speed or 250 KTS (whichever occurs first). T/O or G/A thrust
limit is maintained for EO operation until the following three conditions are met:
V3 or above is obtained, aircraft attains a clean configuration, altitude is above the
all engine ACCEL altitude.
After the conditions are met, thrust limit changes to MCT.
If the FCP altitude is set below the all engine ACCEL altitude, the ACCEL
altitude will be automatically edited when the FCC transitions to altitude capture.
Upon capture the FMS speed target will become VCL. Thrust cutback will not
occur until the FCC enters altitude hold and the configuration is clean.
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Confirmed EO PERF Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0134
Confirming the EO condition results in the MCDU display shown above. CRZ FL
ABOVE MAX FL in the SP shows that the three engine CRZ FL was FL 330.
After confirming the EO condition, the PERF page displays the MAX ENG OUT
altitude. Maximum altitude is that altitude maintained with two engines operating
at MCT with a 100 fpm climb available. Pilot confirmed EO request results in
selecting the MCT limit for the remaining two engines as shown on next page. The
selection is thrust limit and not EO required thrust.
NOTES: For all 2 engine accelerations, climbs, and driftdowns above
the 2 eng max altitude (except max descent), operation is at MCT
and 2 engine speeds selected from 2 engine flight test data.
The select AUTO prompt will not be available on the THRUST
LIMITS page until the EO has been cleared. The thrust limits will
remain in MCT until AUTO is selected on the THRUST LIMITS
page.
The EO mode cancels time constraints and the DECEL mode.
To reselect a 3 engine state, the pilot must again push the ENG OUT
key to display the CONFIRM ENG OUT CLEAR prompts. Selecting
CLEAR will cause the ENG OUT function to deactivate
(performance predictions revert to 3 engine).
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EO AUTO THRUST LIMITS Page
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0135
The EO mode cancels time constraints and the DECEL mode. To reselect a three
engine state, the pilot must again push the ENG OUT key with the CONFIRM
ENG OUT CLEAR prompt. Selecting CLEAR will cause the ENG OUT function
to deactivate and performance prediction to revert to the three engine state.
NOTE: For all two engine accelerations, climbs and descents above two
engine maximum altitude (except max descent), operation is
accomplished at maximum continuous thrust and two engine speeds
selected from two engine flight test data.
The thrust limits will revert to AUTO MCT upon engine out detection. The thrust
limits will automatically revert from MCT to another thrust mode when the engine
out condition no longer exists.
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Engine Out Driftdown
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0136
When the aircraft is flying above the max EO altitude and an EO occurs, the
condition must be manually confirmed. When the FCP altitude is lowered and the
aircraft has slowed to the driftdown (DD) speed, the aircraft enters a DD.
If an EO occurs in climb above the 2 engine maximum altitude, the aircraft will
continue to climb with a speed target of DD and MCT power. When the aircraft
can no longer climb at the DD speed a level off will occur. The aircraft will remain
in level flight until the DD speed is reached and the FCP altitude is lowered. At
this time a DD to the FCP altitude will occur.
When an EO in cruise occurs and pilot has confirmed the engine out, the current
speed target will remain the active target. The thrust limit will transition to MCT,
however, the engaged mode will remain in altitude hold/speed. When the speed
target can no longer be maintained in altitude hold/speed, the mode will transition
to alt hold/max thrust and the speed target will become the DD speed. The aircraft
will remain in level flight until the DD speed is reached and the FCP altitude is
dialed down.
When the FCP altitude is lowered, the FMC transitions to DD EO descent (D/D
ENG OUT DES page on the MCDU). The cruise flight level is cleared on the INIT
page and the aircraft will descend to the FCP altitude. DD speed is displayed
adjacent to 1L on the D/D ENG OUT DES page as well as the speed targets on the
PFD speed tape and FMA. When the aircraft V/S is greater than -100 fpm for 60
seconds, the FMS enters a V/S mode and will descend at -100 fpm. The pilot can
edit this via the FCP and then reengage PROF mode.
If the FCP clearance altitude is below the 2 eng max altitude, the aircraft will
continue the descent to that altitude. To transition from descent to cruise, it will be
necessary to enter a cruise flight level on the INIT page. Once the cruise flight
level is entered, the FMC calculates a new EO econ cruise speed. Thrust limits
remain in manual MCT. Once below the 2 engine max altitude the V/S will
increase to -750 fpm. The FMS speed target will remain at the DD speed until one
of the following occurs:
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• Aircraft achieves cruise level operation.
• Aircraft captures the descent path.
• Pilot performs any speed edit.
If an EO is detected above the 2 engine max altitude while the aircraft is already
in descent, the thrust limit will again go to MCT, but the aircraft will be flown with
idle-thrust down to the FCP altitude. The aircraft will maintain the current speed
target which was active at EO engagement. This yields a 3 engine speed/profile
and does not result in any undue pitch changes. When the aircraft reaches the 2
engine maximum altitude, it will then start flying with reference to the 2 engine
descent path, or a 2 engine cruise depending upon pilot selected cruise flight level
entered on the INIT page.
WARNING: If current speed is less than DD speed, the FMS will
enter a DD mode but the aircraft will not descend until the FCP
altitude knob is dialed down. DD mode is a speed on pitch mode
with throttles at MCT. The aircraft will fly level in FMS PROF
and speed until the FCP altitude window is lowered regardless of
speed. The aircraft will not depart the clearance altitude with
FMS modes engaged. If the FCP altitude is not dialed down and
speed decays to VMIN, FMS PROF and SPD will drop out. If
speed decays to VMIN -10, AFS speed protection will engage and
the aircraft will depart the clearance altitude in order to maintain
VMIN.
NOTE: EO confirmation does not clear previously selected edit or max
speeds.
Supplemental Data
Polar Navigation
Polar Navigation Polar regions are north of 73 degrees north latitude or south of
60.5 degrees south latitude. In these polar regions the following occurs:
• IRU enters a true heading mode.
• PFD displays TRU in cyan.
• ND MAP displays TRU in white.
Flying south through 72.5 degrees north latitude, or flying north through 59.5
degrees south latitude, causes the IRU heading to display normally. In this region
radio navigation may not be available and the FMS will enter the IRS ONLY
NAVIGATION mode.
Above 85 degrees north or south latitude, the FMS transitions to a calculated FMS
true track mode. In this case, a magenta FMS TRACK will replace HDG on the
ND.
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The FMS enters a wings level mode during polar transitions (2 NMs before the
pole, up to 10 NMs after the pole).
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Parallel Offset NAV
RL
FL330
D0990
REMIR
GOLKE
RON
MONCE
OFST
40
LB1-3-0137
The parallel offset function enables the aircraft to fly parallel to the original flight
plan, laterally offset by a pilot entered distance. This F-PLN alteration can be done
by performing a LAT REV at the FROM waypoint and entering the offset distance
measured in NMs into the OFFSET brackets of line 5L of the LAT REV page.
Refer to Volume II for detailed procedures.
The parallel offset entry accepted by the FMC becomes active immediately after
the offset distance is entered and the aircraft turns to intercept the parallel course
using up to a 45 degree intercept.
If the FMC cannot accept the offset, an ENTRY OUT OF RANGE message will
be displayed. The parallel offset is cancelled when the active leg is changed to a
lateral revision, clearing the offset data, or the next leg is not applicable for an
offset. In the latter case, the FMC automatically initiates cancellation of the offset
and displays CANCELLING OFFSET in the SP. Cancellation will occur when the
along track distance to go referenced to the original path is 1.3 NM more than the
calculated return path distance. Return to the F-PLN is accomplished again with
up to a 45 degree intercept. Entry to a holding pattern is one example where the
offset is automatically cancelled.
NOTE: The offset feature is not available during Polar Transition (above
85 degrees latitude).
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FMS Bank Angle Limits
40
LIMIT 2
30
LIMIT 1
25
L (DEGREE) 20
10
0
0.17 0.25
0.2
0.4
0.55
0.6
0.8
.87 .93
1.0
MACH NUMBER
The AFS and FMS compute the bank angle limits that are shown on the PFD. The active bank limit
will vary with selected modes and aircraft conditions.
AFS FCP BANK LIMIT SELECTOR
5-25 DEGREES SELECT - Bank limit is the minimum of the FCP-selected bank limit (5-25 degrees),
the 1.2g to buffet limit, or the 1.2g to stickshaker limit.
AUTO SELECT - Bank limit is the minimum of limit 1 (chart), the 1.2g to buffet limit, or the 1.2g to
stickshaker limit. If FMS is not available, the AFS will use limit 1 (chart).
LOC MODE - limit is the minimum of limit 1 (chart), the 1.2g to buffet limit, or the 1.2g to stickshaker
limit. The FCP bank limit selector is overridden.
FMS NAV MODE
Bank limit is the minimum of the chart, the 1.2g to buffet bank limit, or the 1.2g to stickshaker limit.
NOTES:
Limit 2 is used by the FMS on curved-path transitions and for the turns associated with holding
patterns and procedure turns.
Limit 1 is used by the FMS when not controlling to curved path transitions. Limit 1 is also used
by the AFS with the FCP bank limit selector set to AUTO.
The characteristics of the buffet and stickshaker bank limits are such that when flying at
Vmin , the bank limit will close to 5 degrees. As speed increases away from Vmin , the
bank limit rapidly increases to 25-30 degrees.
DB1-2-1842A
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MCDU Message List
Two types of messages may be displayed in the scratchpad (SP) of the MCDU.
Type I messages are less important than type II messages. Except for PLEASE
WAIT, any message can be cleared by pushing the CLR key on the MCDU. The
CLR key on one MCDU will not clear messages on the other MCDU.
Type I messages are displayed immediately when received and will overwrite any
entry in the SP. The original entry will reappear when the message is cleared. Type
I messages are not stored and are cleared automatically by the next key push.
The existence of a type II message will illuminate the MSG annunciator on the
MCDU and display the legend CDU MSG on the ND. The message will not
appear in the SP if the SP is occupied. The message is stored and will appear
whenever the SP is empty and remain until the message is cleared. A total of five
messages can be stored at any one time. The stack must be cleared one at a time.
Pilot entry into the SP will overwrite the type II message, however, the message
will reappear when the pilot entry is removed. Most type II messages are cleared
automatically when they no longer apply.
ABEAM POINTS INCOMPLETE - A direct-to with abeam points is entered and
• There is not room in the defined waypoints list for all of the abeam points
or,
• The available guidance leg storage is not enough to accommodate all the
legs required for the abeam points.
A/C POSITION INVALID - Position changes from valid to invalid while the
HOLD or DIRECT TO page is displayed.
A/C STATUS MISMATCH - The FMC requesting re synchronization detects that
its program, navigation database, or program pin configuration is different than
that of the offside FMC.
ACARS PERF DATA - Appears upon receipt of the first piece of performance
data in an ACARS FPR (flight planning) or LIF (takeoff data) uplink.
ACARS ROUTE DATA - Appears upon receipt of an ACARS FPR (flight
planning) uplink.
ACARS RWY NOT IN F-PLN - The runway displayed on the ACARS
TAKEOFF REVIEW page disagrees with the origin runway in the active primary
flight plan.
ACARS TAKEOFF DATA - Appears following the receipt of an ACARS LIF
(takeoff data) uplink.
ACARS WIND DATA - Appears upon receipt of an ACARS PWD (wind) uplink.
• ALIGN IRS - Appears if all of the following are true:
• At least one IRS sensor is operating and in align mode.
• The F-PLN INIT page is not being displayed.
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• The IRS latitude and longitude have been updated.
• The flight phase is preflight.
ALT ERROR AT XXXXXX - Altitude constraint cannot be met. XXXXXXX is
constrained waypoint name.
ALTN F-PLN CLEARED - When an attempt is made to add a guidance leg to the
primary or alternate flight plans, but no memory is available, then the secondary
flight plans are sacrificed for space. When an attempt is made to add a guidance
leg to the primary flight plan, but no memory is available and the secondary flight
plans have already been sacrificed, then the alternate flight plan is sacrificed and
this message is displayed.
ATTITUDE OUT OF RANGE - Attitude of the aircraft is outside of 0 to +2
degrees pitch or plus/minus 1 degree roll when an entry is attempted on the FUEL
DIPSTICK page.
BLOCK OUT OF RANGE - A crew entry has caused the calculated BLOCK fuel
weight to become less than minimum acceptable BLOCK or greater than
maximum acceptable BLOCK.
(FMS-911/-912/-913) BUSY-WAIT FOR READY - A downlink has been
attempted while the ACARS MU-FMS interface was busy.
BUTTON PUSH IGNORED - MCDU LSK push attempted during or just after
predicted profile point data appears on the F-PLN page.
CANCELLING OFFSET - When the aircraft is flying an offset and the next leg is
incompatible for an offset, the aircraft will leave the offset and capture the active
leg just before sequencing. At this time the offset is cancelled and the message
appears.
CHECK ALT CSTR - XXXXXXX - Conflicting constraint is entered.
XXXXXXX is waypoint name. Appears if one of the following conditions is met:
• An at-or-below climb constraint follows an at-or-above climb constraint
and the altitude of the at-or-below constraint is less than that of the
at-or-above.
• An at-or-above descent constraint follows an at-or-below descent
constraint and the altitude of the at-or-above constraint is greater than that
of the at-or-below.
• A cruise constraint follows a cruise constraint with greater altitude.
CHECK ALTITUDES - An altitude conflict exists as follows:
• In climb, if FCP clearance altitude is set below the aircraft.
• In cruise, if FCP clearance altitude is set below aircraft during a step
climb.
• In descent, if FCP clearance altitude is set above the aircraft.
CHECK BALLAST FUEL - There is a valid ballast fuel and a transition to
preflight phase occurs.
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CHECK/CONFIRM VSPDS - Appears for any of the following:
A pilot entered or pilot confirmed value of V1, V2 or VR is manually cleared.
• ALT T/O is selected as the thrust limit and V1, V2 or VR have been pilot
confirmed.
• Calculated values for V1, V2 or VR change from invalid to valid.
• Values for V1, V2, and VR can no longer be calculated because input
necessary for calculation has become invalid.
• A new runway is entered into the active primary flight plan and V1, V2 or
VR are pilot confirmed or pilot entered.
• Calculated value for V1, V2 or VR is found to be more than 2 knots
different than the pilot confirmed value for V1, V2, or VR.
• FMS transitions into the LAT ONLY state and V1, V2 or VR is not pilot
entered.
CHECK DATA BASE CYCLE - Appears if the following conditions are met:
• A new ORIG/DEST pair or CO RTE is entered in the active or secondary
flight plan.
• The date displayed on the DOC DATA page is valid and does not fall
within the nav database cycle dates.
• The cockpit chrono is valid and does not fall within the nav database
cycle dates.
CHECK WEIGHTS - Appears at engine start when:
• Pilot entered TOCG differs more than 2 percent from WBS TOCG or,
• Pilot entered TOGW differs more than 2 percent from WBS TOGW.
CHECK ZFW - At engine start, if BLOCK and UFOB differ by more than 1,000
lbs. After engine start, if BALLAST is entered or edited.
CLB ALT CSTRS DELETED - Descent is entered before all of the climb altitude
constraints have been sequenced. All altitude constraints are associated with a
lateral leg and are sequenced when that leg is sequenced.
CRZ ALT CSTRS DELETED - Descent is entered before all of the cruise altitude
constraints have been sequenced. All altitude constraints are associated with a
lateral leg and are sequenced when that leg is sequenced.
CRZ FL ABOVE MAX FL - The cruise flight level for the active primary flight
plan has changed and is above the computed maximum flight level.
CRZ FL(S) REMOVED - Appears if one of the following conditions is met:
• A new cruise altitude is entered above a step altitude causing the step to
the lower altitude to be removed.
• A transition to descent or approach occurs, with multiple Cruise flight
Levels entered for the active primary flight plan.
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• An engine out is confirmed, with multiple cruise flight levels entered for
the active primary flight plan.
• The secondary flight plan is activated with multiple cruise flight levels
entered for the active primary flight plan.
(FMS-911/-912/-913) DATABASE ACCESS ERROR - An error occurred while
the FMS was accessing the nav database, or there is an error in the data read from
the nav database.
DEFAULT STATE ASSUMED - All pilot entered data is cleared after a long term
power-up. This can occur following NAV database loading or an FMC automatic
reset.
DISCONTINUITY AHEAD - Appears 30 seconds before entering a
discontinuity.
ENTRY OUT OF RANGE - An LSK input is not within the correct range.
FMC BATTERY LOW - Mass memory batteries are low and require maintenance.
FMC POSITION MISMATCH - Position differs by more than 5 NM (or double
the RNP distance in NM) between FMCs. Automatically clears when FMC
positions are within 3 NMs of each other.
F-PLN FULL - Appears if changes to a flight plan are requested but the memory
capacity for the flight plans is exceeded.
F-PLN WPT/NAV RETAINED - Appears when deletion of a pilot defined
waypoint is attempted while the defined waypoint is in use as follows:
• Contained in a flight plan.
• Displayed on the AIRWAYS page.
• Part of the ACARS flight plan uplink.
FORMAT ERROR - Format of the LSK input data is not correct.
(FMS-911/-912/-913) GPS ONLY NAVIGATION - Navigation position is being
determined by GPS data only. This message causes the CDU MSG to annunciate
on the ND.
GROSS WEIGHT MISMATCH - Gross weight differs by 15,000 pounds between
FMCs.
GW OUT OF RANGE - Appears if, due to a TOGW, FOB, or ZFW entry, the GW
becomes less than the minimum GW or more than the maximum GW.
ILS UNTUNEABLE - When within 20 miles of the destination, invalid data is
continually received from a tuned ILS.
INDEPENDENT OPERATION - Dual FMC operation not possible.
INITIALIZE COST INDEX - Engines are started without a valid cost index or an
FMC automatic reset has occurred.
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INITIALIZE CRZ FL - Engines are started without a valid CRZ LEVEL or an
FMC automatic reset has occurred.
INITIALIZE WEIGHTS - Calculation of FOB is impossible because of a failed
fuel quantity sensor or an FMC automatic reset has occurred.
INITIALIZE ZFWCG - Engines are started and no valid ZFWCG entry is
available or an FMC automatic reset has occurred.
INSUFFICIENT FUEL - Predicted fuel burn to the primary destination is greater
than the current usable FOB.
INVALID ACARS DATA - This message is issued if invalid data is received in an
ACARS uplink.
INVALID CO RTE PROC - Invalid approach types are present in a company
route. The FMS will automatically clear the invalid approach segment.
IRS ONLY NAVIGATION - Inertial data only. No radio or GNS position
updating. Issued 2 minutes after a transition to IRS only navigation. If in terminal
area, appears 1 minute after the transition to IRS only navigation. The message
will then be issued every 10 minutes while in IRS only mode.
(FMS-911/-912) Inertial data only. No radio or GNS position updating. The IRS
ONLY message will not periodically reappear when in the IRS ONLY navigation
mode. It will only reappear once the aircraft sequences into the descent mode if
IRS only navigation is still active. If the RNP option is selected, the IRS ONLY
message will not be displayed.
LIST OF FORTY IN USE - An attempt is made to create a defined waypoint and
the capacity of that list has been reached. The FMS will attempt to delete any
unused defined waypoints to make room for the new waypoint before the message
appears.
MAX LW NNN.N Calculated destination Landing Weight exceeds the limit.
NNN.N is max value for Landing Weight.
MAX TOGW NNN.N - Appears if any of the following conditions are met:
• A GW is entered, while not airborne, which exceeds limits.
• A TOGW is entered which exceeds limits.
• An FOB or ZFW entry is made, while not airborne, which causes either
the GW or TOGW to exceed limits.
MAX ZFW NNN.N - Appears if any of the following causes the ZFW to exceed
limit:
• TOGW entry.
• Taxi fuel entry.
• Block fuel entry.
• Ballast fuel entry.
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• GW entry.
• ZFW entry.
MLS UNTUNEABLE - Appears within 30 miles of the destination if invalid data
is continually received from the tuned MLS.
MULTIPLE ENGINEOUT - More than one engine inoperative.
NEW CRZ ALT - FLNNN - A change is made to the active primary cruise altitude
which was not pilot initiated. For example, entry of an altitude constraint that is
higher than the cruise flight level causes the cruise flight level to be raised to the
altitude constraint value.
NO DESTINATION - Appears for the following:
• An attempt is made to access the APPROACH page with no destination in
the active primary flight plan.
• An entry of a descent constraint is attempted without a destination in the
affected flight plan.
NO FMS SPD/PROF - No Perf database exists for the programmed engine or
airframe or the engine detected by the FCC does not match programmed engine
specified to the FMC at engine start.
NOT ALLOWED - A key input is not allowed or is not functional.
NOT IN DATA BASE - An IDENT entry is attempted that is not in the nav
database and/or the pilot defined waypoint list.
NOT ON INTC HEADING - Present track will not intercept the selected course
for the DIR/INTCP function.
(FMS-911/-912/-913) PLEASE WAIT - FMCs are re synchronizing to the dual
state.
RADIO ONLY NAVIGATION - Appears on transition to Radio Only navigation
mode (no inertial navigation).
REF NAVAID DESELECTED - A procedure specified navaid is deselected while
the aircraft is in the terminal area.
REF NAVAID UNTUNEABLE - A procedure specified navaid has been
blackballed by the FMS and is not used in position calculation.
RTA ERROR AT XXXXXXX - RTA constraint will be missed by more than 30
seconds.
SEC F-PLN CLEARED - When an attempt is made to add a guidance leg to the
Active Primary or Active Alternate flight plans, but there is no memory available,
then the Secondary flight plans are sacrificed for space and this message is issued.
SEC RTA REMOVED - RTA constraint in active (secondary) flight plan is
automatically deleted as an indirect result of aircraft or crew action.
SENSOR FAIL - Sensor transitions to fail on SENSOR STATUS page.
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SENSOR IS INVALID - Sensor is declared invalid for FMC use.
SIMSOFT DISABLED SIMSOFT - has been previously enabled and the protocol
for SIMSOFT has broken down or been discontinued, or the AIRCRAFT/SIM
program pin is not set to SIM.
SIMSOFT ENABLED - Appears after a long term power transient if SIMSOFT
program pin is enabled.
SPD ERROR AT XXXXXXX - It is predicted that a speed constraint cannot be
met. XXXXXXX is the constrained waypoint name.
SPD LIM EXCEEDED - The aircraft is unable to slow to descent speed limit by
descent speed limit altitude.
(FMS-911/-912/-913) STAB TRIM MISMATCH - The FMS stabilizer trims
differ by more than 0.1% between FMSs. This message causes the CDU MSG to
annunciate on the ND.
STEP DOWN INVALID - Appears when entry of a cruise FL lower than the
previous cruise FL is attempted on the INIT page.
TANK LIMIT EXCEEDED - The ballast fuel quantity entry exceeds the limit for
the specified tank.
THRUST LIMIT MISMATCH - Thrust limits differ by 0.02 EPR (or 1% for GE
engines) or more between FMCs. Any of the percent derate values established
for takeoff percent derate #1, takeoff percent derate #2, climb percent derate #1,
or climb percent derate #2 differ between FMCUs.
TIME CSTR REMOVED - There is a valid time constraint and any one of the
following conditions is met:
• Aircraft becomes airborne.
• The clock becomes invalid.
• A transition out of descent occurs.
• The aircraft becomes active in a manual leg.
• An engine out is confirmed.
TIMEOUT - RESELECT - Issued by the MCDU. The MCDU has lost
communications with the previously active subsystem.
TOGW OUT OF RANGE - Appears if, due to an FOB or ZFW entry, the TOGW
becomes less than the minimum or more than the maximum, the aircraft is not
airborne, and the GW is not out of range.
TRANSFER ABORTED - Unsuccessful completion of a nav database crossload.
TRANSFER COMPLETED - Successful completion of a nav database crossload.
TRANSFER IN PROGRESS - Appears in SP of the FMC which is transmitting a
Nav database to the other FMC.
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TUNE AAA - FFF.FF - The manually tuned navaid is not the procedure specified
navaid.
(FMS-911/-912/-913) UNABLE TO UPDATE F-PLN - FMS tried to process a
flight plan change but a processing error occurred or the data from the nav
database was not available or had an error.
VERIFY A/C POSITION - GNS or radio position differs from inertial position by
12 NM or more or a position entry on the POS REF page is greater than 33 miles
from the currently displayed position.
VERIFY RNP ENTRY RNP - entry is greater than default RNP from NDB.
(FMS-911/-912/-913) VMIN MISMATCH - The VMIN speeds differ by more
than 5 knots between FMSs. This message causes the CDU MSG to annunciate on
the ND.
ZFW OUT OF RANGE - Calculated ZFW is less than minimum or greater than
maximum due to any of the following:
• Block fuel entry.
• Taxi fuel entry.
• TOGW entry.
• GW entry.
AOC/ATS Datalink MCDU Message (FMS-920/-921)
In addition to the messages listed above, the following messages are available:
ACT FPLN UPLINK READY - A flight plan uplink containing route data has
been received and is ready to be loaded into the active flight plan.
AOC RWY NOT IN F-PLN - Uplinked AOC takeoff data is being displayed and
the runway is not the origin runway in the active primary flight plan.
ATC COMM ESTABLISHED - An ATC datalink connection has been
established.
ATC COMM TERMINATED - The ATC datalink connection has been
terminated.
ATC REPORT LIST FULL - This message is displayed when the report list
contains 10 reports, an uplink message that includes an ATC REPORT or
CONFIRM request has been received, and one of the following is true:
• the uplink message does not require a closure response or
• the uplink message requires a closure response and a positive closure
response has been initiated.
FLT NUMBER UPLINK - A flight plan uplink that only contains a valid flight
number has been received.
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F-PLN UPLINK LOADING - Uplinked route data is being loaded into the
primary or secondary flight plan. This message causes the CDU MSG to
annunciate on the ND.
INVALID ATC UPLINK - A downlink error message has been generated in
response to an ATC uplink message and the ATC datalink connection has not been
aborted. This message is not displayed if the error is generated by the crew
deleting a downlink response message before it was received by ATC.
INVALID ENTRY - A tail number has been received from the ACARS MU when
one has already been entered in 3L on the ATC LOGON/STATUS page, or the tail
number that the pilot has entered in 3L does not match the tail number that was
received from the ACARS MU.
INVALID FLT NO UPLINK - An uplink message containing only a flight number
has been received but the data is invalid.
INVALID FPLN UPLINK - An uplink message containing flight plan data has
been received but the data is invalid. This message is automatically removed from
the scratchpad if a valid flight plan uplink is received.
INVALID PERF UPLINK - An uplink message containing performance data has
been received but the data is invalid. This message is automatically removed from
the scratchpad if a valid performance data uplink is received.
INVALID TAKEOFF UPLINK - An uplink message containing takeoff data has
been received but the data is invalid. This message is automatically removed from
the scratchpad if a valid takeoff data uplink is received.
INVALID WIND UPLINK - An uplink message containing wind data has been
received but the data is invalid. This message is automatically removed from the
scratchpad if a valid wind data uplink is received.
MESSAGE LIMIT EXCEEDED - The pilot has tried to enter a sixth message
element to include in an ATC downlink message. Only five message elements are
allowed in a downlink message.
PARTIAL F-PLN LOADED - Only a portion of the uplinked flight plan data was
loadable and that portion was loaded into the selected flight plan. In this case, the
unloaded portion did not contain errors, but could not be loaded for some other
reason.
PARTIAL F-PLN UPLINK - A flight plan uplink that contained errors was
received, but the errors did not cause a total rejection of the flight plan data. Only
the loadable portion of the flight plan data was loaded into the selected flight plan.
PERF DATA UPLINK READY - An uplink containing performance data has
been received and is ready to be loaded.
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RE-LOGON TO ATC COMM - An ATC logon message was sent from the
aircraft, and either ATC sent a negative response or a positive response was not
received within the required time. This message is also displayed if the ATC
datalink was terminated for some reason other than commanded by the pilot or
receipt of a valid END SERVICE message.
RESPOND TO ATC UPLINK - An ATC uplink message has been received and
the storage memory space is full.
SEC F-PLN UPLINK READY - A flight plan uplink containing route data has
been received and is ready to be loaded into the secondary flight plan.
TAKEOFF DATA UPLINK - An uplink containing takeoff data has been received
and is ready to be loaded.
UNABLE TO LOAD F-PLN - A flight plan uplink containing route data but the
FMS was not able to load the data.
UNABLE TO SEND MSG - An ATC downlink message has been initiated but the
message was not delivered to the ACARS CMU/MU because of a protocol error.
WIND DATA UPLINK READY - An uplink containing wind data has been
received and is ready to be loaded.
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Custom STAR
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0138
Custom arrivals, approaches and their transitions (pin option) are customer
defined and customer unique. Page operation using custom terminal procedures is
the same as that previously described for standard terminal procedures.
Switching between standard and custom arrivals/transitions and
approaches/transitions is accomplished by pushing LSK 5L and LSK 5R,
respectively. This can be accomplished any time the prompts are displayed. The
STAR page will allow selection of procedures, either custom or standard, as
selected in 5L and 5R. Following a switch from custom to standard or vice versa
the selections already made by the pilot will be retained for display and insertion
until another selection is made. The above page is the result of having selected
Custom Arrivals and Custom Approaches after standard procedures were already
chosen.
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Custom STAR
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0139
If a non-precision approach has been selected, boxes are displayed in line 2R for
entry of the MDA. The *INSERT prompt will be available after an MDA has been
entered. Editing the MDA after the selected non-precision approach has been
inserted causes the entered MDA value to be displayed in small font with an
asterisk. Editing the MDA value and confirming it by pushing LSK 2R will cause
the MCDU to revert to the F-PLN page without re-stringing the STAR/approach
and without initiating a descent path reconstruction. Selecting LSK 6L will
re-string the selected STAR/APPR and cause the MCDU to revert to the F-PLN
page.
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Custom SID
1L
1R
2L
2R
3L
3R
4L
4R
5L
5R
6L
6R
LB1-3-0140
Custom SIDs and their transitions (pin option), are customer defined and customer
unique. Page operation using custom SIDs/transitions is the same as that
previously described for standard SIDs.
Switching between standard and custom SIDs/transitions is accomplished by
pushing LSK 5L. This can be accomplished any time the prompt is displayed. The
SID page will only allow selection of one procedure type, either custom or
standard, as selected in 5L. Following a switch from custom to standard or vice
versa the selections already made by the pilot will be retained for display and
insertion until another selection is made. The display shown above is the result of
having selected custom SIDs after a standard procedure was already chosen.
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FMS.40 FMS-Alerts
NOTE: The associated cue switch is shown in parenthesis (XXX)
following the alert.
Amber Alerts (Level 1)
UNABLE RNP (MISC) - Required navigation performance is not being met
during that phase of flight.
Cyan Alerts (Level 0)
CDU1/2 MENU REQUEST - A message is displayed on the MENU page of
respective MCDU1 or MCDU2.
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