FMC106

4MCUFMC UPDATE 10.6

andLCD DISPLAY UPDATES 1 and 2

FMCS GUIDE

THIS PRODUCT ORIENTATION AND TRAININGDOCUMENT IS NOT A FLIGHT MANUAL.Refer to the Boeing Airplane Company the

737-600/700/800/900 operations manual for operating in-structions for the Flight Management Computer System.

TDM TBD

FLIGHT MANAGEMENT COMPUTER SYSTEMGUIDE

4MCUFMC UPDATE 10.6

andLCD DISPLAY UPDATES 1 and 2

THIS PRODUCT ORIENTATION AND TRAININGDOCUMENT IS NOT A FLIGHT MANUAL.

Refer to the Boeing Airplane Company 737-600/700/800/900operations manual for operating instructions for the Flight

Management Computer System.

i TDM 2213

Dates of issue for original and changed pages are:

Original 0 4 March, 2005. . . . . . . . . . . . . . . . . .

Total number of pages in this publication is 518 consisting of thefollowing:

Page Revision Page RevisionNo. No. No. No.

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338 2−229 0. . . . . . . . . . . . . . . . .

339 2−230 0. . . . . . . . . . . . . . . . .

340 2−231 0. . . . . . . . . . . . . . . . .

341 2−232 (blank) 0. . . . . . . . . .

342 2−233 0. . . . . . . . . . . . . . . . .

343 2−234 (blank) 0. . . . . . . . . .

344 2−235 0. . . . . . . . . . . . . . . . .

345 2−236 0. . . . . . . . . . . . . . . . .

vi TDM 2213


346 2−237 0. . . . . . . . . . . . . . . . . 347 2−238 (blank) 0. . . . . . . . . . 348 2−239 0. . . . . . . . . . . . . . . . . 349 2−240 0. . . . . . . . . . . . . . . . .

350 2−241 0. . . . . . . . . . . . . . . . . 351 2−242 0. . . . . . . . . . . . . . . . . 352 2−243 0. . . . . . . . . . . . . . . . . 353 2−244 0. . . . . . . . . . . . . . . . .

354 2−245 0. . . . . . . . . . . . . . . . . 355 2−246 (blank) 0. . . . . . . . . . 356 2−247 0. . . . . . . . . . . . . . . . .

357 2−248 (blank) 0. . . . . . . . . . 358 2−249 0. . . . . . . . . . . . . . . . . 359 2−250 (blank) 0. . . . . . . . . . 360 2−251 0. . . . . . . . . . . . . . . . .

361 2−252 (blank) 0. . . . . . . . . . 362 2−253 0. . . . . . . . . . . . . . . . . 363 2−254 (blank) 0. . . . . . . . . . 364 2−255 0. . . . . . . . . . . . . . . . .

365 2−256 (blank) 0. . . . . . . . . . 366 2−257 0. . . . . . . . . . . . . . . . . 367 2−258 (blank) 0. . . . . . . . . . 368 2−259 0. . . . . . . . . . . . . . . . .

369 2−260 (blank) 0. . . . . . . . . . 370 2−261 0. . . . . . . . . . . . . . . . . 371 2−262 (blank) 0. . . . . . . . . . 372 2−263 0. . . . . . . . . . . . . . . . .

373 2−264 (blank) 0. . . . . . . . . . 374 2−265 0. . . . . . . . . . . . . . . . . 375 2−266 (blank) 0. . . . . . . . . .

376 2−267 0. . . . . . . . . . . . . . . . . 377 2−268 (blank) 0. . . . . . . . . . 378 2−269 0. . . . . . . . . . . . . . . . . 379 2−270 (blank) 0. . . . . . . . . .

380 2−271 0. . . . . . . . . . . . . . . . . 381 2−272 (blank) 0. . . . . . . . . .

382 2−273 0. . . . . . . . . . . . . . . . .

383 2−274 (blank) 0. . . . . . . . . .

384 2−275 0. . . . . . . . . . . . . . . . .

385 2−276 0. . . . . . . . . . . . . . . . .

386 2−277 0. . . . . . . . . . . . . . . . .

387 2−278 0. . . . . . . . . . . . . . . . .

388 2−279 0. . . . . . . . . . . . . . . . .

389 2−280 0. . . . . . . . . . . . . . . . .

390 2−281 0. . . . . . . . . . . . . . . . .

391 2−282 (blank) 0. . . . . . . . . .

392 2−283 0. . . . . . . . . . . . . . . . .

393 2−284 (blank) 0. . . . . . . . . .

394 2−285 0. . . . . . . . . . . . . . . . .

395 2−286 0. . . . . . . . . . . . . . . . .

396 2−287 0. . . . . . . . . . . . . . . . .

397 2−288 0. . . . . . . . . . . . . . . . .

398 2−289 0. . . . . . . . . . . . . . . . .

399 2−290 (blank) 0. . . . . . . . . .

400 2−291 0. . . . . . . . . . . . . . . . .

401 2−292 (blank) 0. . . . . . . . . .

402 2−293 0. . . . . . . . . . . . . . . . .

403 2−294 0. . . . . . . . . . . . . . . . .

404 2−295 0. . . . . . . . . . . . . . . . .

405 2−296 0. . . . . . . . . . . . . . . . .

406 3−1 0. . . . . . . . . . . . . . . . . . . .

407 3−2 0. . . . . . . . . . . . . . . . . . . .

408 3−3 0. . . . . . . . . . . . . . . . . . . .

409 3−4 0. . . . . . . . . . . . . . . . . . . .

410 3−5 0. . . . . . . . . . . . . . . . . . . .

411 3−6 0. . . . . . . . . . . . . . . . . . . .

412 3−7 0. . . . . . . . . . . . . . . . . . . .

413 3−8 0. . . . . . . . . . . . . . . . . . . .

414 3−9 0. . . . . . . . . . . . . . . . . . . .

415 3−10 0. . . . . . . . . . . . . . . . . .

416 3−11 0. . . . . . . . . . . . . . . . . .

vii TDM 2213


417 3−12 0. . . . . . . . . . . . . . . . . . 418 3−13 0. . . . . . . . . . . . . . . . . . 419 3−14 0. . . . . . . . . . . . . . . . . . 420 3−15 0. . . . . . . . . . . . . . . . . .

421 3−16 0. . . . . . . . . . . . . . . . . . 422 3−17 0. . . . . . . . . . . . . . . . . . 423 3−18 0. . . . . . . . . . . . . . . . . . 424 3−19 0. . . . . . . . . . . . . . . . . .

425 3−20 0. . . . . . . . . . . . . . . . . . 426 3−21 0. . . . . . . . . . . . . . . . . . 427 3−22 0. . . . . . . . . . . . . . . . . .

428 3−23 0. . . . . . . . . . . . . . . . . . 429 3−24 0. . . . . . . . . . . . . . . . . . 430 3−25 0. . . . . . . . . . . . . . . . . . 431 3−26 0. . . . . . . . . . . . . . . . . .

432 3−27 0. . . . . . . . . . . . . . . . . . 433 3−28 0. . . . . . . . . . . . . . . . . . 434 3−29 0. . . . . . . . . . . . . . . . . . 435 3−30 0. . . . . . . . . . . . . . . . . .

436 3−31 0. . . . . . . . . . . . . . . . . . 437 3−32 0. . . . . . . . . . . . . . . . . . 438 3−33 0. . . . . . . . . . . . . . . . . . 439 3−34 0. . . . . . . . . . . . . . . . . .

440 3−35 0. . . . . . . . . . . . . . . . . . 441 3−36 0. . . . . . . . . . . . . . . . . . 442 3−37 0. . . . . . . . . . . . . . . . . . 443 3−38 0. . . . . . . . . . . . . . . . . .

444 3−39 0. . . . . . . . . . . . . . . . . . 445 3−40 0. . . . . . . . . . . . . . . . . . 446 3−41 0. . . . . . . . . . . . . . . . . .

447 3−42 0. . . . . . . . . . . . . . . . . . 448 3−43 0. . . . . . . . . . . . . . . . . . 449 3−44 (blank) 0. . . . . . . . . . . 450 4−1 0. . . . . . . . . . . . . . . . . . . .

451 4−2 0. . . . . . . . . . . . . . . . . . . . 452 4−3 0. . . . . . . . . . . . . . . . . . . .

453 4−4 0. . . . . . . . . . . . . . . . . . . .

454 4−5 0. . . . . . . . . . . . . . . . . . . .

455 4−6 0. . . . . . . . . . . . . . . . . . . .

456 4−7 0. . . . . . . . . . . . . . . . . . . .

457 4−8 0. . . . . . . . . . . . . . . . . . . .

458 4−9 0. . . . . . . . . . . . . . . . . . . .

459 4−10 0. . . . . . . . . . . . . . . . . .

460 4−11 0. . . . . . . . . . . . . . . . . .

461 4−12 0. . . . . . . . . . . . . . . . . .

462 4−13 0. . . . . . . . . . . . . . . . . .

463 4−14 0. . . . . . . . . . . . . . . . . .

464 4−15 0. . . . . . . . . . . . . . . . . .

465 4−16 0. . . . . . . . . . . . . . . . . .

466 4−17 0. . . . . . . . . . . . . . . . . .

467 4−18 0. . . . . . . . . . . . . . . . . .

468 4−19 0. . . . . . . . . . . . . . . . . .

469 4−20 0. . . . . . . . . . . . . . . . . .

470 4−21 0. . . . . . . . . . . . . . . . . .

471 4−22 0. . . . . . . . . . . . . . . . . .

472 4−23 0. . . . . . . . . . . . . . . . . .

473 4−24 0. . . . . . . . . . . . . . . . . .

474 4−25 0. . . . . . . . . . . . . . . . . .

475 4−26 0. . . . . . . . . . . . . . . . . .

476 4−27 0. . . . . . . . . . . . . . . . . .

477 4−28 0. . . . . . . . . . . . . . . . . .

478 4−29 0. . . . . . . . . . . . . . . . . .

479 4−30 0. . . . . . . . . . . . . . . . . .

480 4−31 0. . . . . . . . . . . . . . . . . .

481 4−32 0. . . . . . . . . . . . . . . . . .

482 4−33 0. . . . . . . . . . . . . . . . . .

483 4−34 0. . . . . . . . . . . . . . . . . .

484 4−35 0. . . . . . . . . . . . . . . . . .

485 4−36 0. . . . . . . . . . . . . . . . . .

486 4−37 0. . . . . . . . . . . . . . . . . .

487 4−38 0. . . . . . . . . . . . . . . . . .

viii TDM 2213


488 4−39 0. . . . . . . . . . . . . . . . . . 489 4−40 0. . . . . . . . . . . . . . . . . .

490 4−41 0. . . . . . . . . . . . . . . . . . 491 4−42 0. . . . . . . . . . . . . . . . . .

492 4−43 0. . . . . . . . . . . . . . . . . . 493 4−44 0. . . . . . . . . . . . . . . . . .

494 4−45 0. . . . . . . . . . . . . . . . . .

495 4−46 0. . . . . . . . . . . . . . . . . . 496 4−47 0. . . . . . . . . . . . . . . . . .

497 4−48 0. . . . . . . . . . . . . . . . . . 498 4−49 0. . . . . . . . . . . . . . . . . .

499 4−50 0. . . . . . . . . . . . . . . . . . 500 4−51 0. . . . . . . . . . . . . . . . . .

501 4−52 0. . . . . . . . . . . . . . . . . .

502 4−53 0. . . . . . . . . . . . . . . . . . 503 4−54 0. . . . . . . . . . . . . . . . . .

504 4−55 0. . . . . . . . . . . . . . . . . . 505 4−56 0. . . . . . . . . . . . . . . . . .

506 4−57 0. . . . . . . . . . . . . . . . . . 507 4−58 0. . . . . . . . . . . . . . . . . .

508 4−59 0. . . . . . . . . . . . . . . . . .

509 4−60 0. . . . . . . . . . . . . . . . . . 510 4−61 0. . . . . . . . . . . . . . . . . .

511 4−62 0. . . . . . . . . . . . . . . . . . 512 4−63 0. . . . . . . . . . . . . . . . . .

513 4−64 0. . . . . . . . . . . . . . . . . . 514 4−65 0. . . . . . . . . . . . . . . . . .

515 4−66 0. . . . . . . . . . . . . . . . . .

516

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SUBJECT PAGE

TABLE OF CONTENTS ix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Abbreviations and Symbols xvii. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PREFACEIntroduction xxvii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Contents xxvii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Highlights xxvii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System xxvii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual FMC Operaction xxviii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation xxix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airlines Selectable Options xxxi. . . . . . . . . . . . . . . . . . . . . . . . . . .

PART 1Introduction 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Why an FMS? 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . What Can an FMCS Do? 1−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . How Does the FMCS Do This? 1−2. . . . . . . . . . . . . . . . . . . . . . . Hardware and Software Options 1−2. . . . . . . . . . . . . . . . . . . . . .

Hardware Options 1−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airlines Selectable Software Options 1−3. . . . . . . . . . . . . . . . .

Using the LCD 1−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Keys 1−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Alphanumeric Keys 1−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Function Keys 1−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page Control Keys 1−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Manipulation Keys 1−9. . . . . . . . . . . . . . . . . . . . . . . . . Data Activation 1−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lighted Annunciators 1−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Entry Rules 1−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Box Prompt 1−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dash Prompt 1−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selection Prompt 1−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Invalid Entry 1−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slash Key and Slash Rule 1−14. . . . . . . . . . . . . . . . . . . . . . . . . . Erase 1−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude/Flight Levels 1−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Color Displays 1−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Messages 1−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Dual FMC Configuration 1−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Description 1−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMCS Sub−System Inputs 1−22. . . . . . . . . . . . . . . . . . . . . . . FMS System Controls and Displays 1−22. . . . . . . . . . . . . . . . . .

AFDS Mode Control Panel (MCP) 1−22. . . . . . . . . . . . . . . . Autothrottle (A/T) 1−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Mode Annunciations 1−25. . . . . . . . . . . . . . . . . . . . . . . Autoflight Annunciator (AA) 1−26. . . . . . . . . . . . . . . . . . . . . . Common Display System (CDS) 1−26. . . . . . . . . . . . . . . . . .

Instruments 1−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Situation Indicator (HSI) Display 1−29. . . . . . . . Mach/Airspeed Indicator (MASI) Display 1−29. . . . . . . . . . . Attitude Indicator (AI) Display 1−30. . . . . . . . . . . . . . . . . . . .

FMCS Performance Computations 1−30. . . . . . . . . . . . . . . . . . . . Cost Index (CI) 1−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Modes 1−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Database 1−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Optimization 1−31. . . . . . . . . . . . . . . . . . . . . . . . . . Performance Selection for Required Time of Arrival (RTA) 1−32Flight Envelope Protection 1−33. . . . . . . . . . . . . . . . . . . . . . . . . .

FMCS Navigation 1−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stored Navigation Databases 1−34. . . . . . . . . . . . . . . . . . . . . . .

Main Navigation Databases 1−34. . . . . . . . . . . . . . . . . . . . . . Reference Navigation Databases 1−34. . . . . . . . . . . . . . . . . Pilot Defined Company Route Naviagtion Database 1−35. Displayed Navigation Data 1−35. . . . . . . . . . . . . . . . . . . . . . .

Determining Optimal Navigation Configuration 1−36. . . . . . . . . Position Determination 1−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio Management 1−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS Navigation 1−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMCS Flight Planning 1−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Database Selection 1−39. . . . . . . . . . . . . . . . . . . . . . IRS Initialization 1−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GMT or Local Time Selection 1−40. . . . . . . . . . . . . . . . . . . . . . . Flight Plan definition 1−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Path Construction 1−40. . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Path Construction 1−41. . . . . . . . . . . . . . . . . . . . . . . . . . Activating the Flight Plan 1−41. . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Modification 1−42. . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMC Guidance 1−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint Definition 1−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed Waypoints 1−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Floating Waypoints 1−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initial Path Capture 1−44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading Guidance 1−46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint Transitions, Leg Switching, and 1−46. . . . . . . . . . . . . Path Capture CriteriaProcedure Turns 1−48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Profile Disengagement 1−48. . . . . . . . . . . . . . . . . . . . . . Holding Patterns 1−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct to Function 1−52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approach Intercept Criteria 1−52. . . . . . . . . . . . . . . . . . . . . . . . . Integrated Approach Navigation (IAN) 1−55. . . . . . . . . . . . . . . . Missed Approach 1−60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMCS Steering 1−60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Autopilot Autothrottle Interface with FMCS 1−61. . . . . . LNAV/VNAV Engagement 1−61. . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Selection 1−61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autothrottle Arming 1−62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Intervention 1−62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed Intervention 1−63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Overview 1−64. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate Navigation Function 1−67. . . . . . . . . . . . . . . . . . . . . . . . .

Alternate Navigation Sub−System Inputs 1−67. . . . . . . . . . . . . Alternate Navigation Operation 1−67. . . . . . . . . . . . . . . . . . . . . . Alternate Navigation Keyboard Operation 1−69. . . . . . . . . . . . . Alternate Navigation Page Access 1−69. . . . . . . . . . . . . . . . . . . Alternate Navigation System Controls and Displays 1−70. . . . Alternate Navigation Control/Display Unit 1−70. . . . . . . . . . . . . Receiver Inputs 1−70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Standby Attitude Indicator 1−70. . . . . . . . . . . . . . . . . MCDU Navigation 1−70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Alternate Navigation MCDU Flight Planning 1−71. . . . . . . . Alternate Navigation Flight Plan Definition 1−71. . . . . . . . . . Alternate Navigation Lateral Plan Construction 1−71. . . . . Alternate Navigation Plan Modification 1−72. . . . . . . . . . . . . Alternate Navigation Guidance 1−73. . . . . . . . . . . . . . . . . . . Alternate Navigation Path Computations 1−73. . . . . . . . . . . Alternate Navigation WPT Transitions, Leg 1−73. . . . . . . . . Switching, and Path CaptureDirect To Function 1−73. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PART 2Normal Operation 2−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Where to Begin 2−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initialization 2−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sample Flight 2−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IDENT 2−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

POS INIT 2−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

POS REF 2−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RTE 2−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot−Defined Company Route Option 2−29. . . . . . . . . . . . . . . . Reverse Flight Plan Option 2−31. . . . . . . . . . . . . . . . . . . . . . . . . Alternate Destinations Option 2−33. . . . . . . . . . . . . . . . . . . . . . . Flight Number Option 2−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Offset Option 2−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DEP/ARR INDEX 2−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DEPARTURES 2−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Out SIDS Option 2−49. . . . . . . . . . . . . . . . . . . . . . . . . . .

ARRIVALS 2−51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated Approach Navigation Option 2−57. . . . . . . . . . . . . . .

RTE LEGS 2−59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RTE DATA 2−71. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−73. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PERF INIT 2−75. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−77. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Planned Fuel Option 2−79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gross Weight Inhibit Option 2−81. . . . . . . . . . . . . . . . . . . . . . . . .

PERF LIMITS 2−83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TAKEOFF REF 2−87. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−89. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QFE Reference Option 2−93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Runway Position Update Option 2−95. . . . . . . . . . . . . . . . . . . . . Runway Offset Option 2−97. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Runway Remaining Option 2−99. . . . . . . . . . . . . . . . . . . . . . . . . Thrust Bump Option 2−101. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quiet Climb System Option 2−103. . . . . . . . . . . . . . . . . . . . . . . . .

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Takeoff Speeds Option 2−105. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Takeoff Derate Inhibit Option 2−107. . . . . . . . . . . . . . . . . . . . . . . . Manual Takeoff Speeds Option 2−107. . . . . . . . . . . . . . . . . . . . . .

CLB 2−109. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−111. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Out CLB 2−115. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Speed CLB 2−117. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Angle CLB 2−119. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Rate CLB 2−121. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTA CLB 2−123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude/Speed Intervention Option 2−125. . . . . . . . . . . . . . . . . . . Quiet Climb System Option 2−127. . . . . . . . . . . . . . . . . . . . . . . . .

CRZ 2−129. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−133. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Out CRZ 2−137. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Speed CRZ 2−139. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRC CRZ 2−141. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTA CRZ 2−143. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude/Speed Intervention Option 2−145. . . . . . . . . . . . . . . . . . . Cruise Speed Forward Propagation Option 2−147. . . . . . . . . . .

PROGRESS 2−149. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−153. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual RNP Option 2−159. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS Option 2−161. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Number Option 2−163. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPROACH REF 2−165. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−167. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . QFE Altitude Reference Option 2−169. . . . . . . . . . . . . . . . . . . . . . Integrated Approach Navigation Option 2−171. . . . . . . . . . . . . . . Alternate Destinations Option 2−173. . . . . . . . . . . . . . . . . . . . . . .

DES FORECASTS 2−175. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−177. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DES 2−179. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−181. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Path/Speed Descent 2−185. . . . . . . . . . . . . . . . . . . . . . . . RTA Descent 2−187. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude/Speed Intervention Option 2−189. . . . . . . . . . . . . . . . . . . Common VNAV Option 2−191. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cruise Speed Forward Propagation Option 2−193. . . . . . . . . . .

ALTERNATE DESTS (Option) 2−195. . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−197. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NEAREST AIRPORTS 2−199. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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FIX INFO 2−201. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−203. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Fix Pages Option 2−207. . . . . . . . . . . . . . . . . . . . . . . .

INIT/REF INDEX 2−209. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ CLB 2−211. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Detailed Operation 2−213. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cruise Speed Forward Propagation Option 2−215. . . . . . . . . . .

CRZ DES 2−217. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−219. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude/Speed Intervention Option 2−221. . . . . . . . . . . . . . . . . . .

DIR TO/INTC LEGCDU Display Operation 2−223. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Detailed Operation 2−225. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCDU Display Operation 2−227. . . . . . . . . . . . . . . . . . . . . . . . . . . Abeam Points Option 2−229. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

MENU 2−231. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 LIMIT 2−233. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Detailed Operation 2−235. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REF NAV DATA 2−237. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Detailed Operation 2−239. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot−Defined Company Route Option 2−245. . . . . . . . . . . . . . . .

FLIGHT PLAN SUMMARY 2−245. . . . . . . . . . . . . . . . . . . . . . . NAV OPTIONS 2−247. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Default DME Update Off Option 2−249. . . . . . . . . . . . . . . . . . . . . GPS Option 2−251. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NAV STATUS 2−253. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−255. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS Option 2−257. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LATERAL OFFSET 2−259. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−261. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

POS REF 2−263. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−265. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS Option 2−267. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

POS SHIFT 2−269. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−271. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RTE HOLD 2−273. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detailed Operation 2−275. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SELECT DESIRED WPT 2−281. . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot−Defined Company Route Optioon 2−283. . . . . . . . . . . . . . . SELECT DESIRED RTE 2−283. . . . . . . . . . . . . . . . . . . . . . . . . . .

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ALTERNATE NAVIGATION 2−285. . . . . . . . . . . . . . . . . . . . . . . . . . LEGS 2−287. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 2−289. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WPT DATA 2−291. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPS Option 2−293. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PART 3FMCS Messages 3−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alerting and Advisory Messages 3−1. . . . . . . . . . . . . . . . . . . . . . FMCS Messages 3−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FMCS Alerting Messages 3−3. . . . . . . . . . . . . . . . . . . . . . . . . . FMCS Advisory Messages 3−13. . . . . . . . . . . . . . . . . . . . . . . . . . FMCS Enry Error Messages 3−23. . . . . . . . . . . . . . . . . . . . . . . .

ACARS/ATC Messages 3−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS/ATC Alerting Messages 3−26. . . . . . . . . . . . . . . . . . . . . ACARS/ATC Advisory Messages 3−35. . . . . . . . . . . . . . . . . . . . ACARS/ATC Annunciation Messages 3−38. . . . . . . . . . . . . . . .

Alternate Navigation Messages 3−39. . . . . . . . . . . . . . . . . . . . . . . FMCS Power Loss and Sensor Failure Recovery 3−41. . . . . . . . FMC Failure with an ALT NAV MCDU Installed 3−41. . . . . . . . . . Alternate Navigation MCDU Power Loss 3−42. . . . . . . . . . . . . . . Source Receiver Failure 3−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PART 4ACARS Datalink 4−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FANS Datalink 4−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Map Data (BBJ NavLink Phase 2) 4−1. . . . . . . . . . . . . . . . . . . . ACARS Definition 4−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Page Displays 4−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Default Configuration 4−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Types 4−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto−Triggers 4−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS System Status 4−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation 4−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS Prompt Operation 4−6. . . . . . . . . . . . . . . . . . . . . . . . . . ERASE Prompt 4−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXEC Key 4−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCEPT Prompt 4−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REJECT Prompt 4−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Suspending a Load Operation 4−7. . . . . . . . . . . . . . . . . . . . . . . Displays 4−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ARRIVALS PAGE 4−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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INIT/REF INDEX Page 4−9. . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE DESTS Page 4−10. . . . . . . . . . . . . . . . . . . . . . DES FORECASTS Page 4−11. . . . . . . . . . . . . . . . . . . . . . . . FMC COMM Page (FANS MCDU Only) 4−12. . . . . . . . . . . PERF INIT Page 4−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF LIMITS Page 4−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS Page 4−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE DATA Page 4−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SUPP NAV DATA Page 4−19. . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF REF Page 4−20. . . . . . . . . . . . . . . . . . . . . . . . . . .

FANS Datalink 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FANS Definition 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC DL 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC Message Log 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC Datalink Access 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data Link Status 4−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . European Message Transmission Delay 4−23. . . . . . . . . . . . . . Emergency Reporting 4−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Request and Reporting Message Construction 4−24. . . . . . . . Dual Status and Prompt Locations 4−24. . . . . . . . . . . . . . . . . . . Manual Entry Format 4−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Logging On 4−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FANS Displays 4−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATC LOGON/STATUS 4−29. . . . . . . . . . . . . . . . . . . . . . . . . . ATC INDEX 4−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC LOG 4−34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC REPORT 4−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC REQUEST 4−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC ALT REQUEST 4−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC SPEED REQUEST 4−43. . . . . . . . . . . . . . . . . . . . . . . . . ATC OFFSET REQUEST 4−44. . . . . . . . . . . . . . . . . . . . . . . . ATC ROUTE REQUEST 4−46. . . . . . . . . . . . . . . . . . . . . . . . ATC UPLINK 4−48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY REPORT 4−51. . . . . . . . . . . . . . . . . . . . . . . . VERIFY EMERGENCY 4−54. . . . . . . . . . . . . . . . . . . . . . . . . POS REPORT 4−56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REJECT DUE TO 4−58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY REPORT 4−59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY REQUEST 4−62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY RESPONSE 4−64. . . . . . . . . . . . . . . . . . . . . . . . . . . WHEN CAN WE EXPECT 4−65. . . . . . . . . . . . . . . . . . . . . . .

xvii TDM 2213

Abbreviations and Symbols

The following is a listing of the abbreviations and symbols used inthis manual and in the FMCS display pages.

GLOSSARY OF ABBREVIATIONS AND SYMBOLS

ABREV DEFINITION

° Degree(s)

% Percent

<or>

Selectable prompt indicator

A At or Above (altitude reference)

A/T Autothrottle

AA Autoflight Annunciator

ABM Abeam

ACARS Aircraft Communications Addressing and Reporting System

ACT Active

ADC Air Data Computer

AI Attitude Indicator

ADIRS Air Data Inertial Reference System

ADIRU Air Data Inertial Reference Unit

ADL Airborne Data Loader

ADS Automatic Dependent Surveillance

AFDS Autopilot Flight Director System

AFN ATS Facility Notification

AGL Above Ground Level

ALT Altitude

ALT NAV Alternate Navigation (LCD CDU Update 2)

ALTN Alternate

AOC Airline Operational Communication

APPor

APPRor

APPRCH

Approach

APU Auxiliary Power Unit

xviii TDM 2213


ABREV DEFINITION

ARPTS Airports

ARR Arrival

ATA Actual Time of Arrival

ATC Air Traffic Control

ATM Air Taffic Management

ATO Along−Track Offset

ATS Air Traffic Services

AUTO Automatic

AVAIL Available

B At or Below (altitude reference)

BBJ Boeing Business Jet

BCRSor

BCS

Back Course

BIT Built-In Test

BITE Built-In Test Equipment

BRG Bearing

C Center orCentigrade

CAPT Captain

CAS Computed Airspeed

CDS Common Display System

CDU Control/Display Unit

CG Center of Gravity

CH Channel

CIAP Common Instrument Approach Procedures

CLB Climb

CLB−1 First Climb Derate

CLB−2 Second Climb Derate

CLR Clear

CMU Communications Management Unit

CO Company

xix TDM 2213


ABREV DEFINITION

COMM Communication

COND Condition

CONFIGor

CFG

Configuration

CORR Correction (wind)

CP Control Panel

CRS Course

CRZ Cruise

CTR Center

DB Data Base

DBL Data Base Loader

DCP Display (ND) Control Panel

DEL Delete

DES Descent

DEP Departure

DEST Destination

DEU Display Electronics Unit

DEV Deviation

DFCS Digital Flight Control system

DIR Direct

DIST Distance

DL Datalink

DME Distance Measuring Equipment

DNTK Downtrack

DTPY Display

DTG Distance−To−Go

DTK Desired Track

DY Day

E East

E/D End of Descent

ECON Economy

ECU Engine Control Unit

xx TDM 2213


ABREV DEFINITION

EEC Electronic Engine Controller

EFC Expected Further Clearance

EFF Effective orEffectivity

ELEV Elevation

ENG Engine

ERR Error

EST Estimated

ETA Estimated Time of Arrival

ETE Estimated Time Enroute

EXEC Execute

EXT Extended

F Fahrenheit

F−F Fuel Flow

F/O First Officer

FACF Final Approach Course Fix

FAF Final Aproach Fix

FANS Future Air Navigation System

FCC Flight Control Computer (AFDS)

FL Flight Level

FLT Flight

FMA Flight Mode Annunciator

FMC Flight Management Computer

FMCS Flight Management Computer System

FMS Flight Management System

FO Fly-Over (waypoint reference)

FPA Flight Path Angle

FPM Feet Per Minute

FPR Flight Path Revision

FPTOS First Principles Takeoff Speeds

FQIS Fuel Quantity Indicating System

xxi TDM 2213


ABREV DEFINITION

FRor

FRM

From

FREQor

FRQ

Frequency

FT Feet

G/P Glide Path

G/S ILS Ground Slope

GA Go Around

GLS Gobal Landing System

GMT Greenwich Mean Time

GPS Global Positioning System

GS Ground Speed

GW Gross Weight

HDG Heading

HF High Frequency

HI High

HR Hour

HSI Horizontal Situation Indicator

IAF Initial Approach Fix

IAN Initgrated Approach Navigation

IDor

IDENT

Identifier

IGS Instrument Guidance System (approach type)

ILS Instrument Landing System (approach type)

INBD Inbound

INFO Information

INIT Initialization

INOP Inoperative

INTC Intercept

xxii TDM 2213


ABREV DEFINITION

IRS Inertial Reference System

ISA International Standard Atmosphere

ISDU Inertial Sensor Display Unit (IRS)

K Thousands

KT(s) Knot(s)

LorLT

Left

LAT Latitude, Lateral

LBS Pounds

LCD Liquid Crystal Display

LIM Limit

LDA Localizer−Type Directional Aid (approach type)

LNAV Lateral Navigation orLateral Guidance

LO Low

LOC ILS Localizer

LONor

LONG

Longitude

LRC Long Range Cruise

LSK Line Select Key

LVL Level

M MACH Number orMeters orMagnetic North Heading

MAC Mean Aerodynamic Cord

MACH MACH number

MAINT Maintenance

MAG Magnetic

MAPP Missed Approach

xxiii TDM 2213


ABREV DEFINITION

MASI Mach/Airspeed Indicator

MAX Maximum

MCDU Multi-Purpose Control/Display Unit

MCP Mode Control Panel

MDA Minimum Descent Altitude

MIN Minimum orMinutes

MISAPP Missed Approach

MNVR Maneuver

MOD Modification

MON Month

MSG Message

MU Management Unit (ACARS)

N North

N1 Low-pressure Compressor Turbine Rotor Speed

NAV Navigation

ND Navigation Display

NDB Non−Directional Beacon (approach type) orNavigation Data Base

NFO Non-Fly-Over (waypoint reference)

NM Nautical Mile(s)

NO Number

NPS Navigation Performance Scales

OAT Outside Air Temperature

OFP Operational Flight Program

OFST Offset

OP Operational

OPT Optimum orOptional

PBD Point/Bearing/Distance (waypoint reference)

PERF Performance

xxiv TDM 2213


ABREV DEFINITION

PFD Primary Flight Display

PLN(S) Plan(s)

POS Position

PPOS Present Position

PREV Previous

PROC Procedure

PROG Progress

QFE Barometric Correction for Zero Elevation at LandingField

QNE Standard Day Sea Level Altimeter Setting reference table

QNH Atmosphere Pressure at Sea Level orDestination Altimeter Setting reference table (corrected to Sea Level)

QRH Quick Reference Handbook

QTY Quantity

QUAD Quadrant

RorRT

Right

R/C Rate of Climb

RAD Radial

RECMD Recommended

RED Reduced

REF Reference

REST Restriction

RNAV Area−Navigation Approach (GPS approach type)

RNP Required Navigation Performance

RTA Required Time of Arrival

RTE Route

RWor

RWY

Runway

S South

xxv TDM 2213


ABREV DEFINITION

SAT Static Air Temperature

SEC Second

SEL Selected orAssumed OAT

SID Standard Instrument Departure

SDF Simplified Directional Facility (approach type)

SK−R Skid Resistant

SP Space

SPD Speed

STAR Standard Terminal Arrival Route

SUM Summation

SUPP Supplimental

SW Software

Tor

TRU

True North Heading

T/C Top of Climb

T/D Top of Descent

T/OorTO

Take Off

T/R Thrust Reduction

TACAN Tactical Air Navigation

TAI Thermal Anti-Icing

TAS True Air Speed

TAT Total Air Temperature

TEMP Temperature orTemporary

TGT Target

THR Thrust

xxvi TDM 2213


ABREV DEFINITION

TKor

TRK

Track

TMA Thrust Mode Annunciator

TMC Thrust Management Computer

TOGA Take Off − Go Around

TOW Take Off Weight

TRANS Transition

TRN Turn

UPD Update

V/B Vertical Bearing

V/S Vertical Speed

V1 Critical Engine Failure Velocity

V2 Takeoff Climb Velocity

VAR Variation

VERT Vertical

VNAV Vertical Navigation or Guidance

VOR VHF Omnidirectional Range Receiver

VREF Vertical Referance

VR Takeoff Rotation Velocity

VSPDS Computed Take Off Speeds

VTK Vertical Track (Distance)

W West

W/STEP With Step (CLB)

WPT Waypoint

WT Weight

XTE Cross−Track Error

XTK Cross−Track Distance

YR Year

Z Zulu Time (GMT)

ZFW Zero−Fuel Weight

4−D FMS Four−Dimensional Flight Management System

xxvii TDM 2213

PREFACE

INTRODUCTION

Several versions of the FMCS software are currently in service.This guide covers the FMC Update 10.6 version along with Updates1 and 2 of the FMCS display flight software.

MANUAL CONTENTS

Part 1 of this guide contains an introduction to the FMCS with someexplanations of the concepts behind what it does, followed by anexplanation of the FMCS display keyboard layout and usage.

Part 2 of this guide provides a description of the display pages andexplains prompt usage and data fields.

Part 3 covers messages and corrective actions.

Part 4 consists of a detailed description of FMCS messaging.

HIGHLIGHTS

The following is a summary of the Update 10.6 flight software.

SYSTEM

• Two Airframe/Engine program pins are added to support more737 Model types.

• 737−300 and 737−400 winglet support added.

• File System Download recording capability to help identifyFMCS related system problems.

• Loadable Navigation Database.

• NDB Size − The default size is 4 Mega−words.

• RNP values for each leg can be stored in the NDB.

• NDB latitude and longitude resolution is to 6 feet.

• The Navigation Database may contain more than one local-izer approach to the same runway, and when available, theyare selectable at the FMCS display.

• The Supplemental Waypoint Database may contain up to 40waypoints.

xxviii TDM 2213

• Loadable Performance Database.

• Loadable Model/Engine Database − Model/Engine DatabaseSize is 2 Mega−Words (maximum).

• Route Database − the FMC can store route data entered orloaded by the crew

• Up to 20 routes can be loaded using the ARINC 615 dataloader. Each route may contain a maximum of 150 way-points, not to exceed 1000 waypoints total for all routesloaded.

• Up to 10 flight plans may be saved by the crew after theyare entered into the FMC. Each flight plan may contain amaximum of 150 waypoints.

• ETA at the destination is output over the EFIS bus for use bythe Airshow System.

• SEL DESIRED WPT page is changed to provide more informa-tion about the displayed facilities.

• ARRIVALS page now includes FPA. The default is 3.00 de-gress. Manual entries are allowed.

DUAL FMC OPERACTION

• Drop to single will only occur when absolutely necessary.

• While on the ground, all disagreements between the twoFMCs result in the message FMC DISAGREE being dis-played in the LCDCDU scratchpad and on the navigationdisplays.

• During approach, navigation disagreements between thetwo FMCs result in the message FMC DISAGREE beingdisplayed in the LCDCDU scratchpad and on the navigationdisplays. Both navigation displays remain operational,LNAV and VNAV remain engaged.

• During FMC RNP approach, GA must be initiated unless thecrew have suitable visual references that can be maintainedthroughout the approach.

• During all other phases of flight, operation continues as nor-mal, messages are not annunciated, and the FMCs attemptto resolve the disagreement autonomously.

• ANP accounts for sensor position and cross−track deviationdifferences between the two FMCs.

xxix TDM 2213

NAVIGATION

• Provides an advisory only ENG OUT mode, allowing continuedVNAV guidance.

• Allows LNAV control at takeoff (Dual FMS only).

• Allows VNAV controlled descents away from the MCP altitude.

• Improved navigation accuracy.

• Improved ANP calculations.

• Uses the WGS−84 Geodetic Earth Model.

• Incorporates an up−to−date magnetic variation model.

• Reduced number of DISCOs.

• Provides more tolerant bypasses.

• Allows for path overshoot in adverse wind conditions.

• Climb speed restrictions as low as 100 kts may be manuallyentered.

• Provides lateral and vertical RNP flight control.

• Incorporates fixed radius turn legs to allow any geographicpoint to be used as the turn center for enroute legs, legs inSIDs and STARs, and approaches.

• Incorporates DME Arc radius turn legs to allow any DME to beused as the turn center for legs in SIDs, STARs, and ap-proaches.

• Allows selection of an approach when multiple approaches ofthe same type exist.

• Provides RTA AT/BEFORE and AT/AFTER windows.

• LNAV bank angle is reduced to provide less aggressive turnsand to increase commonality with other Boeing airplane mod-els. During normal en−route turns, the bank angle is computedas half of the angle of the track change, limited to between 8degress (min) and 23 degrees.

NOTE: This does not apply to procedure turns, procedureholds, and holding patterns. These remain limitedto 25 degrees.

• Allows direct entry of holding quadrant and radial in ATC clear-ance language.

• Includes the ability to size and resize a hold pattern with adefault leg time based upon the altitude of the hold fix way-

xxx TDM 2213

point. The system altitude is used to resize leg time. Climbingor descending through the altitude threshold of 14,200 feet isthe trigger to determine whether the leg time will be 1.0 min. or1.5 min. The leg length will only be resized if leg time or leglength have not been manually entered on the hold page.

• Supports the following Approach types:

• BCS • LDA

• GPS (option) • NDB (option)

• GLS • RNAV (option)

• IGS • SDF

• ILS • VOR (option)

• LOC

• Polar Navigation − navigation capability allows flights over theearth’s poles. If both IRUs fail at the poles, GPS Track data isdisplayed on the FMCS display PROGRESS page to provideaircraft heading data and GPS position is used as the centerpoint on the EFIS POS SHIFT display.

• A path descent is always available when at least one waypointis included in the descent.

• While in descent, VNAV will always track PATH mode when ageometric leg is transitioned. If SPEED mode was active atthe transition point, the FMC will automatically switch to PATH.

• SPEED descent mode must be manually selected on the DESpage. SPEED CRZ will not automatically transition to SPEEDDES.

• VNAV DISCONNECT messages are no longer displayed whentransitioning to the missed approach.

• Missed approach LNAV GA provides automatic re−engagementof LNAV steering. Pressing the TOGA switch while the air-plane is below 400 feet AGL places LNAV in an ARMED state.During climb−out, LNAV is automatically re−engaged when theairplane again reaches 400 feet AGL.

• The approach or missed approach must be in the activeflight plan and the missed approach cannot be followed by adisconitnuity.

• The CDS airlines selectable option code to activate thisfunction is required.

xxxi TDM 2213

AIRLINES SELECTABLEOPTIONS

The following is a list of the FMC software options. Many of theoptions listed require additional equipment, or have dependencieson other options, and may include changes to discrete inputs of theFMCs. Each option contains brief functional description. Optionsare only activated when the option is enabled via the loadable Op-tions Database, and wiring or equipment have been installed whenrequired. In some cases, options are dependant on other optionsbeing enabled.

− The following options are enabled by default:

• Geometric Path Descent − allows flying along a computedgradient path from one altitude restriction to the next duringdescent. The NDB Gradient may be maintained via editson the FMCS display, including inserting waypoints and de-leting altitude restrictions on the gradient legs.

• Manual RNP Entry − allows the flight crew to manually enteran RNP value on the POS SHIFT page.

− The following options are available:

− ABEAM Waypoints − when performing a Direct−To modifica-tion, this option retains existing waypoints from the active flightflight plan along the Direct−To leg when the ABEAM PTSprompt is selected. All waypoints that are less than 100 nmaway are transferred to the new path along with wind data.ABEAM points are named using the first three letter of theparent waypoint and a two digit sequence number. In the un-likely event that more than 99 points are named, the nameswitches to two letters and a three digit sequence number.

− Alternate Destinations − provides a list of five of the nearestairports from PPOS from the NDB. Selecting an alternate des-tination results in the FMC re−computing predictions for theflight from PPOS to the selected alternate destination.

− Altitude/Speed Intervention −

• Altitude Intervention allows initiating a step climb or descentwhile in cruise, or to resume a climb or descent after a holdat FMC or MCP altitude. Altitude will no longer delete alti-tude constraints on approach waypoints.

• Speed Intervention allows a temporary override of the FMCcomputed speed. The FMC will control the plane to theMCP speed when the speed intervention button is pressed.

− AOC Datalink − provides AOC datalinks via the ACARS datal-ink.

xxxii TDM 2213

− ATC Message on Displays − displays “ATC MESSAGE” on theCDS.

− ATS Datalink − provides ATS ADSF reporting. This option nowsupports European domestic airspace operations, and includesentering the maximum uplink delay time on the LOGON/STA-TUS page.

− CDU Color − allows displays on the FMCS display to be incolor. The rules for color displays are outlined elsewhere inthis guide.

− Certified Takeoff Speeds − in the classic airplanes QRH tablesmay be loaded into the FMC. The FMC will compute certifiedtakeoff speeds using the QRH tables, incorporating runway pa-rameters as well. Certified takeoff speeds are computed fromdata located in the Loadable Performance Database.

− Default DME Update Off − initalizes the DMEs to the OFFstate at power up and at flight complete.

− Direct GPS Input − allows the FMC to obtain GPS data directlyfrom the MMR.

− Engine Out SIDS − searches for EO SIDS for the active way-point in the Navigation Database and includes them in the flightplan. All EO SIDS prior to the active waypoint are ignored. AllEO SIDS after the active waypoint are loaded, and a lateraldiscontinuity is not generated.

− Fixed Outputs ATS Test − adds light and chime annunciationtests to the FIXED OUTPUTS maintenance page.

− GLS Procedures − allows pilot selection of Global Landing Sys-tem approaches.

− GPS Advisory − provides GPS advisory navigation data, how-ever, this data is not used in the navigation solution.

− GPS With Integrity − uses GPS data as primary source ofnon−procedure navigation data.

− GPS Without Integrity − uses GPS data as source of non−pro-cedure navigation data when it is consistent with available VHFNAV and IRS data.

− High Idle Descent − assumes a high idle descent for the entiredescent phase of flight, placing T/D farther away from the des-tination and resulting in a less aggressive descent path.

− Inhibit Gross Weight entry − when this software option is en-abled, the entry or deletion of Gross Weight (GW) in field 1L ofthe PERF INIT page is inhibited and the operator must enterZero Fuel Weight (ZFW).

xxxiii TDM 2213

− Integrated Approach Navigation (IAN) − (formerly Common In-strument Approach Procedures) allows FMS RNAV approachesand other non−precision approaches to be flown in an ILS−look−alike manner using common flight crew procedures. Forthis option to be implemented, the autopilot and cockpit displaysystem must also be IAN compatable.

− Manual Takeoff Speeds − requires all takeoff speed changes tobe manually performed.

− Message Recall − provides a list of alerting, advisory andACARS active messages on the FMCS display MESSAGE RE-CALL page. Entry error and data loading messages are notmaintained in the list, and when a message is no longer active,it is removed from the list. The list is automatically cleared atthe end of the flight with the exception of FMCS configurationmessages.

− Missed Approach Color − the missed approach path is dis-played in cyan rather than magenta on the map display prior tobeing active.

− Optional Noise Gradient − performs the quiet climb operationusing an optional gradient from the MEDB.

− Pilot Defined Company Route (CO−RTE)

• Load the Flight Plan Navigation Database (FPND) from diskusing the Flightstar software, and retrieve any routes andwaypoints stored in the FPND while onboard the aircraft.

• Save up to 10 routes in a Supplemental database using theFMCS display onboard the aircraft. The saved routes areretained by the FMS until manually deleted. Terminal pro-cedures, airways, and user defined waypoints can besaved. Certain restrictions apply; manually entered HOLDsand Altitude/Speed Restrictions are not retained.

• Allows the Enroute portion of a flight plan displayed on theFMCS display to be reversed. This creates a MOD flightplan with the Origin and Destination points reversed alongwith any airways and enroute waypoints. Certain restric-tions apply; terminal procedures, manually entered HOLDs,and Altitude/Speed Restrictions are not retained.

− Plan Fuel Entry − allows the flight crew to enter a planned fuelquantity on the PERF INIT page to provide advanced computa-tions of gross weight or zero fuel weight. The planned fuelentry is cleared and the header is blanked at engine start,while in the air, or after a new gross weight is entered. Onceblanked, the computations are based on total fuel.

xxxiv TDM 2213

− QFE Altitude Reference − allows the flight crew to select etherQNH or QFE altitude reference for the landing altitude refer-ence on the PFD, using the TAKEOFF REF and APPROACHREF pages.

− Quiet Climb System − supports noise abatement proceduresduring the climb phase by providing a quiet climb cutback N1target between a pre−programmed thrust reduction altitude andthe restoration altitude. The default gradient for computingthrust reduction and restoration altitude is provided in the Mod-el/Engine Database (MEDB) and may be changed through theLoadable Performance Defaults Database, manually changedat the FMCS display, or uplinked via ACARS.

− Runway Offset in Feet − allows entry of a runway offset in feetfrom the runway threshold along the centerline. When the air-plane speed is less than 60 kts, and GPS updating is disabledor inoperable, the FMC posit ion is updated each time theTOGA switch is pressed.

− Runway Remaining in Feet − allows entry the remaining run-way length in feet to the end of the runway. When the airplanespeed is less than 60 kts, and GPS updating is disabled orinoperable, the FMC position is updated each time the TOGAswitch is pressed.

− Runway Remaining in Meters − allows entry of the remainingrunway length in hundreds of meters to the end of the runway.When the airplane speed is less than 60 kts, and GPS updat-ing is disabled or inoperable, the FMC position is updated eachtime the TOGA switch is pressed.

− Takeoff Derate Inhibit − Takeoff Derate selections on the N1LIMIT page are blanked and disabled.

− VNAV Altitude − holds VNAV engaged when the MCP altitudeis raised during climb, or lowered during descent.

− Default Vertical RNP − sets the default vertical navigation per-formance to 400 feet for all phases of flight. This option is tosupport the FMC IAN option and the CDS Navigation Perfor-mance Scales option. The crew can override these defaultvalues.

New Airlines Selectable Options

− Additional Fix Pages − expands the FIX INFO pages to a maxi-mum of six pages (standard page is maximum 2).

− Common VNAV − provides commonality with other Boeing FMSequipped aircraft types. Removes all selecable SPEED

xxxv TDM 2213

prompts, and the PATH and SPEED mode designations on alldescent pages. VNAV SPD is then used as the speed onelevator mode for over−speed reversions, and VNAV will re-main engaged under these conditions.

− Cruise Speed Forward Propagation − a manually entered CASor MACH TGT SPD entered on a CRZ page is propagated ontothe DES page TGT SPD to prevent sudden speed changes attop−of−descent, and also allows ATC assign speeds to be rap-idly entered while still in CRZ.

− Flight Plan Intent Bus Output − intended to support Europeanflight trials. The FMS provides intent data on the ACARS bus,for evaluating the use of 4−D FMS trajectory intent predictions.The RTA function is used in conjunction to provide a time−based ATM environment.

xxxvi TDM 2213

The UPDATE 2 MCDU adds two functional capabilities beyond per-forming as a normal MCDU.

• Provides an alternate navigation solution (requires the on−sideGPS to be operational) regardless of the status of the FMC(s).The alternate navigation function added to this guide requiresan FMCS display MCDU or FANS MCDU with FMCS displayUpdate 2 software loaded, and the ALT NAV function enabled.The alternate navigation function also requires an ARINC 755MM to supply GPS inputs to the MCDU.

• Provides capability to up−load and display Graphical WeatherData Maps. This function requires an ACARS/Weathermansystem be installed and the graphics capability to be enabled.

1−1 TDM 2213

PART 1−1

INTRODUCTION

WHY AN FMS?

The Flight Management System (FMS) combines the 737 aircraftavionics capabilities to ease workload and allow more time to safelymanaging the airplane. The main function is to generate continu-ous automatic navigation and guidance, as well as controlling andmonitoring performance.

The Flight Management Computer System (FMCS) plays a vital rolein performing this task. The most obvious components of theFMCS are the Liquid Crystal Display units (LCDs) located forwardof the throttle controls. These FMCS display units provide the crewwith the interface to monitor all aspects of the flight via severaldisplay pages, and aid making changes in the flight plan rapidly.When the ACARS option is installed on the airplane, flight plansand flight data may be uplinked saving the crew precious time priorto pushing back from the gate.

The FMCS is provided in two main configurations; single and dualFlight Management Computer (FMC) systems. A single systemgenerally consists of one FMC and two LCDs. Dual systems areequipped with two FMCs working together, and two LCDs. OneFMC flies the airplane (primary FMC) while the other (secondaryFMC) performs the same computations for comparison, and isreadily available to fly the airplane should the primary FMC fail.Three functional modes (CDU, MCDU, FANS MCDU) of FMCS dis-play units are available and can be combined in various configura-tions to further increase the FMCS capability.

The FMCS performs its function using the main Operational FlightProgram (OFP) and several internally stored databases. One data-base stores data equivalent to Jeppesen air navigation charts (per-manent Navigation Database or NDB) and an airplane performancemanual (performance or PERF Database). The information con-tained in these databases, combined with entries made by the crewprovide the FMCS the data necessary to perform flight predictionsfrom takeoff through the end of descent.

Not only does the FMCS provide fast and efficient data retrievaland calculations, but it can manage full-time flight-path (lateral, ver-tical, and speed) tracking, relieving the crew of menial tasks suchas continual minor speed and heading adjustments that wouldotherwise consume a significant portion of time over the length ofthe flight.

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WHAT CAN AN FMCS DO?

When the airplane’s current location, a route (origin to destinationairports and at least one along path waypoint), gross weight andfuel are entered into the FMCS, the FMCS computes accurate posi-tion data and guides the airplane from origin to destination usingthe most economical speed and altitude. The performance modesmay also be changed to allow arriving sooner or later, and thesechanges may be made on the ground prior to takeoff or while in−flight.

HOW DOES THE FMCS DO THIS?

Utilizing a scheme of selections and data entries on the variousdisplay pages, the crew sets up the parameters and the route forthe flight. From that point on, the FMCS continually computes theairplane position using inputs from the various navigation sensors inthe airplane.

The FMCS provides a graphic display of the airplane position aswell as other pertinent information on the different displays in thecockpit for the crew to monitor while it guides the airplane laterallyand vertically, controlling steering, speeds, and altitudes via theAutopilot Flight Director System (AFDS) and the Autothrottle (A/T).

The crew can monitor the progress of the flight, make changes tothe flight plan, and if desired, uncouple the FMCS, to fly the air-plane manually or set control to the MCP settings. If the FMCS isuncoupled, all flight plan data is still updated and displayed foradvisory information, and may be re−coupled at any time.

HARDWARE AND SOFTWARE OPTIONS

There are many hardware and software options available to theairline that allows the FMCS to be tailored to the individual airline’srequirements and budgets.

HARDWARE OPTIONS

Three types of LCDs may be utilized in many combinations for anygiven airplane type; the Control Display Unit (CDU) (ref Figure1−1), the Multi−Purpose Control Display Unit (MCDU), and the Fu-ture Air Navigation System (FANS) MCDU. All three displays pro-vide a basic interface to operate the FMCS, while the MCDU andFANS MCDU provide a broader interface to not only connect to the

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FMCs, but also interface to other sub−systems within the FMSwhen they are connected to it.

AIRLINES SELECTABLE SOFTWARE OPTIONS

Selectable software options enable different capabilities and con-trols in the FMCS operation. The software options are contained inthe loadable Software Options Database obtained from the airplanemanufacturer. Two options are provided by default; Manual RNPEntry and Geometric Path Descents.

Note that many options change some of the prompts and datafields on specific display pages. These options are identifiedthroughout this guide.

A detailed list of the software options is provided at the end of thePREFACE.

USING THE LCD

The following paragraphs provide an introduction into the LCDusage, and FMCS conventions. The arrangements of the frontpanels of the LCDs are illustrated in Figure 1−1;

Sheet 1 covers the CDU configuration.Sheet 2 covers the MCDU and FANS MCDU configurations.

Each LCD can be used independently or both simultaneously forthe control and display tasks required in the course of a typicalflight. When one of the two displays is being used to modify theactive flight plan − the ability of the second display to perform thesame function will not be inhibited.

Either display may be used to enter data. Data entered on onedisplay will appear on the corresponding page of the other displaywhen it is viewed (scratchpad entries will not be shown). In theevent different entries are made in the same fields of a page, thelast entry is the one used for the flight plan. It is highly recom-mended that data entry and plan modifications be carefully coordi-nated between the crew.

KEYS

The keys on the lighted switch panel of the LCDs perform variousfunctions and may be broken down into functional groups.

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Alphanumeric Keys

These are used to manually enter data and parameters into theFMCS. Pressing any alphanumeric key generates that character inthe scratchpad. These keys include the characters A through Z, aperiod (.), and the numbers 0 through 9.

In the MCDUs, a space key (SP) is also included for ACARS andATC datalink message building. This key position is not functionalin the CDU and the cap is blank.

Function Keys

Function keys provide quick access to specific pages used to initial-ize the FMCS, access pages to monitor the flight status and prog-ress, and incorporate flight plan changes. The following para-graphs provide a brief description of the function keys.

The following key is used on CDUs only:

DIRINTC DIR/INTC (Direct To/Intercept Leg)

Provides access to to the RTE LEGS page to allow construction of apath directly to any waypoint desired, or to intercept a leg to a way-point. When the RTE LEGS page is displayed using this key, specialprompts are available at 6L and 6R to facilitate these functions.

The following keys are used on CDUs and MCDUs:

CLB CLB (Climb)

Displays CLB page with alternate climb modes for assessment,selection, or modification. Cruise altitude is enterable, as is aspeed/altitude restriction.

CRZ CRZ (Cruise)

Displays CRZ page with alternate cruise modes for assessment,selection, or modification. Information about optimum altitude,stepclimb savings, and turbulence penetration N1 targets are alsoavailable.

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CDU

TITLE PAGE NO

HEADER LINE 1

DATA LINE 1HEADER LINE 2





DATA LINE 6SCRATCHPAD

LINE SELECT KEYS(1R THRU 6R)(1L THRU 6L)

EXECUTE KEY

BRIGHTNESSCONTROL KNOB

RIGHT ANNUNCIATOR

LEFT ANNUNCIATOR

ALPHA KEYS(SQUARE)NUMERIC KEYS

(ROUND)

FUNCTION/MODE KEYS(RECTANGULAR)

BLOCK

BLOCK

LINE SELECT KEYS

CLEAR KEY

DELETE KEY

EXECUTEANNUNCIATOR

SLASH KEY

Liquid Crystal Display UnitsFigure 1−1 (Sheet 1)

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MCDU FANS MCDU

SPACE KEY FOR ACARS ANDATC MESSAGE BUILDING

FMC COMM KEYFOR ACCESS

TO THE COMMUNICATIONSCONTROL PAGE.

VNAV KEYFOR ACCESS

TO THE ACTIVEMODE PAGES

ATC KEYFOR ACCESSTO THE ATC

COMMUNICATIONSPAGES

SPACE KEY FOR ACARS ANDATC MESSAGE BUILDING

TO ACCESSTHE MCDU MENU FUNCTION

MENU KEYTO ACCESS

THE MCDU MENU FUNCTION

MENU KEY

Liquid Crystal Display UnitsFigure 1−1 (Sheet 2)

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DES DES (Descent)

Displays DES page with alternate descent modes for assessment,selection, or modification. Target speed is enterable, as is a speed/altitude restriction. Flight path angle (FPA), vertical speed (V/S),and vertical bearing (V/B) information is provided for crew refer-ence.

The following key is used on MCDUs and FANS MCDUs:

MENU MENU

Provides access to the MENU page which allows the MCDU to be-come the control/display unit for up to five other FMS sub−systems.Other sub−systems are manually enabled/disabled as required usingthe LOGON/HOLD/LOGOFF prompt selections on this page. When asub−system is requesting use of the MCDU, the call annunciator willlight to alert the crew.

The following keys are used on FANS MCDUs only:

ATC ATC Datalink

Provides access to the ATC Datalink interface when the ATC optionis enabled.

FMCCOMM FMC COMM (FMC Communication)

Provides access to the ACARS Datalink interface when the ACARSoption is enabled.

VNAV VNAV (Vertical Navigation)

Displays the active performance page (CLB, CRZ, or DES) for theactive phase and allows access to the other performance pages usingthe NEXT PAGE and PREV PAGE keys. If none of the phases areactive at the time the key is pressed, the display defaults to the CLBpage.

The following keys are used on all three LCD types:

INITREF INIT/REF Initialization/Reference Index Key

Access initialization pages requiring completion for start-up of theflight plan while on the ground beginning with the POS INIT page.

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When all initialization pages are complete, the TAKEOFF REF pageis displayed until takeoff. After takeoff (in the air), the APPROACHREF page is displayed.

RTE RTE (Route)

Provides access to the flight plan, accepts flight plan modifications,and allows access to lateral offsets. Displays flight plan route forobservation beginning with page 1, with the go−to waypoint in thefirst position.

N1LIMIT N1 LIMIT

Permits manual command of the active N1 limit and selection of anyreduced climb N1 limits that may apply.

DEPARR DEP/ARR (Departures/Arrivals Index)

Provides selectable access to the origin or destination airport arrivaland departure procedures and runways. Can also be used to obtainprocedural information about airports not listed in the flight plan.

LEGS LEGS (Route Legs)

Displays detailed data concerning each leg of the flight plan, for boththe lateral and vertical paths. The display begins with the go−towaypoint in the first position.

HOLD HOLD

Allows planning or initiation of holds at a designated waypoint or atpresent position.

FIX FIX (Fix Information)

Displays the FIX page which provides range and bearing data, inradial/DME format, from the entered fix. Facilitates creation of fixesfor use in flight planning.

PROG PROG (Flight Progress)

Displays current flight status information such as ETA, fuel remainingat waypoint and destination. Provides access to navigation radio tun-ing status, wind, and path errors.

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Page Control Keys

Page control keys − provide a means to navigate through multiple-page displays as follows:

NEXTPAGE NEXT PAGE

Each press displays the next page when multiple pages exist.

PREVPAGE PREV PAGE (Previous Page)

Each press displays the previous page when multiple pages exist.

When a display consists of multiple pages, the additional pages aredisplayed by using the NEXT PAGE or PREV PAGE keys. Multiplepage displays wrap around from first page to the last page and viceversa (for example, pressing the NEXT PAGE key while on page5/5 displays page1/5).

Data Manipulation Keys

Data manipulation keys − provide capability to change, delete,move, and add data.

LSK (Line Select Key)

There are twelve LSKs arraigned in two rows; 6 on the left of thedisplay and 6 on the right of the display. Throughout the guide, thekey corresponding to a data field in the display is identified by the lineselect key (LSK), the row position (1 through 6) and the side of thedisplay (Left or Right).

The term “line select” or “line selecting” or “ select” refers to usingthe LSKs.

These keys allow data to be moved from the scratchpad area to oneof the writable fields on the displayed page or copied from a field tothe scratchpad area. To copy information to the scratchpad, thescratchpad must be cleared prior to selecting the LSK. With dataentered into the scratchpad, the data is transferred to the data fieldwhen the LSK is pressed.

+/− +/− (Change Sign Key)

The change sign key changes the sign of the data in the scratch-pad from positive to negative and back again. May also be used toinsert a hyphen for specialized data entries.

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CLR CLR (Clear)

The clear key clears the scratchpad area of the display. A brief pressof the clear key will back out one character at a time from thescratchpad. Holding the clear key for at least 1 second clears theentire entry. The clear key will also remove advisory and alerting mes-sages, one message for each press.

DEL DEL (Delete)

The delete key is used to remove data from a display field (andthus a flight plan). Pressing the DEL key writes DELETE into thescratchpad. The delete process is then completed by line-selectingthe data field to be removed. If the deletion is a valid one, the datafield reverts to its default value (box prompts, dashes, or a sys-tem-generated value).

The system prevents invalid use of the delete key. Pressing thewrong LSK on a page having a parameter that should not be de-leted displays INVALID DELETE in the scratchpad. The delete keymust be pressed once for each parameter to be deleted. Pressingthe delete key when the displayed page has no valid delete opera-tion causes no response. The items listed below are the enterabledata items which CANNOT be deleted. Instead of being deleted,these items must be changed by an overwriting entry from thescratchpad. System default values cannot be deleted.

− Configuration Identification page:

• Navigation data base effectivity date

− Position Initialization page:

• REF AIRPORT

• SET IRS POS

• GATE

• SET IRS HDG

• GMT

− Ref/Supp Nav Data pages:

• CLASS

• EFF DATE

• ELEVATION

• FREQ

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• LATITUDE

• LONGITUDE

• MAG VAR

− Performance Initialization page:

• COST INDEX

• CRZ ALT

• FUEL

• GROSS WT

• RESERVES

• TRANS ALT

• ZFW

− Takeoff Reference page:

• OAT

• V−SPEEDS

− Route page:

• CO ROUTE

• DEST

• ORIGIN

• TO WAYPOINT

− Route Hold page:

• INBD COURSE

• LEG TIME

• LEG DIST

• TURN DIR

− Climb/Cruise pages:

• CRZ ALT

• TGT SPEED

− Descent Page:

• TGT SPEED

− Descent forecasts Page:

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• CABIN RATE

• QNH

• TRANS LEVEL

The delete key also performs the long delete function used to sus-pend an ACARS uplink operation (MCDUs and FANS MCDUs).This is accomplished by pressing and holding the delete key forone second during the uplink operation.

/ (Slash)

The slash key is used as a data field separator. Some pagescontain fields with parameters displayed side−by−side. The slashinforms the FMCS which field the data is intended for when se-lected to one of these fields. This is covered in more detail in DataEntry Rules.

Data Activation

EXEC Execute key

The EXEC key is used to activate the initial flight plan or to incor-porate changes into the active flight plan. When data entries havebeen activated (by pressing the EXEC key when the EXEC annun-ciator is lit), the page status ACT appears in front of the page title.

If the active flight plan is being modified, the page status changesto MOD until the EXEC key is pressed.

Until the modification is made active, the FMCS uses the activeflight plan, even though it is not displayed.

LIGHTED ANNUNCIATORS

There are five annunciators on the front panel of the LCDs (RefFigure 1−1). These are defined as follows:

− EXEC − located just above the EXEC key on all LCDs.

• Lights when the aircrew selects the ACTIVATE promptprompt (LSK 6R) on the RTE or RTE LEGS page.

• Lights when a change is made to the active flight plan.

• Lights when all required inputs (BOX prompts) are enteredinto the PERF INIT page.

− DSPY (CDU) − Not Used.

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− CALL (MCDU/FANS MCDU) − Indicates an FMS sub−systemconnected to the MCDU but not in control is requesting ser-vice.

− MSG (all) − Indicates an FMC alerting/advisory message orpending ACARS/ATC messages are queued in the LCD.

− FAIL (all) − FMC failure detected or FMC and IRS failure de-tected.

− OFST (all) − Indicates an offset path is being flown.

DATA ENTRY RULES

The crew enters desired data into the scratchpad area on the LCDby using one of two methods. New data may be manually enteredusing the LCD alphanumeric keyboard or existing data may be se-lected to the scratchpad using the line select keys.

Crew data entries are keyboard alphanumerics which are enteredinto the display scratchpad (bottom line) using the keyboard andline-selecting the adjacent data field using the appropriate LSK.Duplicating or moving existing data is accomplished by pressing theLSK adjacent to the data with the scratchpad empty, which copiesthe data to the scratchpad. Pressing the LSK adjacent to the de-sired location moves the data to that line. Entries remain in thescratchpad when other pages are selected allowing information tobe changed on different pages.

BOX PROMPT

Whenever the box prompt ( ) appears on a display page, adata entry is required for that line. The number of boxes displayedin a box prompt corresponds to the maximum number of charactersthat may be loaded into the field. Box prompts cannot be deleted,however, the information entered may be overwritten.

DASH PROMPT

Fields where data entries are allowed but are not essential for basicFMC predictions, are indicated by the dash prompt (− − −). Dashprompt entries enable the FMC to provide the most accurate com-putation and prediction results. The number of dashes displayed ina dash prompt corresponds to the maximum number of charactersthat may be loaded into the field. Dash prompts cannot be deleted,however, the information entered may be deleted or overwritten.

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SELECTION PROMPT

The selection prompts (< or >) are displayed on the outside ofselectable controls. Two basic setups are used. The selectionprompts displayed with toggle selections indicated the toggle isfunctional and may be selected at any time. In this case the selec-tion prompt remains displayed as long as the function for the toggleis available. This type of selection prompt is most common withON/OFF type toggles.

The second setup used is to indicate that an operation is availableand may be selected. For some prompts, once selected, the selec-tion prompt is blanked until the specified operation has completed,then redisplayed (example, ACARS REQUEST prompt). When theselection prompt is blanked, the LSK adjacent to the prompt is notfunctional. For other prompts such as the ERASE prompt, onceselected, the selection prompt and the ERASE prompt do not re−appear until it is required again.

INVALID ENTRY

If an entry is attempted into a field which does not allow that entry,or if the entry is of the wrong format or out of range, an INVALIDENTRY message is displayed in the scratchpad.

SLASH KEY AND SLASH RULE

The slash key (/) is used to separate data entered as pairs in thesame field, such as airspeed and mach number (280/.720), windd i r e c t i o n a n d s p e e d ( 1 0 4 / 1 0 0 ) , o r a i r s p e e d a n d a l t i t u d e(250/10000), among others.

When entering one component of a paired data field, the slashinforms the FMC which field the entry is intended for. If slash isnot used with a single entry, it will be inserted into the field nearestthe line select key (i.e., the first entry for a pair on the left side ofthe display and the second entry for a pair on the right side of thedisplay), most likely resulting in an INVALID ENTRY message.

ERASE

Whenever a modification is made to the active flight plan, anERASE prompt appears. Selecting the ERASE prompt removesthe modification and returns the display to the original active page.

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ALTITUDE/FLIGHT LEVELS

Altitude or flight level is accepted by the system in various forms.Entries of low altitudes (below the transition altitude) are made withleading zeros to avoid confusion with flight levels; for example,00300 or 0300 for 300 feet, and 00030 or 0030 for 30 feet.

Generally, if the entry is at or above the transition altitude, it will bedisplayed as a flight level; otherwise, it will be displayed in feet.Three exceptions to this rule are:

• TRANS ALT − the transition altitude is always displayed in feet.

• TRANS LVL − the transition level is always displayed as aflight level.

• ELEV − elevation is always displayed in feet.

COLOR DISPLAYS

When the FMC Color Software Option is enabled, certain functionsand data are highlighted using color in the displays. When thecolor option is not enabled, only the shaded−white is used for sig-nificant data and prompts.

Displays are colorized according the following guidelines.

− T h e f o l l o w in g a r e d i s p l a y e d i n l a r g e f o n t

SHADED−WHITE text.

• ABEAM PTS prompt when selected (until executed or can-celled).

• ACARS prompts (other than ACCEPT/REJECT)when se-lected and until message is delivered to the ACARS MU orFMC is unable to deliver the down link to the ACARS MU (3seconds minimum).

• EXIT ARMED prompt on the RTE HOLD page after EXITHOLD prompt is executed.

• LT ENG OUT or RT ENG OUT prompt on the ENG OUTCLB page when selected (these prompts work as a toggle).

• MOD when it appears in the page title.

• Modification entries manually entered or from ACARSuplinks (including entries which are propagated onto pagesother than the page entered on) until executed or cancelled.

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• Navigation position selected on the POS SHIFT page (untilexecuted or cancelled).

− Prior to activation, RTE, RTE LEGS, RTE DATA, and HOLDpage titles are displayed in CYAN.

− The following are displayed in MAGENTA when the route isactive:

• Active FMC waypoint on RTE, RTE LEGS, RTE DATA, RTEHOLD, and PROGRESS pages.

• Active FMC target altitude on the RTE LEGS page.

• AT when displayed speed/altitude or altitude is the currentFMC target speed/altitude or altitude unless the displayedE/D ALT or speed/altitude is the result of a subsequent re-striction on CLB and DES pages.

• BEST SPEED when displayed speed is current FMC targetspeed.

• CRZ ALT when displayed value is the current FMC targetvalue.

• E/D ALT when displayed altitude is active FMC target alti-tude.

• QUAD/RADIAL on the RTE HOLD page when the hold isactive.

• INBD CRS/DIR on the RTE HOLD page when the hold isactive.

• LEG TIME on the RTE HOLD page when the hold is active.

• LEG DIST on the RTE HOLD page when the hold is active.

• RTA SPEED when displayed speed is current FMC targetspeed or active speed restriction.

• RTA time when displayed (RTA Mode active).

• RTA WPT when it is the active waypoint.

• SPD/REST or TGT SPD when displayed speed is the cur-rent FMC target speed. When CAS and MACH are dis-played together, only the active measurement standard isdisplayed in magenta, i.e., in normal descent, the MACHvalue is displayed in magenta until the CAS/MACH transi-tion point is reached, then the CAS value is displayed inmagenta.

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− The following are displayed in GREEN text.

• Actively tuned VOR, ILS, or DME data (frequency, stationID, and course) on NAV STATUS page, when the navaid isused in the navigation solution.

• Active state (ON/OFF) of alternate navaids on the NAV OP-TIONS page.

• LANDING REF (QNH/QFE) toggle selected mode.

• RW COND (DRY/WET SK−R) toggle selected mode(s).

• TAKEOFF REF (QNH/QFE) toggle selected mode.

− Map pages are displayed in full color.

− All other data and headers not affected by specific colorizationare displayed in white text.

MESSAGES

The system displays messages in the scratchpad which are wordedto allow easy identification and corrective action if required. Whena message is received, the MSG annunciator on the LCD lights.High priority messages also cause the FMC annunciator on theFMA to light. Any data displayed in the scratchpad has priorityover messages. Messages are prioritized, with the highest prioritymessage displayed first. DELETE is treated as a message.

Messages may be cleared by pressing the CLR key. Some mes-sages will be cleared automatically when no longer appropriate.

Alerting and advisory messages are covered in detail in Part 3.

DUAL FMC CONFIGURATION

In a dual configuration the FMCS includes two interconnectedFMCs operating as two independent navigators. Based on the po-sition of the FMC source select switch, one FMC is the driver anddecision maker (designated the primary FMC), while the other FMCis the follower (designated the secondary FMC).

The source select switch has the following positions:

• NORMAL

• BOTH ON LEFT

• BOTH ON RIGHT

The following list shows which FMC each FMS sub−system is inter-faced with based on the switch position. Note that in the NORMAL

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position all right sub−systems interface with the right FMC exceptfor the right LCD.

FMC interfaces based on the switch position

LRU BOTH ON L NORMAL BOTH ON R

A/T FMC−L FMC−L FMC−R

ACARS MU FMC−L FMC−L FMC−R

ADIRU−L FMC−L FMC−L FMC−R

ADIRU−R FMC−L FMC−R FMC−R

AUTOTHRTL FMC−L FMC−L FMC−R

CDS−L FMC−L FMC−L FMC−R

CDS−R FMC−L FMC−R FMC−R

DLU FMC−L FMC−L FMC−R

DME−L FMC−L FMC−L FMC−R

DME−R FMC−L FMC−R FMC−R

FCC−A FMC−L FMC−L FMC−R

FCC−B FMC−L FMC−R FMC−R

LCD−L FMC−L FMC−L FMC−R

LCD−R FMC−L FMC−L FMC−R

VHF NAV−L FMC−L FMC−L FMC−R

VHF NAV−R FMC−L FMC−R FMC−R

If a situation such as a failure of the primary FMC occurs, thesource select switch position may be changed to put aircraft controlwith the remaining healthy FMC.

With respect to navigation, the primary FMC is the master. Thenavigation master is determined by the position of the source selectswitch as follows:

SOURCE SELECTSWITCH POSITION

NAVIGATIONMASTER

NAVIGATIONFOLLOWER

NORMAL FMC−L FMC−R

BOTH ON L FMC−L FMC−R

BOTH ON R FMC−R FMC−L

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The navigation master selects the navaids for tuning, allocates nav-aids to each FMC, determines the navigation update sensors eachwill use, and transmits the initial position to the IRS.

At power up, the FMCs synchronize themselves to the same initialposition and any flight plan information loaded. Continuous moni-toring and re-synchronization will keep both FMCs performing to-gether.

If disagreements occur in flight, the FMCs work to resolve the dis-agreements. The FMCS will only drop to single FMC operationwhen absolutely necessary, and is most likely going to be causedby hardware failure.

• While on the ground, any disagreement is indicated by themessage FMC DISAGREE displayed on the CDS navigationdisplays, and in the LCD CDU scratchpad. The crew is re-quired to investigate and determine a course of action to cor-rect the disagreement.

• During an approach, a disagreement in the FMCs navigationsolutions cause the message FMC DISAGREE to be displayedon the CDS navigation displays, and in the LCD CDU scratch-pad. The CDS displays remain operating normally, and LNAVand VNAV remain engaged.

If this occurs during an FMC RNP approach, the crew mustinitiate GA unless suitable visual references can be establishedand maintained throughout the entire approach.

• During all other phases of flight, the FMCs work to resolve thedisagreement without disrupting the crew.

If the FMC operational software, navigation data, model/enginedata, software option code data, or performance data do notcompare, then the CROSSLOAD page is displayed (on groundonly). Crossload may then be performed via manual selection onthe CROSSLOAD page.

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• DATABASE CROSSLOAD page displayed upon power up ifnavigation data is different:

/ / / /

DATABASE CROSSLOAD 1 / 1L E F T N A V D A T A R I G H TSL I 1 9 2 0 5 0 6 ASA1 9 3 0 7 0 1

C O P Y F R O M C O P Y F R O M<LEFT R I GHT >

< I NDEX

• Select “update from LEFT” to crossload navigation data fromleft FMC to right FMC:

/ / / /

DATABASE CROSSLOAD 1 / 1L E F T N A V D A T A R I G H TSL I 1 9 2 0 5 0 6 ASA1 9 3 0 7 0 1

CROSSLOAD LEFT TO R I GHT

<CANCEL

• Follow the directions provided on the display if the desiredcrossload is from right to left.

• Press EXEC to display CROSSLOAD IN PROGRESS:

/ /

DATABASE CROSSLOAD 1 / 1L E F T N A V D A T A R I G H TSL I 1 9 2 0 5 0 6

CROSSLOAD I N PROGRESS

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SYSTEM DESCRIPTION

The basic Flight Management Computer System (FMCS) consistsof a Flight Management Computer (FMC) and two Control DisplayUnits. The FMCS display units can be a variety of the FMCSdisplays available to tailor the interface to the airline needs. TheFMCS is integrated with other flight control systems to form theFlight Management System (FMS), capable of providing continuousautomatic navigation, guidance, and performance management.These other systems are:

− A dual-channel Autopilot/Flight Director System (AFDS).

− A full regime autothrottle system (A/T).

− The Air Data Inertial Reference Systems (ADIRS).

− The Control Display System (CDS).

− An optional satellite Global Positioning System (GPS).

− An optional ACARS System.

− The Mode Control Panel (MCP).

− Cockpit Instrumentation displays (CDS).

− A GMT clock (captains clock).

− The Fuel Quantity Indicator System.

− various navigation radio equipment.

The FMCS display function is available to any other ARINC 739compatible system when connected to an MCDU.

The functional arrangement of the FMCS is shown in Figure 1−2.When interfaced with autopilot and autothrottle, the FMCS providesfully integrated flight management capability. Optimal performancecomputations, navigation, and guidance are provided from the be-ginning of climb−out to glide slope intercept or flaps greater than 15degrees, with lateral and longitudinal autopilot coupling and auto-matic thrust control. The second FMC in a dual configuration pro-vides redundant and independent navigation.

The FMC’s OFP and data bases can be loaded on board using anARINC 615 data loader with the data loader switch set to FMC. Ina dual FMC configuration, the source select switch must also bepositioned correctly. After the primary FMC is loaded, the secon-dary FMC may also be loaded using the data loader, or by usingthe crossload function in the FMCS. Crossloading requires consid-erably less time compared to using the data loader. When perform-ing the crossload operation, the crossload is always performed fromFMC−L to FMC−R.

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FMCS SUB−SYSTEM INPUTS

Navigation and performance data are computed using inputs of:

From the IRS:

• Present position (latitude, longitude, and inertial altitude)

• Vertical speed (inertial)

• Ground speed components (north/south, east/west)

• Heading (magnetic and true)

• Roll and pitch angle

• Optional — GPS position (latitude, longitude)

From the Air Data System:

• Pressure altitude (uncorrected and baro-corrected)

• True Airspeed (TAS), Mach Airspeed (MAS), and CalibratedAirspeed (CAS)

• Total Air Temperature (TAT)

• DME slant range (from the DME interrogators)

• VOR bearing (from the VHF NAV receivers)

• Total fuel quantity (from the fuel summation unit)

• Pneumatic bleed status (from the Bleed Control Panels)

FMS SYSTEM CONTROLS AND DISPLAYS

The primary controls and displays associated with the operation ofthe FMCS are described below.

AFDS MODE CONTROL PANEL (MCP)

The arrangement of the MCP is illustrated in Figure 1−3. TheFMCS interacts directly with only six of its controls:

• The LNAV selector switch

• The VNAV selector switch

• The altitude select control (ALTITUDE SEL)

• The course select control (COURSE)

• The altitude intervention switch (ALT INTV) (option)

• The speed intervention switch (SPD INTV) (option)

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FMCS Functional ArraingementFigure 1−2

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The LNAV and VNAV selector switches engage or disengage FMCSLNAV and VNAV guidance to the autopilot and autothrottle.

− The LNAV switch may be pressed at any time during takeoff,arming lateral navigation control. When the engagement crite-ria are met, the switch lights and LNAV is engaged. The air-plane lateral path is flown to the FMC target path.

If LNAV is disengaged, the airplane path is flown to the MCPheading.

The ALTITUDE SEL control provides altitude data directly to theFMCS for VNAV mode control.

The FMCS receives selected course data from the MCP to gener-ate a selected course radial and its reciprocal for display on the NDwhen a VOR is being manually tuned.

SPEEDINTERVENTION

BUTTON

AUTOPILOTENGAGE

SWITCHES

INTERVENTIONALTITUDE

BUTTON

F/D

ON

OFF

N1 SPEED

COURSE

C/OSPD

INTV

167COURSE

1670 7 3

CAS/MACH

V NAV

HEADING

LVL CHG HDG SEL

L NAV

APP

VOR LOC

10

30

30

10

3 1 1 0 0

ALT

INTV

SEL

ALTITUDE

ALT HOLD

VERT SPEED

V/S

ON

DN

UP DISENGAGE

CWS

CMD

A/P ENGAGE

F/D

ON

OFF

MA

A/T

ARM

OFF

AUTOTHROTTLEARM SWITCH VNAV

SWITCHLNAV

SWITCH

AFDS MCPFigure 1−3

AUTOTHROTTLE (A/T)

Autothrottle-coupled operations with the FMCS are controlled bycommand mode selection from the AFDS. Autothrottle coupling isenabled by the A/T ARM switch located on the AFDS MCP.

FLIGHT MODE ANNUNCIATIONS

The Captain’s and First Officer ’s PFDs display an indication at thetop of the active N1 limit operating mode.

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AUTOFLIGHT ANNUNCIATOR (AA)

FMC failures and alerting messages light the amber FMC annuncia-tor. Pressing the FMC alert switch will turn off the annunciator.

If the annunciator was lit due to an alerting message, the messagecan be viewed in the FMC display scratchpad. If the annunciatorwas lit due to an FMC failure, the FAIL annunciator on the FMCdisplay will be lit and the message SINGLE FMC OPERATION isdisplayed in the FMC display scratchpad.

COMMON DISPLAY SYSTEM (CDS)

The CDS provides advisory data such as map display, weather ra-dar information, radio altitude information, and automatic flight con-trol mode annunciation.

The CDS consists of the following components:

• Common Display Control Panels (CDSCPs)

• Attitude Indicator (AI) displays

• Horizontal Situation Indicator (HSI) displays

The CDSCP (shown in Figure 1−4) provides selectable displaymodes and display options, and selectable range information to theFMCS. The FMCS provides flight-plan-related information to theCDS when the MAP or PLAN mode is selected on the CDSCP.

WXR STA WPT ARPT DATA POS

VOR 1 VOR

ADF 1

APPOFF

VOR 1

ADF 1

OFF

MAP

PLN

5

10

2040

80

160

320

640

RADIO BAROMINS

RST

CTR TFC

FPV MTRSIN HG

BARO

RST

Common Display System Control PanelFigure 1−4

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The information provided to the CDS from the FMCS consists ofbackground and dynamic data. The FMCS specifies the data typeto be displayed, its position, and symbology orientation viewed onthe display (see Figures 1−5). Background data information is ex-tracted from the Navigation Database and the flight plan. Thisflight plan information is identical to the FMC lateral flight plan.

MAP mode symbol categories to be displayed by the FMCS mustbe selected on the control panel. Modifications made to the activeflight plan using the FMCS are displayed in magenta, along with theactive flight plan until executed. Once executed, only the activeflight plan is displayed.

The background symbol information sent to the CDS is made up ofthe following:

• Flight Plan Route Data (ACT and MOD)

• Waypoints

• Route data

• Runways

• Holding Patterns

• Altitude Profile Points (T/C, S/C, T/D, E/D, and airportspeed restriction deceleration points)

• Alphanumeric Messages

• Tuned Navaids

• Origin and Destination Airports

• Other Airports

• Selected Reference Points

• Navaids (VORTAC, VOR, DME/TACAN)

• Waypoints (not in flight plan, but in NDB)

• Procedure Turns

• Procedure Holds

Dynamic symbol information consists of general navigation andguidance parameters and special data parameters. The dynamicsymbol information that is sent to the CDS from the FMCS consistsof the following:

HSI Display Information

• Dist to Go (to a waypoint) • Waypoint Bearing

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• Estimated Time of Arrival • Track Angle (True & Mag)

• Desired Track • Wind Speed & Direction

• Cross-Track Deviation • Drift Angle

• Vertical Deviation • Active Waypoint Name

• Range to MCP Altitude • IRS Position Difference

• Present Lat & Long • Display BitFMC, FMC Radio Position, GPS, and IRS

• Lateral Offset Track

Typical Display in Map ModeFigure 1−5

AI Display Information

• Ground Speed • V1 Speed (Speed Tape Option Only)

• Flight Path Angle • VR Speed (Speed Tape Option Only)

• VREF Speed (Speed Tape Option Only)

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INSTRUMENTS

Three types of instrumentation displays in the PFD are interfacedwith the FMCS. They are:

• The Horizontal Situation Indicator (HSI).

• The Mach/Airspeed Indicator (MASI).

• The Attitude Indicator (AI).

Horizontal Situation Indicator (HSI) Display

When the FMC is coupled in LNAV and VNAV, it provides displayoutputs to both the Captain’s and the First Officer ’s HSI displaysfor:

• The course pointer.

• The drift angle cursor.

• The lateral deviation bar.

• The vertical deviation pointer.

• The TO/FROM indicator flag.

• The ALERT annunciator, which provides a visible advisory priorto the FMC’s automatic execution of a programmed lateral pathchange.

• Lateral track changes are annunciated 10 seconds prior toinitiation of the turn maneuver.

• The ALERT annunciator will go out when the commandedlateral track change should begin.

• The distance to go in nautical miles to the next geographicallyfixed waypoint.

• The ground speed.

• Bearing to the next geographically fixed waypoint.

• True airspeed (optional).

• Approach lateral and vertical deviations (optional)

Mach/Airspeed Indicator (MASI) Display

The FMC provides an output of target airspeed to the AFDS toposition speed cursors on the MASI display whenever VNAV is en-gaged. The crew may override and disable the automatic cursor.

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ATTITUDE INDICATOR (AI) DISPLAY

When the FMC is coupled in VNAV and the A/T is engaged in FMCSPD mode, the autothrottle provides a speed error signal to thefast/slow pointer which shows the difference between current speedand FMC target speed.

FMCS PERFORMANCE COMPUTATIONS

The essential difference between the Flight Management ComputerSystem and conventional area navigation systems lies in the FMC’sability to provide optimal speed, thrust, and flight path guidance.This optimization is based upon sensor measurements of flight con-ditions and the operator ’s definition of flight cost factors, as donethrough the Cost Index (CI) which specifies the relative weighting offuel saving and time-of-flight saving. Thus, climb, cruise, and de-scent optimization which assure the best possible return on tripcost can be employed without increasing flight crew workload.

The FMC provides speed and thrust targets for the selected flightphase and mode of operation, and thrust limits to protect the en-gines. The speed and thrust target and thrust limit data are trans-mitted to the autopilot and autothrottle systems to provide directautomatic control of the airplane’s flight path.

COST INDEX (CI)

The crew can modify the speed and altitudes of the flight prior totakeoff, by entering CI into the PERF INTI page. The FMC willcompute the parameters of the route based on this entry.

CI is a value derived from the airline operating cost per hour divid-ed by the cost per pound (US) of fuel. The result is a number thatcan be entered into the PERF INIT page to allow the FMC to com-pute predictions for the route.

For those airlines using the metric system, the fuel weight must beconverted to U.S. pounds to determine the CI.

The enterable values for CI are between 0 and 500, though theFMC may use different extremes when computing various parame-ters.

PERFORMANCE MODES

As a default the system selects the ECONomy mode which usesthe pilot selected CI to construct the most cost efficient altitude-speed flight profile.

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Other performance modes may be selected on the individual flightphase pages of CLB, CRZ, and DES. In CRZ the long−range−cruise (LRC) selection commands a speed providing 99% maximumfuel efficiency (corresponding to a CI of 20 to 25 in the ECONmode, depending on altitude). For engine out (ENG OUT) condi-tions, the FMCS displays the maximum continuous thrust N1, maxi-mum altitude capability and optimum airspeed based on maximumcontinuous thrust, minimum drag speed, and current gross weight.Vertical navigation (VNAV) mode cannot be engaged when an ENGOUT mode is active.

PERFORMANCE DATABASE

The system’s performance database (PERF DB) is contained in thepermanent storage area within the Flight Management Computer.It consists of a detailed aerodynamic model, and a fuel flow andthrust model tailored to the airplane and engine configuration thatthe FMC is installed in.

The aerodynamic model includes:

• Basic high-speed drag polars.

• Target airspeeds for all operating modes and conditions.

• Buffet limit envelope.

• Values of the airplane’s certified operating limits.

• Speed and altitude capability data required for engine-out oper-ating conditions.

The thrust model includes:

• Fuel flow and thrust model for the type of engine installed onthe airplane.

• Data used in the computations of fuel flow, thrust, engine limitsand target values.

• Data used to compute corrections for the effects of air condi-tioning and anti-icing bleeds.

• Thrust targets for turbulence penetration are also provided asadvisory information for the crew.

PERFORMANCE OPTIMIZATION

It is convenient to think of the performance advisory capability offlight management systems as an electronic operations manual. In

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at least one sense, that description applies to the FMCS, in that itprovides flight planning and performance information that the crewwould normally look up in the Airplane’s Operations Manual. Butthe FMCS furnishes a great deal more information that cannot beobtained from the Operations Manual, nor, for that matter, from thePerformance Engineer ’s Manual.

Climb speed schedules and Descent speed schedules for optimaloperation of the airplane are determined largely as a function of theCost Index. Cruise speed schedule is a function of CI, grossweight, cruise altitude, and headwind.

PERFORMANCE SELECTION FOR REQUIRED TIME OF ARRIV-AL (RTA)

The Required Time of Arrival (RTA) advisory and control capabili-ties provide a performance speed schedule to arrive at a specificpoint at a specific time. Activation of the RTA performance functionis made by entering a specified time and waypoint from the routeon PROGRESS page 3. This selection will override any prior per-formance mode selections for climb, cruise, and descent up to thespecified RTA waypoint. The target speed schedule to meet theRTA is derived by estimating the ECON mode CI that results in theETA performance prediction equal to the RTA. Using the CI toadjust the speed schedule for the flight phases involved insuresthat all performance envelope limitations are observed. If the en-tered RTA can not be met using an allowable CI, the message RTAUNACHIEVABLE is displayed in FMCS display scratchpad.

While on the ground prior to takeoff, normal performance predic-tions compute time of flight to each waypoint based on the costindex entered on the PERF INIT page. CI values range from 0 formost fuel efficient trip, to the airplane maximum for the fastest trip.When an RTA is entered on a waypoint along the route, the FMCprovides a takeoff time window (displayed on PROGRESS page 3)using a cost index of negative 40 to compute the earliest departuretime, and the airplane maximum to compute the latest departuretime (though the FMC uses a negative value for CI to compute anRTA or takeoff time window, the crew cannot enter a negative valuefor CI).

While in the air, the same CI values are initially used to computethe RTA window to the specified waypoint. As the flight prog-resses, the FMC may vary the CI used to compute the requiredspeed targets to meet the RTA, but will remain bounded by theslow speed buffet limits.

During flight, the ETA to the designated RTA waypoint is computedand compared to the RTA entered on PROGRESS page 3 to deter-

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mine a time error value. When the resulting time error exceeds anerror tolerance (see below), RTA computations will estimate a newCI, which in turn changes the target speed schedule.

The computed error tolerance is based on the TIME ERROR TOL-ERANCE value entered on the PERF LIMITS page, and on the timeremaining to the RTA waypoint. The PERF LIMITS page defaultsto 30 seconds and allows the crew to specify a narrower toleranceas low as 5 seconds.

FLIGHT ENVELOPE PROTECTION

Cost-optimal flight profiles may require flying the airplane at or nearthe limits of safe structure and engine performance capabilities.Speed, thrust, and maneuvering performed by the FMC is regulatedby a database system of limits to set boundaries that the FMC flightcomputations will not exceed. The FMC operational program hasbeen specifically designed to assess the effects of actual flight con-ditions, computed performance targets, and crew data entries orrequests, and continuously evaluate these variables with respect tothe computed or programmed capabilities of the airplane and itsengines. Any condition that attempts to exceed the limits is annun-ciated to the crew. The actual outputs of the system are restrictedby the computed limit boundaries.

The airplane’s environmental (temperature/altitude), airspeed (VMOand MMO) limits and maneuver margin envelopes are continuouslychecked. N1 limit data is used to check the target speeds andthrust commands. The maneuver margin to initial buffet can beeither chosen by the airline (for FAA operators) or limited to 1.3 g‘s(for CAA operators).

FMCS NAVIGATION

The FMCS incorporates both self-contained and radio-augmentednavigation in the lateral and vertical planes. The system furnishes,as its basic navigational outputs, continuous real-time solutions for:

• airplane Position (latitude, longitude, altitude)

• Ground Speed

• Flight Path Angle

• Drift Angle

• Track Angle

• Wind Velocity and Direction

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STORED NAVIGATION DATABASES

The FMC can store several navigation databases that are eachidentified with an effective date or is limited to the current flight.

Main Navigation Databases

The main navigation data base contains two data bases with as-signed effectivity dates for both sets of data. These are displayedfor reference on the IDENT page. One set of data is the activenavigation database when the system is powered up (displayed onIDENT page 1, line 3R), while the second database (line 4R) isdesigned to replace the first when the ending date expires.

To prevent possible unexpected flight plan changes due to changinginformation contained in the main navigation databases, the mainnavigation databases cannot be switched in flight. These data-bases are updated at intervals of 28 days and can be tailored toeach airline’s requirements.

The main navigation databases contain current information requiredfor FMCS operation in a specified geographic area. It can includedata for:

• Radio Navigation Aids• Waypoints• Airports and Runways• Standard Instrument Departures (SIDs)• Standard Terminal Arrival Routes (STARs)• Enroute Airways• Charted Holding Patterns• Approach Procedures• Approach and Departure Transitions• Procedure Specified Navaids• Precision and Non−Precision Approach Systems• Terminal Gates• Missed Approach Waypoints and Procedures• Procedure Turns• Procedure Holds• Altitude Restrictions• Speed Restrictions

Reference Navigation Databases

In addition to the content of the main navigation database, the FMCcontains a reference navigation database. This is divided into thetemporary and the supplemental navigation databases.

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While on the ground, the crew may enter waypoint reference pointsinto the supplimental (SUPP NAV DATA) storage area. Entries inthe SUPP NAV DATA storage area are retained until deleted by thecrew (or when re−loading the FMC). Once in the air, new entriescannot be made to this database.

While in the air, the crew has access to the temporary (TEMP NAVDATA) storage area. When waypoints that are not in the perma-nent or supplemental databases are created and entered into theflight plan, the waypoint information is retained in the temporarydatabase storage area of the FMC. Entries into the TEMP NAVDATA storage area may be deleted by the crew, and are automati-cally cleared at landing.

The reference navigation database provides storage for 20 way-points specifically for the TEMP Navigation Database, and 40 way-points, 40 navaids, and 6 airports that are shared by the supplimen-tary and temporary navigation databases.

Pilot Defined Company Route Naviagtion Database

When the pilot defined company route option is available, the FMCcan be loaded with up to ten pre−designed flight plans. Terminalprocedures, airways, and airline defined waypoints can be saved.

DISPLAYED NAVIGATION DATA

Navigation data is displayed rounded off due to space restrictions inthe display area. The FMC does not make use of these roundedoff values when performing predictions and computation.

DATA ITEM NEAREST INCREMENT

Airport lat/long 1/10 minuteILS lat/long 1 second*Navaid lat/long 1 second*Runway lat/long 1 second*Waypoint lat/long 1 second*Airport Speed Limit Alt 100 feetSTAR/APP Transition Level 100 feetSID/STAR/APP Alt Restrictions 100 feet

* ILS, Navaid, Runway, and Waypoint lat/long are displayed on theCDU to the nearest 1/10 minute even though they are stored to thenearest second in the Nav Database

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DATA ITEM NEAREST INCREMENT

SID/STAR/APP Heading/Course/Radius 1 degreeSID/STAR/APP Waypoint Distance 1/10 nautical mileCompany Route Cruise Alt 100 feetHold Pattern Inbound Course 1 degreeLocalizer Bearing 1 degreeNavaid Elevation 20 feetRunway Bearing 1 degreeRunway Length 50 feetSID Transition Alt 100 feet

* ILS, Navaid, Runway, and Waypoint lat/long are displayed on theCDU to the nearest 1/10 minute even though they are stored to thenearest second in the Nav Database

DETERMINING OPTIMAL NAVIGATION CONFIGURATION

The FMC selects the navigation sensors that provides the bestsolution for airplane present position. This selection depends uponthe availability and validity of outputs from the airplane’s primarynavigation sensors. The selection process is completely automaticand controlled by the FMC (primary FMC in a dual configuration).The basic sensor inputs required for the optimal data-mixing pro-cess are:

• Slant range measurements from DME interrogators (standard,frequency agile, or frequency scanning).

• Bearing data from either of the two VOR receivers.

• Baro-corrected and uncorrected pressure altitude and true air-speed from either one of the ADCs.

• Latitude, longitude, inertial altitude, inertial vertical speed, trueheading, magnetic heading, and ground speed componentsfrom either of the IRSs.

• Latitude and longitude from an optional GPS interface or froma stand-alone GPS.

DME or VOR validity is determined by station geometry in relationto the computed present position and the reasonableness of theactual data received from the tuned navaids.

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The FMC selects and uses all valid available sensors for airplanestate calculations, correcting the IRS data based on the following:

• GPS• Multi-DME• DME/VOR (co-located)• LOC/DME (aligned with runway)• LOC

POSITION DETERMINATION

The navigation processing consists of computations for both hori-zontal and vertical positions of the airplane. The vertical navigationprocess computes values of altitude and flight path angle (FPA)using data from the IRS and the air data computers. While on theground, FPA is assumed to be zero. The more involved process ofhorizontal navigation primarily consists of a filtering process usingGPS, DME and VOR navigation data to correct the IRS positioncomputations. The pilot can manually update the FMC to one ofthe FMC, GPS, or radio positions through selections on the POSSHIFT page as appropriate.

GPS data will be used first to update the airplane state estimatesbased on certification level, flight phase, and pilot selection.

For a dual FMC installation, the guidance position and velocity cal-culations are also based on the setting of the source select switch.In the NORMAL position the guidance position and velocity are acombination of each FMC’s navigation posit ion and velocityweighted by the corresponding navigation uncertainties. When thesource select switch is set on BOTH ON L the left FMC‘s airplanestate estimate is used for guidance. Conversely, when the switchis set on BOTH ON R the right FMC’s state is used for guidance.

RADIO MANAGEMENT

When the AUTO mode of VOR/DME tuning is selected, the FMCSis responsible for the selection and tuning of navigation aids thatcan be successfully used to provide navigation solutions when com-bined with data from the IRS.

The best navigation aids are broadly defined to be the 10 naviga-tion aids closest to the airplane’s computed present position. Inorder to qualify as candidates for the best navigation aid list, thesefacilities must be within a range which is suitable for its class ofoperation and the present altitude of the airplane. With a dual FMCinstallation, the primary FMC controls the selection.

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From the best navigation aid list, the FMCS determines the bestnavigation aid pair as a function of the line-of-position (LOP) cross-ing angle and the distance to the station and the horizon. Thecrossing angle of the LOPs must lie between 30 degrees and 150degrees. The best navaid pair is defined as the combination whichproduces a crossing angle closest to the ideal value of 90 degrees.Re-selection of the best navaid pair will be performed every fiveseconds. In a dual FMC installation, the primary FMC performs thepairing operation and informs the secondary FMC which pairs touse. The primary FMC gets the 1st, 3rd, 5th, etc., pairs and thesecondary FMC is assigned the 2nd, 4th, 6th, etc., pairs.

If one of the two DME interrogators has been switched to manualmode, the FMCS will attempt to use the manually tuned DME sta-tion and to find a complementary DME station that provides anacceptable LOP crossing angle. When this is not possible, theDME interrogator in the AUTO mode may be operated by theFMCS in a frequency-agile sub−mode (if agility DME is installed) inorder to preserve the primary dual-DME navigation solution. Whenthis occurs, the single AUTO mode DME interrogator will be tunedalternately to each of two DME stations, selected by the FMCS asthe best pair, at intervals of 5 seconds; otherwise, the FMCS mayoperate in a VOR/DME mode.

GPS NAVIGATION

The use of GPS data for navigation depends on the certificationlevel, flight phase, and pilot inhibits. The certification determinesthe GPS ratings; primary, supplemental, and advisory.

As primary, the GPS data may be used in all flight modes and onthe ground unless inhibited by the pilot. If inhibited, the use ofGPS data may be re-enabled and is also reset at the end of theflight.

With the supplemental rating, GPS data may be used if it ischecked against other sole means certified navigation data sources.VHF is the sole means method while enroute domestic and in termi-nal areas; IRS is the sole means for oceanic. If VHF radio data isunavailable in terminal, approach, or enroute flight, GPS updating isallowed without affecting actual navigation performance. Otherwisethe VHF data is used as a check of the GPS data. In an oceanicnavigation flight environment IRS data is used for the check. ThisGPS use is also dependent on pilot inhibiting/enabling selections.

When GPS is set for advisory only, GPS data is only displayed forinformation.

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FMCS FLIGHT PLANNING

An entire flight can be preplaned well before push back from thegate, and except for the takeoff and final approach to to the run-way, can be automatically flown by the FMC as it sends its com-mands to the AFDS and autothrottle. A complete lateral flight planmay be selected out of the FMC’s navigation database. The lateralrouting may also be modified manually with assistance from theFMC’s database search capability. The FMC accepts route entryand revisions via the FMCS display in a format compatible with airtraffic control clearance language.

The vertical portion of the route can be automatically preplaned bythe FMC using speed and altitude targets optimized for flight econ-omy. As with the lateral plan, the crew can easily modify theFMC’s default values to tailor the vertical segment schedules to therequirements of each flight.

NAVIGATION DATABASE SELECTION

Upon initial power-up, the FMC displays the system configurationdisplay (the IDENT page). This page is used to confirm that theparticular FMC installed in the airplane has the correct airplane andengine configuration performance data in its memory. The crewcan also confirm the applicability of the navigation database loadedinto the FMC and its effectivity date. Upon power-up, the FMCcompares the navigation database effectivity date with the datefrom the GMT clock system. If the navigation database is noteffective for the date received, the message NAV DATA OUT OFDATE is displayed in the scratchpad. If the database indicated asbeing ACTIVE is not suitable for the upcoming flight, the currentupdated navigation database must be selected.

IRS INITIALIZATION

The airplane‘s Inertial Reference System’s latitude and longitudemay be initialized from the FMCS CDU. If an IRS is in the ATTmode, the primary FMC can be used to initialize the IRS heading.The IRS position can be set using any of the following methods:

• Selecting the stored LAST POS on the POS INIT page whenretained in the FMCS if the airplane has not been moved.

• Entering the ICAO identifier for the departure airport into REFAIRPORT, and selecting the position at LSK 2R to the SETIRS POS line.

• Entering the departure gate identifier in GATE (when the posi-tion is stored in the NDB) and selecting the position at LSK 2Rto the SET IRS POS line.

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• Directly entering the desired latitude and longitude.

• Select a position on the POS REF page and enter that positioninto the SET IRS POS line on the POS INIT page.

GMT OR LOCAL TIME SELECTION

The primary FMC receives and displays Greenwich Mean Time(GMT) from the pilots clock system. The FMC also estimates timesat each of the planned route horizontal and vertical waypoints andat the destination. The clock input to the FMC may be GMT orlocal time, depending on which is use to set the airplane clock. Toensure that the FMC has GMT time, the GMT hours can be enteredwhen the clock input in use is set to a local non-GMT time zone.When GPS is available, the FMC can use GPS time.

FLIGHT PLAN DEFINITION

The intended route can be entered well in advance of the actualtakeoff and be ready to activate. The crew may manually constructthe entire flight plan, or just build a basic path, ether of which areaugmented with additional information from data stored in the navi-gation databases. This data is generally the same navigation dataavailable on aeronautical charts.

Lateral Path Construction

The crew can create a string of lateral navigation waypoints thatwill make up the planned route in either of two ways:

• Manually entering each desired waypoint or airway segment.

• Loading a flight plan via one of the automated functions(ACARS option, CO−RTE option, etc.).

The minimum path to which the automatic flight controls can beengaged consist of an origin, a destination, and at least one way-point to define the basic route. Building the path begins with initial-izing the IRSs to the origin airport, and when desired the runway,on the POS INIT page. The origin and destination airports are thenentered into the DEP/ARR INDEX page, and the desired SIDs,STARS, transitions, and runways are selected on the appropriateDEPARTURES and ARRIVALS pages.

Waypoints may then be entered into the path between the two air-ports for further refinement and definition. Selecting the RTE LEGSpage provides a detailed listing of the lateral path, and should be

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reviewed. By having the CDS in PLAN mode, each leg of the pathcan be reviewed using the STEP control prompt on the legs pageto view each waypoint along the path in the center of the ND. Alsonote that when DISCOs appear in the plan, the RTE LEGS pageand the CDS PLAN mode can aide in determoning corrective actionto close the path. Waypoints can be entered into the path using anyof the naming/entry coventions.

As each route waypoint is entered, the FMCS searches the naviga-tion databases to extract the necessary data to define the point. Ifa waypoint or airway is in one of the databases, the system checksto see that the route being strung together is made up of compat-ible entries. If a discontinuous set of route waypoints and intercon-necting segments are entered, aeronautical charts should be re-ferred to for an alternative and clear the discontinuity.

Lateral offsets and holds may also be added to the path during pathconstruction.

Vertical Path Construction

A vertical path is constructed along the lateral path from takeoff tothe destination runway once the lateral path is entered. As thecrew enters the la tera l pa th , much o f the ver t ica l pa th isconstructed automatically. The various navigation databases storedin the FMC contain altitude and speed restrictions as well as proce-dures which affect the vertical path. The crew need only enter thedesired cuise alt itude for the FMC to complete vertical pathconstruction. The vertical path is divided into four general func-tions; climb, cruise, descent, MAPP/GA. Also note that the verticalpath is also affected by the various FMC flight performance modes(economy, speed, long−range−cruise, etc.). During review of thelateral path on the RTE LEGS pages, the vertical speed and alti-tude constraints can be check at each waypoint, and with the cruisealtitude entered, the cruise waypoints are defined by the cruisealtitude.

Activating the Flight Plan

Once the lateral and vertical paths are entered, selecting the ACTI-VATE prompt on the RTE page activates the EXECute key. Press-ing EXECute actives the flight plan for the FMC to fly the airplaneto.

For those airlines who have fixed flight plans stored in the FMCpilot defined company route database, or have flight plan uplinkcapability, the flight plan can be rapidly loaded into the FMC and

1−42 TDM 2213

activated. These methods load a complete set of lateral and verti-cal path parameters, and in an ideal situation, the crew is not re-quired to makes further entries. However, changes or correctionsmight be necessary, and it is advisable to review the plan as pre-viously described.

When the CDU Color option is available, all of the FMC route plan-ning pages display the title in cyan until the plan is actived andEXECuted.

FLIGHT PLAN MODIFICATION

Until the planned route is activated and executed, it is simply that,a planned route. When the system has an active route, the dis-plays associated with that route have an ACT status indicator in thetitle line of the page.

Modifications to any flight plan can be made at any time. Whenchanges are made to an active flight plan, the ACT status indicatorin the title line changes to MOD. The MOD status indicator re-mains untill the changes are erased or activated. Lateral or verticalmodifications can be inserted from the scratchpad into the RTELEGS pages. The crews can also initiate step climbs or descents,or speed schedule changes directly on the CLB, CRZ, and DESperformance displays (these will create a MOD condition until exe-cuted).

FMC GUIDANCE

The FMC incorporates flight path guidance and steering functionswhich work in unison to provide output commands to the airplane’sautopilot, flight director, and autothrottle systems. These com-mands enable automatic flight path control and performance opti-mization.

WAYPOINT DEFINITION

The primary structure of a flight-planned route consists of a se-quence of waypoints joined by a series of navigation legs or routesegments. A waypoint is completely defined in terms of its latitude,longitude, and altitude, but in some cases these parameters may beaffected by other operational variables.

1−43 TDM 2213

The FMC implementation recognizes two distinct types of way-points:

Fixed Waypoints

fixed waypoints are the most common and are defined by a fixedgeographic position. Examples of fixed waypoints are:

− Locations of navigation aids, which define established airways.

− Defined intersections of enroute airways.

− Locations of airports, runway thresholds, navaids, and othernamed waypoints.

− Pilot-entered waypoints are defined by one of the following:

• Latitude and longitude.

• Bearings from two named waypoints.

• Bearing and distance from a named waypoint.

• Along track offsets.

Floating Waypoints

Floating waypoints are those whose positions are dependent uponthe airplane’s operating state and external variables such as wind.Examples of floating waypoints are:

− The point at which a constant-heading leg intercepts a VORradial.

− The point at which a constant-heading leg intercepts a DMEarc.

− The point at which a climb profile flown on a constant headingor course passes through a specified altitude.

− The point at which a constant-heading leg intercepts a courseto the next fixed waypoint.

− The point at which a constant-heading or course leg is manual-ly terminated by the crew (usually part of a procedure repre-senting ATC vectoring).

Waypoints not in the Nav database can be created on the REF NAVDATA, SUPP NAV DATA, RTE, and RTE LEGS pages.

The lateral flight plan is determined by fixed and floating waypointsand is computed by lateral guidance processes. The active TOwaypoint which is highlighted on the RTE LEGS and PROGRESS

1−44 TDM 2213

pages may be a fixed or floating waypoint. Floating waypoint iden-tifiers are enclosed in parentheses.

In addition to the two types of waypoints previously discussed, thesystem takes into account in its profile predictions the existence ofpoints of importance to the vertical performance calculations.These points are like the floating waypoints since they occupy posi-tions dependent upon expected and actual operating conditions andexternal variables such as wind. These points do not appear onany of the RTE or RTE LEGS displays. They only influence thesystem by their “presence” being accounted for in time and dis-tance predictions. Examples of these points are:

• Speed change — the point at which acceleration or decelera-tion to a new speed command or restriction begins.

• Transition altitude — The point at which QNE is used for alti-tude reference, rather than origin QNH. The term transitionaltitude level is used during the climb phase.

• Transition level — the point at which destination QNH is usedfor altitude reference, rather than QNE. The term transitionlevel is used during the descent phase.

• Crossover altitude — the point at which the controlling targetspeed switches from CAS to Mach in climb and from Mach toCAS in descent.

• Intercept descent path — the point at which the projected earlydescent path intercepts the normal descent path.

• Top of climb (T/C) — the projected point where climb operationtransitions to cruise.

• End of descent (E/D) — either the last waypoint with an “at ”altitude restriction in the flight plan route, or a point 1,000 feetabove the destination airport runway if no waypoint is specifiedfor termination of the descent.

• Top of descent (T/D) — the projected point where cruise opera-tion transitions to descent. This applies to intermediate level-offs due to flight plan constraints.

INITIAL PATH CAPTURE

An initial path capture maneuver may be required when the FMCbecomes coupled to the AFDS (MCP LNAV is engaged) or whenthe FMC is already coupled and the active flight plan is changed.

When the FMC is not coupled to the AFDS (LNAV is off), and avalid flight plan exists, path capture criteria are continually tested.

1−45 TDM 2213

When the FMC is coupled to the AFDS (LNAV is on) and the flightplan is changed, path capture criteria are tested with respect to thenew flight plan. If the FMC determines the path capture criteriacannot be met, the FMC will disengage itself from the AFDS andperiodic testing will begin as described above.

The path capture criteria are as follows:

• When the present airplane track crosses the leg to be captured atan intercept angle of greater than 8 degrees or less than 90 de-grees, the track is maintained until the leg is captured by FMC later-al steering control.

• When the track crossing is less than 8 degrees, the FMC rolls theairplane to an 8 degree intercept angle and maintains until the legis captured by FMC lateral steering control.

• When the predicted intercept point is so close to the leg’s termina-tion waypoint that the turn at the waypoint cannot be calculated, anew path is calculated direct to the waypoint (instead of maintainingpresent track). If the direct path does not allow calculation of an ac-ceptable path, control is turned over to the FMC normal steeringcontrol to steer to the flight plan path.

• When the present airplane track does not cross the leg to be cap-tured or its backward extension, or crosses at an intercept greaterthan 30 degrees with the airplane within 3 nautical miles of the de-sired leg, then the path capture is turned over to the FMC normalsteering control to steer to the flight plan path.

• When the intercept is less than or equal to 8 degrees outside 3 nm,or less than or equal to 30 degrees inside 3 nm crosstrack, then low-er initial steering gains are used.

If none of the above criteria are satisfied and an attempt to use theINTC function is made, the message NOT ON INTERCEPT HEAD-ING is displayed in the FMCS display scratchpad and MCP engage-ment of the FMC flight plan will not be permitted until a correctionis made.

During climb, cruise, and speed descent modes, VNAV may beengaged, provided the airplane is not in violation of a flight planaltitude constraint and the MCP altitude is set to an appropriatealtitude target. VNAV will not control the airplane in a directionaway from MCP altitude.

For path descent operation, the maximum descent flight path anglefor predicting interception of the vertical reference path is 7 degreesfor airplane operation above the airport speed restriction altitudeplus 1,000 feet, and 6 degrees below this altitude. If the predictedlate descent path with these limitations does not intercept the verti-

1−46 TDM 2213

cal reference path without violating an altitude constraint, the mes-sage DES PATH UNACHIEVABLE is displayed in the FMCS displayscratchpad. Longitudinal steering is also constrained by these lim-its when vertical speed commands to the AFDS are being gener-ated.

The vertical speed steering commands at path capture or at thevertical flight path transitions are acceleration-limited so as to pro-duce a normal acceleration of not more than 0.1g.

A PATH descent is always available when the flight plan includes atleast one waypoint in the descent profile of the flight plan withVNAV engaged. When a geometric leg is in the path, the FMCautomatically enters PATH descent mode when the geometric leg istransitioned even when the cruise mode was speed.

Note that if a SPEED descent mode is desired, it must be manuallyselected on the DES page even if CRZ is in a speed mode.

HEADING GUIDANCE

Most navigational legs are defined in terms of great circle tracksbetween the airplane’s computed present position and a waypoint.There are, however, some flight plan procedures which requireconstant-heading legs to be flown. Such procedures are most oftenfound in terminal-area operations. When such legs exist in a flightplan, the constant heading to be flown is distinguished by the suffixHDG appended to the displayed heading (i.e., 203° HDG).

Waypoint Transitions, Leg Switching, and Path Capture Criteria

In defining the guidance maneuver requirements for leg−to−leg tran-sitions at waypoints, the lateral guidance recognizes two basictypes of transitions:

• Fly-over (FO) transitions, which require the airplane to passdirectly over the waypoint’s geographic position (Ref Figure1−6).

• Non-fly-over (NFO) transitions, in which the airplane is not re-quired to pass over the waypoint position (Ref Figure 1−7).

Maneuvering requirements are also dictated by the magnitude ofthe course change involved in the transition. The geometry of thetransition turn is illustrated in the following figures showing the ma-neuvers required for both fly-over and non−fly−over transitions.

Fly-over transitions occur only in terminal area procedures (SIDS/STARS), not during the enroute phase of flight. Note that the turn-

1−47 TDM 2213

ing maneuver required for a transition involving a course change of135 degrees or less differs considerably from that required for acourse change greater than 135 degrees.

COURSECHANGE >135°

COURSECHANGE ≤135°

DEF

GHI

ABC

Waypoint Transition Turn Geometry Fly-Over (FO)Figure 1−6

Transition switching point criteria are determined by the FMCS forNFO transitions to provide a roll lead-in point on the inbound leg tothe waypoint. This produces a smooth, coordinated turn that inter-cepts the outbound leg without overshoot. In those cases thatinvolve large course changes (greater than 135 degrees), the sub-sequent path capture maneuver required to complete this path orany of the FO transition paths is subject to a 45-degree path-inter-cept limitation.

During normal en−route turns with LNAV engaged, the FMC com-putes the bank angle as half of the course change onto the newtrack, limited to a minimum of 8 degrees and a maximum of 23degrees. Bank angle limiting does not apply to en−route fixed ra-dius turns, AF/RF legs, and procedure turns.

1−48 TDM 2213

COURSECHANGE

>135°

COURSECHANGE

≤135°

DEF

GHI

ABC

90°

Waypoint Transition Turn Geometry Non-Fly-Over (NFO)Figure 1−7

During NFO turns of less than 135 degrees in areas with airspacelimitations, the bank angle limitation may result in violating the air-space limitation. When the FMC determines this will occur, theLNAV BANK ANGLE LIMITED message is displayed in the scratch-pad.

PROCEDURE TURNS

A procedure turn path is constructed based on the geometry limita-tions provided in the navigation database, predicted winds, and anairplane speed of 170 kts. The FMC performs predictions for theprocedure turn 5 minutes prior to transitioning the turn entry way-point. In cases where the turn maneuver cannot be accomplishedat the prescribed leg length (exceeding maximum excursion dis-tance), the FMC predicts a path using the minimum leg length. Ifthe minimum leg length construction still exceeds the the maximumexcursion distance (this may happen during periods of high winds),the minimum turn path is flown and the UNABLE PROC AIRSPACEmessage is displayed in the scratchpad.

VERTICAL PROFILE DISENGAGEMENT

If a PATH Descent is being flown, VNAV will not be available in thefollowing circumstances:

1−49 TDM 2213

• When the Glide Slope Intercept waypoint is reached, ILS GlideSlope is armed, and the intercept waypoint is not a hold entryfix.

• When the active leg has a vertical slope, the Cross−Track Er-ror is twice RNP, and LNAV is not engaged.

If a SPEED Descent is being flown, VNAV guidance will continueuntil the End−of−Descent altitude.

HOLDING PATTERNS

As an airline option, the FMC navigation database may containdefinition data for all of the published enroute holding patterns inthe geographic area covered by the database. Published holdingprocedures may be selected and incorporated directly into the ac-tive flight plan for automatic holding entry when the airplane reach-es the designated holding fix. In addition, the system includesprovisions which allow you to construct impromptu holding patternsat any selected waypoint in the flight plan, or at the airplane’s pres-ent geographic position (PPOS).

The parameters that determine the FMC’s definition of a holdingpattern are illustrated in Figure 1−8. The fundamental variablesare:

• Holding fix position

• Inbound holding course

• Holding turn direction

• Pattern leg length

The holding fix position may be any fixed waypoint or the airplane’spresent position at the time of engagement of the holding mode.The inbound course turn direction and leg length in the holdingpattern will be obtained from the navigation database if there is apublished pattern for the designated holding fix. If the pattern isnot found in the database, the FMC will assume that right-handturns are to be used and will establish a default value for leglength.

Normally the leg time is expressed in terms of the time in minutesrequired to fly the inbound leg. The altitude of the airplane deter-mines the leg length time that will be set.

Alternatively, leg length may be expressed as a distance in nauticalmiles; this form is defined as the distance between the point atwhich the airplane rolls out on the inbound leg and the holding fix,as shown in Figure 1−9. These variables can also be enteredmanually to alter the preplaned default pattern. The leg time

1−50 TDM 2213

threshold is 14,200 feet. Climbing or descending through this alti-tude will automatically result in an updated leg time until the holdwaypoint is the go−to waypoint, unless the leg time or leg lengthwas manually entered on the HOLD page.

HOLDFIX

LEGLENGTH

LEGTIMEBASE

TURNRADIUS

Holding Pattern DefinitionFigure 1−8

Constant radius turns and a best holding or pilot-entered speedschedule determined by the FMC are used in flying the holdingpattern. The offset distance (turn radius) on the holding side of thepattern is determined by the maximum speed in the turns at eachend of the pattern, taking wind into account, and by the maximumbank angle used to construct the path. Additionally, the offset dis-tance is further limited to internally stored ATC holding pattern lim-its.

Three minutes prior to entering a hold with LNAV engaged, andwhile flying the hold, the FMC computes the bank angle of the holdturns and compares it to the bank angle limits of a minimum of 8degrees and a maximum of 23 degrees. If the min/max limits areexceeded, the UNABLE HOLD AIRSPACE message is displayed inthe scratchpad. Bank angle limiting does not apply to procedureholds.

Entry into the holding pattern is automatically controlled by theFMC, and the entry procedure is dependent upon the airplane’sinitial inbound course to the holding fix. The system’s prepro-

1−51 TDM 2213

grammed guidance routines for the entry are based upon the FAA’s70-degree sector decision criteria, as shown in Figure 1−9.

Exiting the hold may be accomplished by one of several methods.The normal method is to select the EXIT HOLD prompt on theactive RTE HOLD page and pressing EXECute. Another method isto select a down track waypoint and perform a Direct−To function.In ether case, the airplane will fly the remainder of the hold patternto the hold fix waypoint, then continue flying the active route.

70°

HOLD

HOLDFIX

TEAR DROP ENTRY PARALLEL ENTRY

DIRECT ENTRY(INSIDE TURN)

DIRECT ENTRY(OUTSIDE TURN)

Holding Pattern Entry ProceduresFigure 1−9

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The active hold may be MODified while flying the hold. Leg time,leg direction, leg length, and turn direction may be edited at anytime. The new hold is displayed along with the current hold, andthe EXIT HOLD prompt remains displayed.

If no action is taken, the current hold is exited and the new holdbecomes active when the hold fix waypoint becomes the activewaypoint.

If the EXIT HOLD prompt is selected prior to entering the new hold,the new hold is deleted, the original hold is displayed and will beflown. Pressing the EXIT HOLD select function again will arm thehold exit, terminating the original hold and proceed to flying theactive flight plan course.

DIRECT TO FUNCTION

The active flight plan may be modified at any time by entring adirect-to waypoint to divert the airplane to a different waypoint.When the direct-to waypoint is not in the active flight plan however,a discontinuity is inserted into the flight plan. It is then necessaryto redefine the remainder of the flight to the selected destination,removing the discontinuity. When the direct-to waypoint is one ofthe future waypoints in the active route, the FMC reassigns thiswaypoint as the new go to waypoint and eliminates all of the inter-vening waypoints in the plan.

APPROACH INTERCEPT CRITERIA

The FMC flight plans most commonly terminate with transitions toan ILS approach procedure. Assuring the capture of the ILS local-izer assumes a high degree of importance in the definition of thelast few waypoints in the flight plan.

The first waypoint of the approach transition may be the last way-point in a Standard Terminal Arrival Route, and is frequently desig-nated as the Initial Approach Fix (IAF). The bulk of the final ap-proach tasks are handled by the autopilot and autothrottle, guidedby the ILS localizer and glideslope signals. The FMC positions theairplane to allow the best capture the ILS.

In Figure 1−10, the airplane departs the IAF on a course for way-point D064M. The FMC turns to a 223-degree heading leg fromD064M to intercept the localizer course as defined in the navigationdatabase, The FMCS maintains the 223-degree heading leg asshown, instead of turning to final approach course. This provides

1−53 TDM 2213

a 30-degree course cut for AFDS localizer capture. Assuming thatlocalizer capture is accomplished, the autopilot disconnects LNAVand the airplane turns inbound to the runway heading under thesole control of the ILS-coupled autopilot (illustrated with a dashedpath). A fixed waypoint GS-25R is generated by the FMC (GS-xxx,where xxx is is the selected runway) at the predicted glide slopeintercept point, where the center of the glide slope beam passesthrough glide slope intercept altitude. This point is assigned a de-fault speed restriction of 150 kts and VNAV discontinues guidanceat this waypoint or when flaps extend beyond 15 degrees, whichever occurs first.

(IAF)METRO VOR

(MTR)

LOM

LMM

EDDFILS25R

2NM

GS25R(FFM 073/9.0)

223° HDG

FMC LOCALIZER

LNAV DISENGAGE CRITERIA:LOC CAPTURE BY DFCS

* LOC CENTERLINE CROSSING* 2 NM BEYOND COMPUTED LOC

CENTERLINE

* ALERT ON CDU

D064M

172°3000

037°3000

FROM FFMVORTAC

(9DF ARRIVAL)

LOC CAPTURECIRCULAR ARCTURN PATH

FMCS GUIDANCE TO FINAL APPROACH

COURSE

COURSE, INTERCEPT HEADING:

CHANGE>45 ° LOC INTERCEPT

ANGLE=40°

COURSECHANGE

>45 ° LOC INTERCEPT

COURSECHANGE

<20 ° LOC INTERCEPTANGLE=30°

COURSE ANGLE=CHANGE

20 °≤

ILS CAPTURE:

R064°(FFM)

253°

COURSE INTERCEPTPATH

Typical FMCS Approach TransitionILS or Localizer Procedure

Figure 1−10

If the localizer is not captured, LNAV guidance continues to steerthe airplane on the 223-degree intercept leg until missed capture is

1−54 TDM 2213

detected. Missed capture is detected by the occurrence of either ofthe following conditions before LOC ENGAGE is signalled by theautopilot:

• FMCS detects crossing of the localizer centerline.

• FMCS computes cross-track deviation of 2 nautical miles be-yond the expected location of final approach course.

When missed capture is detected, the FMC sets VNAV invalid,LNAV invalid, displays the message MISSED CAPTURE in FMCSdisplay scratchpad, and blanks all predictions on any remainingwaypoints in the planned route. The missed approach must now beinitiated.

If a runway or approach has not been selected for the destinationairport, a PATH descent is available to the last waypoint in thedescent path. Automatic entry into descent is enabled by dialingdown the MCP altitude before T/D is reached. An early descentcan be started by dialing down the MCP altitude, selecting the DESNOW prompt on the descent page, and executing.

To manually select the SPEED descent mode, select the SPEEDprompt on the DES page and EXEC, which will display the ECONSPD DES page. SPEED descents follow the displayed MACH/CASschedules and the airport speed restrictions as well as any speedand/or altitude constraints assigned to the waypoints. SPEED de-scents end at an altitude 1000 feet above the ARP elevation or thelast waypoint altitude constraint if lower.

If D064M and the heading leg to intercept were not part of theapproach, but instead the 172-degree course were continued tointercept the localizer course at an 81-degree angle, the FMCSwould establish a 40-degree intercept angle starting at an FMCcomputed point for the turn to final approach to facilitate AFDScapture of the localizer.

When an instrument approach is not selected, and a runway at thedestination airport is in the active flight plan, the FMCS will permita runway extension waypoint to be defined at a selected distance(0.1 to 25.0 miles) before the runway threshold, along the runwaycenterline heading. This final approach waypoint is identified ondisplays as RX-yyy, where yyy is the runway identifier (an extensionfor runway 34R is RX-34R). The crew is then allowed to enter anFPA between 2.00 degrees and 5.50 degrees. If an FPA is notentered, the FMC will compute the predicted path using the defaultFPA value of 3.00 degrees. A variety of non−precision approachprocedures may be available to the crew at some airports.

1−55 TDM 2213

INTEGRATED APPROACH NAVIGATION

The Integrated Approach Navigation (IAN) function is an option thatallows flying the airplane using ILS look−a−like approach proce-dures for non−precision approaches. This includes the use of com-mon crew procedures, autopilot/FD approach modes, MCP interac-tions, and monitoring the FMC computed vertical and lateraldeviations displayed on the PFD. For compatibility with precisionapproaches, the PFD deviation scales and pointers are the sameas for precision approaches.

The FMC IAN approach capability augments the current ILS ap-proach capability. In normal operation, the pilot selects the desiredapproach on the ARRIVALS page, tunes the appropriate NAV radiofrequency on the VHF NAV Radio Control Panel, and enables thecapture of the final approach by selecting the MCP APP button.This sequence allows a single set of crew procedures to be usedfor all approaches.

If the NAV radio is not tuned to the correct frequency, the crew isalerted via CDU messages. In this case, the approach modes maynot match the crew’s intention. If an ILS frequency is tuned for anapproach that does not reference a localizer, then the FCC willrevert to ILS approach modes.

FMC IAN approaches should not be used if altitude constraint ad-justments are to be applied to any altitudes specified by the ap-proach procedure for FACF or any of the waypoints between FAFand the runway.

NOTEAll of the equipment involved are required to be updated to IAN

capability, and be enabled, to use this function.

The IAN function is enabled when all of the following conditions aremet:

− The approach type (see below) is stored in one of the FMCnavigation databases, and selected on the ARRIVALS page.

− The NAV radio tuning and G/S selections are one of the follow-ing:

− The NAV radio is not tuned to an ILS.

1−56 TDM 2213

or

− The NAV radio is tuned to an ILS frequency and G/S isselected OFF.

− QNH is selected on the APPROACH REF page when the QFEReference option is available.

− The final approach leg into the missed approach waypoint hasa non−zero FPA.

− The airplane is within 50 nm of T/D, or within 150 nm of themissed approach waypoint, or is in descent.

The types of approaches allowed will depend upon the G/S selec-tion on the APPROACH REF page and NAV radio tuning. With theNAV radio tuned to the appropriate navaid (not ILS frequency), theFMC supports RNAV, GPS, VOR, and NDB types of non−localizerprocedures. With a localizer−based approach selected on the AR-RIVALS page and an ILS frequency tuned, ILS, IGS, LOC, BCS,LDA, and SDF types of localizer approach procedures are avail-able.

For BCS, IGS, ILS, LOC, LDA, and SDF, the front course is thelocalizer front course. All other approaches use the inbound courseto the missed approach point. The front course is referenced tomagnetic or true north depending on the destination airport refer-ence point and the position of the MAG/TRUE switch.

For non−localizer approaches, the FMC generates lateral and verti-cal deviations that are displayed on the PFD and sent to the AFDS.When localizer type approaches are selected, the FMC generatesthe vertical deviations only. Lateral deviations are provided by thelocalizer. In both cases, the vertical deviations are also sent to theGPWS for terrain awareness.

The FMA displays A/T control mode, the roll control mode, and thepitch control mode. When an IAN approach is selected, the rolland pitch annunciators display the FMC modes as follows:

− A non−localizer FMC IAN type approach annunciates FAC andG/P.

− A localizer type approach (G/S selected OFF) annunciatesLOC and G/P for front coarse.

− A localizer back course approach (G/S selected OFF) annunci-ates B/CRS and G/P.

1−57 TDM 2213

The PFD displays FAC and G/P when these modes are engaged,and the approach data block (located above and to the left of theartificial horizon display) indicates:

− First Line − displays:

− Approach identifier.

or

− ILS identifier/MCP selected course.

− Second Line − displays:

− FMC IAN missed approach waypoint and distance fromPPOS.

or

− DME and distance.

− Third Line − displays:

− FMC − when the FMC is the source of the lateral and verti-cal deviations.

or

− LOC/ G/P − when an ILS front course or localizer backcourse is selected and the FMC is only providing verticaldeviations.

The example in Figure 1−11 shows that the FMC flies a descentpath along the 172 degree radial to the final approach coarse fix.The FMC then computes pseudo vertical and lateral referencepoints to steer to during the final approach.

The vertical reference point in this example is a runway extension(from the NDB procedure) selected into the flight plan, that is as-signed an AT altitude restriction (this is also the missed approachpoint). The vertical angle is the FPA (FPA used is from the naviga-tion database for the approach leg selected on the ARRIVALSpage), which is used to compute the final approach vertical path.

The lateral reference point is then determined as a point 9000 feetbeyond the vertical reference point along the runway centerline.The area 60 degrees ether side of the runway centerline, refer-enced to the FMC computed lateral reference point, becomes thevalid lateral region.

1−58 TDM 2213

METRO VOR(MTR)

EDDF25R

172°10000

037°10000

FROM FFMVORTAC

(9DF ARRIVAL)

FACF

253°

FINAL APPROACHINTERCEPT PATH

FMC COMPUTEDLATERAL REFERENCE

POINT

FMCVERTICAL REFERENCE

POINT

RX−25R

MAP

FAF

60 °

Typical Non−Precision ProcedureFigure 1−11

When the airplane is within 25 nm of the missed approach point,the FMC begins computing lateral and vertical deviation to be sentto the A/P, GPWS, and for display on the PFD.

The airplane is then steered onto the final approach intercept pathto the inbound course, steering to the lateral and vertical referencepoints toward the runway. If during the approach, the lateral ANPexceeds RNP for more than 10 seconds, the UNABLE REQD NAV

1−59 TDM 2213

PERF−RNP message is issued, the IAN deviation pointers on thePFD are blanked, and the IAN approach is invalidated.

NOTEWhen the IAN deviation pointers are blanked or full scale deviationis indicated, GA should be initiated unless suitable visual refer-

ence points are available to complete the landing.

With the A/P engaged in FAC and G/P (FMC IAN approach), theA/P status indication displayed on the PFD is SINGLE CH. Oncethe airplane is commited to landing and is below 100 feet radioaltitude, the status indication changes to flashing amber AUTOPI-LOT.

During the approach, the FMC sends the following information tothe CDS:

• Lateral and vertical deviations

• Approach identifier

• Missed approach waypoint identifier

• Map display latitude and longitude

• Map display altitude constraint (if a window constraint, the low-er altitude is displayed)

• Inbound course to the missed approach waypoint

• Descent flight plan angle to the missed approach waypoint alti-tude constraint

• Runway identifier

• Runway latitude and longitude

• Runway elevation

• Runway length

• Runway azimuth (in respect to true north)

• Decision gate 1 elevation

• Decision gate 2 elevation

1−60 TDM 2213

MISSED APPROACH

The guidance function includes the provision to execute missedapproach procedures for approaches which include them in the nav-igation database and enterd into the flight plan. Lateral and verticalguidance is provided throughout execution of the procedure. TheFMC initiates missed approach procedure guidance automaticallyunder the following conditions:

− While in descent and any of the following occurs:

• Activation of the TO/GA switch.

• Go-Around thrust limit selected while in N1 autothrottlemode and below the MCP altitude.

• Below MCP Altitude, a climb rate greater than 600 fpm, go-around thrust limit selected, and flaps retracting from 30−15or 15−1.

− When direct-to a waypoint in the missed approach (other thanthe missed approach point itself) is selected.

− Sequencing a missed approach waypoint and the flight plandoes not contain any other waypoints.

Once GA is initiated, all descent altitude constraints are replacedby predicted altitudes, and the original destination airport is set asthe new origin airport. This allows the crew to select a SID whileexecuting the missed approach to exit the terminal area. If a SIDis selected, the current go-to waypoint in the missed approach isretained, a discontinuity is inserted, and the SID follows.

Missed approach can also be manually constructed by adding way-points after the runway. Activation and operation are identical tothe missed approach criteria defined above.

If the CDS missed approach LNAV GA option is enabled, LNAVautomatically re−engages in the missed approach. The missed ap-proach must be in the active flight plan without a DISCO. DuringGA climb−out, LNAV automatically re−engages when the airplaneclimbs above 400 feet AGL.

FMCS STEERING

In normal fully automatic mode of operation, the FMC provides bothlateral (roll) and longitudinal commands to the autopilot, from itsinitial engagement at the start of the climb profile to the point in thefinal approach at which ILS localizer and glideslope interception

1−61 TDM 2213

normally occurs. The system also provides corresponding thrustlimits to the autothrottle system, thus ensuring that the airplanefollows the computed flight profile throughout the trip with minimalcrew attention. Engaging LNAV, allows the FMC to control theairplane to the desired lateral track for the route. Engaging VNAVallows the FMC to control the airplane to the desired vertical profile.Alternatively, the profile may be flown without autopilot/flight direc-tor or autothrottle by using the FMCS display and the lateral andvertical deviation displays provided by the FMC on the HSI displaysas references. The cursors in the Mach/Airspeed indicators aredriven to the FMC target speed only when the VNAV mode is en-gaged.

BASIC AUTOPILOT AUTOTHROTTLE INTERFACE WITH FMCS

The guidance outputs furnished by the FMC can be used to fly theairplane manually via instruments and information provided on theFMCS displays, or the FMC can be coupled directly to the autopilotand autothrottle systems to provide fully automatic control andsteering of the airplane.

LNAV/VNAV ENGAGEMENT

Pressing LNAV on the MCP places the the system in the armedstate. The autopilot/flight director is then automatically coupled(LNAV switch lights) when the FMC is operational, an IRS is valid,and PPOS is within lateral engage limits of the FMC’s active flightplan. VNAV will be engaged whenever the FMC is operational,PERF INIT is active (press EXECute after all BOX prompt informa-tion on PERF INIT page are entered), and LNAV is armed at mini-mum. For path descents, LNAV must be engaged in order to en-gage VNAV.

LNAV-and VNAV-coupled control of the airplane does not occur untilthe airplane is above 400 feet radio altitude and more than 7 sec-onds past liftoff.

If the autopilot supports LNAV TAKEOFF, then LNAV can be armedon the ground if the heading, track, and course of the first leg in theactive flight plan is within 5 degrees of the origin runway heading.

ALTITUDE SELECTION

The altitude set into MCP provides altitude alerting for all autopilotoperations. This MCP altitude (MCP ALT) also serves as a limiter

1−62 TDM 2213

for FMC-coupled operations. The displayed altitude will be cap-tured by the autopilot or flight director when they are engaged andthe airplane’s flight path intersects the displayed altitude. DuringVNAV operation, the FMC will not fly through or away from theselected MCP ALT.

AUTOTHROTTLE ARMING

The A/T ARM switch is located on the MCP. If the autothrottle isarmed, the autothrottle switch will remain in the armed positionwhen VNAV engages. The autothrottle will be directed to controlto-target airspeed, limit N1, retard to idle, or arm as determined bythe AFDS.

ALTITUDE INTERVENTION

An Altitude Intervention option (VNAV ALT) that is controlled by anFMC software option code, provides two different modes of opera-tion of the Altitude Intervention function. This option affects theannunciation displayed on the AI display when the airplane hasleveled off at the MCP altitude (i.e., ALT HOLD and VNAV en-gaged). VNAV ALT is displayed with the option enabled and ALTHOLD is displayed with the option disabled. The option also affectsthe actions required to initiate or resume a climb or descent from ahold at the MCP altitude. With the VNAV ALT option enabled, theaction required is to set the MCP Altitude to a new altitude, andthen press the Altitude Intervention pushbutton. With the VNAVALT option disabled, the required action is to set the MCP Altitudeto a new altitude, and then re-engage VNAV (selecting the newMCP altitude causes VNAV to disengage).

Altitude intervention provides the pilot with the ability to perform thefollowing operations using the Altitude Select knob and the AltitudeIntervention pushbutton on the MCP. Note that altitude interventionwill not delete the altitude constraints for approach waypoints.

− Delete the next altitude constraint while in climb or descent.

To delete the next altitude constraint, the MCP altitude is setabove/below (for climb/descent respectively) the next altitudeconstraint and the Altitude Intervention pushbutton is pressed.This operation can be performed with or without VNAV en-gaged. An altitude constraint on a waypoint which representsa leg terminated at an altitude, cannot be deleted using Alti-

1−63 TDM 2213

tude Intervention. Also note that a constraint on an approachwaypoint will not be deleted.

− Increase the cruise altitude while in climb or cruise phase.

This is done by setting the MCP altitude above the cruise alti-tude and pressing the Altitude Intervention pushbutton. To dothis in climb, there must not be an altitude constraint remainingin the climb phase. Attempting to raise the cruise altitudeabove the maximum allowable cruise altitude using Altitude In-tervention will not change the cruise altitude and will result inthe message MAX ALT FLXXX displayed in the FMCS displayscratchpad. This operation can be performed with or withoutVNAV engaged. Cruise altitude cannot be lowered using Alti-tude Intervention.

− Resume a climb/descent after holding an MCP altitude while inclimb or descent (requires VNAV ALT option).

To resume a climb or descent from the altitude hold at theMCP altitude, the MCP altitude is set above or below (respec-tively) the hold altitude and the Altitude Intervention pushbuttonis pressed. This operation can only be performed with VNAVengaged.

− Initiate a CRZ CLB or CRZ DES

To initiate a step climb, the MCP altitude must be above thecurrent cruise alt itude (but below the maximum allowablecruise altitude) and then press the altitude intervention button.As described for increasing the cruise altitude while in climb orcruise phase, the cruise altitude is set to the MCP altitude.

To initiate a transition to descent phase, the MCP altitude isset below the cruise altitude and the Altitude Intervention push-button is pressed.

For the airplane to automatically climb or descend in response toresume climb or descent, or initiate step climb or transition to de-scent, the autopilot must be engaged (CMD) and VNAV must beselected. With F/D only (and VNAV selected), the F/D bars willcommand climb or descent as appropriate.

SPEED INTERVENTION

A Speed Intervention function, selectable by pressing the MCPSPEED INTERVENTION pushbutton, is provided to allow overridingthe FMC’s commanded speed. Selection of Speed Intervention will

1−64 TDM 2213

unblank the MCP’s speed window, automatically setting it to thecommanded FMC speed. Changes to the commanded speed canthen be made via the MCP SPEED INTERVENTION pushbutton.

OVERVIEW

After a flight plan has been entered into the FMC and a departurerunway has been selected, LNAV can be armed on the ground ifthe MCP heading, track and course of the first leg in the flight planare within 5 degrees of the runway heading (assuming the autopilotsupports this operation).

Once in position on the runway, initiate the takeoff by pressing theTOGA switch on the thrust lever. If LNAV was not previouslyarmed, it may be activated any time after weight is off the nosewheel to provide roll commands AFDS from the FMC. When theairplane is at a safe altitude and acceleration to the FMC targetspeed is desired, press the VNAV switch on the MCP to begincontrol of the airplane to the FMC-computed profiles.

Climb control is automatically initiated at liftoff. In climb with VNAVengaged, the airplane’s speed and thrust are controlled by theFMC. Increase the value shown in the ALTITUDE window of theMCP as ATC clearances permit. The AFDS will level off the air-plane at the lower of MCP or FMC displayed altitude restriction. Ifthe selected altitude is above the present altitude and VNAV isengaged, the FMC requests the AFDS to control to the FMC air-speed with the elevators. At the same time, the AFDS requests theautothrottle to switch to N1 mode, controlling thrust to FMC climbN1 limit.

As either MCP or FMC altitude is approached, the AFDS transitionsto altitude acquire, and then to altitude hold configuration. At thepoint where the altitude acquisition sequence engages, the AFDSrequests the autothrottle to go into a speed mode, controlling to theFMC speed.

Step climbs in cruise, or from an intermediate level off in climb, areperformed much as the normal climb. If the airplane is level atMCP ALTITUDE (but not at an FMC restriction altitude), increasethe value in the ALTITUDE window; this action disengages VNAVand puts the autopilot in ALT HOLD. Press VNAV and the airplanewill begin the climb as described above. If the airplane is level atFMC altitude (assuming MCP ALTITUDE was set above that FMCvalue), the AFDS continues with VNAV remaining engaged.

There are two types of FMC descents: an airmass or SPEEDdescent and a PATH descent. Both LNAV AND VNAV must be

1−65 TDM 2213

engaged to fly an automatic PATH descent, while only VNAV isnecessary to fly a SPEED descent.

PATH descents are normally initiated and flown automatically by theFMC. An early PATH descent may be initiated, causing the air-plane to descend 1,000 feet per minute until it intercepts theplanned idle path and then picks up the normal descent.

To enable automatic capture of a descent path, set the MCP ALTI-TUDE lower than the current cruise altitude. Upon reaching thetop−of−descent point, the FMC requests the AFDS to control toFMC vertical speed, requests the autothrottle to retard the throttlesto idle, and then enters the ARM mode. In PATH descent, the FMCwill control to the earth-fixed referenced path, but it is the crew’sresponsibility to control speed. Upon reaching the next level seg-ment, the AFDS will transition through an altitude acquisition to analtitude hold configuration and the autothrottle will begin controllingto FMC speed. If the airplane levels at an MCP ALTITUDE notcorresponding to a level path segment, decrease the MCP ALTI-TUDE further (causing VNAV to disengage) and press the VNAVswitch on the MCP. As in the climb, leveling off at some FMC-com-manded altitude prior to reaching E/D ALT will not disengage VNAV.

SPEED descents are manually selected with the SPEED prompt onthe ECON DES page (followed by EXEC). Early speed descentscan be executed by dialing down the MCP altitude, selecting theDES NOW prompt on the ECON DES page, and executing. Theparticular descent path can be achieved by the use of other air-plane flight control systems at the discretion of the crew. During aspeed descent, the AFDS autopilot follows the FMC speed with thecontrol on the elevators, while the autothrottle retards the throttlesto idle and arms. Level-off occurs at MCP ALT, at intermediateFMC altitude constraints, or at the end-of-descent (E/D) altitude forspeed descents. Upon lateral sequencing of the glide scope inter-cept waypoint, the FMC causes VNAV to disengage.

When flying a STAR, approach, or approach transition that containsa leg with defined vertical angles (gradients) other than zero, VNAVwill be valid only in path descent. The AFDS autopilot follows theFMC vertical speed, and the autothrottle enters speed mode onthese gradient legs. If crosstrack deviation to the LNAV path ex-ceeds the RNP for the particular Navigation environment the FMCautomatically disconnects VNAV. During these approaches thespeed target for missed approach can be set via SPD INTV on theAPPROACH REF page.

A cruise-descent is a 1000 FPM descent, with the autopilot control-ling the vertical speed by means of the elevators and the auto-throttle controlling the target speed.

1−66 TDM 2213

The FMC clears the route information and any temporary navigationdata from the flight after transitioning to the on the ground state.Upon shutdown, last reported IRS and FMC positions, and anyflight fault data are stored for access when the system is againpowered up.

1−67 TDM 2213

ALTERNATE NAVIGATION FUNCTION

The alternate navigation function is available in the MCDUs whenthey are loaded with the LCD operational program Update 2. Thisfunction also requires GPS input for operation and is currently onlyinstalled on the Boeing Business Jets.

ALTERNATE NAVIGATION SUB−SYSTEM INPUTS

The MCDU provides a solution in the lateral plan and a backupnavigation source that will continue to send guidance data to theESAI should the FMC fail.

The MCDU’s source of velocity and position data is from the on−side GPS receiver. Without this input, the alternate navigationpages are not available. The receiver provides the following data:

− Present position (LAT/LON)

− Ground speed

− Track angle (true)

− Universal Time

− Horizontal Integrity Limit (HIL)

− Horizontal Figure of Merit (HFOM)

− GNR Sensor status

− GNSS Fault Summary data

Figure 1−12 illustrates the functional layout of the alternate naviga-tion system.

ALTERNATE NAVIGATION OPERATION

The alternate navigation function operates in the background pro-viding there is a GPS input (from the on−side GPS).

• With the FMC(s) operational, the MCDU operates as a regularMCDU with the FMC(s) providing the navigation solution andguidance.

• With the FMC(s) operational and the alternate navigation func-tion enabled, the MCDU maintains an alternate independentnavigation solution which may be viewed at any time (dis-played on the alternate navigation pages), to cross−check oth-er sub−systems. The FMC(s) still provide the navigation solu-tion and guidance.

1−68 TDM 2213

ESAI

ALT NAVMCDU−L

DESIRED TRACKWAYPOINT BEARING

CROSS TRACK ERRORDISTANCE TO WAYPOINT

MESSAGE INDICATOR

PRESENT POSITIONGROUND SPEED

TRUE TRACK ANGLEUNIVERSAL TIME

HILHFOM

GNR SENSOR STATUSGNSS FAULT SUMMARY

MMR/GPS−L

ALT NAVMCDU−R

PRESENT POSITIONGROUND SPEED

TRUE TRACK ANGLEUNIVERSAL TIME

HILHFOM

GNR SENSOR STATUSGNSS FAULT SUMMARY

MMR/GPS−RMASTERFMC

ACTIVEFLIGHT PLAN

Alternate Navigation Functional ArrangementFigure 1−12

1−69 TDM 2213

• If the primary FMC fails, and the alternate navigation functionis enabled, the MCDU can continue to provide guidance infor-mation to the ESAI and HSIs providing the route is cross-loaded to the MCDU prior to the FMC failing.

• The alternate navigation function is not available if the MCDUdetermines that the on−side GPS data is not valid, or the re-ceiver is not communicating data.

ALTERNATE NAVIGATION KEYBOARD OPERATION

The MCDU responses to particular keystrokes differently when thealternate navigation pages are displayed. Only the differences arecovered here.

The following keys may be used as usual while the MCDU is dis-playing the alternate navigation pages:

• EXECute

• PREV PAGE and NEXT PAGE keys

• Line select keys

• Alphanumeric keys (including CLR, SP, /, •, and +/−)

The function and mode keys operate as follows:

• The MENU key will always display the MENU page while dis-playing FMS pages or alternate navigation pages.

• While displaying FMS pages − function and mode keys operateas a normal MCDU.

• While displaying the alternate navigat ion pages and theFMC(s) are operational − pressing any of the function or modekeys will exit the alternate navigation page and display the se-lected FMS page.

• While displaying the alternate navigat ion pages and theFMC(s) are not operational − the function and mode keys arenon−operational.

ALTERNATE NAVIGATION PAGE ACCESS

The alternate navigation pages can be manually selected for dis-play at any time using the ALT NAV prompt (LSK 6L) on the MENUpage.

1−70 TDM 2213

ALTERNATE NAVIGATION SYSTEM CONTROLS AND DISPLAYS

The primary controls and displays associated with the operation ofalternate navigation function are described in the following para-graphs.

ALTERNATE NAVIGATION CONTROL/DISPLAY UNIT

The primary unit that provides the alternate navigation function isthe LCD MCDU with Update 2 operational program loaded. Thealternate navigation MCDU is identical in appearance and operationto the other versions of MCDUs when displaying the normal FMCpages, performing the alternate navigation function in the back-ground.

RECEIVER INPUTS

In order to perform the alternate navigation function, the MCDUmust have inputs from the on−side ARINC 755 MMR receiver toobtain velocity and position data required for guidance output data.Without this input, the alternate navigation function will not operate.

ELECTRONIC STANDBY ATTITUDE INDICATOR

When the MCDU is displaying the alternate navigation pages, dis-play outputs to the Electronic Standby Attitude Indicator (ESAI) (refFigure 1−13) are used to provide lateral path guidance. The MCDUdrives the on−side display to present the crew with basic up−to−date route position.

The MCDU controls the following:

• The lateral deviation bar.

• The ALERT annunciator (provides visual advisory approximate-ly 10 seconds prior to a lateral path change, and goes awaywhen change should occur).

• Distance to go in nautical miles to the next geographically fixedwaypoint.

• Ground speed.

• Bearing to next geographically fixed waypoint.

MCDU NAVIGATION

The MCDU is capable of performing self−contained navigation inthe lateral plan only. The unit displays basic navigation outputswhich are continually updated with data from the supplying receiver.

1−71 TDM 2213

Electronic Standby Attitude IndicatorFigure 1−13

These outputs include; aircraft Position (latitude, longitude, alti-tude), ground speed, and track angle. The alternate navigationfunction does not account for or incorporate wind data.

ALTERNATE NAVIGATION MCDU FLIGHT PLANNING

ALTERNATE NAVIGATION FLIGHT PLAN DEFINITION

The alternate navigation route is an abbreviated version of the FMCflight plan. It may only contain those contiguous waypoints definedby great circle legs (maximum of 60 waypoints) from the lateralpath. The crew must also keep in mind that the alternate naviga-tion function does not account for wind data.

Waypoint identifier names, latitude data, and longitude data formatsuse the same convention as for the FMC flight plan.

ALTERNATE NAVIGATION LATERAL PLAN CONSTRUCTION

The crew may construct the alternate navigation route using etherof two methods; manual entry or crossloading.

1−72 TDM 2213

An entire lateral route may be loaded manually into the MCDU us-ing the alternate navigation WPT DATA and alternate navigationLEGS pages. Standard waypoint identifiers and corresponding lati-tude and longitude data is entered in the alternate navigation WPTDATA pages. The route is entered on the alternate navigationLEGS page. As each entry is made, the MCDU verifies that theentry is valid.

The FMC flight plan must be active before it can be crossloaded tothe MCDU. Once active, the crew may crossload by selecting thealternate navigation prompt on the MENU page. When the alter-nate navigation LEGS page is displayed, select the CROSSLOADprompt. After the crossload is complete, the execute light will illu-minate. Executing the alternate navigation route will then cause allprojected values to be displayed and the alternate navigation routeto be activated.

The waypoints must be defined by a fixed geographical position.Examples are:

• Locations of enroute navaids along established airways.

• Defined intersection points of enroute airways.

• Mandatory reporting points at the transition boundaries be-tween flight information regions.

• Locations of named fixed points such as:

• Airports

• Runway threshold points

• Airport navaid stations

• Fixed named waypoints.• Procedure−generated waypoints defined by a course from a fix

to a distance from the fix, or a DME distance.

• Crew−entered waypoints defined by latitude and longitude.

ALTERNATE NAVIGATION PLAN MODIFICATION

Modifications to the alternate navigation route may also be made ifnecessary. Modifications are performed in the same fashion as forthe FMC flight plan. Once the complete route is entered and acti-vated, the FMC will update the alternate navigation route as eachwaypoint in the FMC flight plan is sequenced.

Modifications may only be entered on the alternate navigationLEGS and alternate navigation WPT DATA pages. The alternatenavigation PROGRESS page is for information display only (just asis the FMC RTE PROGRESS page).

1−73/(1−74 blank) TDM 2213

The MCDU is now ready to provide lateral guidance to the ESAI ifan unexpected FMC failure occurs.

ALTERNATE NAVIGATION GUIDANCE

ALTERNATE NAVIGATION PATH COMPUTATIONS

The (lateral) alternate navigation route lists the sequence of fixedwaypoints to be used for computing a lateral path to fly. The TOwaypoint is the current active waypoint and is listed first (and high-lighted) on the alternate navigation pages. For each of the way-points, the MCDU computes the lateral path profile to provide thefollowing display data:

• True course to the TO waypoint.

• True course out of each down−path waypoint.

• Distance from the preceding waypoint.

• Estimated time of arrival to the next waypoint (providingground speed is greater than 100 knots).

ALTERNATE NAVIGATION WPT TRANSITIONS, LEG SWITCH-ING, AND PATH CAPTURE

In defining the guidance maneuver requirements for leg−to−leg tran-sitions at waypoints, the MCDU only recognizes non−fly−over(NFO) transitions. The MCDU handles these transitions the samefashion as the FMC, however, because the waypoint sequencinglogic in the MCDU is much simpler, a waypoint may not be se-quenced at the same time as the FMC. If this occurs, simply selectthe next desired waypoint in the alternate navigation route to thego−to position and execute the modification.

DIRECT−TO FUNCTION

The Direct−To function may be initiated in the alternate navigationroute at any time. The execution of a direct−to modification can beused to divert the aircraft directly to a desired waypoint.

If the desired waypoint is not in the active route, it will be insertedinto the route.

If the desired waypoint is in the active route, it will be moved to thego−to position, and any waypoints between the original go−to way-point and the selected go−to waypoint will be deleted from theroute.

2−1 TDM 2213

PART 2

NORMAL OPERATION

This section provides a step−by−step example of a flight to helpillustrate the layout of the FMCS display pages and to provide anexplanation of the data found on each page. The main flight pagesare in the sequence used for normal initialization and for the flight.The support pages follow the flight pages and are in alphabeticalorder.

Each display page provides a quick reference page set for thosewho are familiar with the FMCS, followed by a detailed descriptionof the page(s).

WHERE TO BEGIN

The FMCS may be displaying several different pages when theflight crew enters the cockpit (assuming the FMCS is operatingproperly);

− If a CDU type LCD is installed, pressing the INIT REF keydisplays the POS INIT page. Select the INDEX prompt (LSK6L) to display the INIT/REF INDEX page, then select the ID-ENT prompt (LSK 1L) to display the IDENT page.

− If an MCDU type LCD is installed, the display may have theMENU page showing. Selecting the FMC prompt (LSK 1L)displays the IDENT page the first time it is selected. If thePOS INIT page is displayed, follow the sequence above.

INITIALIZATION

When on the ground, the FMCS provides a logical progression ofdisplay pages for initializing the system. It does this by placing aprompt for the next logical page required at the bottom right posi-tion of displays (LSK 6R). Pressing the LSK next to the prompt willdisplay the next required page for initialization entries. When initial-ization is complete, pressing LSK 6R adjacent to the TAKEOFFprompt will display the TAKEOFF REF page with the PRE−FLTSTATUS line changing to PRE-FLT COMPLETE after the requiredinputs are complete.

The INIT REF key is another aid to maneuver thought the pages.When pressed, it will display one of the initialization pages if theyrequire data entries or selections to be made in preparation forflight. The first page normally displayed is the POS INIT page.

2−2 TDM 2213

Once all the initialization pages for takeoff are completed, pressingthe INIT REF key displays the APPROACH REF page.

Figure 2−1 provides a flowchart style pre−flight sequence chart toshow the minimum required initialization process.

START

IDENT

Check Flight Software Version.

Verify NDB is current, update

Check correct data bases are present.

if required.

POS INIT

Set the IRS position to1 of:Last postionReference airportGateManual input

RTEEnter departure airport.Enter arrival airport.

PERF INIT

Enter:Fuel or plan fuel.Zero fuel weight.Reserve fuel.Cost index.Desired cruise altitude.

TAKEOFF REF

Enter:Flaps setting if different than

Center of Gravity if known.

default setting or when the BOX

Select desired takeoff reference

DEPART

prompt is displayed.

if available.

FMCS Minimum Pre−Flight Initialization SequenceFigure 2−1

2−3/(2−4 blank) TDM 2213

SAMPLE FLIGHT

To help illustrate the operation of the FMCS, a sample flight wasset up from San Francisco California to Memphis Tennessee. Fig-ure 2−2 shows the lateral route and Figure 2−3 shows the verticalroute.

The pages that follow use the data from the sample flight to helpillustrate how the FMCS works.

2−5 TDM 2213

KSFO

4.0 DME SFO12

MVALIN ILC

J28

GCK ITC

IGLOO

BOWEN

FREAZ

KMEM

COODY

REBAS

°TO

MLF HVE HBUPUB

INTERSECTION

RZC

J182

GQE

J84 J198

J58

KSFO to KMEM Lateral PathFigure 2−2

2−6

TD

M 2213

KS

FO

KM

EM

6

34

1

50

0

20

00

50

00

10

00

0

15

00

0

20

00

0

25

00

0

30

00

0

35

00

012 ° TO

4.0 DME SFO

REBAS

LIN

MVA

ILC

MLF

HVE

HBU

PUB

GCK

ICT

COODY

RZC

IGLOO

GQE

BOWEN

FREAZ

RW36R

(WP

T)

(ALT

ITU

DE

)

RW01L

MELTS

SONNY

BABIT

KROST

ELWAY

FSHER

KYLER

BURDN

COCKOWILSU

BEERT

KS

FO

to KM

EM

Vertica

l Pa

thF

igure 2−3

2−7 TDM 2213

IDENT

The Configuration Identification page is generally checked once inthe beginning to verify the current airplane and FMCS data, andallow the flight crew the opportunity to change the navigation data-base prior to takeoff.

PAGE ACCESS

− INIT/REF INDEX page IDENT prompt (LSK 1L)

I DENT 1 / 2

M O D E L E N G R A T I N G

7 3 7 − 7 � � 2 �KN A V D A T A A C T I V E

J EP 2 � 1 1 � � 1 APR� 1 APR 2 8 / � 5

APR 2 9MAY 2 7 / � 5O P P R O G R A M

5 4 9 8 4 9 − � 1 5 ( U 1 � . 6 )S U P P D A T A

SEP 1 7 / � 4



No required entries

Current effective Nav Database date (LSK 3R) may be line selectedto the active database line (LSK 2R) only when on the ground.Doing so clears any previously selected flight plan entries.

Verify:

• Airplane model

• Active Navigation Database selection

• FMC operational program number and update ID

• Engine thrust rating in pounds

2−8 TDM 2213

PAGE 2

I DENT 2 / 2

P E R F D E F A U L T S

DE F AU L T � 4 PS W O P T I O N S

DE F AU L T � 7O

D A T A L I N K C O N F I G

DE F AU L T � 5 DM O D E L / E N G I N E D A T A

BGC− � � 5 − � 2


This page identifies the databases that have been loaded for thePerformance, Software Options, QRH Takeoff Speeds, DatalinkConfiguration, and Model/Engine Databases. Some are optionsand may not be displayed if the airplane is not configured for them.

PAGE 3

I DENT 3 / 3

F L I G H T P L A N N A V D A T A

1 1OCT − 1 6 : 3 �

� 5OCT − � 9 : � �


When the Pilot Defined Co−Route option is enabled, page 3 isavailable. When a flight plan has been loaded into the Flight PlanNavigation Database, the date and time stamp is displayed, other-wise this page is blank.

2−9 TDM 2213

DETAILED OPERATION

The Identification page is displayed automatically at power−up, orwhen selected from the IDENT prompt (LSK 1L) on the INIT/REFINDEX page. This page provides aircraft and software configurationinformation and allows the flight crew to change between the availablenavigation databases (inhibited for one update cycle in two cycle up-dates). Those who use a single update cycle will not see the secondblock availability in the line next to LSK 3R.

Selecting the next available navigation database can only be per-formed while the airplane is on the ground. When the navigationdatabases are changed, all entered route data, performance data,and takeoff speeds are deleted.

IDENT page 1 displays the following:

• Aircraft model.

• Engine rating.

• Navigation database identification and effectivity dates (bothcurrent and next block when loaded).

• Operational program number.

• Supplemental database effectivity date.

• Page access prompt (6R) provides access to the remainder ofthe preflight sequence. The prompt will change according towhich initialization pages require completion. The POS INIT isthe first page in the sequence, but if it has already been com-pleted, another page is displayed.

Selection of either the INDEX or POS INIT prompts may be madeat any time.

IDENT page 2 displays the following databases in the order listed:

• Perf Defaults − the performance defaults database (PDDB) isdisplayed when a database is loaded. This may be the defaultdatabase (DEFAULT04P) or a customized database for the air-lines.

• SW Options − the software options database is required toutilize the different options available to the airlines. The de-fault database supplied (DEFAULT07O) provides the ManualRNP Entry option.

• QRH T/O Speeds − the Quick Reference Handbook TakeoffSpeeds database is displayed when a database is loaded.This may be the default database (DEFAULT01Q) or a cus-tomized database for the airlines. This database must havethe option enabled to be used.

2−10 TDM 2213

• Datalink Config − the datalink configuration database containsthe ACARS configuration file required to use the ACARS sys-tem. This may be the default database (DEFAULT05D) or acustomized database for the airlines. This database musthave the option enabled to be used.

• Model/Engine data − the model/engine database (MEDB) pro-vides aircraft and engine combination performance data re-quired to operate the NG 737s. A default database is notprovided and each airplane requires the correct database.

The databases are displayed only when the database is loaded inthe FMC. When they are not loaded and a default database is notavailable, the header and database line are blank, but their positionis preserved.

IDENT page 3 displays the date and time stamp of company routeflight plans loaded into the FMC. This page is only displayed whenflight plans are loaded and the pilot defined company route optionis available.

2−11/(2−12 blank) TDM 2213

IDENT 1 / 3M O D E L E N G R A T I N G

7 3 7−7�� 2�KN A V D A T A A C T I V E

JEP2�1 1��1 MAR�4MAR3 1 / �5

APR�1APR2 8 / �5O P P R O G R A M

5 4 9 8 4 9−�1 5 ( U1� . 6 )S U P P D A T ASEP 1 7 / �4

NAV DATA OUT OF DATE

P r e s s L S K 3 R t ot ransfer alternatedatabase effectivityd a t e s t o t h escratchpad.

P r e s s L S K 2 R t ot ransfer al ternatedata base effectiv-ity dates from thescratchpad to theactive line.

The old data base effectivity datesare automatically moved down.

Selecting Alternate Nav Data Base

An effectivity date change can only be made on the ground.


7 3 7−7�� 2�KN A V D A T A A C T I V E

JEP2�1 1��1 MAR�4MAR3 1 / �5

APR�1APR2 8 / �5O P P R O G R A M

5 4 9 8 4 9−�1 5 ( U1� . 6 )S U P P D A T ASEP 1 7 / �4

APR�1APR2 8 / �5


7 3 7−7�� 2�KN A V D A T A A C T I V E

JEP2�1 1��1 APR�1APR2 8 / �5

MAR�4MAR3 1 / �5O P P R O G R A M

5 4 9 8 4 9−�1 5 ( U1� . 6 )S U P P D A T ASEP 1 7 / �4


2−13 TDM 2213

POS INIT

The FMCS is used to initialize the ADIRUs through various entrieson the LCD. The Position Initialization page is the first page in thesequence to initialize the FMCS for departure. The ADIRU may beinitialized to the departure airport, to the gate where the airplane isparked, or to the intended runway.

PAGE ACCESS

− On the ground and any ADIRU is in align mode, press INITREF

− INIT/REF INDEX page POS prompt (LSK 2L)

− IDENT page POS INIT prompt (LSK 6R)

− TAKEOFF REF page POS INIT prompt (LSK 4L)

− POS REF page PREVPAGE

− POS SHIFT page NEXTPAGE

The POS INIT page when the ADIRUs are set to align mode.

POS I N I T 1 / 3

L A S T P O S

N 3 7 ° 3 7 . � W1 2 2 ° 2 2 . �R E F A I R P O R T

− − − −G A T E

− − − − −S E T I R S P O S

° . ° .G M T − M O N / D Y

1 3 2 5 . � Z 1 � / 2 7− − − − − − − − − − − − − − − − − − − − − − − −

Box prompts: Enter a position longitude and latitude.

• Enter present position via:

− Keyboard entry.

− Line select LAST POS if available and correct.

− Line select REF AIRPORT or GATE after they are entered.

2−14 TDM 2213

− Line select Transfer data from POS REF page.

The POS INIT page when the ADIRU(s) is/are set to attitude mode.

Dash prompts:

• The GATE may be entered (if it is in the data base) to providegate latitude and longitude.

• SET IRS HDG is displayed when an ADIRU fails in the air.When it is brought back up in the attitude mode, the currentmagnetic heading is entered into the scratchpad and selectedto the dash prompt (LSK 5R). Update the magnetic headingfor that ADIRU every 30 minutes.

POS I N I T 1 / 3

L A S T P O S

N 3 7 ° 3 7 . � W1 2 2 ° 2 2 . �R E F A I R P O R T

− − − −G A T E

− − − − −

G M T − M O N / D Y S E T I R S H D G

1 3 2 5 . � Z 1 � / 2 7 − − − °− − − − − − − − − − − − − − − − − − − − − − − −

2−15 TDM 2213

DETAILED OPERATION

The position initialization page allows the aircrew several optionsfor aligning the ADIRUs to an initial position. When one or both ofthe ADIRUs require initialization, the SET IRS POS field displaysthe BOX prompt. When the desired position is selected to the BOXprompt (LSK 4R) the position is sent to the ADIRU(s). Prior toattempting to align the ADIRUs, verify they are set to align mode.

If a response is not returned to the FMC within 5 seconds, themessage ENTER IRS POSITION is displayed, which will be clearedafter the ADIRUs are updated.

The SET IRS POS and corresponding data field (line 4R) will notbe displayed when the ADIRU is in NAV, ATT, or OFF. The REFAIRPORT data field (line 2L) and SET IRS POS data field (line 4R)will clear when the aircraft is airborne.

NOTE: If clock input is invalid, GMT must be entered.If clock input is valid, only the hours may be entered toupdate the FMC time to local time.The GMT legend and Zulu are always displayed regardlessof the time zone used for reference.Date can not be edited.

There are three basic methods for setting the ADIRU position:

• LAST POS may be used if available and the aircraft has notbeen moved significantly since post-flight shutdown.

• The REF AIRPORT (plus a GATE number if available) con-tained in the navigation data base

• Manual entry of latitude and longitude

These methods are depicted on the next few pages.

NOTEWhen copying positions to the scratchpad line, spaces and de-

grees signs are omitted.When manually entering a position to the scratchpad line, spaces,

decimal points, and degrees signs may be omitted.

2−16 TDM 2213

Using LAST POS to align the ADIRUs:

When the display has a valid position in line 1 (LAST POS at LSK1R), it may be selected to the scratchpad, then selected to the SETIRS POS BOX prompt (LSK 4R). Only use this method if theairplane has not been moved significantly.

POS I N I T 1 / 3L A S T P O S

N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R E F A I R P O R T

− − − −G A T E

−−−−−S E T I R S P O S

° . ° .G M T - M O N / D Y

1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−N3 7 3 7 . 1W12 2 2 2 . 5

Press LSK 1R to copy theFMCs last valid computedposition into the scratch-pad.

Press LSK 4R to transferthe LAST POS lat i tudeand longitude to the SETIRS POS line.


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R E F A I R P O R T

− − − −G A T E


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5G M T - M O N / D Y

1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R E F A I R P O R T

− − − −G A T E

−−−−−

G M T - M O N / D Y1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−

Wi th in a few seconds, theADIRS is aligned.


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R E F A I R P O R T

− − − −G A T E


° . ° .G M T - M O N / D Y

1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−N3 7 3 7 . 1W12 2 2 2 . 5

2−17 TDM 2213

Using the departure airport to initialize the ADIRUs.

When the departure airport is entered into the REF AIRPORTDASH prompt (LSK 2L), the airport position is displayed in 2R.Selecting LSK 2R, then LSK 4R (SET IRS POS) will align theADIRS to the airport position.

Enter the departure air-port then press LSK 2L.

Press LSK 2R to copyt h e R E F A I R P O RTlatitude and longitudeto the scratchpad.

P r e s s L S K 4 R t ot r a n s f e r t h e R E FAIRPORT la t i t udeand longitude to theSET IRS POS line.

K S F O


° . ° .R E F A I R P O R T

− − − −G A T E


° . ° .G M T - M O N / D Y

1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−KSFO


R E F A I R P O R TKSFO N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

G A T E−−−−−

S E T I R S P O S° . ° .

G M T - M O N / D Y1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−N 3 7 3 7 . 1W12 2 2 2 . 5


R E F A I R P O R TKSFO N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

G A T E−−−−−

S E T I R S P O SN3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5


Within a few seconds, the ADIRS is aligned.

2−18 TDM 2213


R E F A I R P O R T− − − −

G A T E−−−−−

S E T I R S P O S° . ° .

G M T - M O N / D Y1 3 2 5 . 8 Z 1� / 2 7−−−−−−−−−−−−−−−−−−−−−−−−N3 7 3 7 1W12 2 2 2 5


R E F A I R P O R T− − − −

G A T E−−−−−

S E T I R S P O S° . ° .



N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R E F A I R P O R T

− − − −G A T E

−−−−−


Within a few seconds, the ADIRUs are aligned.

When the desired location latitude and longitude are known, theymay be entered and used to align the ADIRUs.

N 3 W7 3 7 1 1 2 2 2 52

2−19/(2−20 blank) TDM 2213

POS REF

The Position Reference page displays the longitude and latitudeposition reported by the FMC, each IRS (when in the NAV mode),the reference GPS (if installed), and the combined radios. Thispage also displays the FMC computed ground speed and the IRSground speed. POS REF values may be line selected to thescratchpad for use on the POS INIT page as a reference positionto the IRS alignment function.

FMC POS displays the FMC composite position, which may deviatefrom the individual primary or secondary FMC position.

PAGE ACCESS

− POS INIT page NEXTPAGE key.

− POS SHIFT page PREVPAGE key.

POS RE F 2 / 3

F M C P O S G S

N 3 7 ° 3 7 . 1 W1 2 2 ° 2 2 . 5 � K T

I R S L

N 3 7 ° 3 7 . 3 W1 2 2 ° 2 1 . 8 � K T

I R S R

N 3 7 ° 3 7 . 1 W1 2 2 ° 2 2 . 6 � K T

G P S L

N 3 7 ° 3 7 . 1 W1 2 2 ° 2 2 . 5G P S R

N 3 7 ° 3 7 . 1 W1 2 2 ° 2 2 . 4R A D I O

When a sub−system is not available, the corresponding data line isblanked.

2−21 TDM 2213

DETAILED OPERATION

− FMC POS − displays the composite position computed by theFMC. This position is used for guidance

− IRS L and IRS R − each line displays the associated IRS com-puted position when the IRS is in NAV Mode.

− GPS L and GPS R − when the GPS option is available, eachline displays the associated GPS position when it is available.

− RADIO − displays the current radio position computed by theFMC. This line is blank until the FMC can select radio positioninputs to compute a radio position.

− GS − displays the current computed ground speed.

POS REF 2 / 3F M C P O S G S

I R S L

I R S R

G P S LN3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

G P S RN3 7 ° 3 7 . 1 W12 2 ° 2 2 . 4

R A D I O

SELECT THE DESIRED POSITION


I R S L

I R S R

G P S LN3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

G P S RN3 7 ° 3 7 . 1 W12 2 ° 2 2 . 4

R A D I O

N3 7 3 7 . 1W12 2 2 2 . 5

PREVPAGE

2−22 TDM 2213


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TI R S L

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TI R S R

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TG P S L

N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5G P S R

N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 4R A D I O

ENTER THE POSITION TOSET IRS POS


R E F A I R P O R T− − − −

G A T E−−−−−

S E T I R S P O S° . ° .



N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R E F A I R P O R T

− − − −G A T E

−−−−−


Within a few seconds,the ADIRUs are aligned.

NEXTPAGE

2−23 TDM 2213

RTE

The Route page is the second page in the sequence to initialize theFMCS for departure. This page defines the beginning and endpoints of the flight plan. When the origin and destination airportsare entered along with one other waypoint located between thedeparture and arrival procedures, the route can be activated, andthe FMCS will fly point−to−point providing minimum advisory infor-mation.

Pages 2 and after will sequentially list the waypoints in the routeand the method of arriving to that waypoint. Waypoints may beadded or deleted to refine the flight plan.

With the color selectable option, the title line of all inactive routepages are displayed in cyan.

PAGE ACCESS

− Press RTE key

− POS INIT page ROUTE prompt (LSK 6R)

− TAKEOFF REF page ROUTE prompt (LSK 4R)

− DEPARTURES page ROUTE prompt (LSK 6R)

− ARRIVALS page ROUTE prompt (LSK 6R)

− Selection of a route from SELECT DESIRED RTE page

Blank Route Page 1

RT E 1 / 2

O R G I N D E S T

− − − −

R U N W A Y

− − − − −− − − − − − − − − − − − − − − − − − − − − − − −

KS FO

Selecting the RTE page after completing the POS INIT page placesthe origin in the scratchpad for selection to the origin dash prompt.

2−24 TDM 2213

The destination (DEST) BOX prompt must be entered via the key-board and selected to line 1 right (LSK 1R).

Page 2 and subsequent pages will list the flight plan in sequentialorder.

Blank Route Page 2

RT E 2 / 2

V I A T O

− − − − − − − − − −

− − − − − − − − − − − − − − − − − − − − − − − −

While in flight, line 1 will display the go−to waypoint. As eachwaypoint in the route transitions, the next waypoint is moved up tothe line 1 position.

When the route is activated and executed, the active indicator(ACT) appears in the title line (and if the color option is used, thecyan title changes to white).

NOTEUse the DEPARTURES and ARRIVALS pages to select the depar-

ture and arrival procedures.

Some pilots find it easier to enter the route from the RTE LEGSpage instead of this page. It makes no difference, however, usingthe RTE LEGS page may take more time.

2−25 TDM 2213

DETAILED OPERATION

The route information may be entered using several different meth-ods, including information entered or selected on other pages.

RTE 1 / 3O R G I N D E S T

KSFO KMEM

RUNWAY�1 L−−−−−−−−−−−−−−−−−−−−−−−−

ACT IVATE>

RTE 2 / 3V � A T O

CU I T 2 . L IN L IN

J 8 4 MVA

J 1 9 8 I LC

J 5 8 MLF

J 2 8 ICT− −−−−−−−−−−−−−−−−−−−−−−−

ACT IVATE>

RTE 3 / 3V � A T O

J 1 8 2 RZC

RZC . GQE3 B0WEN

D IRECT FREAZ

DIRECT RW36R

−−−−− −−−−−− −−−−−−−−−−−−−−−−−−−−−−−

ACT IVATE>

Page 1

− ORIGIN (1L) − The origin airport may be entered as follows:

• After entering the REF AIRPORT on the POS INIT page,the departure airport identif ier will be displayed in thescratchpad when the RTE page is selected. Simply select itto the ORIGIN (LSK 1L).

• The origin airport identifier may be entered manually usingthe keyboard and selecting it to the ORIGIN. Anytime an

2−26 TDM 2213

origin airport is entered, all current route entries are re-moved.

NOTEWhile in flight, transitioning to the missed approach waypoint will

cause the destination airport identifier to be placed in the ORIGINfield.

− DEST (1R) − the destination airport identifier is required for theFMC to to perform VNAV and performance predictions. Thedestination airport is entered through the keyboard and se-lected to the DEST field (LSK 1R).

− RUNWAY (3L) − displays the selected runway from the DE-PARTURES page after the departure procedure is selected.The runway may also be manually entered through the key-board and selected to the RUNWAY field (LSK 3L). If theentered runway is not compilable with the procedure listed inline 1 on page 2, the message RUNWAY N/A FOR SID is dis-played.

The prompt located at LSK 6R will change with the progress of theinitialization process:

− ACTIVATE − displayed when the route contains an origin air-port, a destination airport, and one waypoint between the de-parture and arrival procedure. The route does not have to beactivated immediately. The complete set of desired waypointsmay be entered first.

Once the route is activated, the ACT indicator is added to thetitle line. Any changes from that point on are route MODs andmust be executed to add them to the flight plan. The ACTI-VATE prompt is no longer displayed.

− PERF INIT − displayed on the ground after the route is acti-vated and the PERF INIT page has not yet been completed

− TAKEOFF − The takeoff prompt is displayed on the groundafter the route is activated and performance initialization pagesare completed. This is the last initialization page requirementprior to being ready for takeoff.

2−27/(2−28 blank) TDM 2213

Pages 2 through last

Initial route loading;

− VIA (1L − 5L) − entries made to these fields depend on theposition of the fields when the route is being loaded.

• The first line is the last waypoint of the departure procedureselected on the DEPARTURES page.

If a runway is entered prior to selecting a SID, and the SIDis not compatible with the runway, a discontinuity (DISCO)is displayed in the first line followed by the selected SIDand must be corrected.

• Departure, arrival, and approach procedures are selectedon the DEPARTURES and ARRIVALS pages or loaded vialoading a company route or ACARS/ATC datalink (select-able options).

• If an entry is made in the TO field while the VIA field dis-plays the DASH prompt, DIRECT will be displayed.

• An approach identifier that contains a missed approach willautomatically enter the missed approach ID into next line.

• Any route data entries or selections made on other pages,loaded datalink route data, or loading a stored route arereflected on these pages.

• Route changes made during flight are reflected on thesepages.

When entering waypoints in the TO column (right side) using anairway in the VIA column (left side), the entry waypoint and the exitwaypoint need to be specified or a disconnect is displayed in thelist.

NOTEAll of the waypoints along the airway are included on the RTE

LEGS pages when the entry and exit waypoints are entered here.

2−29/(2−30 blank) TDM 2213

PILOT−DEFINED COMPANY ROUTE OPTION:

The company route option allows a flight plan to be loaded into theFMC from the stored Flight Plan Database in the FMC.

• Enter company route identifier in the scratchpad or select thedesired flight plan from the flight plans list and select it to theCO ROUTE (LSK 2L).


KSFO KMEMC O R O U T E

SFOMEM�1R U NW A Y

�1 L−−−−−−−−−−−−−−−−−−−−−−−−

<SAVE

ACT IVATE>ROUTE LOADED

• Review the plan after its loaded.

• Select ACTIVATE (LSK 6R) to accept or re−enter the origin toerase.

• Press EXEC key when flight plan is complete.

If the flight plan database contains saved routes with the samename, the SELECT DESIRED RTE page is displayed. Review thelist of flight plans and select the one required. After selection, thedisplay returns to this page.

2−31/(2−32 blank) TDM 2213

REVERSE FLIGHT PLAN OPTION:

The REVERSE prompt (LSK 5R) is displayed when a minimumflight plan exists.


KSFO KMEM

R U NW A Y�1 L−−−−−−−−−−−−−−−−−−−−−−−−

REVERSE>

ACT IVATE>

Selecting the REVERSE prompt will reverse the flight plan accord-ing to the following rules:

− Creates reversed flight plan with discontinuity preceding thefirst fix (in−air) or direct−to first fix (on−ground).

− Reversed flight plan will not contain the following:

• Terminal area procedures

• Speed and altitude constraints

• Holding patterns

• Lateral offsets

• RTAs

• Company route identifier

• Abeam points

• Manually entered CRZ winds

2−33/(2−34 blank) TDM 2213

ALTERNATE DESTINATIONS OPTION:

The ALTN DEST prompt (LSK 6L) provides access to the ALTER-NATE DESTINATIONS page to allow review for possible flight plandestination modifications.


KSFO KMEM

R U NW A Y�1 L−−−−−−−−−−−−−−−−−−−−−−−−

<ALTN DEST ACT IVATE>

2−35/(2−36 blank) TDM 2213

FLIGHT NUMBER OPTION:

The flight number option allows entry of the flight number into theroute page, and once entered, is also included in the PROGRESSpage header, and all ACARS/ATC downlinks.


KSFO KMEMF L T N O .

−−−−−−−−R U NW A Y

�1 L−−−−−−−−−−−−−−−−−−−−−−−−

ACT IVATE>CH I L LUSA


KSFO KMEMF L T N O .

CH I L LUSAR U NW A Y

�1 L−−−−−−−−−−−−−−−−−−−−−−−−

ACT IVATE>

C H I L U S AL

Enter the flight number into the scratchpad and select it to the dashprompt (LSK 2R). The flight number may be up to eight alphanu-meric characters in length.

2−37/(2−38 blank) TDM 2213

LATERAL OFFSET OPTION:

The lateral offset option provides a quick, easy method of insertingoffsets into the flight plan.

ACT RTE 1 / 3O R G I N D E S T

KSFO KMEM

R U NW A Y�1 L−−−−−−−−−−−−−−−−−−−−−−−−

OFFSET >

When the offset option is operational, the prompt selection at line6R includes the OFFSET prompt while in the air. This displays theLATERAL OFFSET page where the offset track parameters are en-tered.

2−39/(2−40 blank) TDM 2213

DEP/ARR INDEX

The Departures and Arrivals index page provides access to thedeparture and arrival airport pages to obtain procedures located inthe navigation databases. The aircrew can also view informationon other airports that are not part of the current flight plan.

PAGE ACCESS

− Press DEPARR key

− DEPARTURES page INDEX prompt (LSK 6L)

− ARRIVALS page INDEX prompt (LSK 6L)

DEP / ARR I NDEX 1 / 1

< DEP KS FO ARR>

KMEM ARR>

< DEP OTHER ARR>< − − − − − − >

DEP prompts provides access to airport departure procedures andrunways located in the navigation databases.

ARR prompt provides access to the airport arrival procedures andrunways located in the navigation databases.

Departures and arrivals pertain to the airport listed in the centercolumn of the display.

Other airport departure and arrival procedures may be viewed usingthe OTHER DEP and ARR DASH prompts (LSK 6L and LSK 6R)

2−41/(2−42 blank) TDM 2213

DETAILED OPERATION

This page provides an index to the DEPARTURES and ARRIVALSpages for the selected origin and destination airports. Other air-ports contained in the navigation databases may also be called upand viewed on the display.

DEP / ARR I NDEX 1 / 1

<DEP KSFO ARR>

KMEM ARR>

DEP OTHER ARR< − − − − − − − − >

Initialization Selections

The following prompts are used to rapidly obtain the departure andarrival airports procedures to add to the flight plan. The prompts tothe left and right of the display pertain to the airport identifier listedin the center on the same line as the prompts.

− DEP (LSK 1L) − selecting this prompt will display the DEPAR-TURES (origin airport) page to allow selection of the availableprocedures and runways located in the navigation databases.

− ARR (LSK 2R) − selecting this prompt will display the AR-RIVALS (destination airport) page to allow selection of theavailable procedures and runways located in the navigation da-tabases.

Additional Selection

− ARR (LSK 1R) − in addition to being able to view the departureprocedures for the origin airport, the arrival procedures mayalso be viewed for reference.

− Other Selections − when it is desired to review the proceduresfor any other airport listed in the navigation databases;

• Enter the desired airport identifier into the scratch pad.

• Select it to the DEP prompt in line 6 (LSK 6L) to review thedeparture procedures and runways for that airport.

• Select it to the ARR prompt in line 6 (LSK 6R) to review thearrival procedures and runways for that airport.

2−43/(2−44 blank) TDM 2213

DEPARTURES

The Departures page provides an alphabetic listing of the SIDs andrunways available for the selected airport (identified as part of thetitle line).

PAGE ACCESS

− DEP/ARR INDEX page DEP prompt (LSK 1L or LSK 6L)

KS FO DEPARTURES 1 / 3

S I D S R U N W A Y S

CU I T 2 � 1 L

DUMB 6 � 1 R

EUGEN 5 1 � L

GAPP 3 1 �R

L UVVE 2 1 9 L− − − − − − − − − − − − − − − − − − − − − − − −

KS FO DEPARTURES 1 / 1

S I D S R U N W A Y S

CU I T 2 < SE L > < SE L > � 1 LT R A N S

L I N< SE L >

− − − − − − − − − − − − − − − − − − − − − − − −

− Select from the listed SIDs and transitions from the left sidechoices, then select from the listed runways on the right sidechoices.

− Selected items are identified as selected with “<SEL>”.

− After activation and execution of the route, the “<SEL>” identi-fication changes to the active “<ACT>” indicator.

2−45 TDM 2213

DETAILED OPERATION

Upon entering the Departures page, the display is basically dividedinto two columns, with the available SIDs for the selected airport(included in the title line) listed on the left, and the runways for theselected airport listed on the right. The list is in alphabetical orderand may continue on for several pages depending on the size ofthe airport.

Select the desired SID by pressing the LSK adjacent to that line.

KSFO DEPARTURES 1 / 3S I D S R U NW A Y S

CU I T 2 �1 L

DUMB6 �1R

EUGEN5 1�L

GAPP3 1�R

LUVVE2 1 9 L−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

The selected SID is then identified and, when available, a list oftransitions associated with the selected SID are displayed. The listof runways now will have only those runways allowable for the se-lected SID and transition.


CU I T 2 <SEL > �1 LT R A N S

C IC �1R

EN I 2 8 L

L IN 2 8R

RBL−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

Any of the other SIDs originally listed and runways not associatedwith the selected SID are removed from the list.

2−46 TDM 2213

If the SID has transistions listed in the navigation databases, theywill be listed for selection next.



C IC �1R

EN I 2 8 L

L IN 2 8R

RBL−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

Select the desired transition.



L IN<SEL > �1R

2 8 L

2 8R

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

Next select the desired runway.



L IN<SEL > �1R

2 8 L

2 8R

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

2−47 TDM 2213

This now defines the departure in the flight plan route.


CU I T 2 <SEL > <SEL >�1 LT R A N S

L IN<SEL >

−−−−−−−−−−−−−−−−−−−−−−−−<ERASE ROUTE>

Once the route is activated and executed, the <SEL> indicators willchange to an active “<ACT>” indicator. When the departures pageis visited again, all of the airport SID and runways are again listedwith the active selections from the flight plan indicated.


CU I T 2 <ACT > <ACT >�1 L

DUMB6 �1R

EUGEN5 1�L

GAPP3 1�R

LUVVE2 1 9 L−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

If a different SID or runway is required, simply return to this page,make the new selection, and execute the MOD change. Until thechanges are executed, the INDEX prompt (LSK 6L) changes to anERASE prompt to allow removing the selections made prior to exe-cuting.

The DEPARTURES page may also be used to view the same infor-mation on another airport located within one of the navigation data-bases. Enter the desired airport identifier into the scratch pad andselect it to the OTHER line (LSK 6L). The SIDs, transitions, andrunways for that airport are listed just as above, however, nothingis selectable.

2−48 TDM 2213

When a missed approach is planned in the active flight plan, theDepartures page is updated with the departure information, and thedeparture is updated to the arrival airport.

2−49/(2−50 blank) TDM 2213

ENGINE OUT SIDS OPTION:

If the Engine Out SIDs (EO SID) option is available, any EO SIDavailable in the navigation databases will also be listed and select-able.



L IN<SEL > �1RE O S I D

−NONE− 2 8 L

2 8R

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

2−51 TDM 2213

ARRIVALS

The Arrivals page provides an alphabetic listing of the STARs, tran-sitions, approaches, and runways available for the selected airport(identified as part of the title line). It is not necessary to enter thearrival procedures into the flight plan route at this time, but doingso may save time later on when preparation for descent is beingperformed.

PAGE ACCESS

− DEP/ARR INDEX page ARR prompt (LSK 2R or LSK 6R)

KMEM ARR I VA L S 1 / 6

S T A R S A P P R O A C H E S

GQE 3 I L S � 9

H L I 1 GPS � 9

U J M3 NDB � 9

WL DER 4 I L S 1 8 C

GPS 1 8 C− − − − − − − − − − − − − − − − − − − − − − − −

KMEM ARR I VA L S 1 / 1

S T A R S R U N W A Y S

GQE 3 < SE L > < SE L > 3 6 RT R A N S

RZC< SE L >R W Y E X T

− − . − N M

F P A

− . − −

− − − − − − − − − − − − − − − − − − − − − − − −

− Select from the listed STARs and transitions from the left sidechoices, select approaches and runways from the right sidechoices.

2−52 TDM 2213

− Selected items are identified as selected with “<SEL>”.

− After activation and execution of the route, the “<SEL>” identi-fication changes to the active “<ACT>” indicator.

− If a runway extension is desired, enter it into the scratchpadand select it to RWY EXT (LSK 3R).

− If an FPA is desired, enter it into the scratchpad and select itto FPA (LSK 4R).

− Manually entered RWY EXT and FPA may be DELeted.

NOTEWhen the dash prompt is displayed at LSK 4R, the FMC will use

the default value of 3.00 degrees for computations.

NOTEEntering a runway extension and/or an FPA creates a MOD AR-RIVALS page. If another page is selected, the EXEC annunciatorturns off but the entries are not erased. Returning to the AR-RIVALS page re−lights the EXEC annunciator, and the entered

values are still displayed.

2−53 TDM 2213

DETAILED OPERATION

Upon entering the ARRIVALS page, the display is basically dividedinto two columns, with the available STARs and transistions for theselected airport (included in the title line) listed on the left, and theapproaches and runways for the selected airport listed on the right.The list is in alphabetical order and may continue on for severalpages depending on the size of the airport.

Select the desired STAR by pressing the LSK next to that line.

KMEM ARR IVALS 1 / 6S T A R S A P P R O A C H E S

GQE3 I LS �9

HL I 1 GPS �9

UJM3 NDB �9

WLDER4 I LS 1 8C

GPS 1 8C−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

The selected STAR is then identified (<SEL>).

The right side lists the approaches and runways allowable for theselected STAR and any associated transistions listed.

After selecting the desired STAR, a list of assosciated transitionslocated in the navigation databases is displayed for selection. Se-lect the desired transition. The transition is then also identified(<SEL>).


GQE3 <SEL > I LS 1 8CT R A N S

ARG GPS 1 8C

FAM I LS 1 8 L

FSM GPS 1 8 L

RZC I LS 1 8R−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

The list of compatible approaches and runways are only those suit-able for the selected STAR/TRANS combination.

2−54 TDM 2213


GQE3 <SEL > I LS 1 8CT R A N S

RZC<SEL > GPS 1 8C

I LS 1 8 L

GPS 1 8 L

I LS 1 8R−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

KMEM ARR IVALS 4 / 4T R A N S R U NW A Y S

1 8R

3 6C

3 6 L

3 6R

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

Next select the desired approach or runway.


1 8R

3 6C

3 6 L

3 6R

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

After a runway is selected, the RWY EXT and FPA fields are dis-played. If a runway extension fix and/or FPA are desired, enter theextension into RWY EXT (LSK 3R) and the FPA into FPA (LSK 4R)prior to activating and executing the flight plan.

KMEM ARR IVALS 1 / 1S T A R S R U NW A Y S

GQE3 <SEL > <SEL >3 6RT R A N S

RZC<SEL >RW Y E X T

8 . 5 N MF P A

3 . 1�

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

After pressing the EXEC key, these fields and headers are blank ifan entry is not made. If entered, the runway extension is displayed

2−55 TDM 2213

on the route as an additional waypoint at the entered distance fromthe runway threshold. A runway extension fix appears on the RTELEGS page as RX− followed by the runway number (i.e., RX−36C).

This now defines the arrival in the flight plan route.

Once the route is activated and executed, the <SEL> indicators willchange to an active <ACT> indicator. When the arrivals page isvisited again, all of the airport STARs, transitions, approaches, andrunways are again listed with the active selections from the flightplan indicated (<ACT>).


GQE3 <ACT > <ACT >3 6RT R A N S

RZC<ACT >RW Y E X T−− . −N M

F P A− . −−

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>


GQE3 <ACT > <ACT >3 6RT R A N S

RZC<ACT >RW Y E X T

8 . 5 N MF P A

3 . 1�

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

RWY EXT/FPA NOT ENTERED RWY EXT/FPA ENTERED

If a different STAR, approach, or runway is required, simply returnto this page, make the new selection, enter a runway extension andFPA if desired, and execute the MOD change.


GQE3 <ACT > I LS 1 8CT R A N S

ARG GPS 1 8C

FAM I LS 1 8 L

FSM GPS 1 8 L

RZC<ACT > I LS 1 8R−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>


1 8R

3 6C

3 6 L

<ACT >3 6R

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

− RWY EXT (LSK 3R) − a runway extension fix may be enteredinto this field. The fix is generated along the selected runwaycenterline at the distance entered into this field.

• Field is displayed after a runway is selected.

2−56 TDM 2213

• Allowable enteries may be between 1.0 and 25.0 nm.

• The entry may be overwriten or deleted (returns to a dashprompt).

• Creates a waypoint in front of the runway centerline with aDISCO inserted before and after the fix waypoint.

• Waypoint label is identified as RX−NNA where NNA is therunway.

• Header and data field is blanked when the MOD page isEXECuted and an offset was not entered.

− FPA (LSK 4R) − a flight path angle may be entered into thisfield.

• Field is displayed after a runway is selected.

• Allowable enteries may be between 2.00 and 5.50 degrees.

• The entry may be overwriten or deleted (returns to a dashprompt).

• If an entry is not made, the FMC uses the default angle of3.00 degrees for computations.

• Header and data field is blanked when the MOD page isEXECuted and an FPA was not entered.

Leaving the ARRIVALS page when a MOD selection is displayedwill not erase the MOD selections as happens on other pages.Returning to the ARRIVALS page with the EXEC pending displaysthe MOD page and the selections and entries made earlier.

The ARRIVALS page may also be used to view the same informa-tion on another airport located within one of the navigation data-bases. Enter the desired airport identifier into the scratchpad andselect it to the OTHER line (LSK 6R). The STARs, transitions,approaches, and runways for that airport are listed just as above,however, nothing is selectable.

2−57/(2−58 blank) TDM 2213

INTEGRATED APPROACH NAVIGATION OPTION:

When the Integrated Approach Navigation (IAN) option is available,precision and non−precision approaches may be selected from thenavigation databases.


−NONE− <ACT >NDB �9G / S

HL I 1 O N / OFF>T R A N S

UJM3 ELV I S

WLDER4 I LS 1 8C

GPS 1 8C−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>


−NONE− <ACT > I LS 1 8CG / S

HL I 1 ON / O F F >T R A N S

UJM3 RZC

WLDER4

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

Glideslope is displayed as follows:

− For the following localizer−based approaches, the glide slopetoggle defaults to ON.

• ILS • BCS

• IGS • LDA

• LOC • SDF

− For the following non−localizer based approaches, the glideslope toggle defaults to OFF.

• GPS • RNAV

• NDB • VOR

A transistion selection is displayed if avaialable from the navigationdatabase.

When an IAN approach is selected, the FPA is not available formanual entry.

2−59/(2−60 blank) TDM 2213

RTE LEGS

The Route Legs page provides a complete list of all legs in theflight plan, and detailed information for each. After all the basicreference points are entered into the RTE pages, the RTE LEGSpage expands the list to include all waypoints along the plannedroute and lists them from the first point in the departure procedureto the arrival runway. Any restrictions at any of the waypointsalong the path are also included.

After the route is activated and executed, the FMC computes thespeed and altitude for each leg not containing constraints and re-strictions.

PAGE ACCESS

− Press LEGS key.

− Selecting a waypoint from the SELECT DESIRED WPT page.

− RTE DATA page LEGS prompt (LSK 6R).

RT E L EGS 1 / 6

1 2 ° H D G � . 6 N M

( 4 2 � ) < CTR> − − − − / 4 2 �A1 3 ° 3 . 5 N M

S FO− � 4 − − − − / − − − − − −3 2 � ° H D G 5 . 5 N M

( I NTC ) − − − − / − − − − − −3 4 4 ° 1 1 N M

REBAS − − − − / 6 � � �A6 6 ° 6 6 N M

L I N − − − − / − − − − − −R N P / A C T U A L − − − − − −M A P C T R

1 . � � / � . � 9 NM S T EP >

(DCP SET TO PLAN MODE)

For each leg, the leg direction, distance to go or computed leglength, the waypoint identifier, the computed speed, and altitude aredisplayed.

The first waypoint listed is the go−to waypoint indicating the dis-tance remaining to that waypoint. The distance shown for the re-maining waypoints in the list is the computed leg length.

2−61 TDM 2213

DETAILED OPERATION

The Route Legs page provides a detailed view of each leg in theroute. Manual entries are allowed, and specific legs may be addedor deleted at any time. Floating waypoints and discontinuities arenot selectable.

The first two lines on the first page are reserved for the go−towaypoint. As the go−to waypoint in the route is transitioned, thenext waypoint in the list replaces the old go−to waypoint.

RTE LEGS 1 / 61 2 ° H D G � . 6 N M

( 4 2� ) <CTR>−−−− / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 −−−− / −−−−−−3 2 0 ° H D G 5 . 5 N M

( INTC ) −−−− / −−−−−−3 4 4 ° 1 1 N M

REBAS −−−− / 6��A6 6 ° 6 6 N M

L IN −−−− / −−−−−−R N P / A C T U A L −−−−−−M A P C T R

1 . �� / � . � 9 N M STEP>

LEGDIRECTION

DISTANCE SPEED

ALTITUDE

MAPCENTER A

WAYPOINTIDENTIFIER

MAPCENTER B

LEG INFO

LEG DIRECTION − may be displayed in several different formsdepending on the route. In general, the display will show:

• A computed coarse to a waypoint.

• A specific procedural coarse stored in the navigation database.

• A specific procedural heading to a conditional waypoint storedin the navigation data base.

• A specific procedural instruction such as:

• BYPASS

• HOLD AT

• PROC TURN

• XX.X ARC Y (DME arc turn or fixed radius turn with speci-fied radius length in nm, and turn direction, left or right)

• OFFSET

2−62 TDM 2213

• GP X.X° (leg has vertical angle from navigation data basewith angle specified)

• THEN (displayed prior to a route disconnect BOX prompt)

Coarse and heading are relative to true north when the MAG TRUEswitch is in the TRUE position or outside the region of a valid mag-netic variation. When relative to true north, the displayed coarse orheading is suffixed with “T”.

DISTANCE − The line 1 displays the DTG from PPOS to the go−towaypoint. This distance is dynamically updated as the flight prog-resses. Leg distances of less than 10nm include tenths of a nauti-cal mile.

The distance displayed for all other waypoints in the list is the com-puted distance of the leg. Distance is not displayed for specialprocedures such as holds, procedural turns, arc turns, etc.

Leg Info − displays additional information concerning the leg. Multi-ple discriptors are prioritized as follows:

• OFFSET

• BYPASS

• G/P angle

WAYPOINT IDENTIFIER − displays the waypoint name that theinformation in the preceding line pertains to. Valid waypoints in-clude any of the following:

• Any published waypoint from the navigation databases.

• A Navaid Identifier.

• Any waypoint already defined which includes a radial and dis-tance.

• A coarse intersection.

• Latitude/Longitude points.

• An offset point (waypoint/offset distance).

• Runway waypoints already loaded into the flight plan.

• Airport Identifiers.

• Any fixed waypoints from the flight plans stored within theFMC.

• Floating waypoints from the navigation databases or generatedby the FMC.

2−63 TDM 2213

• (VECTOR)

• (specified heading)

• (specified altitude)

• (INTC)

• (INBD)

SPEED/ALTITUDE − prior to activating and executing the route,speeds and altitudes are displayed as a dash prompt unless a re-striction or a constraint at a waypoint is in the navigation databaseor has been manually entered.

After the route is activated and executed, the FMC computed speedand altitude predictions are displayed in small font. Manually en-tered restrictions or restrictions entered from the navigation data-base are displayed in large font.

The typical speed range is 100 to 340 kts.

RNP/ACTUAL − The RNP value shown defaults to the current envi-ronment unless a different RNP value is defined in the navigationdatabase for the leg.

NDB RNP or current environment default RNP values cannot bedeleted.

Manual RNP entries:

− Displayed in large font.

− May be deleted, but will revert to default value.

− Must be smaller than the default values.

− Automatically transferred to the POS SHIFT page.

MAP CENTER (A & B) − when the DCP is in PLAN mode, the<CTR> indicator and STEP prompt (LSK 6R) are displayed. The<CTR> indicator points to the waypoint that is currently displayedas the ND center point. Each press of the STEP prompt will ad-vance the <CTR> indicator on the RTE LEGS page one waypoint,and that waypoint is shifted to the center point of the ND. Whenthe control panel is switched to MAP mode, the indicator andprompt are no longer displayed.

EDITING THE ROUTE:

Any discontinuities (DISCOs) must be closed up. If not closedwhen the airplane transitions off the last leg before the DISCO, theFMC will fly the airplane on a straight coarse using the last validheading before the DISCO.

2−64 TDM 2213

The DISCO is identified by a BOX prompt in the waypoint field with−− ROUTE DISCONTINUITY − following it.

To close the DISCO;

− Enter an appropriate waypoint into the scratch pad and selectit to the BOX prompt.

− Select a waypoint from farther down the list and select it to theBOX prompt. When this is performed, any waypoints betweenthe selected waypoint and the DISCO are deleted.

NOTESeveral waypoints may be required to link the two waypoints onether side of the DISCO. When this occurs, the DISCO continues

to push down the list until all waypoints link.

SPEED/ALTITUDE entries;

− In the climb legs, the manual speed or altitude entries aretreated as restrictions/constraints for that leg only.

− In the cruise legs, manual speed entries are continued on tothe top−of−descent from the leg the entry is made and canonly be entered while in the cruise phase.

− In the descent legs, manual speed entries are continued ondown path until a leg with a lower speed is encountered.

− When a hold exists in the cruise portion of the route, the speedchanges entered do not affect the holding speed.

− The displayed runway altitude is the threshold elevation and isconsidered an AT restriction.

− The displayed runway speed is blank unless VREF is selectedon the APPROACH REF page. When VREF is selected, thespeed displayed is the VNAV target speed (displayed in largefont).

− Manual entries are automatically entered in the climb, cruise,or descent pages as applicable except for a missed approach.

− Speed restrictions or altitude constraints for a missed approachare automatically entered into applicable climb, cruise and de-scent pages after the missed approach becomes active.

2−65 TDM 2213

When the entry and exit waypoints of an airway are entered on theRTE pages, all of the waypoints along the airway are compiled andincluded in the RTE LEGS pages. If desired, some of the way-points may be removed.

Floating waypoints are generated by the FMC or are retrieved fromthe navigation data bases and are enclosed in parentheses.

RTE LEGS 1 / 61 2 ° H D G � . 6 N M

( 4 2� ) <CTR>−−−− / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 −−−− / −−−−−−3 2 0 ° H D G 5 . 5 N M

( INTC ) −−−− / −−−−−−3 4 4 ° 1 1 N M

REBAS −−−− / 6��A6 6 ° 6 6 N M


1 . �� / � . � 9 N M STEP>

Using the RTE LEGS page shown above as an example;

− Fixed waypoints (LIN, REBAS or any fixed waypoint fartherdown the list) may be selected to floating waypoints ((INTC)).

− Floating waypoint (INTC) can not be selected or deleted.

− A f ixed waypoint (REBAS) fol lowing a f loat ing waypoint((INTC)) can not be deleted or overwritten.

For Holding Patterns or Procedural Turns;

Unless the entry waypoint is the go−to waypoint.

− Entering or selecting a waypoint from down the list to an exitwaypoint of a hold or procedural turn will delete the holdingpattern or procedural turn.

RTE LEGS 1 / 61 2 ° H D G � . 6 N M

( 4 2� ) <CTR>−−−− / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 −−−− / −−−−−−3 2 0 ° H D G 5 . 5 N M

( INTC ) −−−− / −−−−−−3 4 4 ° 1 1 N M

REBAS −−−− / 6��A6 6 ° 6 6 N M


1 . �� / � . � 9 N M STEP>

RTE LEGS 2 / 6H O L D A T

L IN −−−− / −−−−−−6 � ° 2 5 N M

MELTS −−−− / −−−−−−6 3 ° 4 8 N M

SONNY −−−− / −−−−−−6 3 ° 5 3 N M

BAB I T −−−− / 6��A6 4 ° 1 7 N M

MVA −−−− / −−−−−−R N P / A C T U A L −−−−−−M A P C T R

1 . �� / � . � 9 N M STEP>

2−66 TDM 2213

− Deleting an entry or exit waypoint of a hold or procedural turnwill delete the holding pattern or procedural turn.

− Selecting the HOLD AT waypoint (LIN on page 2 above) to thehold entry waypoint (LIN on page 1) will delete the hold.

− Deleting the (INTC) or (INBD) waypoint of a procedural turn orhold will delete the procedural turn or hold.

NOTEIf the procedural turn or hold contained a glideslope intercept

point, the glideslope intercept point is retained in the route and aDISCO is inserted after it.

For Along−Track Offset (ATO) waypoints

ATO waypoints may be generated for valid waypoints already in theflight plan. The offset is entered as a positive or negative distancein nautical miles from the desired parent waypoint and is automati-cally named by the FMC.

WAYPOINTDESIRED PARENT

NEGATIVEDISTANCE

POSITIVEDISTANCE

− The offset distance must be less than the leg length, from theparent waypoint to PPOS or to the waypoint following the par-ent waypoint.

− The following waypoint types cannot be offset into (i.e., cannotspecify a positive distance from an entry waypoint or a nega-tive distance from an exit waypoint):

• Holding patterns

• Procedure turns

• DME arc legs

• Fixed radius turns

2−67 TDM 2213


L IN −−−− / −−−−−−6 � ° 2 5 N M

MELTS −−−− / −−−−−−6 3 ° 4 8 N M

SONNY −−−− / −−−−−−6 3 ° 5 3 N M

BAB I T −−−− / 6��A6 4 ° 1 7 N M


1 . �� / � . � 9 N M STEP>


L IN −−−− / −−−−−−6 � ° 2 5 N M

MELTS −−−− / −−−−−−6 3 ° 4 8 N M

SONNY −−−− / −−−−−−6 3 ° 5 3 N M

BAB I T −−−− / 6��A6 4 ° 1 7 N M


1 . �� / � . � 9 N M STEP>SONNY / −2 5

Select or enter thedesired parent waypoint

Add a slash and a positiveor negative distance

Select the desired


L IN −−−− / −−−−−−6 � ° 2 5 N M

MELTS −−−− / −−−−−−6 3 ° 4 8 N M

SONNY −−−− / −−−−−−6 3 ° 5 3 N M

BAB I T −−−− / 6��A6 4 ° 1 7 N M


1 . �� / � . � 9 N M STEP>


L IN −−−− / −−−−−−6 � ° 2 5 N M

MELTS −−−− / −−−−−−6 3 ° 2 5 N M

SON�1 −−−− / −−−−−−6 3 ° 2 3 N M

SONNY −−−− / −−−−−−6 3 ° 5 3 N M

BAB I T −−−− / 6��AR N P / A C T U A L −−−−−−M A P C T R

1 . �� / � . � 9 N M STEP>

parent waypoint again

CREATING AN ATO

NOTE: A POSITIVE DISTANCEWOULD PLACE SON01 AFTERTHE PARTENT WAYPOINT.

2−68 TDM 2213

− PPOS hold entry or exit waypoints cannot be used.

− Cannot specify a negative distance on the Go−To waypoint of aDirect−To modification.

For missed approaches;

− Entering a waypoint into the route that is also contained in themissed approach is inserted with a DISCO following it.

− Entering a waypoint into the route that is contained fartherdown the list and in the missed approach will cause the way-points in the list between the two instance to be deleted andthe missed approach will have a DISCO inserted after thatwaypoint.

After the route is activated and executed the FMC computes therequired speeds and altitudes at each waypoint listed in the flightplan.

ACT RTE LEGS 1 / 61 2 ° H D G � . 6 N M

( 4 2� ) 1 5 3 / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 2 3 8 / 2 2 9 93 2 0 ° H D G 5 . 5 N M

( INTC ) 2 5 � / 8 7 8 13 4 4 ° 1 1 N M

REBAS 3 2 2 / 6��A6 6 ° 6 6 N M

L IN . 8 � 5 / F L 2 2 �

R N P / A C T U A L −−−−−−−−−−−−−1 . �� / � . � 9 N M RTE DATA>

All changes made to the flight plan from this point on are consid-ered flight plan modifications.

2−69/(2−70 blank) TDM 2213

MOD RTE LEGS 1 / 61 2 ° H D G � . 6 N M

( 4 2� ) 1 5 3 / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 2 3 8 / 2 2 9 93 4 4 ° 1 1 N M

REBAS 3 2 2 / 6��A6 6 ° 6 6 N M

L IN . 8 � 5 / F L 2 2 �

6 0 ° 2 5 N MMELTS . 7 9 9 / F L 2 6 3−−−−−−−−−−−−−−−−−−−−−−−−<ERASE RTE DATA>


( 4 2� ) 1 5 3 / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 2 3 8 / 2 2 9 93 2 0 ° H D G 5 . 5 N M

( INTC ) 2 5 � / 8 7 8 13 4 4 ° 1 1 N M

REBAS 3 2 2 / 6��A6 6 ° 6 6 N M

L IN . 8 � 5 / F L 2 2 �

R N P / A C T U A L −−−−−−−−−−−−−1 . �� / � . � 9 N M RTE DATA>


( 4 2� ) 1 5 3 / 4 2�A1 3 ° 3 . 5 N M

SFO−�4 2 3 8 / 2 2 9 93 2 0 ° H D G 5 . 5 N M

( INTC ) 2 5 � / 8 7 8 13 4 4 ° 1 1 N M

REBAS 3 2 2 / 6��A6 6 ° 6 6 N M

L IN . 8 � 5 / F L 2 2 �

R N P / A C T U A L −−−−−−−−−−−−−1 . �� / � . � 9 N M RTE DATA>REBAS

SELECT OR ENTERA WAYPOINT

SELECT THE POSITIONTO INSERT IT

SELECT ERASE PROMPTTO UNDO CHANGE

OR

PRESS EXEC

When the change is made, the status in the title line changes toMOD (modification) and the changes are highlighted. Selecting theERASE prompt (LSK 6L) will undo the change. Pressing the EXECkey incorporates the change into the active flight plan and changesthe status back to ACT.

2−71/(2−72 blank) TDM 2213

RTE DATA

The Route Data page provide a route sequential listing of the way-points in the flight plan. The number of pages available are deter-mined by the number of waypoints in the route. History waypointsare not retained.

Each waypoint listed includes the predicted ETA and any assignedwind data for the waypoint.

When the flight plan is activated, the go−to waypoint is displayed inline 1 of the first page (highlighted) and successive waypoints arecycled up to line 1 as they are transitioned.

PAGE ACCESS

− RTE LEGS page RTE DATA prompt (LSK 6R)

ACT RT E DA T A 1 / 5

E T A W I N D

ME L T S 1 � 4 5 Z

SONNY 1 4 5 2 Z 1 2 3 ° / 2 2

BAB I T 1 4 5 9 Z 1 2 3 ° / 2 2

MVA 1 1 4 1 Z 1 2 3 ° / 2 2

KROS T 1 1 1 3 Z 1 2 3 ° / 2 2

− − − − − − − − − − − − − − − − − − − − − − − −L EGS >

Forecast wind entries can be made for cruise waypoints only, andcan help optimize performance calculations, however, they are notrequired.

2−73 TDM 2213

DETAILED OPERATION

Wind data is entered into the scratchpad and selected to a lineusing the line select key on the right side of the display. Any winddata entered manually is displayed in large font and propagatedthrough the list of waypoints that follow until another manual entryor T/D is encountered. Propagated wind is displayed in small font.

If cruise wind data has not been entered, the cruise waypoints con-tain DASH prompts for wind direction and speed.

NOTECRZ wind entries made on the PERF INIT

page propagate to all cruise waypoints.

Wind data cannot be entered for CLB and DES waypoints. In theexample below, T/C is after MELTS and a DASH prompt is notavailable.

ACT RT E DA T A 1 / 5

E T A W I N D

ME L T S 1 � 4 5 Z

SONNY 1 4 5 2 Z 1 2 3 ° / 2 2

BAB I T 1 4 5 9 Z 1 2 3 ° / 2 2

MVA 1 1 4 1 Z 1 2 3 ° / 2 2

KROS T 1 1 1 3 Z 1 2 3 ° / 2 2

− − − − − − − − − − − − − − − − − − − − − − − −L EGS >

2−74 TDM 2213

ACT RTE DATA 2 / 5E T A W I N D

I LC 1 1 2 5 Z 1 2 3 ° / 2 2

MLF 1 1 3 4 Z 1 2 3 ° / 2 2

HVE 1 1 4 9 Z 1 2 3 ° / 2 2

HBU 1 2 1 3 Z 1 2 3 ° / 2 2

ELWAY 1 2 1 7 Z 1 2 3 ° / 2 2−−−−−−−−−−−−−−−−−−−−−−−−

LEGS>1 1 1 / 1 8

/1 111 8

MOD RTE DATA 2 / 5E T A W I N D

I LC 1 1 2 5 Z 1 2 3 ° / 2 2

MLF 1 1 3 4 Z 1 2 3 ° / 2 2

HVE 1 1 4 9 Z 1 1 1 � / 1 8

HBU 1 2 1 3 Z 1 2 3 ° / 2 2

ELWAY 1 2 1 7 Z 1 2 3 ° / 2 2−−−−−−−−−−−−−−−−−−−−−−−−

LEGS>

EXEC


I LC 1 1 2 5 Z 1 2 3 ° / 2 2

MLF 1 1 3 4 Z 1 2 3 ° / 2 2

HVE 1 1 4 9 Z 1 1 1 ° / 1 8

HBU 1 2 1 3 Z 1 1 1 ° / 1 8

ELWAY 1 2 1 7 Z 1 1 1 ° / 1 8−−−−−−−−−−−−−−−−−−−−−−−−

LEGS>

ENTER WIND DIRECTION AND SPEED

SELECT THE DESIREDWAYPOINT

EXECUTE

2−75/(2−76 blank) TDM 2213

PERF INIT

The Performance Initialization page provides the pilot with themeans to enter aircraft and atmospheric parameters required tocompute performance target values. The more accurate the infor-mation supplied, the more accurate the FMC predictions will be.When all required entries are made, the EXEC annunciator willlight. Press the EXEC key to activate the PERF INIT entries.

If the airplane configuration is set for US pounds, all weights areentered in thousands of pounds. When set up for kilograms, theweights are entered in thousands of kilograms.

PAGE ACCESS

− Press INITREF key (on the ground and IRS initialized)

− INIT REF INDEX page PERF prompt (LSK 3L)

− ACT RTE page PERF INIT prompt (LSK 6R) (on the ground)

− TAKEOFF REF page PERF INIT prompt (LSK 5L) (prior topre-flight complete)

− PERF LIMITS page PREVPAGE or NEXT

PAGE

PERF I N I T 1 / 2

G W / C R Z C G C R Z A L T

. / 1 � . �%F U E L C R Z W I N D

3 1 . 3 − − − ° / − − −Z F W

.R E S E R V E S

.C O S T I N D E X

− − − − − − − − − − − − − − − − − − − − − − − −

All BOX prompts must have entries made. If zero−fuel weight(ZFW) is entered first, gross weight GW will be calculated. If GWis entered first, the ZFW is calculated.

CRZ WIND will increase the accuracy of the FMC predictions but isnot required.

2−77 TDM 2213

DETAILED OPERATION

PERF IN I T 1 / 2GW / C R Z C G T R I P / C R Z A L T

1 1 1 . � / 1� . � F L 3 2 1 / F L 3 2�F U E L C R Z W I N D3 1 . � −−− ° / −−−Z F W I S A D E V8� . � −−−− ° F −−− ° CR E S E R V E S T / C O A T4 . � −−−− ° F −−− ° CC O S T I N D E X T R A N S A L T2 7 1 8��

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX N1 L IMI T >

PERF IN I T 1 / 2GW / C R Z C G C R Z A L T

. / 1� . �F U E L C R Z W I N D3 1 . � −−− ° / −−−Z F W

.R E S E R V E S

.C O S T I N D E X T R A N S A L T

1 8��−−−−−−−−−−−−−−−−−−−−−−−−< INDEX N1 L IMI T >

GW and ZFW − the gross weight (GW) is calculated by the FMCbased on the entered zero−fuel weight (ZFW) and the fuel quantity.

Either GW or ZFW may be manually entered, and results in theother value being calculated and displayed.

CRZ CG − This is aircraft/CAA/FAA/JAA flight rules dependent andif the entry is deleted, the default value is displayed.

FUEL − displays the total fuel quantity from the FQIS. If the fuelunit fails, or fails to send a valid quantity for 30 minutes, a dashprompt is displayed and manual entry is allowed. Manual entriesare followed by “MAN” in small font and must be periodically up-dated.

RESERVES − enter the amount of reserve fuel required for thedestination. Entry in this field is in thousands of lbs.

COST INDEX − the cost index is a numerical indicator that tells theFMC how to control the flight, from most economical to most criticalRTA. A value of 0 to 200 for the cost index must be entered.

CRZ ALT − Once an origin, destination, GW, RESERVES, andCOST INDEX are known, the TRIP altitude is computed and dis-played next to the CRZ ALT BOX prompt. The TRIP altitude is theoptimum economy altitude for the flight based on the entries made.

− Cruise altitude may be entered in any of the formats describedin Part 1.

− CRZ ALT cannot exceed the displayed TRIP altitude (entrieshigher than TRIP altitude result in an INVALID ENTRY mes-sage being displayed).

2−78 TDM 2213

− Once the cruise altitude is entered;

• Automatically included on the CLB, CRZ, and RTE LEGSpages.

• The ISA DEV and T/C OAT fields are displayed for entry.

ISA DEV and T/C OAT − ISA DEV (forecast enroute ISA deviation)and T/C OAT (top of climb outside air temperature) may be enteredto improve the FMC predictions.

− Entering one temperature (in F or C) in line 4R results in allother values calculated and displayed.

NOTEThe aircraft temperature measurement base (°C or °F)

is program pin controlled. To enter a value in theopposite measurement base, suffix the entry with

the appropriate letter C or F.Negative values must be preceded by the minus sign.

− The information is automatically included in the climb andcruise segments of the flight.

− When transitioning onto a missed approach, the ISA DEV ischanged to the value entered into the DES FORECASTS page.

CRZ WIND − If wind data for the cruise altitude is known, it may beentered, but is not required. It is used to tweak the FMC predic-tions to the destination.

TRANS ALT − the transition altitude displayed is the FMC defaultvalue. It is always displayed in feet regardless of the entry method,and can be modified in one of the following ways;

− May be manually over written.

− May be a different default value if a customized performancedefaults database is loaded into the FMC.

− May be changed automatically when a departure procedure isselected and the navigation database contains a stored transi-tion altitude.

2−79/(2−80 blank) TDM 2213

PLANNED FUEL OPTION:

When the planned fuel option is available, PLAN (line 2L) is dis-played to allow entry of the anticipated fuel quantity prior to know-ing the actual fuel. The planned fuel load may be manually enteredinto the PLAN field to provided early predictions.


. / 1� . �P L A N / F U E L C R Z W I N D

−−− . − / 3 1 . � −−− ° / −−−Z F W

.R E S E R V E S


1 8��−−−−−−−−−−−−−−−−−−−−−−−−< INDEX N1 L IMI T >

− The actual fuel quantity will be used after engine start-up.

• Engine start up is flaps set to other than zero degrees posi-tion, or the A/T indicates to the FMC that engines are run-ning.

− If data from the FQIS is not available, only FUEL is displayed.

− Acceptable planned fuel quantities are 0.1 to 60.0 klbs.

2−81/(2−82 blank) TDM 2213

GW INHIBIT OPTION:

When the gross weight inhibit option is available, a BOX prompt isnot available in GW (1L), and entering a gross weight results in anINVALID ENTRY message displayed in the scratchpad. The FMCcalculated gross weight is displayed when ZFW (LSK 3L) is en-tered.


/ 1� . �P L A N / F U E L C R Z W I N D

−−− . − / 3 1 . � −−− ° / −−−Z F W

.R E S E R V E S


1 8��−−−−−−−−−−−−−−−−−−−−−−−−< INDEX N1 L IMI T >

The gross weight will be calculated and displayed after zero fuelweight (ZFW) is entered.

2−83/(2−84 blank) TDM 2213

PERF LIMITS

The Performance Limits page allows the pilot to enter speed restric-tions in the FMC flight plan to optimize the predictions in ECONand RTA modes. Speeds may be restricted on the low and/or highsides of the climb, cruise, and descent phases to meet specialoperational situations.

PAGE ACCESS

− PERF INIT page PREVPAGE or NEXT

PAGE

− RTA PROGRESS page LIMITS prompt (LSK 6L)

PERF L I M I T S 2 / 2

T I M E E R R O R T O L E R A N C E

3 � S E C A T R T A W P T

M I N S P D − − C L B − − M A X S P D

2 1 � / . 4 � � 3 4 � / . 8 2 �

− − C R Z − −

2 1 � / . 4 � � 3 4 � / . 8 2 �

− − D E S − −

2 1 � / . 4 � � 3 4 � / . 8 2 �

− − − − − − − − − − − − − − − − − − − − − − − −

TIME ERROR TOLERANCE − specifies the allowable time toler-ance for an RTA target. The enterable range is 5 to 30 secondswith a default time of 30 seconds.

MIN SPD/MAX SPD − displays the minimum and maximum speedsthat will be used for each phase of the flight plan predictions.

− Manual entries in each phase must fall between the minimumand maximum values listed in that phase.

− Manual entries are displayed in large font.

RTA prompt (LSK 6R) − displays the RTA PROGRESS page todesignate an RTA waypoint for RTA mode.

2−85/(2−86 blank) TDM 2213

DETAILED OPERATION

Default settings essentially do not provide restrictions on the cost-index driven flight profile optimizations (which are constrained byspeed performance limitations associated with buffet margin restric-tions).

PERF L IMI TS 2 / 2T I M E E R R O R T O L E R A N C E

3 � S E C A T R T A W P TM I N S P D −−C L B −− M A X S P D

2 1� / . 4�� 3 4� / . 8 2�M I N S P D −−C R Z −− M A X S P D

2 1� / . 7�� 3 4� / . 8 2�M I N S P D −−D E S −− M A X S P D

2 1� / . 4�� 3 4� / . 8 2�

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX RTA>

Any manual entries on this page are displayed in large font andcreate a MOD to the flight plan that must be executed to be incor-porated. Deleting an entry displays the default value.

TIME ERROR TOLERANCE − generates an RTA deviation allow-ance from 5 to 30 seconds at any RTA specified waypoint. Thedefault time frame is 30 seconds unless a customized performancedata base containing a different value is loaded. When the TIMEERROR TOLERANCE entry is exceeded, the RTA speeds sched-ules are re−estimated.

MIN SPD/MAX SPEED − allow placing speed restrictions at theupper and lower end of the speed range. The FMC uses thesevalues to compute flight plan restrictions for the RTA and ECONmodes.

Manual entries must fall between the minimum and maximumspeeds displayed for that phase of the flight plan.

Examples of invalid entries for the sample page shown above are:

• Trying to change the MAX SPD above 340 kts or .825 Mach.

• Trying to change the MIN SPD below 210 kts or .400 Mach.

2−87 TDM 2213

TAKEOFF REF

The Takeoff Reference page is used to enter required takeoff dataand review the FMC takeoff thrust data. Page 1 also provides thestatus of the initialization process with prompts to incompletepages.

This is the last page of the initialization processes prior to takeoff.

PAGE ACCESS

− N1 LIMIT page TAKEOFF prompt (LSK 6R)

− ACT RTE page TAKEOFF prompt (LSK 6R)(on ground and PERF INIT completed)

− INIT/REF INDEX page TAKEOFF prompt (LSK 4L)

T AKEOF F RE F 1 / 2

F L A P S V 1

− − − K T

2 � K N 1 V R

8 8 . 9 / 8 8 . 9 − − − K T

C G V 2

− − . −% − − − K T

− − − − − P R E − F L T S T A T U S − − − − −

< POS I N I T ROUT E >

< PERF I N I T DEPARTURE >− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

T AKEOF F RE F 2 / 2

S E L / O A T 2 � K N 1

− − − − / + 1 5 ° C 8 8 . 9 / 8 8 . 9

− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

2−88 TDM 2213

When all required parameters and data are entered, page 1 indi-cates PRE−FLT COMPLETE and the prompts for the other initiali-zation pages do not appear.

FLAPS must be entered if a BOX prompt is displayed.

When thrust bump is available (when the thrust bump performancedata is contained in the loaded performance database) the bumpN1 takeoff limits are displayed when selected on the N1 LIMITSpage.

2−89 TDM 2213

DETAILED OPERATION

Page 1

TAKEOFF REF 1 / 2F L A P S V 1

1 5 ° −−− K T2 � K N 1 V R8 8 . 9 / 8 8 . 9 −−− K TC G T R I M V 2

2 2 . 1% 5 . �4 −−− K T−−−−− P R E − F L T C 0 M P L E T E −−−

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX



2 2 . 1% 5 . �4 −−− K T−−−−− P R E − F L T S T A T U S −−−−−<POS IN I T ROUTE>

<PERF IN I T DEPARTURE>−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

FLAPS − takeoff flaps position is determined by the airplane modeland the loaded performance database.

If the FMC determines that the loaded values are invalid or a per-formance database is not loaded, a BOX prompt is displayed andflaps must be manually entered. The manually entered value can-not be deleted when the BOX prompt was displayed, however anew valid setting may be written over the last entry.

FLAPS will be blank when V1, VR, and V2 are blank.

Takeoff N1 (line 2L) − This line and header are not static. Theheader changes to reflect the model/engine configuration, selectedtakeoff thrust rating, and selected temperate. The actual ratingdisplayed is the FMC computed N1 thrust.

Typical header examples include:

− 20K N1 − full thrust rating.

− 20K BUMP N1 − slightly higher thrust limits when available.

2−90 TDM 2213

− RED 20K N1 − reduced thrust using selected (SEL) tempera-ture.

− 18.5K N1 − takeoff thrust showing derate level.

CG − the center of gravity may be entered but is not required.Values range from 5 to 32 percent MAC. Entering CG allows theFMCS to calculate the take off stabilizer trim setting when the grossweight entry is valid.

TRIM − once CG is entered and GW is calculated, the FMC com-putes and displays the trim position.

V1, VR, V2 − may be entered while on the ground. Manual entriesreturn to a dash prompt if a performance parameter is changed orwhen the airplane is in the air. Typical values range from 90 to 220knots.

− V1 is the critical engine failure velocity

− V2 is the takeoff climb velocity

− VR is the takeoff rotation velocity

If V1, VR, and V2 fields are blank, FLAPS will also be blank.

PRE−FLT STATUS − four prompts are used to guide the initializa-tions processes. As each required initialization page is completed,the prompt is blank, offering a quick view of the entry status.

• POS INIT prompt − no longer displayed when a valid IRSposition has been entered on the POS INIT page and thatvalue agrees with all IRSs that are in ALIGN mode.

• PERF INIT prompt − blanked when valid fuel reserves, costindex, gross weight, and cruise altitude data has been en-tered on the PERF INIT page and EXECuted.

• DEPARTURES prompt − blanked when the RUNWAY andVIA fields on the RTE page are completed.

• ROUTE prompt − blanked when a route is activated on theRTE page.

2−91/(2−92 blank) TDM 2213

Page 2

TAKEOFF REF 2 / 2

S E L / O A T 2 � K N 1−−−− / + 1 5 ° C 8 8 . 9 / 8 8 . 9

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

SEL/OAT − Displays the temperature that the N1 computations arebased on.

− The SEL (selected) temperature allows manual entry of a tem-perature if desired. SEL temperature inputs override the OATvalues and are limited to the range set in the airplanes perfor-mance database. Deleting the entered SEL temperaturecauses the display to return to the dash prompt.

− The outside air temperature is automatically entered from aspi-rated TAT probe data supplied to the FMC and is displayed insmall font. Manual entries may be made which will cause theN1 values to change. Deleting the manually entered OATcauses the OAT value to revert to the TAT input.

NOTEWhen the manually entered temperature changes, N1 is

recomputed and is also changed on the N1 LIMITS page.Any changes on the N1 LIMITS page will also be reflected here.

2−93/(2−94 blank) TDM 2213

QFE REFERENCE OPTION:

When the QFE option is available, the TAKEOFF REF prompt isdisplayed on TAKEOFF REF page 2.

TAKEOFF REF − displays the active selection for the Quick Refer-ence Handbook type.

The selection works as a toggle with each press of LSK 3L, alter-nately switching between the QFE and QNH look−up tables. Thedefault selection is the sea level altimeter setting table (QNH). Theactive selection is highlighted.

TAKEOFF REF 2 / 2

T A K E O F F R E F< Q F E / QNH

S E L / O A T 2 � K N 1−−−− / + 1 5 ° C 8 8 . 9 / 8 8 . 9

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

2−95/(2−96 blank) TDM 2213

RUNWAY POSITION UPDATE OPTION:

When the runway position update option is available, the TAKEOFFREF page will display the FMC POS UPD prompt (LSK 5R) afterthe following conditions are met:

− A runway was entered into into the RUNWAY (LSK 2L) on theRTE page.

− The airplane is on the ground, and the route is active.




F M C P O S U P DRW�1 L >

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX




F M C P O S U P DRW�1L

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX CANCEL UPD>

EXEC

SELECT LSK6RTO CANCELTHE UPDATE

SELECT EXECUTE BUTTONTO ACCEPT THE UPDATE

The runway entered on the RTE page 1 is automatically enteredhere.

Selecting the runway update will update the FMC position to therunway threshold.

This prompt is cleared at takeoff.

2−97 TDM 2213

RUNWAY OFFSET OPTION:

When the runway offset option is available, an offset from the navi-gation database stored runway threshold along the centerline maybe entered. Distance is displayed in feet or in meters dependingon the default setting feet/meters.

Valid entries are 100 to 900 meters or 100 to 3300 feet.

The TAKEOFF REF page will display the TO SHIFT prompt (LSK5R) after the following conditions are met:

− A a runway was entered into into the RUNWAY (LSK 2L) onthe RTE page.

− The airplane ground speed is less than 60 kts and the route isactive.




T O S H I F TRW�1 L −�� F T

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX5




RW Y R E M A I NRW�1 L −5�� F T

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

5

ENTER THE RUNWAY OFFSETIN HUNDRES OF FEET

SELECT LSK5R

2−98 TDM 2213




R U NW A Y RW Y R E M A I NRW� I L RW�1L −5�� F T−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

During takeoff, the FMC position is updated each time the TOGAswitch is pushed (for ground speed less than 60 kts) and the run-way and offset on the TAKEOFF page is highlighted.


2−99/(2−100 blank) TDM 2213

RUNWAY REMAINING OPTION:

When the runway remaining option is available, the length of therunway may be entered. Distance is displayed in feet or in metersdepending on the default setting feet/meters.

Valid entries are 1000 to 9900 meters or 3300 to 33000 feet.




RW Y R E M A I NRW�1 L −−−�� F T

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX75




RW Y R E M A I NRW�1 L −7 5�� F T

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

7 5

ENTER THE RUNWAY LENGTHIN HUNDRES OF FEET

SELECT LSK5R

The runway length may be entered from a runway marker or fromthe navigation data base if the runway data is included. Duringtakeoff, the runway length is updated each time the TOGA switch ispushed (for ground speed lest than 60 kts).


2−101/(2−102 blank) TDM 2213

THRUST BUMP OPTION:

When thrust bump is available, the display provides the additionalN1 limit parameters if available in the loaded performance data-base.

TAKEOFF REF 2 / 2

S E L / O A T 2 � K B U M P N 1−−−− / + 1 5 ° C 9 1 . 3 / 9 1 . 3

T H R R E D U C T I O NCLB 8�� A G L

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX


1 5 ° −−− K T2 � K B U M P N 1 V R9 1 . 3 / 9 1 . 3 −−− K TC G T R I M V 2


−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

THR REDUCTION − displays the altitude (above origin ground lev-el) at which the N1 limit transition occurs.

− The field is blank until the FMC receives an OAT or, a selectedtemperature (SEL) is manually entered (LSK 4L).

− Climb Mode − displays the mode that the climb N1 limits willassume when the specified altitude is attained. This will beCLB, CLB−1, or CLB−2 corresponding to the N1 thrust limitsselected on the N1 LIMITS page.

− Transit ion Alt itude − displays the baro alt itude above theground level that the takeoff N1 will transition to the climb N1.

− Displays a dash prompt until an ORIGIN is entered on theRTE page.

− The default setting is 1500 feet unless a custom perfor-mance database is loaded into the FMC. Valid entries arebetween 800 and 9999 feet.

− May be manually entered. Manual entries are displayed inlarge font. Deleted entries result in the default value beingused.

− The altitude is always displayed in feet.

2−103 TDM 2213

QUIET CLIMB SYSTEM OPTION:

When the quiet climb system option is available, the FMC computesa cutback takeoff N1 thrust limit as well as reduction and restora-tion points for controlling the selected takeoff and climb N1 thrustsat each of the altitudes.

TAKEOFF REF 2 / 2

C U T B A C K N 18� . 5 / 8� . 5

S E L / O A T 2 � K N 1−−−− / + 1 5 ° C 8 8 . 9 / 8 8 . 9R E D U C T I O N T H R R E S T O R E8 � � A G L 6 � � � A G L−−−−−−−−−−−−−−−−−C U T B A C K< INDEX ON / O F F

TAKEOFF REF 2 / 2

S E L / O A T 2 � K N 1−−−− / + 1 5 ° C 8 8 . 9 / 8 8 . 9R E D U C T I O N T H R

8 � � A G L CLB−−−−−−−−−−−−−−−−−C U T B A C K< INDEX O N / OFF

When cutback is turned on, the reduction, restore and cutback N1values are displayed. If the cutback N1 limit cannot be computed,the message CUTBACK UNAVAILABLE is displayed, and the cut-back selection is automatically turned off.

CUTBACK N1 − displays the computed cutback N1 limits providingall required inputs are completed.

Thrust REDUCTION/RESTORE − displays the altitude (above theorigin ground level) at which N1 limits are to be transitioned.

− The fields are blank until the FMC receives an OAT or, a se-lected temperature (SEL) is manually entered (LSK 4L).

− Climb Mode − displays the mode that the climb N1 limits willassume when the specified altitude is attained. This will beCLB, CLB−1, or CLB−2 corresponding to the N1 thrust limitsselected on the N1 LIMITS page.

− REDUCTION Transition Altitude (6L) − displays as follows:

− CUTBACK OFF (6R) − defaults to the takeoff profile thrustreduction altitude.

− CUTBACK ON (6R) − defaults to the cutback thrust reduc-tion altitude.


2−104 TDM 2213

− The default setting is determined by the loaded performancedatabase.

− May be manually entered.

− Deleted entries result in the default value being used.


− RESTORE Transition Altitude − displays the baro altitudeabove the origin ground level that the cutback N1 will transitionto the normal climb N1.


− The default setting is determined by the loaded performancedatabase.

− May be manually entered. Manual entries are displayed inlarge font. Deleted entries result in the default value beingused.


The quiet climb function may be turned on or off at any time on theground while in the takeoff mode, by selecting the CUTBACK ON/OFF prompt. When the prompt is displayed, the selected mode ishighlighted.

The CUTBACK prompt is not displayed when:

− Initialization is not complete.

− Not in takeoff mode.

− The airplane is at or above the RESTORE altitude.

2−105 TDM 2213

TAKEOFF SPEEDS OPTION:

When one of the takeoff speeds options is available, the FMC com-putes the takeoff speeds, and displays them in small font next tothe V1, VR, and V2 fields for selection. Page 2 includes additionrunway parameters to include in the computations.

TAKEOFF REF 1 / 2F L A P S V S P D S V 1

1 5 ° 1 3 3 > −−−2 � K N 1 V R8 8 . 9 / 8 8 . 9 1 3 6 > −−−C G T R I M V 2

2 2 . 1% 5 . �4 1 4 1 > −−−−−−−− P R E − F L T C 0 M P L E T E −−−

−−−−−−−−−−−−−−−−−− S E L E C T< INDEX VSPDS OFF >

TAKEOFF REF 1 / 2F L A P S Q R H V 1

1 5 ° 1 3 3 > −−−2 � K N 1 V R8 8 . 9 / 8 8 . 9 1 3 6 > −−−C G T R I M V 2

2 2 . 1% 5 . �4 1 4 1 > −−−−−−−− P R E − F L T C 0 M P L E T E −−−

−−−−−−−−−−−−−−−−−− S E L E C T< INDEX QRH OFF >

COMPUTEDTAKEOFF SPEEDS ON

CERTIFIEDTAKEOFF SPEEDS ON

TAKEOFF REF 1 / 2F L A P S V S P D S V 1

1 5 ° −−−2 � K N 1 V R8 8 . 9 / 8 8 . 9 −−−C G T R I M V 2

2 2 . 1% 5 . �4 −−−−−−−− P R E − F L T C 0 M P L E T E −−−

−−−−−−−−−−−−−−−−−− S E L E C T< INDEX VSPDS ON>

TAKEOFF REF 1 / 2F L A P S Q R H V 1

1 5 ° −−−2 � K N 1 V R8 8 . 9 / 8 8 . 9 −−−C G T R I M V 2

2 2 . 1% 5 . �4 −−−−−−−− P R E − F L T C 0 M P L E T E −−−

−−−−−−−−−−−−−−−−−− S E L E C T< INDEX QRH ON>

COMPUTEDTAKEOFF SPEEDS OFF

CERTIFIEDTAKEOFF SPEEDS OFF

In both cases, the FMC computes the takeoff speeds using theparameters currently displayed and incorporates any runway dataavailable on page 2. Selecting a computed speed (LSK 1R, 2R, or3R) places the computed speed into the active speed column underV1, Vr, or V2 and will be used as the takeoff target speed.

When ever the FMC recomputes the speeds due to selections andchanges to parameters, the current computed speeds are momen-tarily blanked.

SELECT VSPDS/QRH ON/OFF − provides a toggle to turn speedson or off. The displayed selection is the opposite of the current

2−106 TDM 2213

page status (i.e., When VSPDS is turned on, 6R displays VSPDSOFF).

TAKEOFF REF 2 / 2RW W I N D RW C O N D1 8 ° / 7 DRY / W E T / S K − R >RW S L O P E / H D G3 . �%/ 1 8 °

S E L / O A T 2 � K N 1−−−− / + 1 5 ° C 8 8 . 9 / 8 8 . 9

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

The runway condition may be entered to improve the takeoff speedcomputations displayed on page 1.

− Enter Runway wind direction and speed.

− Enter the runway slope and heading.

− Select the runway condition.

2−107/(2−108 blank) TDM 2213

TAKEOFF DERATE INHIBIT OPTION:

If the takeoff derate inhibit option is active, the takeoff derate selec-tions are blanked

MANUAL TAKEOFF SPEEDS OPTION:

When the manual takeoff speeds option is active, all takeoff speedchanges must be made manually.

2−109 TDM 2213

CLB

The Climb page provides status to the top−of−climb point in theflight plan and allows selection of different modes to modify theclimb. The climb phase may also be used to monitor the estimatedtime to the next waypoint in the climb phase, and check the timewindow when an RTA waypoint is designated. Waypoint relatedconstraints displayed here are entered on the RTE LEGS page.

During a missed approach, the climb page is reset for the newspeed and altitude requirements. If the missed approach CRZ ALTis above the current altitude and the DES page is displayed, theclimb phase is set active and the CLB page is displayed.

PAGE ACCESS

− Press CLB key (CDU or MCDU)

− Press VNAV key when climb is the active performance mode

(FANS MCDU)

− Press NEXTPAGE key from DES page (FANS MCDU)

− Press PREVPAGE key from CRZ page (FANS MCDU)

− Automatically displayed from TAKEOFF REF page when transi-tioning to the climb phase

ACT ECON C L B 1 / 1

C R Z A L T A T R E B A S

F L 3 2 � 6 � � � A

T G T S P D T O R E B A S

3 1 7 / . 7 8 3 1 3 5 � . � Z / 1 5 N M

S P D R E S T

2 5 � / 1 � � � �

− − − − − − − − − − − − C L B N 1

8 8 . 9 / 8 8 . 9%− − − − − − − − − − − −

<MAX RA T E ENG OUT >

<MAX ANGL E RT A >

CDU or MCDU

2−110 TDM 2213

ACT ECON C L B 1 / 3

C R Z A L T A T R E B A S

F L 3 2 � 6 � � � A

T G T S P D T O R E B A S

3 1 7 / . 7 8 3 1 3 5 � . � Z / 1 5 N M

S P D R E S T

2 5 � / 1 � � � �

− − − − − − − − − − − − C L B N 1

8 8 . 9 / 8 8 . 9%− − − − − − − − − − − −

<MAX RA T E ENG OUT >

<MAX ANGL E RT A >

FANS MCDU

The default mode is economy (ECON) with a 250 knot speed re-striction below 10,000 feet and can be modified by:

− The origin airport entry on the RTE page, when a speed re-striction and transition altitude are included in the navigationdatabase.

− Can be manually changed.

The active speed selection between target speed or speed restric-tion is highlighted.

Six climb modes are available:

• ECON − economy mode (default mode)

• ENG OUT − engine out mode (advisory only)

• Manual Speed − manual target speed mode

• MAX ANGLE − maximum angle mode

• MAX RATE − maximum rate mode

• RTA − required time of arrival mode

On MOD pages, the RTA prompt (LSK 6R) is temporarily replacedwith an ERASE prompt. Selecting ERASE backs out any changesmade (providing the EXEC button has not been pressed) and re-turns the page to the active status.

The selected climb mode is displayed in the title line.

2−111 TDM 2213

DETAILED OPERATION

The only difference between the two pages shown below is thepage number, due to the key differences on the keyboard.

Pressing the CLB key on the CDU and MCDU will always displaythe CLB page. On a FANS MCDU, access is via the VNAV key,which will display the page (CLB, CRZ, or DES) for the activephase. Use the NEXT PAGE/PREV PAGE keys to maneuver fromCLB to CRZ to DES as needed.

ACT ECON CLB 1 / 1C R Z A L T A T R E B A S

F L 3 2� 6��AT G T S P D T O R E B A S

3 1 7 / . 7 8 3 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1

8 9 . 9 / 8 9 . 9%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>



3 1 7 / . 7 8 3 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1

8 9 . 9 / 8 9 . 9%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>

CDU AND MCDU FANS MCDU

If the economy climb mode is desired, nothing need be done (thedefault mode is economy), however, if a different mode is desiredit must be set prior to takeoff, and only one mode can be pre−pro-grammed.

Prior to takeoff with the flight plan active, press the CLB button onthe LCD. Select the desired mode from the available prompts (LSK5L, 6L, 5R, or 6R) or manually enter the desired target speed(manual mode). When the EXEC annunciator lights, press EXEC.This mode will now be used for climb functions for the flight unlessthe mode is manually changed during flight.

The CLB page is automatically displayed when:

− The TAKEOFF REF page is displayed and the airplane transi-tions to climb.

− The DES page is displayed while transitioning onto the missedapproach and the new CRZ altitude is above the current alti-tude.

CRZ ALT (1L) − is displayed when entered on the PERF INIT pageor may be manually entered here. When entered here, cruise alti-tude is inserted on all pages displaying CRZ ALT.

2−112 TDM 2213

TGT SPD (2L) − displays the FMC computed target speeds.

− Valid range is between 100 and 340 kts CAS and 0.40 to 0.82MACH.

− Manual speed entries are performance limited.

SPD REST (3L) − displays the airport environment speed restric-tion:

− May be the default setting (250 kts below 10,000 feet).

− May be the default from a custom performance data base ifloaded.

− Speed and altitude may be changed independently, valid speedrange is 100 to 340 kts.

− Delete removes speed and altitude for non−waypoint associat-ed restrictions, and only speed for waypoint associated restric-tions.

− Changes are reflected in the RTE LEGS page.

− HOLD speeds cannot be changed or modified.

− Displays a dash prompt when a restriction is not applied.

− Speed is highlighted when it is more restrictive than TGT SPD.

− The altitude changes to FLAPS when the speed restriction isless than the minimum speed for the current flaps setting.

− The alt itude changes to HOLD when decelerating to holdspeed prior to entering the hold.

− On a missed approach, when an airport climb speed restrictionis in the navigation database, it is inserted. When a restrictiondoes not exist the default restriction is used.

AT (1R) − displays the next waypoint in the flight plan to be se-quenced in the header and provides the altitude constraint for thatwaypoint if one exists. The constraint may be deleted on this pageor the RTE LEGS page.

Any changes to the altitude constraint are considered flight planmodifications and require the EXEC button to be pressed to incor-porate the change into the active flight plan.

2−113/(2−114 blank) TDM 2213

TO (2L) − displays the next waypoint in the flight plan to be se-quenced in the header and provides the predicted ETA and dis-tance to that waypoint.

NOTEIf the top−of−climb is the next point in the flight plan, the cruise

flight level is displayed.

ERR (3R) (not shown) − when the FMC predictions indicate anundershoot, the waypoint affected is displayed as part of the head-er, and the undershoot is displayed below it.

N1 (4R) − displays the computed N1 value. This field is blankwhen a reduced climb is not specified or when the reduced N1equals the full N1.

The following prompts are blanked when the mode is active:

• ECON

• MAX RATE

• MAX ANGLE

2−115 TDM 2213

ENGINE OUT CLB

The engine out climb mode is an advisory climb display providingrecommended cruise altitude and speed. When the ENG OUTprompt is selected, a MOD page is not displayed and the EXECannunciator does not light. The computed maximum altitude,speed, and continuous N1 may be manually entered into the activeclimb page to facilitate the engine out condition.

ENG OUT CLB 1 / 1C R Z A L T M A X A L T

FL 3 2� 1�7�7E N G O U T S P D C O N N 1

2 5 9 K T 9 2 . 1%

−−−−−−−−−−−−−−−−−−−−−−−−<LT ENG OUT RT ENG OUT >

ENG OUT CLB 1 / 1C R Z A L T M A X A L T

FL 3 2� 1�7�7E N G O U T S P D C O N N 1

2 5 9 K T 9 2 . 1%

−−−−−−−−−−−−−−−−−−−−−−−−<LT ENG OUT RT ENG OUT



3 1 7 / . 7 8 3 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1

8 9 . 9 / 8 9 . 9%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>

2−116 TDM 2213

Access the engine out climb page via the ENG OUT prompt (LSK5R) on the active climb page. Select the left engine (LSK 3L) orright engine (LSK 3R) to view the appropriate parameters.

To return to the active climb page;

− Press CLB key (CDU or MCDU).

− Press VNAV key (FANS MCDU).

2−117/(2−118 blank) TDM 2213

MANUAL SPEED CLB

The manual speed climb mode is displayed when the flight crewenters a desired speed target. The title line reflects the manuallyentered speed that was entered into the TGT SPD.

All manual speed entries are performance limited which may resultin a slower speed than actually entered.

ACT 3 3 5KT CLB 1 / 1C R Z A L T

FL 3 2�

T G T S P D T O F L 3 6 53 3 5 / . 7 8� 1 3 5� . � Z / 9 8 N M

S P D R E S T−−− / −−−−−−−−−−−−−−−−− C L B N 1

8 9 . 6 / 8 9 . 6%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>

The data fields are the same as for the economy climb mode.

2−119/(2−120 blank) TDM 2213

MAXIMUM ANGLE CLB

The maximum angle climb mode provides target speeds that allowthe maximum climb angle to the next waypoint along the climbpath.

ACT MAX ANGLE CLB 1 / 1C R Z A L T A T R E B A S


2 1 2 / . 7 8� 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1<ECON 8 8 . 6 / 8 8 . 6%

−−−−−−−−−−−−<MAX RATE ENG OUT >

RTA>


2−121/(2−122 blank) TDM 2213

MAXIMUM RATE CLB

The maximum rate of climb mode provides target speeds that pro-duce the greatest rate of climb to the cruise altitude.

ACT MAX RATE CLB 1 / 1C R Z A L T

FL 3 2�

T G T S P D T O F L 3 2 �

2 4 6 / . 7 8� 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1<ECON 8 7 . 2 / 8 7 . 2%

−−−−−−−−−−−−ENG OUT >

<MAX ANGLE RTA>


2−123 TDM 2213

RTA CLB

The RTA Climb may be used to create a required time of arrival ata specified waypoint along the climb segment of the flight plan.

The RTA Climb is initiated by placing an RTA requirement on anywaypoint in the path. The RTA prompt (LSK 6R) provides a directlink to the RTA PROGRESS page to save key strokes.

• Select the RTA prompt (LSK 6R)



3 1 7 / . 7 8 3 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1

8 9 . 9 / 8 9 . 9%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>

• Enter the desired waypoint into the RTA WPT (LSK 1L) onthe RTA PROGRESS page

MOD RTA PROGRESS 3 / 4R T A W P T RTA

L IN 1 4�3 : 4 2 ZR T A S P D T I M E E R R O R

3 1 7 / . 7 8 3 ON T IMES P D R E S T G M T

2 5� / 1�� 1 3 5� : 4 3 ZD I S T −− T O L I N −− A L T / E T A

7 7 N M F L 2 5 1 / 1 4�3 : 4 2 ZF I R S T − − R T A W I N D OW−−− L A S T1 4�3 : 4 2 Z 1 4�5 : 3 1 Z−−−−−−−−−−−−−−−−−−−−−−−−<ERASE

2−124 TDM 2213

• Execute the modification

MOD RTA PROGRESS 3 / 4R T A W P T RTA

L IN 1 4�3 : 4 2 ZR T A S P D T I M E E R R O R

3 1 7 / . 7 8 3 ON T IMES P D R E S T G M T

2 5� / 1�� 1 3 5� : 4 3 ZD I S T −− T O L I N −− A L T / E T A

7 7 N M F L 2 5 1 / 1 4�3 : 4 2 ZF I R S T − − R T A W I N D OW−−− L A S T1 4�3 : 4 2 Z 1 4�5 : 3 1 Z−−−−−−−−−−−−−−−−−−−−−−−−<L IMI TS

• Re−select the climb page (CLB or VNAV button) to monitorthe RTA status.

ACT RTA CLB 1 / 1C R Z A L T A T R E B A S

F L 3 2� 6��AT G T S P D T I M E E R R O R

3 1 7 / . 7 8 3 ON T IMES P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1<ECON 8 7 . 3 / 8 7 . 3%


<MAX ANGLE RTA>

The TO (2R) field is replaced by a TIME ERROR field providing theRTA status to the designated waypoint and the title line includesthe RTA mode.

2−125/(2−126 blank) TDM 2213

ALTITUDE/SPEED INTERVENTION OPTION:

When the altitude/speed intervention option is active the cruise alti-tude may be changed using the altitude intervention button. Foreach press of the altitude intervention button, the lowest altitudeconstraint between the airplanes current altitude and the FMCcruise altitude is deleted from the flight plan.

NOTEWhen this is done, the altitude constraint is deleted without a

route modification.

When the flight plan does not contain an altitude constraint be-tween the current altitude and the entered CRZ ALT with the MCPaltitude above the CRZ ALT, the MCP altitude will be the new cruisealtitude providing it is not above the airplanes maximum altitudecapability.

The FMC TGT SPD is set to the MCP speed and cannot bechanged or deleted on the CLB page.



3 3 5 / MCP 1 3 5� . � Z / 1 5 N MS P D R E S T

2 5� / 1��−−−−−−−−−−−− C L B N 1

8 9 . 9 / 8 9 . 9%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>

An altitude constraint in the AT target (1R) may be removed byaltitude intervention.

2−127/(2−128 blank) TDM 2213

QUIET CLIMB SYSTEM OPTION:

When the quiet climb option is active, and cutback is selected on,the cutback IAS and restore altitude are used to calculate the SPDREST speed and altitude. The inserted altitude is the runwayelevation plus the RESTORE altitude.

A cutback speed restriction cannot be deleted or modified.



2 4 1 / . 8�5 1 3 5� . � Z / 1 5 N MS P D R E S T

2 2� / ��8�7−−−−−−−−−−−− C U T B A C K N 1

8 1 . 3 / 8 1 . 3%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE RTA>

CUTBACK N1 is displayed in 4R.

2−129 TDM 2213

CRZ

The Cruise page provides status and predictions during the activecruise phase of the flight plan and allows access to other cruisemodes or changes in the cruise schedule.

The economy mode is the default unless a different mode is pre−planned. The FMC computes the best speed target to provide alevel cruise phase at the target altitude with the information pro-vided.

PAGE ACCESS

− Press CRZ key (CDU or MCDU)

− Press VNAV key when climb is the active performance mode

(FANS MCDU)

− Press NEXTPAGE key from CLB page (FANS MCDU)

− Press PREVPAGE key from DES page (FANS MCDU)

− Automatically displayed from CLB page when transitioning tothe cruise phase

Prior to CRZ transition

ECON CRZ 1 / 1

C R Z A L T O P T / M A X

F L 3 2 � F L 3 2 1 / 3 4 7T G T S P D

. 7 8 3T U R B N 1 A C T U A L W I N D

8 4 . 2 / 8 4 . 2 1 2 3 ° / 2 2F U E L A T K M E M

1 � . 2− − − − − − − − − − − − − − − − − − − − − − − −

ENG OUT >

< L RC RT A >

2−130 TDM 2213

After CRZ transition

ACT ECON CRZ 1 / 1

C R Z A L T O P T / M A X S T E P

F L 3 2 � F L 3 2 1 / 3 4 7 − − − − −T G T S P D T O T / D

. 7 8 3 1 5 2 6 . 1 Z / 3 3 N M

T U R B N 1 A C T U A L W I N D

8 4 . 2 / 8 4 . 2 1 2 3 ° / 2 2F U E L A T K M E M

1 � . 2− − − − − − − − − − − − − − − − − − − − − − − −

ENG OUT >

< L RC RT A >

CDU or MCDU

ACT ECON CRZ 2 / 3

C R Z A L T O P T / M A X S T E P

F L 3 2 � F L 3 2 1 / 3 4 7 − − − − −T G T S P D T O T / D

. 7 8 3 1 5 2 6 . 1 Z / 3 3 N M

T U R B N 1 A C T U A L W I N D

8 4 . 2 / 8 4 . 2 1 2 3 ° / 2 2F U E L A T K M E M

1 � . 2− − − − − − − − − − − − − − − − − − − − − − − −

ENG OUT >

< L RC RT A >

FANS MCDU

The cruise page accommodates four modes:

• ECON − economy mode (default mode)

• ENG OUT − engine out mode (advisory only)

• Manual − manual target speed mode

• LRC − long range cruise

• RTA − required time of arrival mode

2−131/(2−132 blank) TDM 2213

A step climb or descent may be initiated to change the plannedcruise altitude.

In the FANS MCDU, this page is VNAV page 2/3.

Transitioning onto a missed approach when the descent page isdisplayed causes the default mode cruise page to be re−displayed.The page will be updated with the missed approach informationincluded.

2−133 TDM 2213

DETAILED OPERATION

The Cruise page is not active until the the climb phase transitionsto the top−of−climb (T/C). Once active, the FMC computes thetime and distance to the top−of−descent (T/D) and displays it. Fuelpredictions to the destination are also updated at this time. Whencruise wind data is entered, the prediction computations take it intoaccount.

ACT ECON CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 3 2 1 / 3 4 7 −−−−−

T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M

T U R B N 1 A C T U A L W I N D8 4 . 2 / 8 4 . 2 1 2 3 ° / 2 2F U E L A T K M E M

1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>

CRZ ALT − displays the cruise altitude entered on the PERF INITpage and may be overwritten within the constraints of the airplane.

When the the cruise phase is active (ACT displayed in title line),and cruise altitude is changed, the display automatically changes tothe CRZ CLB page to perform a step climb or CRZ DES for a stepdescent.

OPT/MAX − displays the FMC computed optimum and maximumcruise altitude based on weight, wind, fuel, flight distance, and per-formance data.

TGT SPD − displays the current FMC computed target speed.Manual entries may be made in ether CAS or MACH value. Whenthe CRZ page is active, the target speed is highlighted and this isthe FMC speed used. Valid ranges are 100 to 400 CAS or 0.40 to0.82 MACH. Target speed displays (speed)/HOLD when decelerat-ing to a holding speed prior to entering the hold.

TURB N1 − displays the computed turbulence penetration N1 forcurrent entries. This is for reference only.

FUEL AT − displays the estimated remaining fuel weight at thedestination.

− Blank if a destination was not entered on the RTE page.

− Changes to the flight plan or wind data will cause the FMC torecompute this value.

2−134 TDM 2213

− Recomputed for a step climb. Prior to the step point, the dis-played fuel weight estimate is preceded by W/STEP.

TO T/D − displays the computed distance to the top−of−descentpoint and the estimated time of arrival.

Step Climb and Step Descent.

While the cruise segment of the flight plan is active, the step func-tion is enabled to allow altitude changes while in climb.

Entering a new altitude, above or below the current cruise altitude,displays the step point, the fuel advisory prediction, and fuel re-maining at destination prediction.

The RTA prompt (LSK 6R) changes to an ERASE prompt when anew CRZ ALT is entered.

STEP − allows a change in altitude to be planned while the CRZpage is active. Entering a new attitude in STEP causes the FMCto recompute fuel estimates, and indicates a penalty or savings atline 4R.

ACT ECON CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 3 2 1 / 3 4 7 F L 3 4�

T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M

T U R B N 1 A C T U A L W I N D8 4 . 2 / 8 4 . 2 1 2 3 ° / 2 2F U E L A T K M E M P E N A L T Y

1� . � � . 5%−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>

− Only displayed on ACT cruise page. Header and dash promptare blank prior to the cruise phase.

NOTEThe prompt is again blanked when the airplane is closer

than 100 nm from the top−of−descent (T/D) point.

− Entering an altitude above the airplanes maximum altitude dis-plays the error message INVALID ENTRY.

2−135 TDM 2213

− Entering an altitude above the MCP altitude but below the MAXaltitude displays the message RESET MCP ALT.

− Entering an altitude below the airplanes maximum altitude andabove the MAX altitude on the CRZ page displays the mes-sage MAX ALT (altitude).

STEP POINT − displays the point at which the predictions for fueladvisory and fuel remaining at destination predictions were com-puted from.

− Step climb:

− When PPOS is greater than 100 nm from the T/D, the ETAand distance to the step point are displayed.

− When PPOS is greater than 100 nm from the T/D, and afterthe step point, NOW is displayed.

− If the step point is closer than 100 nm from the T/D, UN-ABLE is displayed.

− Step descent:

− Displays NOW and assumes an immediate descent to thenew cruise altitude and uses PPOS for the fuel advisoryand fuel remaining at destination predictions.

ACTUAL WIND (3R) − displays the current wind information used inthe fuel predictions. If desired, other wind data may be entered.The header changes to EST WIND for manual entries and revertsback when deleted or a new altitude is entered and executed.

Fuel advisory (4R) − after a new altitude is entered into STEP (LSK1R, the FMC predicts fuel usage from the step point (PPOS if NOWis displayed) to the destination, flying the same route with the newcruise altitude.

− SAVINGS − displayed when a fuel savings is predicted.

− PENALTY − displayed if the altitude change is predicted to usemore fuel than is currently predicted for the active flight plan.

FUEL AT − displays the predicted fuel quantity remaining when theairplane has landed on the runway. Prior to executing a stepchange, the indication includes W/STEP to show the prediction in-cludes the proposed change.

ERASE (6R) − the RTA prompt normally displayed is changed to anERASE prompt whenever a new altitude is entered into the STEP.Selecting the ERASE prompt will back out the changes and restorethe page to the ACT CRZ page prior to pressing the EXEC button.

RTA (6R) − displayed on the active cruise page to select an RTApoint.

2−136 TDM 2213

To view the results of a desired change in the cruise altitude, enterthe new altitude and select it to the STEP DASH prompt (LSK 1R).The results will be displayed in a few seconds.

ACT ECON CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 3 2 1 / 3 4 7 F L 3 4�

T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M

T U R B N 1 A C T U A L W I N D8 4 . 2 / 8 4 . 2 1 2 3 ° / 2 2F U E L A T K M E M P E N A L T Y

1� . � � . 5%−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>


T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>F L 3 4�

F 3

SEE CLB CRZ PAGE TO

L 4 �

INCORPORATE THECHANGE

To incorporate the change indicated by the step refer to:

− CRZ CLB for altitudes above the current cruise altitude.

− CRZ DES for altitudes below the current cruise altitude.

2−137 TDM 2213

ENGINE OUT CRZ

The Engine Out Cruise mode is an advisory cruise display providingrecommended cruise altitude and speed. When the ENG OUTprompt is selected (LSK 5R), a MOD flight plan is not generatedand the EXEC annunciator does not light. The computed maximumaltitude, speed, and continuous N1 may be manually entered intothe active cruise page to facilitate the engine out condition.


T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>

ENG OUT CRZ 1 / 1C R Z A L T M A X A L T

FL 3 2� 1�7�6E N G O U T S P D

2 6 3 K TC O N N 19 8 . 5%

−−−−−−−−−−−−−−−−−−−−−−−−<LT ENG OUT RT ENG OUT


T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−<LT ENG OUT RT ENG OUT >

2−138 TDM 2213

Access the engine out cruise page via the ENG OUT prompt (LSK5R) on the active cruise page. Select the left engine (LSK 4L) orright engine (LSK 4R) to view the appropriate parameters.

To return to the active cruise page;

− Press CRZ key (CDU or MCDU).

− Press VNAV key (FANS MCDU).

2−139 TDM 2213

MANUAL SPEED CRZ

The Manual Speed Cruise mode is entered when a speed target isentered into TGT SPD (2L). Speed entries are performance limitedwhich may result in a different speed displayed than was entered.The title line will display the entered speed even though the FMCinserted a performance limited speed at 2L, and will follow the for-mat (CAS/MACH) as entered.


T G T S P D T O T / D.78 3 1 5 2 6 . 1 Z / 1 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>. 6

. 6

MOD M . 6�� CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 2 7 5 / 2 8 5 −−−−−

T G T S P D T O T / D.63 6 1 5 2 6 . 1 Z / 1 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC ERASE>M I N MACH . 636

EXEC

SELECT LSK6RTO CANCELTHE MOD

SELECT EXECUTE BUTTONTO ACCEPT THE MOD

When the entered speed is below the minimum required cruisespeed, the message MIN MACH or MIN CAS message is displayedin the scratchpad. If the entered speed is above the maximumspeed, the message MIN MACH or MIN CAS message is dis-

2−140 TDM 2213

played in the scratchpad. In both cases, the message will includethe performance limited value inserted into TGT SPD.

2−141/(2−142 blank) TDM 2213

LRC CRZ

The Long Range Cruise page computes and uses the best econo-mypredicted target speed from PPOS to T/D.

ACT LRC CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 3 2 1 / 3 4 7 −−−−−

T G T S P D T O T / D.77 3 1 7 2 6 . 1 Z / 1 1 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−<ECON ENG OUT >

RTA>

The data fields are the same as for ECON CRZ.

2−143/(2−144 blank) TDM 2213

RTA CRZ

The RTA cruise page allows an RTA to be entered along the flightpath. The turbulence N1 is replaced with the RTA time error indica-tor to allow monitoring the progress without changing pages.

Anytime an RTA is placed on a waypoint along the path, the CRZpage is set to an RTA CRZ page.

ACT RTA CRZ 1 / 1C R Z A L T O P T / M A XFL 3 2� F L 3 2 1 / 3 4 7

T G T S P D T O T / D.78 3 1 7 2 6 . 1 Z / 1 1 5 3 N M

T I M E E R R O R A C T U A L W I N DON T IME 1 2 3 ° / 2 2

F U E L A T K M E M1� . 2

−−−−−−−−−−−−−−−−−−−−−−−−ENG OUT >

<LRC RTA>

The RTA prompt (LSK 6R) provides a direct link to the RTA PROG-RESS page to help save keyboard strokes.

2−145/(2−146 blank) TDM 2213


When the speed/altitude intervention option is available and amanual speed change is made on the MCP, the /MCP indicatorfollows the new target speed.

− The change cannot be modified or deleted on the LCD, it mustbe changed again at the MCP.

− The change does not result in a MOD cruise page and doesnot require executing.

ACT ECON CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 3 2 1 / 3 4 7 −−−−

T G T S P D T O T / D.79 9 / MCP 1 5 2 6 . 1 Z / 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>

2−147/(2−148 blank) TDM 2213

CRUISE SPEED FORWARD PROPAGATION OPTION:

When the Cruise Speed Forward Propagation option is available, amanually entered CAS or MACH TGT SPD (LSK 2L) entered on aCRZ page is propagated onto the DES page TGT SPD to preventsudden speed changes at top−of−descent, and also allows ATCassign speeds to be rapidly entered while still in CRZ.

ACT ECON CRZ 1 / 1C R Z A L T O P T / M A X S T E PFL 3 2� F L 3 2 1 / 3 4 7 −−−−

T G T S P D T O T / D.79 9 1 5 2 6 . 1 Z / 3 3 N M


1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>

When the CRZ mode is changed on any CRZ page, the descentmode is also chnaged on the DES page.

2−149 TDM 2213

PROGRESS

The Progress pages provide current status as well as predictedRTA status from the history waypoint to the end of the flight.

PAGE ACCESS

− Press PROG key anytime.

− Select the RTA prompt (LSK 6R) on any climb, cruise, or de-scent pages

The history waypoint (line 1) provides the altitude, the actual timeof arrival, and the available fuel quantity at that time.

The active waypoint, next waypoint, and destination are displayedin lines 2 through 4, with the active waypoint highlighted (line 2).These provide the distance−to−go from PPOS, the estimated timeof arrival and the estimated fuel remaining.

PROGRESS 1 / 4

F R O M A L T A T A F U E L

H BU F L 3 2 � 1 5 3 � Z 1 5 . 48 2 ° D T G E T A F U E L

E LWAY 2 5 1 5 3 8 Z 1 5 . 28 4 °

F SHER 1 � 4 1 5 4 9 Z 1 4 . 7

KMEM 8 6 8 1 7 3 � Z 1 � . 2T O T / D F U E L Q T Y

1 7 � 9 Z / 7 5 5 N M 1 5 . 3W I N D

� 9 1 ° / 2 K T NAV S T A TUS >

Line 5 displays status for key events.

• Step−To points

• Top−of−climb

• Top−of−descent

• End−of−descent

2−150 TDM 2213

Page 2 displays wind and position status.

PROGRESS 2 / 4

H E A D W I N D C R O S S W I N D

9 K T L 7 K T

W I N D S A T / I S A D E V

� 9 1 ° / 2 − 4 8 ° C / + � � ° CX T K E R R O R

R � . � 1 N M

T A S

4 5 6 K T

Page 3 is used to enter a waypoint and generate an RTA reference.

RT A PROGRESS 3 / 4

R T A W P T

− − − − − −

− − − − − − − − − − − − − − − − − − − − − − −< L I M I T S

2−151/(2−152 blank) TDM 2213

Page 4 displays RNAV status and allows manual entry of RNP atLSK 2L.

RNP values entered on this page are propagated to other pagesdisplaying RNP/ANP values.

During descent line 3R displays the vertical deviation (not shown)

RNP PROGRESS 4 / 4

7 � ° 4 6 N M

E LWAY . 7 8 2 / F L 3 2 �

R N P / A C T U A L

2 . � � / � . � 9 N M

X T K E R R O R

R � . � 1 N M

R N P − − A P P R O A C H − − − − − − − − − −� . 5 � N M

Only the RNP at line 2 may be altered.

FMC RNP values are displayed in small font, while manual entriesare displayed in large font.

2−153 TDM 2213

DETAILED OPERATION

The Progress pages display navigation and time requirements forkey event points of the flight. This is a status page so few entriesare permitted, however, changes made on other pages are immedi-ately updated on these pages.

As each waypoint in the route is sequenced, the queue on page 1moves up a position.

Page 1 − Flight plan progress status.

PROGRESS 1 / 4



E LWAY 2 5 1 5 3 8 Z 1 5 . 28 4 °

F SHER 1 � 4 1 5 4 9 Z 1 4 . 7


1 7 � 9 Z / 7 5 5 N M 1 5 . 3W I N D

� 9 1 ° / 2 K T NAV S T A TUS >

Line 1:

− Reserved for the last history waypoint sequenced.

− ALT − displays the altitude at the time the waypoint wassequenced.

− ATA − displays the actual time−of−arrival at the waypoint.

− FUEL − displays the fuel quantity remaining when the way-point was sequenced.

NOTEThis is the only page that maintains a waypoint for history. It is

for information only and cannot be referenced anywhere else.

2−154 TDM 2213

LINES 2 through 4:

− Line 2 is reserved for the current go−to waypoint in the routeand is highlighted.

− line 3 is reserved for the next waypoint in the route to be se-quenced.

− Line 4 is reserved for the destination airport in the route.

Lines 2 through 4 provide the following information for each way-point:

− DTG − the distance−to−go is listed in nautical miles.

− ETA − displays the FMC computed estimated time−of−arrival tothe indicated waypoint.

− FUEL − displays the predicted fuel quantity remaining at theindicated waypoint.

NOTEWhen a heading is associated with a waypoint, it will be shown

immediately below that waypoint.

LINE 5:

Line 5 shows the computed ETA and distance to the event speci-fied in the line header. Events listed in this line are:

• Top−of−climb

• Top−of−descent

• End−of−descent

• Step points

FUEL QTY − displays the current fuel quantity obtained from theFQIS.

LINE 6:

Line 6 will display the current wind direction and speed if entered.

2−155 TDM 2213

Page 2

Displays current wind and tracking information.

PROGRESS 2 / 4

H E A D W I N D C R O S S W I N D

9 K T L 7 K T

W I N D S A T / I S A D E V

� 9 1 ° / 2 − 4 8 ° C / + � � ° CX T K E R R O R

R � . � 1 N M

T A S

4 5 6 K T

Line 1:

− Left side − displays HEADWIND or TAILWIND in knots.

− Right side − displays the crosswind in knots and specifies thedirection (L or R).

Line 2:

− Left side − displays the cruise wind direction and speed if en-tered.

− Right side − displays SAT and equivalent ISA deviation.

− If SAT is not entered, OAT is displayed.

− Field is blank when on the ground or the airplane is notequipped with an aspirated TAT probe.

Line 3:

− Left side − displays the current crosstrack error from the de-sired track shown on the ND. When the distance is zero, adirection (L or R) is not displayed.

Line 4, right side − displays the current TAS.

2−156 TDM 2213

Page 3

The RTA PROGRESS page is where the RTA function is enabled.When the RTA prompt on any page is selected, the RTA PROG-RESS page is displayed. Select a waypoint from another page(i.e., RTE LEGS page) or manually enter the waypoint into thescratch pad. Select the waypoint to the RTA WPT line (LSK 1L).Select the ERASE prompt (LSK 6L) to remove the change or exe-cute the change to incorporate it into the active flight plan. Onceexecuted, all flight mode pages reflect the active RTA function inthe title line for the page and the RTA PROGRESS page showsACT in the title line.

RTA PROGRESS 3 / 4R T A W P T

−−−−−−

−−−−−−−−−−−−−−−−−−−−−−−−<L IMI TSIGLOO

I G L O O

EXEC

SELECT LSK6L

MOD RTA PROGRESS 3 / 4R T A W P T R T A

IGLOO −−−−−− ZR T A S P D T I M E E R R O R

/ .S P D / R E S T G M T

−−− / −−−−− 1 2 4 2 : �9 ZD I S T −− T O I G L O O −− A L T / E T A

N M : ZF I R S T −−R T A W I N D OW−−− L A S T

: Z : Z−−−−−−−−−−−−−−−−−−−−−−−−<ERASE

TO BACK OUT CHANGEOR

INCORPORATEINTO FLIGHT PLAN

AND SHOW PREDICTIONS

2−157 TDM 2213

ACT RTA PROGRESS 3 / 4R T A W P T R T A

IGLOO 1 7�7 : 4 1 ZR T A S P D T I M E E R R O R

. 7 8 1 ON T I MEG M T

1 5 3 1 : 2 9 ZD I S T −− T O I G L O O −− A L T / E T A

7�6 N M F L 3 2� / 1 7�7 : 4 1 ZF I R S T −−R T A W I N D OW−−− L A S T1 7�5�1 Z 1 7 2 2 : 4 1 Z−−−−−−−−−−−−−−−−−−−−−−−−<L IMI TS

After execution all parameters and status are completed. Otherflight plan pages are now updated to supply the RTA status onthem and page titles are updated to include the active RTA sched-ule.

To remove an active RTA schedule, press the DEL key and select

the RTA WPT (LSK 1L). The RTA PROGRESS page again showsthe modification status, the ERASE prompt replaces the LIMITSprompt and the EXEC annunciator on the keyboard lights. Execut-ing the deletion removes the RTA schedule from all pages (doesnot remove the waypoint from the flight plan).

Page 4

Displays RNP information related to the flight. Only the RNP/AC-TUAL line may be altered on this page. All other changeable infor-mation must be made on other pages.

RNP PROGRESS 4 / 4

8 4 ° 4 6 N M

F SHER . 7 8 2 / F L 3 2 �

R N P / A C T U A L

2 . � � / � . � 9 N M

X T K E R R O R

R � . � 1 N M

R N P − − A P P R O A C H − − − − − − − − − −� . 5 � N M

2−158 TDM 2213

The first line displays the go−to waypoint from the active flight plan(RTE LEGS page line 1). When a heading is associated with thatwaypoint, it is displayed above it along with the FMC computeddistance to go. The current FMC speed and altitude is also pro-vided.

Leg info (i.e., OFFSET, BYPASS, GP angle) is also displayedabove the flight level when applicable.

RNP/ACTUAL − displays the current FMC RNP/ANP values. TheRNP may be overwritten (manual entries are displayed in largefont) and affects the approach RNP value. The RNP value dis-played is selected from the performance defaults database (envi-ronment default) if not specified in the navigation database.

XTK ERROR − displays the current crosstrack error from the de-sired track shown on the ND display. When the value is zero, adirection (L or R) is not displayed.

Approach RNP − displays the current lowest applicable navigationdatabase or default RNP for the approach.

Vertical RNP − when the CDS LNAV/VNAV scales are enabled line2R displays the vertical RNP/ANP in feet for the descent and forthe approach.

RNP PROGRESS 4 / 41 1 5 ° 4 6 N M

COCKO 2 9 2 / F L 2 5�R N P / A C T U A L V E R T R N P / A N P

2 . � � / � . � 9 N M 1�� / 8 � F TX T K E R R O R

R � . �1 N M

R N P −− A P P R O A C H −− V E R T R N P� . 5 � N M 1��FT

During descent after the path is captured, the vertical deviation isdisplayed in line 3R.

2−159/(2−160 blank) TDM 2213

MANUAL RNP OPTION:

When the manual RNP option is available the RNP entries can bealtered by the flight crew.

RNP/ACTUAL − The RNP may be overwritten (manual entries aredisplayed in large font) and affects the approach RNP value in line6L. The RNP value displayed is determined as follows:

• Manual Entries

• Navigation data base assigned

• Performance defaults database (environment default)

NOTEManual entries of RNP that are greater than NDB or

PERF DB values are accepted and display themessage VERIFY RNP VALUE.

This message will also be displayed when the NDB orenvironment default changes to a smaller value

than an existing manual entry.

Approach RNP − displays the current lowest applicable navigationdatabase or default RNP for the approach when manual entrieswere not made in line 2. If an entry is made in line 2, this fieldreflects that entry.

Vertical RNP − when the CDS LNAV/VNAV scales are enabled line2R displays the vertical RNP/ANP in feet for the descent and forthe approach and may be manually changed. The vertical RNPrange is from 10 to 999 feet.

2−161/(2−162 blank) TDM 2213

GPS OPTION:

When the GPS option is used, paged 2 also displays the GPS trackfor comparison with other tracking data.

PROGRESS 2 / 4H E A DW I N D C R O S SW I N D

1 7 K T R 1 3 K TW I N D S A T / I S A D E V

1 2 3 ° / 2 2 −5 7 ° C / +�� ° CX T K E R R O R

R � . �1 N MG P S − L T R K T A S8 4 ° T 4 5 8 K T

2−163/(2−164 blank) TDM 2213

FLIGHT NUMBER OPTION:

When the flight number option is available the flight number enteredin the RTE page 3 is displayed as part of the PROGRESS pagetitle line. When a flight number has not been entered, the flightnumber portion of the title line displays dashes.

CH I L L USA PROGRESS 1 / 4



E LWAY 2 5 1 5 3 8 Z 1 5 . 28 4 °

F SHER 1 � 4 1 5 4 9 Z 1 4 . 7


1 7 � 9 Z / 7 5 5 N M 1 5 . 3W I N D

� 9 1 ° / 2 K T NAV S T A TUS >

The flight number may be up to eight characters in length.

2−165/(2−166 blank) TDM 2213

APPROACH REF

The Approach Reference page allows the approach to be pre−planned during cruise.

PAGE ACCESS

− Press INITREF key.

− INIT/REF INDEX page APPROACH prompt (LSK 5L)

APPROACH RE F 1 / 1

G R O S S W T F L A P S V R E F

7 4 . 8 1 5 ° 1 5 5 K T

3 � ° 1 4 9 K T

K M E M 3 6 R

9 � � � F T 2 7 4 3 M 4 � ° 1 4 6 K T

I L S 3 6 R / C R S F L A P / S P D

1 1 � . 5 � I T S E / 3 5 8 ° 4 � / 1 4 6W I N D C O R R

+ � 5 K T

− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

Destination airport approach reference information is displayed.

Displayed information includes:

• Gross weight − Box prompts are displayed if computed grossweight is invalid.

• Landing Reference

• Runway length (when a runway is entered into the flight planand the length is contained in the navigation database).

• ILS approach procedure navaid data.

• VREF increment for the landing flaps target speed.

• ILS front course.

2−167 TDM 2213

DETAILED OPERATION

The Approach Reference page displays the FMC computed landingreference speed, the runway length from the navigation data base,and the selected approach identifier.

This page should be used while in cruise to select the intendedFLAP/SPD for landing.

APPROACH RE F 1 / 1


7 4 . 8 1 5 ° 1 5 5 K T

3 � ° 1 4 9 K T

K M E M 3 6 R

9 � � � F T 2 7 4 3 M 4 � ° 1 4 6 K T


1 1 � . 5 � I T S E / 3 5 8 ° − − / − − −W I N D C O R R

+ � 5 K T

− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

GROSS WT − displays the current FMC computed gross weight.To estimate landing speeds, a gross weight may be entered and theresulting landing speed can be checked. The gross weight andlanding speed calculations revert to FMC computed values whenexiting this page. The box prompt is displayed if the computedvalue is not valid.

FLAPS and VREF − displays flaps detent (maximum of three) usedto compute the corresponding values of VREF speeds. The ap-proach speed for each flaps position is computed based on thecurrent gross weight.

RUNWAY LENGTH (line 3) − displays the runway length wheneverthe runway is specified in the active flight plan and the length iscontained in the navigation database. The header displays theairport and runway identifier.

APPROACH (line 4) − when a localizer−based or GLS−based ap-proach is selected in the active flight plan, the header line displaysthe approach type to the selected runway, and the data line dis-plays the frequency or channel, the approach identifier, and thecourse. This header and data field are blank until an ILS/GLSbased approach is entered into the flight plan.

2−168 TDM 2213

CRS displays the ILS/GLS based approach front course. When thecourse is referenced to true north, the suffix “T” is added.

FLAP/SPD − allows entry of the desired landing flaps and speed forlanding while in the air.

To select a default flaps setting and use the FMC computed speed,use the current gross weight minus the projected fuel remainingweight at the destination from the PROGRESS page to obtain anestimated gross weight. Enter this into GROSS WT (LSK 1L).VREF will be re−computed. This may be treated as advisory onlyor can be used as a manual entry. To enter the FLAP/SPD selec-tion, double−click the desired FLAPS and VREF (LSK 1R, 2R, or3R). The manually entered GROSS WT is reset to the FMC cur-rent computed weight when leaving the page.

To manually enter a flap/speed setting other than the displayeddefault FLAPS and VREF, enter the desired settings into thescratchpad and select it to FLAP/SPD.

• Valid flaps settings are 0, 1, 2, 5, 10, 15, 25, 30, and 40.

• Valid speed settings are to be in the displayed VREF range.

• Deleting the entry returns the display to a dash prompt.

• When FLAPS/SPD is a dash prompt, both must be entered.Entering just FLAPS or just SPD results in the message IN-VALID ENTRY being displayed in the scratchpad.

WIND CORR − the wind correction defaults to +5 knots which isadded to the VREF speeds displayed in 1R, 2R, and 3R to obtainthe block speeds for each flaps setting. The valid range for entryis 0 to 20 knots (always positive).

2−169/(2−170 blank) TDM 2213

QFE ALTITUDE REFERENCE OPTION:

The QFE altitude reference option provides a toggle to allow selec-tion of the reference table used for the approach. The referencetable selection is highlighted.

APPROACH RE F 1 / 1


7 4 . 8 1 5 ° 1 5 5 K T

L A N D I N G R E F

<Q F E / Q N H 3 � ° 1 4 9 K T

K M E M 3 6 R

9 � � � F T 2 7 4 3 M 4 � ° 1 4 6 K T


1 1 � . 5 � I T S E / 3 5 8 ° − − / − − −W I N D C O R R

+ � 5 K T

− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

Selection is made using LSK 2L as a toggle to switch back andforth. The reference selected on the TAKEOFF REF page is propa-gated to this page.

2−171 TDM 2213

INTEGRATED APPROACH NNAVIGATION OPTION:

When the IAN option is available, the crew can select a precisionor a non−precision approach into the flight plan and set up theapproach curing cruise.

IAN OPTION ENABLED AND A PRECISION APPROACH SELECTED

APPROACH RE F 1 / 1


7 4 . 8 1 5 ° 1 5 5 K T

L A N D I N G R E F

<Q F E / Q N H 3 � ° 1 4 9 K T

K M E M 3 6 R

9 � � � F T 2 7 4 3 M 4 � ° 1 4 6 K T


1 1 � . 5 � I T S E / 3 5 8 ° − − / − − −G / S W I N D C O R R

<ON / O F F + � 5 K T

− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

IAN OPTION ENABLED AND A NON−PRECISION APPROACH SELECTED

APPROACH RE F 1 / 1


7 4 . 8 1 5 ° 1 5 5 K T

L A N D I N G R E F

< Q F E / QNH 3 � ° 1 4 9 K T

K M E M � 9

8 9 2 3 F T 2 7 1 9 M 4 � ° 1 4 6 K T


1 1 � . 5 � I T S E / 3 5 8 ° − − / − − −G / S W I N D C O R R

< O N / OF F + � 5 K T

− − − − − − − − − − − − − − − − − − − − − − − −< I NDEX

QFE/QNH (LSK 2L) − when the QFE Altitude Reference option isavailable, the crew must remember to select the QNH LANDINGREF. If QFE is selected when a non−precision approach is enteredinto the flight plan, the message FMC APP MODE UNAVAIL−QFEis displayed in the scratchpad.

2−172 TDM 2213

G/S (LSK 5L) − the glide slope selection toggle is displayed whena non−localizer approach type is in the flight plan. The default isOFF. Selecting G/S ON will result in tuning error messages beingdisplayed in the scratchpad.

2−173/(2−174 blank) TDM 2213

ALTERNATE DESTINATIONS OPTION:

When the alternate destinations option is available, a prompt isdisplayed in 6R. Selecting LSK 6R displays the ALTERNATEDESTS page.

APPROACH RE F 1 / 1


7 4 . 8 1 5 ° 1 5 5 K T

3 � ° 1 4 9 K T

K M E M 3 6 R

9 � � � F T 2 7 4 3 M 4 � ° 1 4 6 K T


1 1 � . 5 � I T S E / 3 5 8 ° − − / − − −W I N D C O R R

+ � 5 K T

− − − − − − − − − − − − − − − − − − − − − − − −

2−175/(2−176 blank) TDM 2213

DES FORECASTS

The Descent Forecasts page enables the pilot to enter descentwind data to more accurately define the descent path and allow forvarying conditions. The DES FORECASTS page becomes activewhen the vertical flight plan is active.

PAGE ACCESS

− Any DES or CRZ DES page FORECASTS prompt (LSK 6L).

ACT DES FORECAS T S 1 / 1

T R A N S L V L T A I O N / O F F

F L 1 8 � − − − − − / − − − − −C A B I N R A T E I S A D E V / Q N H

4 8 � F P M − − − ° C / − − − − −A L T − − − − −W I N D − − − − D I R / S P D

− − − − − − − − ° / − − − K T

− − − − − − − − ° / − − − K T

− − − − − − − − ° / − − − K T

Entries may be made in any field displaying the DASH prompt.

Cabin rate is the computed rate. Entry or deletion is not allowed.

2−177 TDM 2213

DETAILED OPERATION

MOD DES FORECASTS 1 / 1T R A N S L V L T A I O N / O F F

F L 1 8� − − − − − / − − − − −C A B I N R A T E I S A D E V / Q N H

4 8� F P M 1� ° C / 1�2 4A L T − − − − −W I N D − − − − D I R / S P D

5�� 1 3� ° / 2 9 K T

− − − − − − − − ° / − − − K T

− − − − − − − − ° / − − − K T

ERASE>




5�� − − − ° / − − − K T

− − − − − − − − ° / − − − K T

− − − − − − − − ° / − − − K T

ERASE>1 3� / 2 9

ACT DES FORECASTS 1 / 1T R A N S L V L T A I O N / O F F



− − − − − − − − ° / − − − K T

− − − − − − − − ° / − − − K T

− − − − − − − − ° / − − − K T

5��

Enter the desired altitude intothe scratchpad.

05 0 0

1 3 0 / 2 9

Enter known windd a t a i n t o t h escratchpad.

Then press LSK 3Lt o t r a n s f e r t h escratchpad to ALT.

Then press LSK 3Rt o t r a n s f e r t h escratchpad to DIR/SPD.

Press LSK 6R to back out changes.

or

Press EXECute to activate the changes.

2−178 TDM 2213

TRANS LVL − displays the transition level for decent planning level.

CABIN RATE − displays the computed rate of descent.

TAI ON/OFF − displays the start/stop altitude levels that anti-ice isexpected to be used. This helps the FMCS account for additionalhigh idle thrust required over the normal decent idle throttle setting.

ISA DEV − displays the manually entered value to be used fordescent path construction.

QNH − displays value of QNH entered above the transition level toprovide compensation for the differences between pressure andtrue altitudes. QNH may be entered in inches of mercury or inmillibars.

LINES 3 through 5 − Allows entries of altitude, wind direction, andwind speed. Valid entries are sequenced from highest (line 3) tolowest (line 5) altitude and must be more than 100 feet apart.Incomplete entries are automatically deleted after leaving the page.Manually deleting an altitude will delete the corresponding winddata.

2−179/(2−180 blank) TDM 2213

DES

DESCENT

The Descent page displays the current planned descent parametersand allows selection of different modes. The information is auto-matically updated as the flight progresses and changes are made tothe route. This page also provides access to the descent forecastswind data when it is available for the descent legs in the flight plan.

An early descent may be initiated by using the DES NOW prompt.

PAGE ACCESS

− Press DES Key

− Press VNAV key when descent is the active performance

mode (FANS MCDU ONLY)

− Press NEXTPAGE key from CRZ page (FANS MCDU)

− Press PREVPAGE key from CLB page (FANS MCDU)

− Automatically displayed at top of descent when the followingconditions are present:

− An active CRZ page is displayed

− Path descent mode is available

− MCP altitude is set below cruise altitude

− CRZ DES page PLANNED DES prompt (LSK 5R)

ECON PA TH DES 1 / 1

E / D A L T A T R W 3 6 R

3 9 1 1 5 2 / 3 9 1T G T S P D T O T / D

. 7 8 3 / 2 7 � 1 4 � 3 . 1 Z / 9 1 7 N M

S P D R E S T W P T / A L T

2 4 � / 1 � � � � RW3 6 R / 3 9 1F P A V / B V / S

� . � � . 3 3 4 7− − − − − − − − − − − − − − − − − − − − − − − −

SPEED>

< FORECAS T DES NOW>

(PRIOR TO DESCENT)

2−181 TDM 2213

DETAILED OPERATION

Flight plan modifications entered and executed during the activedescent result in the FMC flying the old flight plan until it completespath predictions for the new plan. The FMC will fly the old flightplan for no more than 60 seconds while waiting for the new pathpredictions. If after 60 seconds, predictions for the new plan havenot been completed, VNAV disengages. This operation protectsagainst possible violations of new plan constraints. Failure to com-plete path predictions within allotted time can be a result of multiplebypasses in descent or insufficient time between crew-entered mod-ifications.

There are two types of descent; path descent (PATH DES) andairmass descent (SPD DES). In a path descent, the FMC controlspitch to fly the airplane along an altitude profile (path) based uponflight plan and altitude restrictions. Using the speed brake or thethrottle, the pilot controls speed to the FMC-generated target air-speed displayed on the airspeed indicator. The path predictionsare based on either an FMC-generated economy speed (ECON) ora manually entered speed, either of which can be preplaned.

The descent page is displayed automatically when the current dis-play is a CRZ page and T/D is transitioned. Five miles prior to T/D,a RESET MCP ALTITUDE message is displayed in scratchpad ifthe MCP altitude is not dialed down.

Path descent data such as vertical deviation (VERT DEV), verticalbearing (V/B), and vertical speed (V/S) are not available unlessthere is a waypoint in the descent path prior to any discontinuitieswith an associated AT altitude constraint.

ECON PA TH DES 1 / 1

E / D A L T A T R W 3 6 R

3 9 1 1 5 2 / 3 9 1T G T S P D T O T / D

. 7 8 3 / 2 7 � 1 4 � 3 . 1 Z / 9 1 7 N M

S P D R E S T W P T / A L T

2 4 � / 1 � � � � RW3 6 R / 3 9 1F P A V / B V / S

� . � � . 3 3 4 7− − − − − − − − − − − − − − − − − − − − − − − −

SPEED>

< FORECAS T DES NOW>

Planned descent during cruise

2−182 TDM 2213

E/D ALT − the end of decent altitude is the altitude constraint or thepredicted altitude of the last waypoint in the descent path. Whena disconinuity exist in the flight plan between the airplane and theend of descent waypoint, VNAV remains engaged, and the FMCflys a great circle path across the discontinuity. E/D ALT is blankwhen a descent path is not entered into the active flight plan.

TGT SPD − displays the computed descent MACH/CAS schedule.While descent is active (ACT), the governing speed (MACH orCAS) is highlighted.

The speeds displayed for the ECON PATH DES are computed bythe FMC according to the entered cost index (CI) on the PERF INITpage. Valid range is:

− CAS − 100 to 340 knots

− MACH − 0.40 to 0.82

SPD REST − displays speed restrictions in the descent path ac-cording to the following rules:

− When speed restrictions are not in the active flight plan, thedestination airport speed restriction minus 10 knots will be dis-played.

− When speed restrictions are in the active flight plan, the mostrestrictive is selected according to the following guidelines:

• Destination airport restriction minus 10 knots

• Any waypoint restriction that is greater than 210 knots

• Minimum flaps up operating speed

− When the flaps are extended, the appropriate flaps speed isdisplayed and identified by “/FLAPS” following the speed.

− When decelerating to a hold speed prior to the hold entrypoint, the hold speed is displayed and identified by “/HOLD”.

NOTEHold and flaps speed restrictions can not be deleted.

The speed restriction is highlighted when it is the governing speed.

VERT DEV − the vertical deviation is displayed during the descentwhen a path descent is in the active flight plan. The indication is

2−183 TDM 2213

the airplane vertical position in feet above or below the intendedpath. This field is blank when the descent is not active or whenother than a path descent is planned (or not loaded into the activeflight plan).

AT (1R) − displays the next waypoint in the descent path that con-tains altitude/speed restrictions and/or constraints. The headercontains the waypoint identifier and the data line displays the re-striction/constraint. When a PATH descent is selected and a pathis not in the flight plan, this header and data field are blanked.

TO (2R) − displays different information depending on the wherethe airplane is at in the flight plan.

− Prior to the descent being activated, the display is TO T/D andprovides the ETA and DTG.

− When an early descent is initiated (selecting the DES NOWprompt (LSK 6R)) the display is TO T/D and provides the ETAand DTG for the original top−of−descent point. After passingthe original top−of−descent, one of the following, which everoccurs first in the flight plan, is displayed:

− TO XXXXX − displays the ETA and DTG to the first way-point along the path that contains an altitude constraint.

− TO T/D−XXXXX − an intermediate top−of−descent point.

WPT/ALT − displays a waypoint and altitude as follows:

− Default is the waypoint and restriction displayed at LSK 1R.

− If the constraint is a window, The highest is displayed untilreached, then the lowest is displayed.

− The crew can manually enter a runway from the active flightplan destination airport. The altitude is automatically displayedfrom the LEGS page unless manully entered.

− Displays the dash prompt when an AT waypoint is not dis-played (LSK 1R) and a manual altitude entry has not beenmade.

FPA − displays the continuous instantaneous flight path angle dur-ing CRZ and DES. The FPA is computed based on current groundspeeds and vertical speeds. During CLB the header remains dis-played but the data field is blank.

V/B − the vertical bearing is the FMC computed V/B referenced tothe ground, and is based on PPOS and the waypoint/altitude dis-played in WPT/ALT (3R). The range is 0.0 to 9.9, and 10 to 90degrees. When LSK 3R is a dash prompt, this data line is blanked.

2−184 TDM 2213

V/S − vertical speed is the FMC computed V/S recommendation inFPM to maintain the airplane V/B displayed. The range is 0 to9999 fpm. When LSK 3R is a dash prompt, this data line isblanked.

NOTEV/S will not display greater than 9999 fpm

even if the required rate is 10,000 or greater.

SPEED/PATH prompt (5R) − this prompt toggles between the twodescent modes. PATH DES pages display the SPEED prompt,SPD DES pages display the PATH prompt.

The SPEED prompt is not displayed when the active leg is a STARor when the approach transition leg has a vertical angle.

ECON PATH DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 2 / 3 9 1T G T S P D T O T / D

. 7 8 3 / 2 6 9 1 4�3 . 1 Z 9 1 7 N MS P D R E S T W P T / A L T

2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 4 3 5�

−−−−−−−−−−−−−−−−−−−−−−−−SPEED>

<FORECAST DES NOW>

ECON SPD DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 2 / 3 9 1T G T S P D T O T / D


2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 4 3 5 5

−−−−−−−−−−−−−−−−−−−−−−−−PATH>

<FORECAST DES NOW>

Initiating an early descent can be performed by selecting the DESNOW prompt (LSK 6R) and pressing the EXEC button to activatethe MOD.

2−185/(2−186 blank) TDM 2213

MANUAL PATH/SPEED DESCENT

The Manual Path or Speed Descents are initiated by entering atarget MACH, speed, or MACH/speed schedule and executing theresulting MOD page. The title line will include the entered speed(in MACH or CAS format reflecting the entry). Manual entries areperformance limited. The title line will display the speed that wasentered, however, it the upper or lower limits are exceeded, theminimum or maximum speed is entered by the FMC.

M . 8�� PATH DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 1 / 3 9 1T G T S P D T O T / D

. 8�� / 2 6 9 1 4 1 3 . 1 Z 7 2 4 N MS P D R E S T W P T / A L T

2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 5 3 6 7

−−−−−−−−−−−−−−−−−−−−−−−−<ECON SPEED>

<FORECAST DES NOW>

M . 8�� SPD DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 1 / 3 9 1T G T S P D T O T / D

. 8�� / 2 6 9 1 4 1 3 . 1 Z 7 2 4 N MS P D R E S T W P T / A L T

2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 6 4 7 3

−−−−−−−−−−−−−−−−−−−−−−−−<ECON PATH>

<FORECAST DES NOW>

2−187/(2−188 blank) TDM 2213

REQUIRED TIME OF ARRIVAL DESCENT

When an RTA is set on a waypoint within the descent path, thedescent page provides RTA status. In this example, the RTA is setat the runway.

RTA PATH DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 1 / 3 9 1T G T S P D T I M E E R R O R

. 7 8 1 / 2 6 9 ON T IMES P D R E S T W P T / A L T

2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 5 3 7 7

−−−−−−−−−−−−−−−−−−−−−−−−<ECON SPEED>

<FORECAST DES NOW>

2−189/(2−190 blank) TDM 2213


When the altitude/speed intervention option is available, the AT alti-tude restriction may be deleted by dialing the MCP altitude down tothe clearance altitude and pressing the altitude intervention button.

2−191/(2−192 blank) TDM 2213

COMMON VNAV OPTION

When the Common VNAV option is available, the descent pageprovides commonality with other Boeing FMS equipped aircrafttypes. VNAV SPD is then used as the speed on elevator mode forover−speed reversions, and VNAV will remain engaged under theseconditions.

ECON DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 2 / 3 9 1T G T S P D T O T / D


2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 4 3 5 5

−−−−−−−−−−−−−−−−−−−−−−−−SPEED>

<FORECAST DES NOW>

ACT 2 6 9KT DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 2 / 3 9 1T G T S P D T O T / D


2 4� / 1�� RW36R / 3 9 1F P A V / B V / S3 . � � . 4 3 5�

−−−−−−−−−−−−−−−−−−−−−−−−<ECON

<FORECAST RTA>

RTA DES 1 / 1E / D A L T A T RW 3 6 R

3 9 1 1 5 1 / 3 9 1T G T S P D T I M E E R R O R

. 7 8 1 / 2 6 9 ON T IMES P D R E S T W P T / A L T

2 4� / 1�� RW36R / 3 9 1F P A V / B V / S� . � � . 5 3 7 7

−−−−−−−−−−−−−−−−−−−−−−−−<ECON SPEED>

<FORECAST DES NOW>

2−193/(2−194 blank) TDM 2213


When the Cruise Speed Forward Propagation option is available, amanually entered CAS or MACH TGT SPD (LSK 2L) entered on aCRZ page is propagated onto the DES page TGT SPD to preventsudden speed changes at top−of−descent, and also allows ATCassign speeds to be rapidly entered while still in CRZ.

When the CRZ mode is changed on any CRZ page, the descentmode is also chnaged on the DES page.

Note that a manually entered TGT SPD entered on a DES pagedoes not propage back to the CRZ page.

2−195/(2−196 blank) TDM 2213

ALTERNATE DESTS

ALTERNATE DESTINATIONS (OPTION):

When the alternate destinations option is available, the AlternateDestinations page may be used to enter alternate airport, navaid, orwaypoint identifiers, or a list of alternates may be loaded from thenavigation data base. Displayed alternates may be selected andinserted into the flight plan.

Page 1 provides a summary list of the alternates entered or loaded,while pages 2 through 6 provide detailed information about eachalternate.

PAGE ACCESS

− APPROACH REF page ALTN DEST prompt (LSK 6R)

− INIT/REF INDEX page ALTN DEST prompt (LSK 3R)

− RTE page ALTN DEST prompt (LSK 6L)

− ALTERNATE DESTS pages 2 thru 6 INDEX prompt (LSK 6L)

ALTERNATE DESTS 1 / 6A L T N−−−−− >

−−−−− >

−−−−− >

−−−−− >

−−−−− >

NEAREST ARPTS>

NEAREST A IRPORTS 1 / 6A L T N V I A D T G E T A F U E LK7 9 D 1 6 1 4 3 7 Z 4 7 . 2 >

KDDC D 2 9 1 4 3 7 Z 4 7 . 2 >

KLOR D 3 6 1 4 3 7 Z 4 7 . 2 >

KOCK D 4 5 1 4 3 7 Z 4 7 . 2 >

�H1 D 4 6 1 4 3 7 Z 4 7 . 2 >

PREV IOUS>

The FMC determines the approach method (direct or missed ap-proach) and computes the distance, estimated time of arrival, andthe fuel quantity remaining to the alternate.

Selecting an LSK on the right will display the detailed informationfor that identifier.

2−197 TDM 2213

DETAILED OPERATION

There are two methods to obtain planning information for an airport,navaid, or waypoint that is not entered into the flight plan.

Manual entry:

On display page 1, enter an identifier into the scratchpad and selectit to one of the DASH prompts (LSK 1L through 5L). The FMC willwill display the approach method (VIA) and compute the DTG, ETA,and FUEL to the alternate. To view the detailed page, select theline using LSK 1R through 5R adjacent to the identifier data line.

ALTERNATE DESTS 1 / 6A L T N V I A D T G E T A F U E L−−−−− >

−−−−− >

−−−−− >

−−−−− >

−−−−− >

NEAREST ARPTS>KGRR

K G R R

ALTERNATE DESTS 1 / 6A L T N V I A D T G E T A F U E LKGRR D 1 5�1 1 9 5 8 Z 4� . 9 >

−−−−− >

−−−−− >

−−−−− >

−−−−− >

NEAREST ARPTS>

ALTERNATE DESTS 2 / 6A L T N V I A T R I P A L T

KGRR D IRECT F L 3 6 5D T G A C T U A L W I N D

1 5 � 1 1 1 8 ° / � 2 5E T A

1 9 5 8 ZF U E L

4� . 9

<MISSED APP

< INDEX NEAREST ARPTS>

The direct to approach is assumed to be from PPOS.

2−198 TDM 2213

The MISSED APP prompt (LSK 5L) may be selected to display theplanning information from the current destination in the flight plan tothe displayed alternate.

ALTERNATE DESTS 2 / 6A L T N V I A T R I P A L T

KGRR MISAPP F L 3 9 7D T G E S T W I N D

1 9 � 8 � � � ° / � � �

E T A K M E M − K G R R2 1�2 Z 5 1 9

F U E L3 5 . 8

<D IRECT−TO

< INDEX NEAREST ARPTS>

A new alternate identifier may be entered into the ALTN field (page1, LSK 1L thru 5L or pages 2 through 6, LSK 1L), causing theinformation to be recomputed with respect to the new identifier anddisplayed. The aircrew may also edit DTG, TRIP ALT, and ACTU-AL or EST WIND on pages 2 through 6.

Any changes made on pages 2 through 6 are reflected on page 1.

To insert the alternate into the flight plan, select the identifier, re-turn to the RTE or RTE LEGS page and select the scratchpad tothe appropriate position in the route.

The INDEX prompt (LSK 6L) on all pages 2 through 6 will returnthe display to page 1.

2−199/(2−200 blank) TDM 2213

The second method of obtaining information is through the use ofthe NEAREST ARPTS prompt (LSK 6R). This prompt initiates asearch of the navigation databases, and provides a list of the fiveclosest airports to PPOS. Identifiers are list by distance, closest tofarthest from the airplane.

NEAREST A IRPORTS 1 / 6A L T N V I A D T G E T A F U E LKFSM D 2 6 1 9 3 5 Z 4 2 . 4 >

H3 5 D 2 4 1 9 3 5 Z 4 2 . 4 >

KFYV D 3 1 1 9 3 5 Z 4 2 . 4 >

O1 1 D 3 9 1 9 3 5 Z 4 2 . 4 >

3 2A D 3 6 1 9 3 6 Z 4 2 . 4 >

PREV IOUS>

NEAREST A IRPORTS 2 / 6A L T N V I A T R I P A L T

KFSM D IRECT F L 3 6 5D T G A C T U A L W I N D

3 2 1 1 8 ° / � 2 5E T A

1 9 3 6 ZF U E L4 2 . 4

<MISSED APP

< INDEX PREV IOUS>

The NEAREST AIRPORTS page ALTN identifiers can only be se-lected.

Selecting the INDEX prompt (LSK 6L) on pages 2 through 6 returnsthe display to the NEAREST AIRPORTS page 1.

Selecting the PREVIOUS prompt (LSK 6R) returns the display toALTERNATE DESTS page 1.

2−201/(2−202 blank) TDM 2213

FIX INFO

The Fix Information page allows the crew to create waypoint fixesand waypoints from the intersection points between the flight planand selected radials or distances from known waypoints.

When a lateral offset exists in the flight plan, the title of this pagechanges to OFFSET FIX INFO, and the fix information provided isadvisory only.

PAGE ACCESS

− Press FIX key (in flight with active flight plan only).

F IX INFO 1 / 2F I X R A D / D I S F R

TXO 3 1 3 / 2 9 7R A D / D I S E T A D T G A L T−−−

−−−

−−−A B M


R A D / D I S E T A D T G A L T

Entering a fix displays fix information on the ND while in mapmode.

− The FMC computes the radial and distance from PPOS to theentered waypoint (RAD/DIS FR).

− Up to three radial/distance entries may be made into the DASHprompts.

− ABM (ABEAM) − may be selected to compute a radial anddistance from the fix waypoint to the flight path.

2−203 TDM 2213

DETAILED OPERATION

This page is operational when an active flight plan is available, andas long as an identifer is entered, the FMC computed information isdynamically updated.

Each of the two Fix Information pages provide bearing, distance,ETA, DTG, and predicted ALT from PPOS to the intersection of theradial and the active flight path, and provides a graphical represen-tion on the navigation display.

Computed azimuth is relative to magnetic north except when at thepolar regions or when the MAG/TRUE switch is set to TRUE.



MVA

FIX (LSK 1L) − after entering an identifer, the FMC computes theradial and distance from PPOS to the entered identifier (RAD/DISFR). The following rules apply to FIX entries:

− Identifiers must be in one of the navigation databases.

− Valid enetries are a maximum of 6 alphanumeric charactersincluding hyphens.

− Entries may be overwritten or DELeted.

− Airport identifiers.

− Navaid identifiers.

− Waypoint identifiers

− Runways located at the active flight plan destination airport.

The airport, navaid, or waypoint is displayed on the ND with a circlewhen the the identifer is entered into FIX, and the FMC computesthe radial and distance to the identifer (RAD/DIS FR).

2−204 TDM 2213


PGA 2 8 3 / 3 6 4R A D / D I S E T A D T G A L T−−−

−−−

−−−A B M

PGA

MVA

BABIT

RAD/ DIS (LSK 2L through LSK 4L) − entries can be a radial or adistance. The following rules apply to RAD/DIS entries:

− Valid RAD entries are 0 to 359 degrees (360 degrees is treatedand displayed as 0 degrees).

− Valid DIS enetries are 10 nm to 511 nm, and 0.1 nm to 9.9 nm.

− Slash entry rule applies when entering a distance.

− Entries may be overwritten or DELeted.

As each radial or distance is entered, the computed intersectionwith the active path is drawn on the ND. The ETA and DTG iscomputed from PPOS and displayed along with the expected alt-tiude (ALT) of the intersection point.


PGA 2 8 3 / 3 6 4R A D / D I S E T A D T G A L T�3 5 / 1 5 3 1 4 5 3 . 7 4 3 4 F L 3 2�

�6� / 2 9 7 1 5 1 5 . 9 6 0 3 F L 3 2�

3 1� / 1 5 1 1 4 2 6 . 9 2 2 5 F L 3 2�A B M

PGA

60 RAD

30 RAD

310 RAD

MVA

BABIT

2−205 TDM 2213

ABM (ABEAM) (LSK 5L) − may also be selected to compute aradial and distance from the fix waypoint to the active path.



�6� / 2 9 7 1 5 1 5 . 9 6 0 3 F L 3 2�

3 1� / 1 5 1 1 4 2 6 . 9 2 2 5 F L 3 2�A B E A M

3 5 2 / 1 1 2 1 4 4� . 1 3 5 2 F L 3 2� MVA

BABIT

PGA

60 RAD

30 RAD

310 RAD

ABEAM RAD

Any of the fix intersections may now be entered into the flight plan.Select a RAD/DIS (LSK 2L through LSK 4L) or the ABEAM (LSK5L) to the scratchpad, then select the RTE or RTE LEGS page.



�6� / 2 9 7 1 5 1 5 . 9 6 0 3 F L 3 2�

3 1� / 1 5 1 1 4 2 6 . 9 2 2 5 F L 3 2�A B E A M

3 5 2 / 1 1 2 1 4 4� . 1 3 5 2 F L 3 2�

PGA�6� . 3 / 2 9 7 . 7



�6� / 2 9 7 1 5 1 5 . 9 6 0 3 F L 3 2�

3 1� / 1 5 1 1 4 2 6 . 9 2 2 5 F L 3 2�A B E A M

3 5 2 / 1 1 2 1 4 4� . 1 3 5 2 F L 3 2�

PGA3 5 2 . 1 / 1 1 2 . 5

2−206 TDM 2213

Select the scratchpad to the desired waypoint in the route to insertthe fix point. The intersection point is inserted into the flight planas a PBD waypoint.

ACT RTE LEGS 1 / 66 4 ° 1 7 N M

BAB I T 3�2 / 6��6 3 ° 1 8 2 N M

MVA . 8 � � / F L 2 9�8 6 ° 5 9 3 N M

RZC . 8 � � / F L 2 9�9 8 ° 1 1 9 N M

IGLOO . 8 � � / F L 2 9�1 1 3 ° 3 8 N M

COCKO . 8 � � / F L 2 9�R N P / A C T U A L −−−−−−−−−−−−−

1 . �� / � . � 9 N M RTE DATA>PGA�6� . � / 2 9 6 . 6

SELECT THE FIXTO A POSITION.

PRESS EXEC

MOD RTE LEGS 1 / 66 4 ° 1 7 N M

BAB I T 3�2 / 6��6 3 ° 1 8 2 N M

MVA . 8 � � / F L 2 9�7 6 ° 5 5 2 N M

PGA�1 . 8 � � / F L 2 9�8 6 ° 4 1 N M

RZC . 8 � � / F L 2 9�9 8 ° 1 1 9 N M

IGLOO . 8 � � / F L 2 9�− − − − − − − − − − − −−−−−−−−−−−−−<ERASE RTE DATA>

ACT RTE LEGS 1 / 66 4 ° 1 7 N M

BAB I T 3�2 / 6��6 3 ° 1 8 2 N M

MVA . 8 � � / F L 2 9�7 6 ° 5 5 2 N M

PGA�1 . 8 � � / F L 2 9�8 6 ° 4 1 N M

RZC . 8 � � / F L 2 9�9 8 ° 1 1 9 N M

IGLOO . 8 � � / F L 2 9�R N P / A C T U A L −−−−−−−−−−−−−

1 . �� / � . � 9 N M RTE DATA>

MVA

BABIT

PGA

60 RAD

30 RAD

310 RAD

ABEAM RAD

PGA01

To remove the fix point and/or any radials from the navigation dis-play, return to the FIX INFO page and DELete the undesired ra-dial(s), or DELete FIX (LSK 1L) to remove them all.

2−207/(2−208 blank) TDM 2213

ADDITIONAL FIX PAGES OPTION:

When the Additional Fix Pages option is available, the crew cangenerate fix information on six fix points. The pages operate thesame.



2−209 TDM 2213

INIT/REF INDEX

The Initialization/Reference Index page provides direct access tothe most often used FMCS pages.

PAGE ACCESS

− All pages with an INDEX prompt (LSK 6L)

− Press INITREF key

On the ground.

IN I T / REF INDEX 1 / 1

< IDENT NAV DATA>

<POS MSG RECAL L >

<PERF ALTN DEST >

<TAKEOFF

<APPROACH SEL CONF IG>

<OFFSET MA INT >

In the air.

IN I T / REF INDEX 1 / 1

< IDENT NAV DATA>

<POS MSG RECAL L >

<PERF ALTN DEST >

<TAKEOFF

<APPROACH

<OFFSET NAV STATUS>

INIT/REF index page provides access to the following pages:

• IDENT

• POS INIT

• PERF INIT

• TAKEOFF REF

• APPROACH REF

• LATERAL OFFSET

2−210 TDM 2213

• NAV DATA

• REF NAV DATA

• SUPP NAV DATA(When on the ground)

NOTE: Enter SUPP in scratchpad prior to selection of NAVDATA.

• MESSAGE RECALL(airline selectable option)

• ALTN DEST(airline selectable option)

• ACARS(airline selectable option)

• NAV STATUS(When in the air)

• SEL CONFIG(When on the ground for maintenance personnel)

• MAINT(When on the ground for maintenance personnel)

2−211 TDM 2213

CRZ CLB

The Cruise Climb page allows the flight crew to initiate a climb fromthe Cruise page while in cruise. With LNAV and VNAV coupled, thetransition is performed under FMC control. This page provides ETAand distance to the new cruise altitude target.

PAGE ACCESS

− Press CLB key when cruise is the active

performance mode (CDU or MCDU)

− Press VNAV key when cruise climb is the active

performance mode (FANS MCDU)

− Press NEXTPAGE key from DES page (FANS MCDU)

− Press PREVPAGE key from CRZ page (FANS MCDU)

− Enter a higher CRZ ALT on the active cruise page

ACT CRZ C L B 1 / 1

C R Z A L T

F L 3 2 �

T G T S P D T O F L 3 4 5

. 7 8 3 2 � 2 � . 8 Z / 1 2 N M

S P D / R E S T A C T U A L W I N D

− − − / − − − − − 1 2 3 ° / 2 2− − − − − − − − − − − −< ECON

− − − − − − − − − − − −<MAX RA T E ENG OUT >

<MAX ANGL E RT A >

The information and prompts on this page are the same as the CLBpage except the N1 values are not displayed.

A speed restriction may also be entered.

2−212 TDM 2213

When an RTA exists in the flight plan, the time error to the RTAwaypoint as well as the ETA and distance to the new cruise altitudetarget are provided.

ACT RT A CRZ C L B 1 / 1

C R Z A L T T I M E E R R O R

F L 3 2 � ON T I MET G T S P D T O F L 3 4 5

. 7 8 3 2 � 2 � . 8 Z / 1 2 N M

S P D / R E S T A C T U A L W I N D

− − − / − − − − − 1 2 3 ° / 2 2− − − − − − − − − − − −< ECON

− − − − − − − − − − − −<MAX RA T E ENG OUT >

<MAX ANGL E RT A >

2−213 TDM 2213

DETAILED OPERATION

There are several methods available for setting the cruise climbmode. Regardless of the method used, the MCP altitude must bedialed at or above the desired altitude and the desired altitudeshould not exceed the FMC MAX ALT (displayed on the CRZ page)for normal ECON mode cruise.

− The easiest method is shown on the next page. While on theCRZ page, enter the new altitude into the scratchpad and se-lect it to CRZ ALT (LSK 1L).

− If the CLB button (CDU and MCDU) is pressed while cruise isactive, an inactive climb page is displayed with a BOX promptfor the CRZ ALT. Enter the new cruise altitude into the BOXprompt (LSK 1L).

Ether method results in a MOD CLB page being displayed. Pressthe EXEC button to incorporate the change. The CRZ page thenchanges to the ACT CRZ CLB page with ETA and distance to thenew cruise altitude (T/C) shown. Once the new cruise altitude isreached, the display changes back to the active CRZ page.

NOTEThe performance mode will default to the planned performance

mode. If ECON was the current mode, the FMC transitions to theactive ECON CRZ mode after the new T/C is reached.

2−214 TDM 2213


T G T S P D T O T / D. 7 9 9 1 5 2 2 . 4 Z / 3 3 N M

T U R B N 1 A C T U A L W I N D8 4 . 2 / 8 4 . 2% 1 2 3 ° / 2 2F U A L A T K M E M

1� . 2−−−−−−−−−−−−−−−−−−−−−−−−

ENG OUT >

<LRC RTA>F L 3 4 5

L 3F 4 5

MOD ECON CLB 1 / 1C R Z A L TFL 3 4 5

T G T S P D T O F L 3 4 53 3 5 / . 7 9 3 . Z / N M

S P D R E S T−−− / −−−−−−−−−−−−−−−− C L B N 1

9 8 . 5 / 9 8 . 5%−−−−−−−−−−−−

<MAX RATE ENG OUT >

<MAX ANGLE ERASE>

EXEC

ACT CRZ CLB 1 / 1C R Z A L T

FL 3 4 5T G T S P D T O F L 3 4 5

. 7 9 3 1 5 2 6 . 3 Z / 1 2 N MS P D R E S T A C T U A L W I N D

−−− / −−−−− 1 2 3 ° / 2 2−−−−−−−−−−−<ECON


<MAX ANGLE RTA>

2−215/(2−216 blank) TDM 2213


When the Cruise Speed Forward Propagation option is available, amanually entered CAS or MACH TGT SPD (LSK 2L) entered on theCRZ CLB page is propagated onto the DES page TGT SPD toprevent sudden speed changes at top−of−descent, and also allowsATC assign speeds to be rapidly entered while still in CRZ.

ACT CRZ CLB 1 / 1C R Z A L T

FL 3 4 5T G T S P D T O F L 3 4 5

. 7 9 3 1 5 2 6 . 3 Z / 1 2 N MS P D R E S T A C T U A L W I N D

−−− / −−−−− 1 2 3 ° / 2 2−−−−−−−−−−−<ECON


<MAX ANGLE RTA>

2−217/(2−218 blank) TDM 2213

CRZ DES

The Cruise Descent page allows the aircrew to initiate a descent toa lower cruise altitude under FMC control when VNAV and LNAVare coupled.

This page is automatically displayed during a missed approach ifthe DES page was displayed and the airplane is above the missedapproach cruise altitude. This allows the aircrew to rapidly enterthe new cruise altitude and descend to it under FMC control.

The descent is initiated by pressing EXEC .

For a CDU or MCDU this page is displayed as page 1 of 1. TheFANS MCDU is shown below.

PAGE ACCESS

− Entering a lower CRZ ALT on the CRZ page while in cruise.

− Press DES key when CRZ DES is active (CDU, MCDU).

− Press VNAV key when CRZ DES is active (FANS MCDU).

− CRZ page NEXTPAGE key (FANS MCDU).

− CLB page PREVPAGE key (FANS MCDU).

MOD CRZ DES 3 / 3

C R Z A L T

F L 3 1 �


. 7 8 � 1 4 4 6 . 3 Z / 1 5 N M

S P D R E S T A C T U A L W I N D

2 4 � / 1 � � � � 1 2 2 ° / 2 3S A V I N G S

1 . 3 %

− − − − − − − − − − − − − − − − − − − − − − − −P L ANNED DES >

< FORECAS T ERASE >

2−219 TDM 2213

DETAILED OPERATION

− CRZ ALT − displays the new altitude entered on the CRZ page.

• New altitude must be lower than current CRZ ALT.

• May be changed on this page.

• After EXECuting, the new altitude is propagate to all pagesdisplaying CRZ ALT.

− TGT SPD − target speed initially displays the current FMC tar-get speed. A new speed may be manually entered and will beused as the new target speed. When manually changed, thecruise mode changes to manual speed mode.

− SPD REST − displays the speed restriction for the destinationairport.

• Default restriction is 240 knots below 10,000 feet unless theNDB or custom performance DB contains a different value.

• Speed, altitude, or both may be changed.

• DELeting displays DASH prompts.

NOTEWhen decelerating to a hold speed prior to enteringthe hold, the target speed is suffixed with /HOLD.

When the target speed is restricted by a flapsposition, the target speed is suffixed with /FLAPS.

These can not be changed or deleted.

− TO (2R) − displays the ETA and distance to the new cruisealtitude transition point. If the new cruise altitude transitionpoint is after the new Top−of−Descent, the header will displayTO T/D.

− ACTUAL WIND − displays cruise wind direction and speed.When manual entry of wind data is made, the header changesto estimated wind (EST WIND).

− SAVINGS/PENALTY (4R) − displayed while page is in theMOD state. Provides an indication of the fuel usage for thenew altitude compared to the predicted usage of the originalflight plan.

2−220 TDM 2213

− PLANNED DES − displays the planned descent profile.

− ERASE/RTA (6R) − displays the ERASE prompt while in theMOD state. Selecting the ERASE prompt removes the thechanges and returns the display to the CRZ page. When MODis not displayed in the title line, the RTA prompt is displayed.Selecting the RTA prompt displays the RTA PROGRESS page.

2−221/(2−222 blank) TDM 2213


When the Altitude/Speed Intervention option is available and thespeed intervention is active, the target speed is controlled by theMCP speed and cannot be changed on this page.

CRZ DES 3 / 3

C R Z A L T

F L 3 1 �


. 7 8 � / MCP 1 4 4 6 . 3 Z / 1 5 N M

S P D R E S T A C T U A L W I N D

2 4 � / 1 � � � � 1 2 2 ° / 2 3S A V I N G S

1 . 3 %

− − − − − − − − − − − − − − − − − − − − − − − −P L ANNED DES >

< FORECAS T RT A >

2−223 TDM 2213

DIR TO/INTC LEG

(CDU Display Operation)

The Direct To a waypoint and Intercept Leg at functions allow theaircrew to rapidly alter the flight path.

The DIRECT TO function allows changing the coarse from PPOS toa specified waypoint.

The INTERCEPT LEG function allows the aircrew to specify acoarse change to intercept a leg.

PAGE ACCESS

− Press DIRINTC key with route active.

ACT RTE LEGS 1 / 66 7 ° 4 6 N M

L I N . 8�5 / F L 2 2�6 � ° 2 5 N M

MELTS . 8�5 / F L 2 6 36 3 ° 4 8 N M

SONNY . 7 7 9 / F L 3 2�6 3 ° 5 3 N M

BAB I T . 7 7 9 / F L 3 2�6 4 ° 1 7 N M

MVA . 7 7 9 / F L 3 2�D I R E C T T O−−−−−− I N T C L E G

T O

DISPLAY FOR CDU ONLY

Enter or select a waypoint to the DIRECT TO BOX prompt (LSK6L).

− If the designated DIRECT TO waypoint is selected from theactive flight plan, the waypoint is inserted as the go to way-point (line 1) and all legs between the old go to waypoint andthe DIRECT TO waypoint are deleted from the flight plan.

− If the designated DIRECT TO waypoint is not in the flight plan,the waypoint is inserted as the new go to waypoint with a dis-connect prompt inserted following. The aircrew may then se-lect an appropriate waypoint from the flight plan and move it tothe disconnect.

Enter or select a waypoint to the INTC LEG BOX prompt (LSK 6R).

− If the designated waypoint is in the flight plan, the waypoint isinserted as the go to waypoint (line 1) and a course is com-puted to intercept the leg prior to the waypoint.

2−224 TDM 2213

− If the designated waypoint is not in the flight plan, the waypointis inserted as the go to waypoint, a course is computed tointercept the leg prior to the waypoint, and a disconnect isinserted following. Close the disconnect as needed.

2−225 TDM 2213

DETAILED OPERATION(CDU Display Operation)

To initiate a DIRECT TO function:

− Press DIRINTC key.

− Select a waypoint from the route or enter any waypoint fromthe NDB into the scratchpad, then select it to the DIRECT TOBOX prompt (LSK 6L).

− Press EXEC to activate the route modification.

Alternate method to initiate a DIRECT TO function:

− Press LEGS key.

− Select a waypoint from the route or enter any waypoint fromthe NDB into the scratchpad, then select it to the go to way-point (LSK 1L).


To initiate an INTERCEPT LEG function:

− Press DIRINTC key with route active.

− Select the waypoint from the route or enter the waypoint fromthe NDB into the scratchpad, then select it to the INTC LEGBOX prompt (LSK 6R).


Valid entries include:

• Waypoint identifier

• Navaid identifier

• Any defined waypoint plus a radial and distance

• Course intersection

• Latitude/longitude

• Runway waypoint in the flight plan

• Airport identifier

2−226 TDM 2213

• Procedure turn exit point (while in the procedure turn only)

• DME arc or fixed radius turn leg exit point

2−227 TDM 2213

DIR TO and INTC LEG(MCDU Display Operation)

In the MCDU and FANS MCDU, the DIRECT TO and INTERCEPTLEG function perform the same operation, however, they are initi-ated differently.

DISPLAY FOR MCDU

DIRECT TO INTERCEPT AT

MOD RTE LEGS 1 / 47 2 ° 5 � � N M

HBU . 7 8 3 / F L 3 2�8 � ° 3 3 N M

ELWAY . 7 8 3 / F L 3 2�8 4 ° 8 � N M

FSHER . 7 8 3 / F L 3 2�8 6 ° 1 � N M

PUB . 7 8 3 / F L 3 2�6 4 ° 1 7 N M

MVA . 7 8 3 / F L 3 2�−−−−−−−−−−−−−− I N T C C R S<ERASE �7 6

MOD RTE LEGS 1 / 47 2 ° 5 � � N M

HBU . 7 8 3 / F L 3 2�8 � ° 3 3 N M

ELWAY . 7 8 3 / F L 3 2�8 4 ° 8 � N M

FSHER . 7 8 3 / F L 3 2�8 6 ° 1 � N M

PUB . 7 8 3 / F L 3 2�6 4 ° 1 7 N M

MVA . 7 8 3 / F L 3 2�−−−−−−−−−−−−−− I N T C C R S<ERASE � 7 6 >

To initiate a DIRECT TO:

− Press LEGS key.

− Enter a valid waypoint into the scratchpad or select a waypointfrom the route.

− Select the go to waypoint (LSK 1L).


To initiate an INTERCEPT LEG:

− Press LEGS key.

− Enter a valid waypoint into the scratchpad or select a waypointfrom the route.

− Select the go to waypoint (LSK 1L).

− Select the FMC computed INTC CRS (LSK 6R) or enter acourse into the scratchpad and select it to INTC CRS.


2−228 TDM 2213

ERASE prompt (6L) − may be selected to remove the change prior

to pressing the EXEC key.

When the waypoint selected to go−to waypoint (1L) is not in theroute, INTC CRS displays a DASH prompt.

2−229 TDM 2213

ABEAM POINTS OPTION:

When the abeam points option is available the path can be straight-ened while maintining waypoints and cruise wind data. TheABEAM PTS prompt (LSK 5R) is not displayed when the total num-ber of parent waypoints in the route plus the abeam waypointsexceeds 150.

MOD RTE LEGS 1 / 38 3 ° 1 � 8 N M

IGLOO . 7 8 3 / F L 3 2 �

8 9 ° 4 1 N MICT . 7 8 3 / F L 3 2 �

1 1 5 ° 3 8 N MBURDN . 7 8 3 / F L 3 2 �

1 1 8 ° 8 1 N MCOODY . 7 8 3 / F L 3 2 �

1 � 6 ° −−−−−−−−−−RZC ABEAM PTS>−−−−−−−−−−−−−−−− I N T C C R S<ERASE 1 � 2 >

Waypoints from the flight plan are automatically transferred to thealtered route as place/bearing/distance type waypoints and re-named. Cruise wind data assosciated with any waypoint that is 100nm or less from the new path is assigned to the new waypoints.

Waypoints are not transferred if they fall within the following guide-lines:

− Within 10 nm of PPOS

− Within 10 nm of the new go to waypoint (direct to).

− More than 700 nm abeam of the new path.

The path change is shown below.

PUBKYLER

ICT

COODY

IGLOO

COCKO

RZC

ORIGINAL PATH

MODIFIED PATH

PUB KYL01 ICT01 COO01 IGLOOCOCKO

RZC01

BURDN

BUR01

2−230 TDM 2213

EXEC

ACT RTE LEGS 1 / 38 3 ° 1 � 8 N M

KYLER . 7 8 3 / F L 3 2 �

8 9 ° 4 1 N MICT . 7 8 3 / F L 3 2 �

1 1 5 ° 3 8 N MBURDN . 7 8 3 / F L 3 2 �

1 1 8 ° 8 1 N MCOODY . 7 8 3 / F L 3 2 �

1 � 6 ° 7 1 N MRZC . 7 8 3 / F L 3 2 �

RNP / ACTUAL−−−−−−−−−−−−−2 . � � / � . � 9 N M RTE DATA>IGLOO

ENTER OR SELECTTHE DESIRED WAYPOINT

ACT RTE LEGS 2 / 39 8 ° 1 1 9 N M

IGLOO . 7 8 3 / F L 3 2 �

1 1 3 ° 3 8 N MCOCKO 2 9 2 / F L 2 5 �

1 1 4 ° 2 � N MWI LSU 2 9 2 / F L 1 9 1

1 1 5 ° 1 � N MGQE 2 9 2 / 1 6 � 2 9

1 2 5 ° 9 . 4 N MBEERT 2 9 2 / 1 3 2 1 8

RNP / ACTUAL−−−−−−−−−−−−−2 . � � / � . � 9 N M RTE DATA>IGLOO

SELECT THE SCRATCHPADTO THE GO TO WAYPOINT

MOD RTE LEGS 1 / 38 3 ° 1 � 8 N M

IGLOO . 7 8 3 / F L 3 2 �

8 9 ° 4 1 N MICT . 7 8 3 / F L 3 2 �

1 1 5 ° 3 8 N MBURDN . 7 8 3 / F L 3 2 �

1 1 8 ° 8 1 N MCOODY . 7 8 3 / F L 3 2 �

1 � 6 ° −−−−−−−−−−RZC ABEAM PTS>−−−−−−−−−−−−−−−− I N T C C R S<ERASE 1 � 2 >

MOD RTE LEGS 1 / 31 � 6 ° 3 7 N M

KYL�1 . 7 8 3 / F L 3 2 �

1 � 3 ° 4 8 N MICT�1 . 7 8 3 / F L 3 2 �

1 � 4 ° 3 7 N MBUR�1 . 7 8 3 / F L 3 2 �

1 � 5 ° 7 9 N MCOO�1 . 7 8 3 / F L 3 2 �

1 � 7 ° −−−−−−−−−RZC�1 ABEAM PTS−−−−−−−−−−−−−−−−−−−−−−−−<ERASE RTE DATA>

SELECT THE ABEAM PTSPROMPT

THE FMC WILL NAMETHE ABEAM POINTSUSING PBD FORMAT

PREVPAGE

2−231/(2−232 blank) TDM 2213

MENU

The Menu page is available when the FMCS includes the MCDU orFANS MCDU. These units are capable of interfacing with othersub−systems in the FMS, allowing the operator to communicatedirectly with the listed sub−systems.

PAGE ACCESS

− Press MENU key

− Automatically when the FMC is not communicating with theMCDU.

MENU

<FMC <ACT >

<ACARS <HLD>

<DFDAU

ACARS<LOGOFF

MENU

<FMC <ACT >

<ACARS <HLD>

<DFDAU

ACARS<ALT NAV LOGOFF >

LCD CDU UPDATE 1 LCD CDU UPDATE 2

Only one sub−system may be active at a time. The prompts lo-cated at LSK 6L or 6R (update 2) are used to place a sub−systemon hold (<HLD>) or log off/log on to a sub−system.

If a sub−system connected to the MCDU is not communicating withthe MCDU, the sub−system prompt is blanked.

After activating (<ACT>) a sub−system, selecting the sub−systemprompt will connect the operator to that sub−system.

In a single FMCS installation, the FMC prompt (LSK 1L) is blankedwhen the FMC is not communicating with the MCDU. In a dualinstallation the FMC prompt is always available.

2−233/(2−234 blank) TDM 2213

N1 LIMIT

The N1 Limit page allows the aircrew to make manual selections ofthe engine thrust limits displayed on the N1 indicator bug and sentto the autothrottle. Values of N1 limits are displayed for the variousphases of the flight.

Takeoff thrusts, thrust bump (when available), and climb thrustsmay be selected while on the ground as part of pre−flight inititaliza-tion.

PAGE ACCESS

− Press N1LIMIT key.

− PERF INIT page N1 LIMIT prompt (LSK 6R).

− TAKEOFF REF page N1 prompt (LSK 6R).

N1 L IMI T 1 / 1S E L / O A T 2 � K N 1

−−−− / +1 5 ° C 8 8 . 9 / 8 8 . 92 � K

<TO <ACT > <SEL > CLB>

CLB−1 >

CLB−2 >

−−−−−−−−−−−−−−−−−−−−−−−−<PERF IN I T TAKEOFF >

N1 L IMI T 1 / 1

<AUTO <SEL >

<GA 9 8 . 5 / 9 8 . 5

<CON 9 8 . 5 / 9 8 . 5

<CLB 9 8 . 5 / 9 8 . 5

<CRZ 9 4 . 5 / 9 4 . 5−−−−−−R E D U C E D C L B −−−−−−−<CLB−1 CLB−2 >

ON THE GROUND IN THE AIR

2−235 TDM 2213

DETAILED OPERATION

ON THE GROUND

SEL/OAT (assumed/actual outside air temperature) − enter the as-sumed temperature to enable a reduced thrust takeoff. When avalue is entered, values for RED xxK N1 are computed and dis-played along with derate levels. The actual temperature is auto-matically displayed when an aspirated TAT probe is installed.

TO and CLB selections − selecting a takeoff thrust level results inthe <ACT> prompt being displayed next to the selection, and acorresponding climb thrust is automatically selected (<SEL>). Theclimb selection is the highest available climb thrust level that willnot cause a throttle push at transition from takeoff. The aircrewmay override the automatic selection.

IN THE AIR

AUTO/GA/CON/CLB/CRZ − the <ACT> prompt indicates which setof N1 values are currently being used by the system. When AUTOis active, the FMC automatically selects the N1 values.

CLB-1 and CLB-2 (LSK 6L or LSK 6R) − the <SEL> prompt indi-cates which climb thrust restrictions are used. Climb thrust reduc-tions may be removed by pressing the delete key, then pressing theappropriate LSK (6L or 6R) to remove the <SEL> prompt.

• CLB-1 approximates a 3% reduction to 10,000 ft, then gradualthrust increase to normal climb N1 at 15,000 ft.

• CLB-2 approximates a 6% reduction to 5,000 ft, then gradualthrust increase to normal climb N1 at 15,000 ft.

NOTEIf the N1 LIMIT page is used to manually select an N1 setting

(e.g. GA, CON, CLB, or CRZ), automatic selection resumes whenthe autopilot changes autothrottle or pitch modes.

2−236 TDM 2213

If a thrust bump rating is available for the aircraft and OAT is dis-played, SEL is blanked and further entries are not permitted.

N1 L IMI T 1 / 1S E L / O A T 2 � K B U M P N 1

/ +1 5 ° C 1 � 2 . 5 / 1 � 2 . 52 � K

<TO <SEL > CLB>1 8 . 5 D E T R A T E

<TO−1 CLB−1 >

CLB−2 >2 � K B U M P

<TO−B <ACT >−−−−−−−−−−−−−−−−−−−−−−−−<PERF IN I T TAKEOFF >

2−237/(2−238 blank) TDM 2213

REF NAV DATA

REFERENCE NAVIGATION DATA

The Reference Navigation Data page displays runway data from thepermanent database, or waypoints, navaids, and airports stored inany of the databases. This page also provides the capability toenter waypoints, navaids, and airports to a data base, and will addwaypoints defined and entered into the route on the RTE and RTELEGS page.

PAGE ACCESS

− INIT/REF INDEX page NAV DATA prompt (LSK 1R) to accessthe REF NAV DATA page.

− INIT/REF INDEX page NAV DATA prompt (LSK 1R) with“SUPP” entered into the scratchpad to access the SUPP NAVDATA page.

− TEMP or SUPP NAV SUMMARY page INDEX prompt(LSK 6L).

− Any REF or SUPP NAV DATA detailed data page INDEXprompt (LSK 6L).

REF NAV DATAW P T I D E N T N A V A I D I D E N T

−−−−− −−−−A I R P O R T I D E N T

−−−− SUMMARY>

−−−−−−−−−−−−< INDEX NAV OPT IONS>

SUPP NAV DATAW P T I D E N T N A V A I D I D E N T

−−−−− −−−−A I R P O R T I D E N T

−−−− SUMMARY>E F F F R M M O N D Y /YR

JAN 2 2 / �3

−−−−−−−−−−−−−−D E L E T E A L L< INDEX SUPP DATA>

To obtain data from or store data to the this database area, enterthe waypoint, navaid, airport, or runway identifier into the appropri-ate data field.

When the supplimental database contains data, an effectivity dateis assigned (the date is also displayed on the IDENT page).

2−239 TDM 2213

DETAILED OPERATION

A pilot controlled refernece navigation database area is providedwithin the FMC. This area is divided into the Supplimental andTemporary databases that may contain the following maximumnumber of entries:

• 20 waypoints (reserved for temporary navigation database)

• 40 waypoints (shared with supplimental navigation database)

• 40 navaids (shared with supplimental navigation database)

• 6 airports (shared with supplimental navigation database)

Selecting the NAV DATA prompt (LSK 1R) on the INIT/REF INDEXpage displays the REF NAV DATA page (Temporary database).When “SUPP” is entered into the scratch pad prior to selecting theNAV DATA prompt, the Supplemental database page (SUPP NAVDATA) is displayed.

While on the ground, both the Supplimental and Temporary Navdatabases may be accessed. Once in the air, only the TemporaryNav database may be accessed.

Editing the temporary database area consists of:

• Adding identifiers that are not found in any other loaded data-base.

• Removing individual identifiers not entered in the flight planfrom the temporary database area. This is performed bypressing the DELete key, selecting the desired entry (LSK 1Lthru 5L), and pressing EXECute.

• Adding pertinent information about an identifier entered into thetemporary database area.

These databases differ in the fact that the temporary database isautomatically cleared at the end of each flight but the supplimentaldatabase area must be manually cleared while on the ground.


−−−−− −−−−A I R P O R T I D E N T




−−−−− −−−−A I R P O R T I D E N T

−−−− SUMMARY>E F F F R M M O N D Y /YR

JAN 2 2 / �3

−−−−−−−−−−−−−−D E L E T E A L L< INDEX SUPP DATA>

2−240 TDM 2213

− WPT IDENT − allows entry of a waypoint, navaid, or runway.

− AIRPORT IDENT − allows entry of an airport.

− NAVAID IDENT − allows entry of a navaid.

Entering an identifier into one of these fields displays the appropri-ate airport, navaid, runway, or waypoint identifier display page.

When an identifier is entered into one of the fields and additionalinformation is required (i.e., entering a runway into the WPT IDENTfield), the additional data field required will display the BOX prompt.

− SUMMARY − provides access to the appropriate SUPP orTEMP NAV SUMMARY pages. This prompt is only displayedwhen the temporary database area contains navigation data.

− EFF FRM MON DY/YR − displays the effectivity date enteredinto the SUPP NAV database. Not displayed on the REF NAVDATA page.

− NAV OPTIONS (LSK 6R) − displayed on the REF NAV DATApage. Selection displays the NAV OPTIONS page.

− DELETE ALL SUPP DATA (LSK 6R) − displayed on the SUPPNAV DATA page. Allows the flight crew to deleted all naviga-tion data stored in the supplimental database area.

− INDEX (LSK 6L) − returns the display to the INIT/REF INDEXpage.

The following specific NAV DATA page formats are used to displaydata about the entered identifer. The INDEX prompt (LSK 6L) onthese pages will return the display to the REF or SUPP NAV DATApage.

Airport Format:

When an airport identifier is entered into the AIRPORT IDENTDASH prompt (LSK 2L) the following page is displayed providingdata about the entered airport.

SUPP NAV DATAR U NW A Y I D E N T

−−−−−A I R P O R T I D E N T

KMEML A T I T U D E L O N G I T U D E

N3 5 ° �2 . 6 W�8 9 ° 5 8 . 6E L E V A T I O N

3 4 1 F TM A G V A R

E 1 °−−−−−−−−−−−−< INDEX

TEMP NAV DATAR U NW A Y I D E N T



N3 5 ° �2 . 6 W�8 9 ° 5 8 . 6E L E V A T I O N


E 1 °−−−−−−−−−−−−< INDEX

2−241 TDM 2213

Navaid Format:

When a navaid is entered into the NAVAID IDENT DASH prompt(LSK 1R) the following page is displayed providing data about theentered navaid.

SUPP NAV DATAN A V A I D I D E N T

LASC L A S S

VTHWL A T I T U D E L O N G I T U D E

N3 6 ° �4 . 6 W11 5 ° �9 . 5F R E Q E L E V A T I O N

1 1 6 . 9� 2 1 4� F TM A G V A R

E 1 5 °−−−−−−−−−−−−< INDEX

TEMP NAV DATAN A V A I D I D E N T

LASC L A S S

VTHWL A T I T U D E L O N G I T U D E

N3 6 ° �4 . 6 W11 5 ° �9 . 5F R E Q E L E V A T I O N

1 1 6 . 9� 2 1 4� F TM A G V A R

E 1 5 °−−−−−−−−−−−−< INDEX

The navaid classification (CLASS) provides basic information aboutthe navaid type. Some possiblities are:

− First Position − Navaid Type.

• H = NDB

• M = Marine Beacon

• V = VOR

− Second Position − Co−Located Equipment.

• C = Navaid used as ILS Back Course Locator

• D = DME

• I = ILS/DME

• M = Military TACAN

• O = Navaid used as LOM

• T = TACAN

− Third Position − Altitude or Range Class.

• H − High Altitude or NDB Range Greater Than 75 NM

• L = Low Altitude

• M = NDB Range Between 25 and 49 NM

• T = Terminal

• U = Undefined

2−242 TDM 2213

− Fourth Position − Voice & Weather Capability.

• A = Automatic Weather Broadcast

• B = Scheduled Broadcast

• N = Not Co−Located with TACAN or DME

• W = No Voice on Navaid Frequency

Runway Format:

This format displays information concering the indicated runway. Aspecifc airport must be specified.




N3 5 ° �2 . 6 W�8 9 ° 5 8 . 6E L E V A T I O N


E 1 °−−−−−−−−−−−−< INDEX

ENTER THE AIRPORT TODISPLAY THE AIRPORT

NAV DATA PAGE

R 3W R6




N3 5 ° �2 . 6 W�8 9 ° 5 8 . 6E L E V A T I O N


E 1 °−−−−−−−−−−−−< INDEXRW36R

ENTER THE RUNWAY

SELECT THE SCRATCH PADTO THE RUNWAY DASH PROMPT

The page will then display the runway data.

2−243 TDM 2213


RW36RA I R P O R T I D E N T


N3 5 ° �1 . 4 W�8 9 ° 5 8 . 3E L E V A T I O N

3 3 5 F TL E N G T H

9�� F T 2 7 4 3 M−−−−−−−−−−−−< INDEX

TEMP NAV DATAR U NW A Y I D E N T

RW36RA I R P O R T I D E N T


N3 5 ° �1 . 4 W�8 9 ° 5 8 . 3E L E V A T I O N

3 3 5 F TL E N G T H

9�� F T 2 7 4 3 M−−−−−−−−−−−−< INDEX

If a runway is entered into the WPT IDENT DASH prompt on theinitial page, the runway format page is displayed with a BOXprompt in the AIRPORT IDENT line (LSK 2L). An airport identifiermust be entered before runway data can be displayed.

Waypoint Format:

The NAV DATA pages will display information about waypoints inthe flight plan or from any navigation database loaded into theFMC.

SUPP NAV DATAW P T I D E N T

HBU�1

L A T I T U D E L O N G I T U D EN3 8 ° 2 6 . 9 W1�8 ° 5 2 . 1

M A G V A RE 1 2 °

R E F I D E N T R A D I A L / D I S THBU 2 5 6 ° / 8 6 N M−−−−−−−−−−−−< INDEX

TEMP NAV DATAW P T I D E N T

HBU�1

L A T I T U D E L O N G I T U D EN3 8 ° 2 6 . 9 W1�8 ° 5 2 . 1

M A G V A RE 1 2 °

R E F I D E N T R A D I A L / D I S THBU 2 5 6 ° / 8 6 N M−−−−−−−−−−−−< INDEX

SUPP or TEMP NAV SUMMARY page:

When the SUMMERY prompt (LSK 2R) is selected, the SUPP NAVSUMMARY or TEMP NAV SUMMARY page is displayed.

2−244 TDM 2213

SUPP NAV SUMMARY 1 / 1W A Y P O I N T S

H B U � 1 H B U 2 5 6 / 8 6

< INDEX

TEMP NAV SUMMARY 1 / 1W A Y P O I N T S

H V E � 1 H V E 2 5 4 / 8 6H B U � 1 H B U 2 5 6 / 8 6I C T � 1 I C T � 6 5 / 3 1 7

< INDEX

The summary pages display the contents of the pilot controlleddatabase area. Airports, navaids, runways, and waypoints locatedin the perminent databases are looked up, and therefore are notstored here.

2−245/(2−246 blank) TDM 2213

PILOT−DEFINED COMPANY ROUTE OPTION:

When the pilot defined company route (CO−RTE) option is avail-able, the FLT PLNS prompt (LSK 3R) is displayed. The aircrewcan enter and save at least ten flight plans. Flight plans saved inthe FMC are perminantly retained and may selectively be deletedas required.


−−−−− −−−−A I R P O R T I D E N T


F LT PLNS>


Selecting the FLT PLNS prompt displays the FLIGHT PLAN SUM-MARY page to allow selecting pre−defined flight plans entered intothe reference navigation database area or those flight plans storedinto the loadable flight plan database. Selected flight plans orroutes may be selected to the RTE page.

F L IGHT PLAN SUMMARY 1 / 1S U P P N A V D A T A

ROUTE1

ROUTE2F L I G H T P L A N N A V D A T A

SFOMEM�1

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

The routes entered into the supplemental navigation database canbe deleted.

2−247/(2−248 blank) TDM 2213

NAV OPTIONS

The Navigation Options page allows the aircrew to control whichtypes of navaids will be used in the FMC navigation solution. Thedefault condition is to allow all navaid types. This allows the FMCto compute several navigation solutions to compare results against.

PAGE ACCESS

− REF NAV DATA page NAV OPTIONS prompt (LSK 6R).

− NAV STATUS page NEXTPAGE or PREV

PAGE keys.

NAV OP T I ONS 2 / 2

D M E I N H I B I T

− − − − − − − −VOR I NH I B I T

− − − − − − − −D M E U P D A T E

<ON / O F F

V O R U P D A T E

<ON / O F F

< I NDEX

Displays the following:

• Specific navaids inhibited from navigation solution.

• Update status forDME, VOR, and GPS.

Dash prompts: Identifier(s) can be written into these fields.

Existing identifier(s) may be overwritten.

Toggle select the update prompts to enable/disable updates usingLSK 3L, LSK 4L, or LSK 3R as appropriate.

The default update state is ON at power up and flight complete.

INDEX prompt (LSK 6L) − displays the INIT/REF INDEX page.

2−249/(2−250 blank) TDM 2213

DEFAULT DME UPDATE OFF OPTION:

When the Default DME update off option is available, the DMEupdate selection defaults to OFF. Manual selection to ON must beperformed by the crew.


D M E I N H I B I T

− − − − − − − −VOR I NH I B I T

− − − − − − − −D M E U P D A T E

< O N / OF FV O R U P D A T E

<ON / O F F

< I NDEX

The DME update selection is OFF at power on and flight complete.

2−251/(2−252 blank) TDM 2213

GPS OPTION:

When the GPS option is available, the the GPS UPDATE toggle isdisplayed allowing the crew to manually enable or disable GPSupdating.


D M E I N H I B I T

− − − − − − − −VOR I NH I B I T

− − − − − − − −D M E U P D A T E G P S U P D A T E

<ON / O F F ON / O F F >V O R U P D A T E

<ON / O F F

< I NDEX

2−253/(2−254 blank) TDM 2213

NAV STATUS

NAVIGATION STATUS

The Navigation Status page displays the navigation aids beingtuned by the FMC, including the VHF receiver tuning and the IRS.The stations used in the navigation solution are highlighted to pro-vide an indication.

PAGE ACCESS

− POS SHIFT page NAV STATUS prompt (LSK 5R).

− PROGRESS page NAV STATUS prompt (LSK 6R).

− INIT/REF INDEX page NAV STATUS prompt (LSK 6R) while inthe air.

− NAV OPTIONS page NEXTPAGE or PREV

PAGE keys

NAV S T A TUS 1 / 2

I L S − L I L S − R

I G U C M 1 1 � . 5 � I G U C M 1 1 � . 5 �

D M E − L D M E − R

I GUC 1 1 � . 5 � I GUC 1 1 � . 5 �

MT J 1 1 7 . 1 � RLG 1 1 3 . 8 �

I GUC 1 1 � . 5 � PUB 1 1 6 . 7 �

HBU 1 1 4 . 9 � B J C 1 1 5 . 4 �

DB L 1 1 3 . � � A L S 1 1 3 . 9 �

I R S ( 2 )



INDEX prompt (LSK 6L) − returns the display to the INIT/REF IN-DEX page.

2−255/(2−256 blank) TDM 2213

DETAILED OPERATION

All navids being tuned are displayed on this page using the follow-ing visual indications:

− If the navaid is providing valid data, the identifer and frequencyare displayed in large font.

− If the navaid is not providing valid data, the identifer and fre-quency are displayed in small font.

− If the navaid is used in the navigation solution, it is highlightedto provide an indication.

Line 1 displays the navaid type, the identifier and the frequencytuned corresponding to the VHF/NAV control panel settings. Whenthe frequency set in the VHF/NAV control panel does not corre-spond to VOR, ILS, or GLS identifier, only the frequency is dis-played.

A tuning method indication is also displayed (always in small font)one position to the left of the frequency.

• A = Auto

• M = Manual

• P = Procedural

Lines 2 throught 4 display the DME identifiers and frequencystuned.

NAV STATUS 1 / 2I L S − L I L S − R

I G U C M 1 1 � . 5 � I G U C M 1 1 � . 5 �

D M E − L D M E − RI GUC 1 1� . 5� I GUC 1 1� . 5�DVC 1 1 4 . 6� RLG 1 1 3 . 8�

EKR 1 1 5 . 2� HBU 1 1 4 . 9�JNC 1 1 2 . 4� ALS 1 1 3 . 9�FMN 1 1 5 . 3� I GUC 1 1 0 . 5�

I R S ( 2 )



If the radio is not sending data, the navaid type and “FAIL” aredisplayed.

Line 5 indicates the IRSs used in the navigation solution; left (L),right (R), or, in dual installations, both (2).

POS SHIFT prompt (LSK 6R) − displays the POS SHIFT page.

2−257/(2−258 blank) TDM 2213

GPS OPTION:

When the GPS option is available, line 5 will indicate which GPSradio is used in the navigation solution. If GPS UPDATE on theNAV OPTIONS page is selected to OFF, the GPS indicator isblanked on this page.

NAV STATUS 1 / 2I L S − L I L S − R

I G U C M 1 1 � . 5 � I G U C M 1 1 � . 5 �

D M E − L D M E − RI GUC 1 1� . 5� I GUC 1 1� . 5�DVC 1 1 4 . 6� RLG 1 1 3 . 8�EKR 1 1 5 . 2� HBU 1 1 4 . 9�JNC 1 1 2 . 4� ALS 1 1 3 . 9�FMN 1 1 5 . 3� I GUC 1 1 0 . 5�

G P S ( 2 ) I R S ( 2 )



The GPS used in the navigation solution is indicated as; left (L),right (R), or, in dual installations, both (2).

When GLS is tuned and the GPS mode is LAAS Precision Ap-proach, the following indications are provided:

• If GLS is tuned, and data from the corresponding GPS is usedin the NAV solution, the Identifier is displayed in large greenfont, and the frequency in large white font.

• If GLS is tuned, and data from the corresponding GPS is notused in the NAV solution, the Identifier and frequency are dis-played in large white font.

When GLS is tuned and the GPS mode is not LAAS PrecisionApproach, the Identifier and frequency are displayed in small whitefont.

2−259/(2−260 blank) TDM 2213

LATERAL OFFSET

The Lateral Offset page provides the aircrew with the capability toinitiate an offset from present position, or to plan an offset in theactive route.

The page title displays the ACT status and the OFST annunciatoris lit when the offset is being flown.

PAGE ACCESS

− RTE page OFFSET prompt (LSK 6L) in air

− INIT/REF INDEX page OFFSET prompt (LSK 5L)

ACT LATER AL OFFSET 1 / 1

O F F S E T D I S TR2 2 . 5

S T A R T W A Y P O I N TMVA

E N D W A Y P O I N THBU

Dash prompts: OFFSET DIST − offset path distance to left or rightof active flight path.

Dash prompts: START WAYPOINT − allows entry of a starting way-point.

Dash prompts: END WAYPOINT − allows entry of an ending way-point.

The LATERAL OFFSET may be cancelled by deleting the offsetdistance.

2−261/(2−262 blank) TDM 2213

DETAILED OPERATION

When concidering a lateral offset to the active flight path, the offsetmust begin with, propagate through, and end with offsettable legs.Only waypoints entered into the route will be accepted.

To set up an offset in the flight plan, the OFFSET DIST must beentered. The entry must specify the offset direction; left (L) or right(R), and the distance. The maximum offset distance is 99.9 nm.

NOTEIf an offsettable leg does not exist in the flight plan,

the OFFSET DIST DASH prompt is blank.

After entering the OFFSET DIST, the START WAYPOINT and ENDWAYPOINT lines are displayed.

START WAYPOINT

• The start waypoint must be in the flight plan.

• The BOX prompt is displayed when the active leg is non−off-settable.

• If a waypoint is not entered, the FMC assumes the offset tobegin at PPOS.

END WAYPOINT

• The end waypoint must be in the flight plan.

• The end waypoint must fall between the start waypoint and theend of the route.

The OFFSET ENDS ABEAM message is displayed when:

• A non−offsettable leg is encountered in the route between thestart and end waypoints.

• A flight plan change is made which inserts a non−offsettableleg between the start and end waypoints.

To cancel an offset:

• Delete the OFFSET DIST.

• Enter zero into the OFFSET DIST.

• Perform a Direct To or Intercept At function from PPOS backto the original flight path.

2−263/(2−264 blank) TDM 2213

POS REF

The Position Reference page displays the present computed posi-tion of each of the navigation subsystems along with the computedground speed if available. When a position is available while onthe ground, that position may be selected to the SET IRS POSBOX prompt (LSK 4R) on the POS INIT page.

PAGE ACCESS

− POS INIT page NEXTPAGE

− POS SHIFT page PREVPAGE


N3 8 ° 2 7 . 2 W1�7 ° 1 9 . 4 4 3 9 K TI R S − L

N3 8 ° 2 7 . 3 W1�7 ° 1 8 . 8 4 3 9 K TI R S − R

N3 8 ° 2 8 . 1 W1�7 ° 1 7 . 2 4 3 9 K T

R A D I ON3 8 ° 2 7 . 3 W1�7 ° 1 9 . 9

− FMC POS − displays the FMC composit position.

− IRS−L and IRS−R − displays the position computed by eachIRS.

− RADIO − displays the radio navaids position computed by theFMC.

When position data is not valid for a specific subsystem, that dataline is blanked.

2−265/(2−266 blank) TDM 2213

DETAILED OPERATION

While on the ground prior to initalization of the IRSs, the POS REFpage does not provide position data.


I R S − L

I R S − R

R A D I O

After initalization is complete, all available navaids are initalized tothe same position for a starting reference point, and then continual-ly updated from the subsystem data.


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TI R S − L

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TI R S − R

N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K T

R A D I ON 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5


N3 8 ° 2 7 . 2 W1�7 ° 1 9 . 4 4 3 9 K TI R S − L

N3 8 ° 2 7 . 3 W1�7 ° 1 8 . 8 4 3 9 K TI R S − R

N3 8 ° 2 8 . 1 W1�7 ° 1 7 . 2 4 3 9 K T

R A D I ON3 8 ° 2 7 . 3 W1�7 ° 1 9 . 9

2−267/(2−268 blank) TDM 2213

GPS OPTION:

When the GPS option is available, the GPS positions are displayedwhenever they are vaild and available. The GPS position may beselected (LSK 4L or 5L) and used to set the IRS position.


I R S − L

I R S − R

G P S − LN 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

G P S − RN3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

R A D I O

After initalization is complete, all available navaids are initalized tothe same position for a starting reference point, and then continual-ly updated from the sub−system data.


N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TI R S − L

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TI R S − R

N3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5 � K TG P S − L

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5G P S − R

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5R A D I O

N 3 7 ° 3 7 . 1 W12 2 ° 2 2 . 5

2−269/(2−270 blank) TDM 2213

POS SHIFT

The Position Shift page displays the position difference (bearing/distance) between each of the FMCs and available sensors withrespect to the composite FMC POS displayed on line 1 of the POSREF page. Data is not available while the airplane is on theground.

The POS SHIFT page also allows the FMC position to be updatedto any of the sensor positions displayed. Such updating is notnormally required. A sensor performing poorly enough to corruptthe FMC position would be identified by the FMC and different sen-sors would be selected.

The required and actual navigation performance values are alsodisplayed. RNP may be the default value for the current phase offlight, the RNP for the active leg defined in the NDB, or a manuallyentered RNP.

When the update is performed, the primary FMC position is up-dated, then the secondary FMC and sensor positions are updatedrelative to the primary FMC position.

PAGE ACCESS

− POS INIT page PREVPAGE key.

− POS SHIFT page NEXTPAGE key.

− NAV STATUS page POS SHIFT prompt (LSK 6R)

POS SH I F T 3 / 3

F M C − L F M C − R

< 3 5 � ° / � . � N M 3 4 8 ° / � . � N M >G P S − L G P S ( L ) G P S − R

< 2 4 5 ° / � . � N M 3 � 2 ° / � . � N M >I R S − L I R S ( L ) I R S − R

< � 5 7 ° / 1 . 1 N M � 3 9 ° / 2 . 3 N M >R N P / A C T U A L R A D I O

2 . � � / � . � 8 N M � 8 1 ° / � . 1 N M >− − − − − − − − − − − − − − − − − − − − − − − −

NAV S T A TUS >

< I NDEX

2−271/(2−272 blank) TDM 2213

DETAILED OPERATION

All displayed bearings are from the individual sensor position to thecomposite position (POS REF page FMC POS) and reflect the posi-tion of the MAG/TRUE switch setting. When position inputs are notavailable or are invalid, the data line for that sensor is blanked.

In a single FMC installation, the FMC headers and data lines areblanked.

The GPS headers and data lines are blanked when GPS is notavailable.

− FMC−L and FMC−R position − displays the individual positiondifferences between each FMC and the composite position.

− GPS−L and GPS−R − displays the individual GPS position dif-ferences between each GPS and the composite position.

− IRS−L and IRS−R − displays the individual IRS position differ-ences between each IRS and the composite position.

Selecting one of the positions displayed causes:

• The selected position to be highlighted.

• The CANCEL prompt (LSK 6R) to be displayed.

• The EXECute annunciator to be lit.

• Halt position updating.

Selecting the CANCEL prompt (LSK 6R) cancels the intended up-date.

Pressing the EXEC button updates the composite position of the

POS REF page by the difference of the selected sensor.

2−273/(2−274 blank) TDM 2213

RTE HOLD

The Route Hold page allows the crew to enter a holding pattern fixpoint from PPOS or from any other fixed geographical point in theflight plan or Nav Database. When a holding fix is entered, theMOD RTE HOLD page is displayed.

The MOD RTE HOLD page provides the complete specification ofthe holding pattern parameters. The hold must be made active inthe route using the EXECute key.

The RTE HOLD page is not displayed for procedure holds.

When a hold fix waypoint that is not contained in the active routeis entered, a disconnect will follow the hold fix. The route may thenbe linked up with the hold fix using normal RTE and RTE LEGSpage editing.

PAGE ACCESS

− Press the HOLD key when a hold already exists in the active

flight plan.

− Entering a waypoint into the active RTE LEGS HOLD AT BOXprompt (LSK 6L).

ACT RTE LEGS 1 / 57 7 ° 1 7 6 N M

MLF . 7 8 3 / F L 3 2 �

7 1 ° 1 � 9 N MHVE . 7 8 3 / F L 3 2 �

7 3 ° 9 2 N MHBU�1 . 7 8 3 / F L 3 2 �

7 8 ° 8 � N MHBU . 7 8 3 / F L 3 2 �

8 � ° 3 3 N MELWAY . 7 8 3 / F L 3 2 �

−−−−−−−−H O L D A T −−−−−−−−−PPOS>

DISPLAYED WHEN A HOLDDOES NOT EXIST IN THE

ACTIVE FLIGHT PLAN

ACT RTE HOLD 1 / 1F I X S P D / T G T A L T

H B U � 1 2 2 1 / F L 3 2 �

Q U A D / R A D I A L F I X E T AW / 2 5 8 ° 1 2 3 8 . 6 ZI N B D C R S / D I R E F C T I M E

1 � 5 � / L T U R N −−−− ZL E G T I M E H O L D A V A I L

1 . 5 M I N 8 + 2 2L E G D I S T B E S T S P E E D

−− . −N M 2 2 1 K T−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD EX I T HOLD>

DISPLAYED WHEN A HOLDDOES EXIST IN THE

ACTIVE FLIGHT PLAN

HOLD

A maximim of five hold fix waypoints may be entered into the activeflight plan.

2−275 TDM 2213

DETAILED OPERATION

The hold function displays the active Route Legs page with a HOLDAT box prompt (6L) if a hold is not already entered into the flightplan. Select or enter the desired hold fix waypoint into the boxprompt (LSK 6L) to define the hold and add it to the active flightplan.

If a hold is already entered into the active flight plan, the RTEHOLD page is displayed when the HOLD key is pressed. Selectingthe NEXT HOLD prompt (LSK 6L) will display the RTE LEGS pagewith the HOLD AT box prompt to allow entering another hold fixwaypoint.

The RTE HOLD page is not displayed for procedure holds.

ACT RTE LEGS 1 / 57 7 ° 1 7 6 N M

MLF . 7 8 3 / F L 3 2 �

7 1 ° 1 � 9 N MHVE . 7 8 3 / F L 3 2 �

7 3 ° 9 2 N MHBU�1 . 7 8 3 / F L 3 2 �

7 8 ° 8 � N MHBU . 7 8 3 / F L 3 2 �

8 � ° 3 3 N MELWAY . 7 8 3 / F L 3 2 �

−−−−−−−−H O L D A T −−−−−−−−−PPOS>


H B U � 1 2 2 1 / F L 3 2 �



1 . 5 M I N 8 + 2 2L E G D I S T B E S T S P E E D

−− . −N M 2 2 1 K T−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD EX I T HOLD>

− FIX − displays the hold fix waypoint entered or selected intothe HOLD AT box prompt on the RTE LEGS page. This entryis not editable.

− QUAD/RADIAL − initally displays the FMC computed holdingquadrant. The inbound course is computed based on thisentry.

• “°“ is displayed when the north reference is magnetic.

• “°T“ is displayed when the north reference is true.

• Manual entries and quad/radials retrieved from the naviga-tion databases are displayed in large font.

• When the hold is placed on a PBD waypoint from a VHFnavaid, the radial is set equal to the bearing of the PBDwaypoint and is not editable.

2−276 TDM 2213

• The quadrant is determined by the inbound course as fol-lows:

HOLDINBOUND COURSE

HOLDQUADRANT

158 through 202 degrees N

203 through 247 degrees NE

248 through 292 degrees E

293 through 337 degrees SE

338 through 022 degrees S

023 through 067 degrees SW

068 through 112 degrees W

113 through 157 degrees NW

− INBD CRS/DIR − displays the FMC computed inbound holdingcourse and turn direction.

• The default turn direction is right.

• Manual entries and holding patterns retrieved from the navi-gation data bases are displayed in large font.

• The inbound course is the reciprocal of the radial except fora hold at a PBD waypoint from a VHF navaid.

− LEG TIME − displayes the time to fly the leg of the holdingpattern.

• Default leg time is 1.5 minutes above, or 1 minute below14000 feet.

• Manual entries or times retrieved fron the navigation databases are displayed in large font.

• Displays a DASH prompt when LEG DIST is entered.

− LEG DIST − allows entry of the length of the holding patternleg.

• Default is a DASH prompt.

• Manual entries are in nautical miles including tenths of anm.

• Manual entries or distances retrieved from the navigationdata bases are displayed in large font.

− NEXT HOLD or ERASE − allows adding and removing holdingpoints into the flight plan.

2−277 TDM 2213

• NEXT HOLD prompt is displayed during the first four holdwaypoint entries. Returns the display to the RTE LEGSHOLD AT page to allow selecting or entering a new holdwaypoint.

• ERASE is displayed when the fifth hold waypoint is enteredto allow removing a hold.

− SPD/TGT ALT − displays the FMC computed hold speed andaltitude.

• SPD − defautls to the FMC computed BEST SPEED (5R),and may be changed by manual entry.

• TGT ALT − defaults to corresponding altitude at the holdwaypoint to produce a level holding pattern. Climb and de-scent altitude changes are resumed after the hold is exited.

NOTEIf the hold requires a speed change, the ND will displayan appropriate event marker on the flight path providing

PPOS is not beond the speed change point.

− FIX ETA − displays the ETA to the hold fix waypoint. The FMCrecomputes this time for each pass of the hold fix waypoint.

− EFC TIME − allows entry of a time that a further clearance isexpected. When GMT is later that the time entered, the fieldis returned to the DASH prompt.

− HOLD AVAIL − displays the time that the airplane can remainin the holding pattern and still be able to reach the destinationwith the required reserve fuel quantity.

− BEST SPEED − displays the FMC computed best holdingspeed for the altitude and current wind speed.

− EXIT HOLD prompt − allows arming the automatic exit of theholding pattern at the next transition of the hold fix waypoint.This prompt is only displayed when the hold is active.

2−278 TDM 2213

ACT RTE LEGS 1 / 57 7 ° 1 7 6 N M

MLF . 7 8 3 / F L 3 2 �

7 1 ° 1 � 9 N MHVE . 7 8 3 / F L 3 2 �

7 3 ° 9 2 N MHBU�1 . 7 8 4 / F L 3 2 �

7 8 ° 8 � N MHBU . 7 8 4 / F L 3 2 �

8 � ° 3 3 N MELWAY . 7 8 4 / F L 3 2 �

−−−−−−−−H O L D A T −−−−−−−−−PPOS>

HBU�1

ACT RTE LEGS 1 / 57 7 ° 1 7 6 N M

MLF . 7 8 3 / F L 3 2 �

7 1 ° 1 � 9 N MHVE . 7 8 3 / F L 3 2 �

7 3 ° 9 2 N MHBU�1 . 7 8 4 / F L 3 2 �

7 8 ° 8 � N MHBU . 7 8 4 / F L 3 2 �

8 � ° 3 3 N MELWAY . 7 8 4 / F L 3 2 �

−−−−−−−−H O L D A T −−−−−−−−−PPOS>

HOLD

SELECT OR ENTERDESIRED FIX WAYPOINT

SELECT THE SCRATCHPADTO THE BOX PROMPT

(LSK 6L)

MOD RTE HOLD 1 / 1F I X S P D / T G T A L T

HBU�1 2 2 1 / F L 3 2 �


� 7 8 ° / R T U R N −−−− ZL E G T I M E H O L D A V A I L

1 . 5 M I N 8 + 1 �

L E G D I S T B E S T S P E E D−− . −N M 2 2 1 K T−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD

(CONT)

The PPOS prompt (LSK 6R) may also be selected in lieu of awaypoint. When selected, the holding pattern will be at the airplanecurrent position. The holding pattern entry point will move withPPOS until the hold is EXECuted.

When the hold fix waypoint is transitioned, the RTE HOLD page isactivated. The EXIT HOLD prompt is then displayed (LSK 6R) to

2−279 TDM 2213

THE HOLD IS NOW INCORPORATEDINTO THE ACTIVE FLIGHT PLAN

8


HBU�1 2 2 1 / F L 3 2 �



1 . 5 M I N 8 + 1 �

L E G D I S T B E S T S P E E D−− . −N M 2 2 1 K T−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD8


HBU�1 2 2 1 / F L 3 2 �



− . −M I N 8 + 1 �

L E G D I S T B E S T S P E E D8 . �N M 2 2 1 K T

−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD

EXEC

RTE HOLD 1 / 1F I X S P D / T G T A L T

HBU�1 2 2 1 / F L 3 2 �



− . −M I N 8 + 1 �

L E G D I S T B E S T S P E E D8 . �N M 2 2 1 K T

−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD BUT IS NOT ACTIVE AT THIS POINT


HBU�1 2 2 1 / F L 3 2 �



1 . 5 M I N 8 + 1 �

L E G D I S T B E S T S P E E D−− . −N M 2 2 1 K T−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD

MAKE ANY ALLOWABLECHANGES IF DESIRED

2−280 TDM 2213

allow arming an exit from the holding pattern. The FMC will contin-ue to fly the hold pattern until the hold fix waypoint is transitionedafter arming the hold.


H B U � 1 2 2 1 / F L 3 2 �



− . − M I N 8 + 2 2L E G D I S T B E S T S P E E D8 . � N M 2 2 1 K T

−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD EX I T HOLD>

HOLD


H B U � 1 2 2 1 / F L 3 2 �




−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD EX I T ARMED

EXEC


H B U � 1 2 2 1 / F L 3 2 �




−−−−−−−−−−−−−−−−−−−−−−−−<NEXT HOLD EX I T ARMED

SELECT EXIT HOLD PROMPT(LSK 6R)

EXECUTE THE MOD

THE FMC WILL EXIT THE HOLDTHE NEXT TIME THE HOLD

FIX POINT IS PASSED

To immediately exit the hold, select any waypoint from the route(including the hold fix waypoint) and select it to the go to waypointposition (LSK 1L) on the RTE LEGS page (perform a direct to op-eration) and then press the EXECute key. The FMC will computeand fly the required path to place the airplane back on the originalcourse.

2−281/(2−282 blank) TDM 2213

SELECT DESIRED WPT

The Select Desired Waypoint page is displayed any time a non−unique waypoint is entered into one of the FMC display pages (ex-cept RTA PROGRESS and LATERAL OFFSET pages).

When this page appears, select the appropriate line using corres-ponding LSK 1 through LSK 6 (left or right may be used). Thedisplay will return to the original page with the selected waypointavailable.

A maximum of twelve identifiers (2 pages) can be displayed, andare listed in the order of increasing distance from the refereneceposition.

PAGE ACCESS

− Entering a non−unique waypoint or navaid identifier into a dis-play field on an appropriate page (except RTA PROGRESSand LATERAL OFFSET).

SEL DES IRED LAS 1 / 1V O R T A C L A S ( L A S V E G A S )1 1 6 . 9� N3 6 ° �4 . 8W11 5 ° �9 . 6N D B L A S ( G U E R R A )2�� . � N1 8 ° 3 4 . 7W�6 9 ° 4 3 . 5

− The title line includes the the identifier that caused this page tobe displayed (up to five characters)

− The types of identifiers that may be displayed are:

• APT • ILSDME • NDB • VORTAC

• DME • LOC • VOR • WPT

• ILS • LOCDME • VORDME

When the identifier facility name is in the navigation database (upto 15 characters) it is displayed next to the identifier.

2−283/(2−284 blank) TDM 2213

Pilot−Defined Company Route OPTION:

When the pilot defined coompany route option is available, the Se-lect Desired Route page is also available. This page functions thesame way with route stored in the FMC.

PAGE ACCESS

− Entering a non−unique CO−ROUTE identifier on the RTE page.

SELECT DES IRED RTE 1 / 1P E R M A N E N T N A V D A T A

SFOMEM�1F L I G H T P L A N N A V D A T A

SFOMEM�1S U P P N A V D A T A

SFOMEM�1

Entering a non−unique CO−ROUTE identifier on the RTE page willdisplay this page allowing selection of the desired route data.

2−285 TDM 2213

ALTERNATE NAVIGATION

(LCD CDU Update 2)

The alternate navigation function provides basic backup navigationcapability via the MCDUs. The MCDU can hold a flight plan con-sisting of up to 60 waypoints. After the FMC route is activated itcan be crossloaded to the MCDU.

Once initalized, the FMC continues to provide the MCDU with routeand position updates each time a waypoint is transitioned. If theFMC fails, the MCDU can still provide basic navigation data to theflight crew on three display pages; Alternate Navigation LEGS, Al-ternate Navigation WPT DATA, and Alternate Navigation PROG-RESS.

The following depicts accessing the alternate navigation function.

MENU

<FMC <ACT >

<ACARS <HLD>

<DFDAU


MENU

FLIGHT PLAN NOT LOADEDFLIGHT PLAN LOADEDAND ACTIVE

ACT GPS PROGRESST O D T G E T AI TC 8 1 N M 1 2 : 1 4 Z

T K / D T K X T K E R R O R8 2 ° T / 8 2 ° T L � . 1 N M

G S3 1� K T

G P S RN3 8 ° 1 5 . � W11 4 ° 2 3 . 7−−−−−−−−−−−−−−−−−−−−−−−−

<LEGS−−−−−GPS−−WPT DATA>

OR NOT ACTIVE

SEE NEXT PAGE

2−286 TDM 2213

ACT GPS LEGS 1 / 28 2 ° T 4 2 N M 1 2 : 1 4 Z

I LC6 8 ° T 6 5 N M 1 2 : 1 9 Z

MLF7 1 ° T 1 � 9 N M 1 2 : 4 3 Z

HVE7 3 ° T 1 7 2 N M 1 3 : � 8 Z

HBU−−−−−−−−−−−−−−−−−−−−−−−−<CROSSLOAD

<PROGRESS−GPS−−WPT DATA>

GPS LEGS 1 / 28 2 ° T −−−N M −− : −−

I LC6 8 ° T −−−N M −− : −−

MLF7 1 ° T −−−N M −− : −−

HVE7 3 ° T −−−N M −− : −−

HBU−−−−−−−−−−−−−−−−−−−−−−−−<CROSSLOAD


MENU

<FMC <ACT >

<ACARS <HLD>

<DFDAU


MENU

GPS LEGS 1 / 1

−−−−−

−−−−−−−−−−−−−−−−−−−−−−−−<CROSSLOAD


FLIGHT PLAN NOT LOADED

FLIGHT PLAN LOADEDBUT NOT ACTIVE

EXEC

FLIGHT PLAN ACTIVE

LOADING AND ACTIVATINGTHE ALTERNATE NAVIGATION

FLIGHT PLAN.

2−287 TDM 2213

LEGS

Alternate Navigation LEGS

The alternate navigation LEGS page performs the same function asthe standard RTE LEGS page. The flight plan may be manuallyentered, or crossloaded from the primary FMC.

The primary differences between this page and the normal RTELEGS page is that the estimated time of arrival (ETA) to the way-point is displayed instead of the estimated time enroute (ETE) tothe waypoint, and the altitudes are not displayed (does not accountfor wind data).

Manual flight plan entries and edits are performed the same as forthe FMC.

PAGE ACCESS

− MENU page ALT NAV prompt (LSK 6L).

− Alternate navigation WPT DATA page LEGS prompt (LSK 6L).

− Alternate navigation PROGRESS page LEGS prompt (LSK 6L).

− Displayed when the FMC fails and a flight plan is not containedin the MCDU.

ACT GPS LEGS 1 / 28 2 ° T 4 2 N M 1 2 : 1 4 Z

I LC6 8 ° T 6 5 N M 1 2 : 1 9 Z

MLF7 1 ° T 1 � 9 N M 1 2 : 4 3 Z

HVE7 3 ° T 1 7 2 N M 1 3 : � 8 Z

HBU−−−−−−−−−−−−−−−−−−−−−−−−<CROSSLOAD


GPS LEGS 1 / 1

−−−−−

−−−−−−−−−−−−−−−−−−−−−−−−<CROSSLOAD


− Displays


• Leg direction

• Leg distance

• ETA

2−288 TDM 2213

The FMC flight plan may be also be crossloaded to the MCDUusing the CROSSLOAD prompt (LSK 5L). If the FMC should fail,the CROSSLOAD prompt changes to the LAST FMC PLAN prompt.When selected, th MCDU will use the last valid flight plan receivedby the FMC.

− Flight plan modifications may be made as usual.

− Inspect waypoints and data to confirm flight plan.

− Update flight plan as necessary.

− The on−side GPS must be available.

If the FMC route is not crossloaded to the MCDU prior to an FMCfailure, the alternate navigation function will not be available.

To load the FMC route:

− Enter or load the flight plan into the FMC and active.

− Press MENU key.

− Select the ALT NAV prompt (LSK 6L).

− On the alternate navigation LEGS page, select the CROSS-LOAD prompt (LSK 5L).

− Press EXEC key.

2−289/(2−290 blank) TDM 2213

PROGRESS

Alternate Navigation PROGRESS

The alternate navigation PROGRESS page provides in−flight statusof the aircraft’s progress along the active lateral route. This pagedoes not allow editing.

PAGE ACCESS

− MENU page ALT NAV prompt (LSK 6L) (ALT NAV Flight Plan is already active)

− Alternate navigation LEGS page PROGRESS prompt (LSK 6L)

− Alternate navigation WPT DATA page PROGRESS prompt(LSK 6R)

ACT GPS PROGRESST O D T G E T AI TC 8 1 N M 1 2 : 1 4 Z

T K / D T K X T K E R R O R8 2 ° T / 8 2 ° T L � . 1 N M

G S3 1� K T

G P S RN3 8 ° 1 5 . � W11 4 ° 2 3 . 7−−−−−−−−−−−−−−−−−−−−−−−−

<LEGS−−−−−GPS−−WPT DATA>

Displays the following information:

− TO − displays the go to waypoint.

− TK/DTK − actual track and desired track displayed in true northheading.

− GS − ground speed.

− GPS x − PPOS latitude, longitude, and receiver data source.

− DTG − distance to go to the go to waypoint.

− ETA − estimated time of arrival to the go to waypoint.

− XTK ERROR − cross−track error direction and magnitude.

LEGS prompt (LSK 6L) − displays the alternate navigation LEGSpage.

WPT DATA (LSK 6R) − displays the alternate navigation WPTDATA page.

2−291/(2−292 blank) TDM 2213

WPT DATA

The alternate navigation Waypoint Data page lists all waypoint iden-tifiers loaded or entered into the MCDU flight plan. Identifersloaded from the FMC will have the latitude and longitude displayed.Manually entered identifiers will have to have the latitude and longi-tude entered along with the identifier.

PAGE ACCESS

− GPS LEGS page WPT DATA prompt (LSK 6R)

− GPS PROGRESS page WPT DATA prompt (LSK 6R)

ACT GPS WPT DATA 1 / 2

I LC N3 8 ° 1 5 . � W11 4 ° 2 3 . 7

MLF N3 8 ° 2 1 . 6 W11 3 ° �� . 8

HVE N3 8 ° 2 5 . � W11� ° 4 2 . �

HBU N3 8 ° 2 7 . 1 W1�7 ° �2 . 4−−−−−−−−−−−−−−−−−−−−−−−−<CROSSLOAD

<LEGS−−−−−GPS−−PROGRESS>

− Displays


• Latitude

• Longitude

− FMC flight plan may be crossloaded to the ALT NAV plan usingthe CROSSLOAD prompt (LSK 5L).

− Flight plan modifications may be made as usual.

− Inspect waypoints and data to confirm flight plan.

2−293 TDM 2213

MAPS

Weather Maps Option

The LCD CDU Update 2 can provide weather map uplink capablitycovering the continental United States. These maps are displayedon the MCDUs. To exit the weathermaps, select any mode key toreturn to an FMC page.

PAGE ACCESS

− MENU page ACARS prompt (LSK 2L)

A C A R S WEATHER CHARTS

<RADAR DEP I CT I ON>

<S I GN I F I CANT SATEL L I TE>

<TOPS / MOVE WI NDS / TEMP>

RCVD CHARTS>

<MA I N VO I CE

The WEATHER MAPS pages provide the crew with up−to−dateweather information that may be displayed on the MCDU. For de-tailed operation of the display functions, refer to the systems opera-tions manual.

Typical examples of different types of weather maps and chartsavailable are shown on the following pages.

2−294 TDM 2213

Radar Image

Significant Image

2−295 TDM 2213

Tops/Move

Depiction

2−296 TDM 2213

Satellite Image

Wind/Temp Charts

3−1 TDM 2213

PART 3

FMCS MESSAGES

ALERTING AND ADVISORY MESSAGES

FMCS MESSAGES

Messages are displayed in the LCD scratch pad line to inform theflight crew of incorrect manual entries, improper FMS operation,route status, and data transmissions (ACARS or ATC). The scratchpad works as a queue for all entries and messages.

There are several categories of messages generated or displayedby the FMCS.

• FMCS Alerting Messages − identify a condition which must becorrected before further FMCS-guided flight is advisable orpossible. Alerting messages also cause the “FMC” annuncia-tors to light on the FMA or AA panels.

• FMCS Advisory Messages − inform the f l ight crew thatchanges made cause unattainable conditions, or are used toverify the changes.

• FMCS Entry Error Messages − inform the flight crew of LCDentry errors. When the CLR key is used to clear the message,the original data that caused the message is displayed.

• ACARS/ATC Alerting Messages − provide system level alertsconcerning transmissions (selectable option and requires atleast one of the FMCS displays is an MCDU type).

• ACARS/ATC Advisory Messages − provide error informationconcerning transmissions (selectable option and requires atleast one of the FMCS displays is an MCDU type).

• ACARS/ATC Annunciation Messages − provide status of theACARS System and data transmissions (selectable option andrequires at least one of the FMCS displays is an MCDU type).

When multiple messages are generated, they are queued for dis-play in a prioritized sequence. Messages of the same category areplaced in the order of their occurrence at the assigned level ofpriority.

Alerting and advisory (except entry error advisory) messages causethe LCD MGS annunciator to be lit. The MSG annunciator willremain lit until all alerting and advisory are cleared from the queue.

3−2 TDM 2213

Messages are removed from the queue when manually cleared us-ing the CLR key, or automatically removed when the cause of themessage is no longer true. When a message is cleared manuallyand the cause of the message is still valid, the message is re−queued. The queue is layered in the following sequence:

• ATC Uplink Pending Messages

• Entry Error Messages (only displayed on the LCD the errorwas generated on.)

• Manually entered data

• ACARS Uplink Alerting Messages

• Alerting Messages − Active Flight Plan

• Alerting Messages − MOD Flight Plan

• Advisory Messages (if these messages pertain to specific dataon a specific display page, the message is only displayed whenthat page is viewed.)

• ACARS System Level Messages.

When the Message Recall selectable option is enabled, the mes-sage queue may be viewed prior to end of flight by selecting theMSG RECALL prompt (LSK 2R) on the INIT/REF INDEX page.The MESSAGE RECALL page is cleared of all but system statusmessages at the end of the flight.

The following pages provide a complete list of FMCS messages,their causes, and the recommended corrective actions Messagesare in alphabetic sequence by message name.

3−3 TDM 2213

FMCS Alerting Messages

MESSAGE CAUSINGCONDITION

FLIGHT CREWACTION

CRZ ALT CHANGED TO XXXXX

A flight plan MODcontains an altitudeconstraint that con-flicts with the cruisealtitude. EXECutingthe MOD will auto-matically change thecruise altitute.

Review and changethe cuise altitude.

or

Clear LCD messageand EXECute theMOD.

CUTBACK DISARMED

While preparing fortakeoff, a runwaychange was made.

Note: this messagewill follow the TAKE-OFF SPEEDS DE-LETED message.

Reset the CUTBACKselection to ON if stilldesired.

Clear LCD message.

CUTBACK UNAVAILABLE

The FMC is unable toconverge on the cut-back N1 value.

Clear LCD message.

CYCLE IRS OFF−NAV

IRS requires manual-ly restarting align-ment.

On the IRS ModePanel, move the IRSmode control knob toOFF, then to NAV.

DATA BASE INVALID

The NDB is not us-able.

Reload (or crossload− dual FMC installa-tion) permanent navi-gation data base (onthe ground only).

DISCO INSRTD AFTR XXXXX

A lateral discontinuitywill automatically beinserted into the flightplan because theFPR will bypass morethan two waypoints.

or

The FMC predicts thelateral geometry inthe flight path is inde-terminate.

Amend the flight planand remove the DIS-CO.

3−4 TDM 2213

MESSAGE FLIGHT CREWACTION

CAUSINGCONDITION

DISCONTINUITY Passing last waypointin the plan prior to aroute discontinuity.

Select RTE or RTELEGS to specify thewaypoints for a con-tinuous plan.

DUAL FMC OP RESTORED

Movement of thesource select switchposition has caused are−synchronizationand dual operation isrestored, or thesource select switchposition has notchanged, and is in ei-ther BOTH-ON-LEFTor BOTH-ON-RIGHTand the FMC has au-tomatically restoredDUAL after 5 min-utes.

Clear LCD message.

END OF OFFSET There are 2 minutesremaining to the off-set leg termination

Clear LCD message.

END OF ROUTE Passing last route legtermination.

Go to RTE or RTELEGS and execute aroute modification

or

Clear LCD message.

ENG OUT SID MOD

An engine out SID ex-ists for the selectedrunway and was auto-maticaly inserted intothe flight plan.

Clear LCD message.

ENTER IRS POSITION

An IRS needs to beinitialized to a posi-tion.

Enter IRS POS onPOS INIT page.

3−5 TDM 2213


CAUSINGCONDITION

FMC APP/TUNE DISAGREE

An FMS approvednon−precision ap-proach is in the activeflight plan and an ILS/MLS/GLS approachnavaid is being tunedwith G/S ON.

Tune NAV radio tocorrect navaid.

or

Select G/S OFF.

or

Clear LCD message.

FMC DISAGREE While on the groundthe FMCs in a dualinstallation have dif-ferences that will pre-vent proper dual FMCoperation.

or

During approach, theFMCs in a dual instal-lation have a dis-agreement in the nav-igation solutions.

or

During an FMC RNPapproach, the FMCsin a dual installationhave a disagreementin the navigation solu-tions.

Investigate source ofdisagreement andcorrect.

Verify path beingflown is correct.

Clear LCD message.

Initiate a GA unlesssuitable visual refer-ences can be estab-lished and main-tained.

Clear LCD message.

INSUFFICIENT FUEL

A change in condi-tions or a change inthe flight plan routecauses predictions toshow not enough fuelonboard to reach des-tination with 2000 lbsof fuel remaining.

Modify flight plan.

or

Change cruise alti-tude.

or

Divert for additionalfuel.

IRS MOTION IRS has detected mo-tion during alignmentresulting in need forrealignment.

Clear LCD message.

3−6 TDM 2213


CAUSINGCONDITION

LNAV BANK ANGLE LIMITED

The airplane is in orwithin 5 minutes of anon−fly over roll−upturn that is less thanor equal to 135 de-grees, and the perfor-mance bank anglelimit will cause the air-plane to exceed theairspace containmentarea.

Modify turn.

or

Clear LCD message.

MAX ALT FLXXX Attempted to raisecuise altitude usingaltitude interventionand the MCP is setabove the airplanemaximum altitude

Reset MCP altitudebelow maximum alti-tude.

Clear LCD message.

MISSED CAPTURE A proper localizercapture maneuverwas performed, butthe capture did notoccur.

Perform GA.

Clear LCD message.

MODEL/ENG DATA INVALID

The Model/Enginedata base is notloaded or is not us-able.

Reload MEDB.

NAV DATA OUT OF DATE

The current NDB ef-fectivity date is ex-pired.

Select a current NDBon the IDENT page ifavailable.

or

Load a current NDB.

NAV INVALID−TUNE XXXXX

The the RNAV orVOR approach proce-dure requires a speci-fied navaid that is nottuned.

Cross-check radiosand manually tunespecified navaid.

3−7 TDM 2213


CAUSINGCONDITION

OVERSPEED DISCONNECT

During descent, theairport speed restric-tion is exceeded by15 kts or more whilebelow speed restric-tion altitude.

Slow aircraft to within10 kts of speed targetand re-engage VNAV.

or

Clear LCD message.

Message is inhibited when using speed inter-vention.

PARTIAL ROUTE LOADED

A route is loaded fromthe Flight Plan DB orthe SUPP NAV DBthat contains refer-ences not containedin any data bases.

Modify flight plan.

or

Verify navigation da-tabases are correctand up to date.

Clear LCD message.

PERF DEFAULTS INVALID

Loaded PerformanceDefaults data base isunusable.

Reload PDDB.

Clear LCD message.

RESET MCP ALT The airplane is lessthan 5 nm from T/Dand the MCP altitudeis within 90 feet of theCRZ altitude.

Reset MCP altitudefor descent.

Clear LCD message.

RTA UNACHIEVABLE

RTA does not fallwithin the computedRTA window.

Check RTA PROG-RESS page and enteran achievable RTA.

or

Select another perfor-mance mode.

RW/APP CRS ERROR

While on approach,the MCP selectedcourse does notmatch the frontcourse of the selectedapproach in the activeflight plan.

Correct the MCP se-lected course to with-in 5 degrees of thefront course for theselected approach.

3−8 TDM 2213


CAUSINGCONDITION

RW/APP TUNE DISAGREE

The MCP coursedoes not match thefront course for theapproach selected inthe FMC flight plan.

Dial MCP course towithin 5 degrees ofthe FMC front coursefor the approach.

SCANNING DME FAIL

Both Scanning DMEradios have failed toprovide The FMCswith inputs.

Verify radios are pow-ered up.

or

Report failures tomaintenance group.

Clear LCD message.

SELECT MODE AFTER RTA

The RTA waypointwas deleted from theactive plan or se-quenced.

Verify the RTA way-point was not deletedon the RTA PROG-RESS page.

or

Select another per-formance mode.

SINGLE FMC OPERATION

In a dual FMC instal-lation, the primaryFMC has determinedthat the secondaryFMC is not available.

Clear LCD message.

Report failure tomaintenance group.

SW OPTIONS INVALID

The software optionsdatabase CRC checkfailed.

Reload SW OptionsDatabase.

Clear LCD message.

3−9 TDM 2213


CAUSINGCONDITION

TAKEOFF SPEEDS DELETED

A change to the take-off parameterscaused the manuallyentered takeoffspeeds to be replacedby the QRH com-puted takeoff speeds.

or

Manually enteredtakeoff speeds do notmeet the V1�VR<V2requirement.

Clear LCD message.

THRUST REQUIRED

While in PATH de-scent the airplane is17 kts below the high-est target speed.

Increase speed to tar-get speed.

UNABLE HOLD AIRSPACE

An FMS generatedhold pattern (usingperf bank angle limits)contains a turn radiusthat exceeds allow-able hold airspace.

Redefine or removethe hold.

or

Clear LCD message.

UNABLE NEXT ALTITUDE

CLB: The next climbaltitude restrictioncannot be met due toundershoot.

or

DES: The next de-scent altitude restric-tion cannot be metdue to overshoot.

Review FMCS ER-ROR AT prediction(CLB page).

Clear LCD message.

or

Review vertical bear-ing information onDES page.

Clear LCD message.

3−10 TDM 2213


CAUSINGCONDITION

UNABLE PROC AIRSPACE

The airplane is within5 minutes of an activeprocedure turn entrywaypoint, or an activeprocedure turn inter-cept waypoint, andthe and the FMC turngeometry will ex-ceeds the requiredexcersion distance.

Clear LCD message.

UNABLE REQD NAV PERF−RNP

The displayed FMCANP is not sufficientfor current specifiedRNP values (pilot-en-tered).

Clear LCD message.

When entering dataon ground, check ac-curacy. In flight,check the position dif-ferences on POSSHIFT page; if FMCSposition is clearly cor-rupted, update FMCSto best sensor posi-tion source.

Messages inhibited in approach environmentwhen:

VOR/LOC mode is engaged.

or

VOR/ILS is selected on EFIS.

or

Both VOR radios are manually tuned to theprocedure navaid.

or

G/S mode is engaged.

VERIFY GW AND FUEL

Fuel input has failed,or it has been 30 min-utes since a manualentry of fuel wasmade.

Enter fuel weight onPERF INIT page.

Message is inhibited in descent when a VREFis selected.

3−11 TDM 2213


CAUSINGCONDITION

VERIFY POSITION (in the air)

One of the followingPOS Differences isdetected:

or

The IRS−IRS positionis >10 nm for 40 sec-onds.

or

The IRS−FMC posi-tion is >10 nm for 40seconds

or

The IRS−Radio posi-tion is >4 nm for 150seconds and FMC isnot radio/GPS updat-ing.

or

The FMC-Radio,FMC−GPS, or FMC−FMC (dual only) dis-played RNP is >0.5nm.

When in flight, checkthe position differ-ences on POS SHIFTpage; if FMC positionis clearly corrupted,update FMC to bestsensor positionsource.

Messages are inhibited in approach environ-ment when:

VOR/LOC mode is engaged.

or

VOR/ILS is selected on EFIS.

or

Both VOR radios are manually tuned to theprocedure navaid.

or

G/S mode is engaged.

3−12 TDM 2213


CAUSINGCONDITION

VERIFY POSITION (on the ground)

One of the followingPOS Differences isdetected:

Airport−IRS is >4 nm

or

FMCS−Runway Up-date is >10 nm

When entering dataon ground, checkdata accuracy. If theFMC position is clear-ly corrupted, updateFMC to best sensorposition source.

VERIFY RNP The manually enteredRNP is greater thanthe NDB defined RNPor default RNP for thecurrent environment.

Enter an RNP smallerthan the default orNDB RNP

or

Delete the manuallyentered RNP.

Clear LCD message.

VERIFY VERT RNP With the CDS LNAV/VNAV deviationscales enabled and amanually entered ver-tical RNP, the envi-ronment default verti-cal RNP changed andis less than the manu-ally entered value.

Correct vertical RNPor use default value.

VERIFY TAKEOFF SPEEDS

The GW, PLANFUEL, or ZFW hasbeen changed aftermanually enteringtakeoff speeds.

Review GW, PLANFUEL, ZFW, andtakeoff speeds.

VNAV DISCONNECT

The autopilot discon-nects from VNAV dur-ing approach.

Manually control thevertical path. Checkfor under speed con-dition and if requiredcorrect speed, thenre−engage VNAV.

3−13 TDM 2213

FMCS Advisory Messages

The following list contains the advisory messages.


FLIGHT CREWaction

ABOVE MAX CERT ALT

The current altitudeexceeds the airplanesmaximum certified al-titude by more than500 feet.

Descend to an alti-tude below maximumcertified altitude.

ALT CONSTRAINT XXXXX

The modified flightplan caused an alti-tude constraint con-flict with existingconstraints in theflight plan beginningwith the indicatedwaypoint.

Review altitudeconstraints beginningwith the waypoint dis-played in the mes-sage. Correct flightplan as required.

APPRCH VREF NOT SELECTED

The airplane is in theapproach environ-ment with VNAV en-gaged, and VREF hasnot been selected orentered.

Select VREF on AP-PROACH REF page.

ARR N/A FOR RUNWAY

The selected runwayor approach is notcompatible with theselected arrival pro-cedure.

Select a different run-way or approach asrequired.

Clear LCD message.

BUFFET ALERT The airplane speed iseither faster than thehigh speed buffet limitor slower than the lowspeed buffet limit, orthe altitude is higherthan the beffet limitedmaximum altitude.

Bring aircraft back towithin operating enve-lope.

CHECK FMC FUEL QUANTITY

FMC has detected asignificant decreasein fuel quantity.

Investigate fuel sys-tem.

Clear LCD message.

3−14 TDM 2213

MESSAGE FLIGHT CREWaction

CAUSINGCONDITION

DRAG REQUIRED Due to unforeseenconditions, the air-plane is over speed-ing.

Adjust airplane speedas required.

Clear LCD message.

FMC APP MODE UNAVAIL−GP

An approved final ap-proach is in the flightplan and the leg FPAis zero.

Verify final approachand correct flight pathas necessary.

Clear LCD message.

FMC APP MODE UNAVAIL−QFE

An approved non−precision final ap-proach is in the flightplan and QFE is se-lected on the AP-PROACH REF page.

Select QNH on AP-PROACH REF page.

or

Select a localizerbased based ap-proach into the flightplan.

INVALID OFFSET A START waypointwas entered and theassociated leg is non−offsettable or any flightplan mod that causesthe start of offset tobecome non−offset-table.

Enter a differentSTART wapoint.

or

Correct the flightplan.

or

Delete the offset.

Clear LCD message.

KEY/FUNCTION INOP

A key associated withan inactive mode orfunction was pressed.

Clear LCD message.

LOC CAP ACTIVE The airplane is oncourse and within 17nm from the localizeror GLS interceptpoint.

Clear LCD message.

3−15 TDM 2213


CAUSINGCONDITION

LOC CAP CANCELLED

The localizer capturewas armed but thecapture did not occur.

Check:

LNAV disengaged.

or

Active waypoint waschanged.

or

LOC DEV signal lost.

or

Localizer not tuned.

or

Localizer capture wasdisarmed.

MAX ALT FLXXX The The entered CRZALT is above themaximum ECONmode CRZ ALT.

or

The ECON modemaximum CRZ ALT isrecomputed and thenew altitude is lowerthan the current CRZALT.

or

The The enteredSTEP TO CRZ ALT isabove the maximumECON mode CRZALT.

Amend altitude entry.

3−16 TDM 2213


CAUSINGCONDITION

MAX CAS XXX

or

MAX MACH .XXX

The entered CRZ ALTwill cause the CRZTGT SPD to be great-er than the maximumbuffet speed, VMO, orMMO at the CRZ ALT.

or

The entered CRZTGT SPD is greaterthan the maximumbuffet speed, VMO, orMMO at the CRZ ALT.

Clear LCD message.

Accept limited speedfor new altitude

or

Modify selected alti-tude or speed.

This message is only displayed in non−econ-omy mode CLB, CRZ and DES pages.

MCP APP DISARM REQD

The approach in theflight plan waschanged to GP withG/S armed and GPnot armed.

Arm GP.

MIN CAS XXX

or

MIN MACH .XXX

The entered CRZ ALTwill cause the CRZTGT SPD to be lessthan the minimumbuffet speed or mini-mum flaps up maneu-ver speed at CRZALT.

or

The entered CRZTGT SPD is less thanthe minimum buffetspeed or minimumflaps up maneuverspeed at CRZ ALT.

Accept limited speedfor new altitude

or

Modify selected alti-tude or speed.

This message is only displayed in non−econ-omy mode CLB, CRZ and DES pages.

3−17 TDM 2213


CAUSINGCONDITION

NO DES PATH AFTER XXXXX

The profile con-straints cannot beachieved and the pathmaintained asplanned after thenamed waypoint.

Modify the flight pathas necessary to meetthe FPA limits.

NOT IN DATA BASE

The entered identifiercannot be found inany of the databases.

Verify identifier is cor-rect.

Clear LCD message.

NOT ON INTERCEPT HEADING

INTC function wasused when the air-plane is not within legcapture criteria whenLNAV is engaged.

Manually steer air-craft onto a headingwhich will interceptthe active leg of theplanned route and en-gage LNAV.

OFFSET DELETED The START of offsetwaypoint has beendeleted from the flightplan through an editon any page otherthan the LATERALOFFSET page.

Delete offsets fromthe LATERAL OFF-SET page.

3−18 TDM 2213


CAUSINGCONDITION

OFST ENDS ABEAM XXXXX

The entered END ofoffset waypoint willcause the return tran-sition path to theconstructed with anangle less than 45 de-grees.

or

The entered END ofoffset waypoint is atthe beginning of aturn that is greaterthan 135 degrees.

or

An END of offset way-point is not desig-nated and the offsetends in two minutesplus the time to fly theoffset distance.

Review offset plan.Enter a valid ENDwaypoint.

OFST ENDS ABEAM YYYYYY

A MOD flight plancauses the END ofoffset waypoint to bedeleted.

or

A non−offsettable legexists between theSTART and END ofoffset.

Review and changeoffset plan as re-quired.

PERF DEFAULTS DELETED

Performance defaultdatabase has beenautomatically deleteddue to a conflict withperformance database limits.

Load correct MEDB.

Clear LCD message.

3−19 TDM 2213


CAUSINGCONDITION

POS SHIFT OVER 50 NM

A sensor selectedposition on the POSSHIFT page willcause a position shiftof 50 nautical miles ormore if EXECuted.

Verify change is de-sired and EXECute.

or

Select a different sen-sor position.

or

Display another page(leaving the POSSHIFT page erasesany selections made).

PROGRAM PIN ERROR

FMC connector wiringproblem.

FMC not operational.

Inform maintenancepersonnel.

PROGRAM PIN NOT IN DB

The Airframe/Engineprogram pins at theFMC connector donot correspond todata in the loadableperformance database.

Load correct database.

RESET MCP ALT Entering a higher orlower CRZ ALT duringnormal cruise whileflying the FMC alti-tude and the MCP al-titude is within 100feet.

Adjust the MCP alti-tude to the desiredFMC altitude.

or

Reset the FMC CRZALT back to the origi-nal altitude.

RESET MCP APP MODE

During a non−localiz-er approach, achange to the ap-proach requires verti-cal approach controlto be changed fromG/S to G/P.

Engage G/P.

3−20 TDM 2213


CAUSINGCONDITION

ROUTE FULL The maximum allow-able number of hold-ing patterns or way-points are used andthe vertical flight plancannot generate re-quired phantom way-points.

Edit flight plan tomake room.

Clear LCD message.

RUNWAY N/A FOR SID

Runway selection isnot compatible withdeparture procedureselected on the RTEpage.

Select a different run-way or SID as re-quired.

Clear LCD message.

SELECT ACTIVE WPT/LEG

While in the air, theFMC is power−up or adifferent flight plan isactivated.

Execute a direct-to orintercept leg to definethe active leg in theroute.

STEEP DES AFTER XXXXXX

The descent path af-ter the indicated way-point is steeper thanthe idle descent pathby at least 200 feet.

Maneuver toward thedescent path.

Clear LCD message.

TAI ON ABOVE 10 °C

Airplane is being op-erated in thrust limitmode with anti-icingsystem on and TATabove 10°C.

Verify use of anti-ic-ing for engine cowl orwing surfaces is re-quired.

UNABLE CRZ ALTITUDE

The FMC predicts theentered CRZ ALT willresult in zero cruisetime or cannot beachieved because ofperformance limita-tions.

Enter a lower CRZALT.

UNABLE MACH .XXX

The MACH TGT SPDentry is impossible toachieve at the pres-ent airplane weight atany altitude.

Enter a different tar-get speed.

Clear LCD message.

3−21 TDM 2213


CAUSINGCONDITION

UNABLE TO OFFSET

A valid offset cannotbe constructed fromthe entered offset pa-rameters.

Review offset andre-enter valid data.

USING RSV FUEL A change in flightconditions or theroute causes fuelburn to exceed totalfuel minus reserves.

Edit the active flightplan if possible.

Clear LCD message.

V SPEEDS UNAVAILABLE

The FMC is unable tocompute takeoffspeeds.

Verify GW is aboveminimum GW. Checkaltitude and tempera-ture entries, checkselected derates.

Clear LCD message.

VERIFY RNP VALUE

The manually enteredRNP is larger than thedefault RNP.

or

The manually enteredRNP is less thanANP.

Re−enter a differentvalue for RNP.

Clear LCD message.

VERIFY VERT RNP With CDS LNAV/VNAV deviation sca-les enabled, a verticalRNP was entered thatis greater than the de-fault vertical RNP oris less than ANP.

Re−enter a differentvalue for RNP.

Clear LCD message.

XXXX The indicated airportidentifier is enteredon the POS INIT pagebut not in the ORIGINfield on RTE page 1.

Select the airportidentifier in thescratch pad to ORI-GIN (LSK 1L) on theRTE page 1.

3−22 TDM 2213


CAUSINGCONDITION

XXXXX While on the CRZpage, the MCP alti-tude in the message-does not match CRZALT.

Set the MCP altitudeto the CRZ ALT.

or

Set the CRZ ALT tothe MCP altitude.

Clear LCD message.

3−23 TDM 2213

FMCS Enry Error Messages

The following list contains the entry error messages.


FLIGHT CREWACTION


An added or changedaltitude constraint orcruise altitude con-flicts with the altitudeconstraint of otherwaypoints in the routebeginning at the way-point indicated in themessage.

Amend the entry toclear the conflict.

Clear LCD message.

DATA BASE FULL An attempt was madeto enter a waypoint,navaid, or airport andhas exceeded capac-ity of the Temporaryor Supplemental Nav-igation Data Base.

or

An attempt was madeto confirm a routesave which exceedsthe capacity of theTemporary or Supple-mental NavigationData Base.

Go to REF NAV DATAor SUPP NAV DATApages and delete un-needed temporarywaypoints, navaids,or airports.

Clear LCD message.

DUPLICATE FLIGHT PLAN ID

An attempt was madeto save a flight planand the Flight Plan IDentered is alreadycontained in the FlightPlan Nav Database.

Enter a differentname for the flightplan.

Clear LCD message.

INVALID DELETE An attempt was madeto delete a system ordefault data field.

Clear LCD message.

INVALID ENTRY The entry attemptedhas an incorrect for-mat or range for theselected data field.

Repeat entry with cor-rect data for desiredfield.

Clear LCD message.

3−24 TDM 2213


CAUSINGCONDITION

INVALID QUAD An attempt was madeto enter a QUAD on aPBD hold fix from aVHF navaid thatdidn’t correspond tothe RADIAL or the re-ciprocal of the RA-DIAL.

Repeat entry with cor-rect QUAD.

Clear LCD message.

NO OFFSET AT LEG XXXXX

An attempt was madeto start or end an off-set on a non-offset-table leg.

Enter a valid offsetstart or end waypoint.

Clear LCD message.

NOT IN DATA BASE

An attempt was madeto enter an identifierand the FMC couldnot find it in any of thenavigation or routedatabases.

Verify identifier is en-tered correctly.

or

Enter required infor-mation into temporaryor supplemental navi-gation data base viaREF NAV DATA orSUPP NAV DATApage.

Clear LCD message.

NOT IN FLIGHT PLAN

An attempt was madeto enter an RTA way-point or lateral offsetstart/end waypointthat was not found inthe flight plan.

Enter a valid waypointwhich is in the flightplan.

or

Add the desired way-point to the flightplan, and renter theRTA or offset start/end waypoint .

Clear LCD message.

3−25 TDM 2213


CAUSINGCONDITION

ROUTE FULL An attempt was madeto enter more than 99waypoints or a sixthhold.

Review existing anddesired route seg-ments for possibledeletions.

Clear LCD message.

SUPP RTE DATA BASE FULL

An attempt was madeto save an 11th routein the supplementalflight plan data base.

Delete unused or un-wanted flight plans tomake room for newones.

Clear LCD message.

3−26 TDM 2213

ACARS/ATC Messages

ACARS/ATC Alerting Messages.

The following is a list of the ACARS/ATC alerting messages.

MESSAGECAUSING

CONDITIONFLIGHT CREW

ACTION

ALTN DEST UPLINK

A non−ATC messagecontaining alternateairport data is beingor has been loadedinto the flight plan.

Wait for loading tocomplete.

or

Review and accept orreject the data.

or

Suspend loading us-ing the MCDU longdelete.

ATC COMM ESTABLISHED

The ATC datalink logon was successful.

Clear LCD message.

ATC COMM TERMINATED

The ATC datalink isclosed.

Some of the morecommon reasons are:

A valid END of SER-VICE message issent.

An invalid transferwas attempted.

There has been nocommunications ac-tivity for 16 minutes.

The flight number orairplane tail numberwas changed on theLCD.

The flight crew termi-nated communica-tions using the ATCCOMM OFF prompt.

Clear LCD message.

ATC MESSAGE A valid ATC datalinkmessage has beenreceived.

Clear LCD message.

3−27 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

ATC REPORT LIST FULL

Ten reports havebeen generated in re-sponse to an ATC re-port or confirm mes-sage and are stillqueued.

Close report list andsend.

ATC ROUTE DATA UPLINK

ATC route data hasbeen loaded into theflight plan.


or


ATC ROUTE UPLINK LOADING

ATC route data orflight plan with routedata is being loadedinto the flight plan.


or


ATC ROUTE UPLINK READY

ATC route data hasbeen loaded into theFMC and requiresflight crew attention.

Load and review theroute data on the RTEor RTE LEGS pages.

ATC RTA DATA UPLINK

ATC RTA data is be-ing or has beenloaded into the flightplan.


or


or


ATC RTA UPLINK READY

ATC RTA data hasbeen loaded into theFMC and requiresflight crew attention.

Load and review theRTA data on the RTAPROGRESS page.

3−28 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

ATC UPLINK WAITING

An ATC message hasbeen received and re-quires flight crewattention.

Review and proceedaccordingly.

CRZ WIND UPLINK LOADING

A non−ATC messagecontaining cruisewind data is beingloaded into the flightplan.


or


CRZ WIND UPLINK READY

A non−ATC messagecontaining cruisewind data has beenloaded into the FMCand requires flightcrew attention.

Load and review thecruise wind data onthe RTE DATA page.

CRZ WIND XXXXX UPLINK

A non−ATC messagecontaining en−routecruise wind data hasbeen loaded into theflight plan for the alti-tude indicated in themessage.


or


DATALINK CONFIG INVALID

The datalink configu-ration data base isunusable.

Reload datalink con-figuration data base.

Clear LCD message.

DESCENT FORECASTS UPLINK

A non−ATC messagecontaining descentforecast data is beingor has been loadedinto the flight plan.


or


or


3−29 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

FORECASTS UPLINK READY

A non−ATC messagecontaining descentforecasts data hasbeen loaded into theFMC and requiresflight crew attention.

Load and review thedescent forecastsdata on the DESFORECASTS page.

INVALID ATC ROUTE UPLINK

The ATC route datauplink contained er-rors resulting in theroute data being re-jected.

Clear LCD message.

INVALID ATC RTA UPLINK

The ATC RTA datauplink contained er-rors resulting in theentire RTA data beingrejected.

Clear LCD message.

INVALID ATC UPLINK

An ATC message wasreceived which con-tained fatal errors.

Clear LCD message.

INVALID TAKEOFF XXXXXXX

A non−ATC messagecontaining takeoffdata has been loadedinto the flight plan,however, the airplaneis performance limit-ed for the requestedrunway.

Request different run-way.

Clear LCD message.

This message can only occur on the ground.

MESSAGE LIMIT EXCEEDED

More than five ele-ments were selectedfor a downlink mes-sage.

Limit the number ofelements to five.

Clear LCD message.

NAV DATA LOADING

A non−ATC messagecontaining supple-mental navigationdata is being loadedinto the SUPP NAVDatabase.


or


3−30 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

NAV DATA UPLINK A non−ATC messagecontaining supple-mental navigationdata has been loadedinto the SUPP NAVDatabase.

Clear LCD message.

PARTIAL ALTN DEST UPLINK

A non−ATC messagecontaining alternateairport data has beenpartially loaded intothe flight plan due toerrors in the uplinkdata.


or


PARTIAL ATC ROUTE UPLINK

ATC route data hasbeen partially loadedinto the flight plan dueto errors in the uplinkdata.


or


PARTIAL CLEARANCE LOADED

An ATC messagecontaining loadablevariables failed tocompletely load.

Clear LCD message.

PARTIAL FORECASTS UPLINK

A non−ATC messagecontaining descentforecast data hasbeen partially loadedinto the flight plan dueto errors in the uplinkdata.

Review and accept orreject data.

or


PARTIAL LIMITS UPLINK

A non−ATC messagecontaining perfor-mance limits data hasbeen partially loadedinto the flight plan dueto errors in the uplinkdata.


or


3−31 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

PARTIAL NAV DATA UPLINK

A non−ATC messagecontaining navigationdata has been partial-ly loaded into theSUPP NAV Databasedue to errors in theuplink data or insuffe-cient room to storethe data.

Clear LCD message.

PARTIAL PERF INIT UPLINK

A non−ATC messagecontaining perfor-mance initializationdata has been partial-ly loaded into theflight plan due to er-rors in the uplinkdata.


or


PARTIAL ROUTE UPLINK

A non−ATC messagecontaining route datahas been partiallyloaded into the flightplan due to errors inthe uplink data.


or


PERF INIT UPLINK A non−ATC messagecontaining perfor-mance initializationdata is being or hasbeen loaded into theflight plan.


or


or


PERF INIT UPLINK READY

A non−ATC messagecontaining perfor-mance initializationdata has been loadedinto the FMC and re-quires flight crewattention.

Load and review theperformance initial-ization data on thePERF INIT page.

3−32 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

PERF LIMITS UPLINK

A non−ATC messagecontaining perfor-mance limits data isbeing or has beenloaded into the flightplan.


or


or


PERF LIMITS UPLINK READY

A non−ATC messagecontaining perfor-mance limits data hasbeen loaded into theFMC and requiresflight crew attention.

Load and review theperformance limitsdata on the PERFLIMITS page.

RE−LOGON TO ATC COMM

An attempt to log onto the ATC datalinkfailed.

or

An ATC message issent containing a dif-ferent flight numberor airplane tail num-ber.

or

The ATC Center didnot respond on time.

Clear LCD message.

Verify flight numberand tail number arecorrectly loaded intothe LCD.

Log onto ATC datal-ink.

RESEND MESSAGE

A downlink messageis initiated but theFMC is unable to sentthe message to theMU.

Clear LCD message.

RESPOND TO ATC UPLINKS

The ATC uplink mes-sage queue is full.

Clear LCD message.

Respond to pendinguplink messages toclear the queue.

3−33 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

ROUTE DATA UPLINK

A non−ATC messagecontaining route datahas been loaded intothe flight plan.


or


ROUTE UPLINK LOADING

A non−ATC messagecontaining route datais being loaded intothe flight plan.


or


ROUTE UPLINK READY

A non−ATC messagecontaining route datahas been loaded intothe FMC and requiresflight crew attention.

Load and review theroute data on the RTEor RTE LEGS pages.

RTA DATA UPLINK A non−ATC messagecontaining RTA datais being or has beenloaded into the flightplan.


or


or


RTA UPLINK READY

A non−ATC messagecontaining RTA datahas been loaded intothe FMC and requiresflight crew attention.

Load and review theRTA data on the RTAPROGRESS page.

3−34 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

TAKEOFF DATA LOADED

A change in the flightplan runway or run-way intersection ismade and the corre-sponding takeoff datais already loaded intothe FMC.


Clear LCD message.

This message only can only occur on theground.

TAKEOFF DATA UPLINK

A non−ATC messagecontaining takeoffdata has been loadedinto the flight plan.This load contains atleast one runway and/or a CG value.


This message only can only occur on theground.

UNABLE TO LOAD CLEARANCE

The FMC received anATC message butwas unable to loadany of the data.

Clear LCD message.

UNABLE TO SEND MSG

The flight crewsdownlink messagefailed to send.

Verify MU is opera-tional.

or

Too many messagesare queued in theFMC. Wait for FMCqueue to empty, thenresend message.

3−35 TDM 2213

ACARS/ATC Advisory Messages.

The following is a list of the ACARS/ATC advisory messages.

MESSAGECAUSING


ACTION


A non−ATC uplink ofperformance initiali-zation or route datachanged or added analtitude constraintthat conflicts with ex-isting constraints.XXXXX is the firstwaypoint in the flightplan that is affected.


Review flight plan andcorrect conflicts.

ARR N/A FOR RUNWAY

A non−ATC uplink ofrunway/approachdata being loadedcontains a runway/ap-proach that is notcompatible with thearrival already loadedor selected.

Reject uplink, requestcorrect runway/ap-proach/arrival advice.

INVALID ALTN DEST UPLINK

A non−ATC uplinkcontained errors inthe alternate airportdata. The entireuplink was rejected.

Clear LCD message.

Request re−senduplink.

INVALID CRZ WIND UPLINK

A non−ATC uplinkcontained errors inthe wind data. Theentire uplink was re-jected.

Clear LCD message.


INVALID FORECASTS UPLINK

A non−ATC uplinkcontained errors inthe descent forecastdata. The entireuplink was rejected.

Clear LCD message.


3−36 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

INVALID LIMITS UPLINK

A non−ATC uplinkcontained errors inthe performance lim-its data. The entireuplink was rejected.

Clear LCD message.


INVALID NAV DATA UPLINK

A non−ATC uplinkcontained errors inthe supplementalnavigation data. Theentire uplink was re-jected.

Clear LCD message.


INVALID OFFSET A non−ATC uplinkcontaining an offset inthe route data is in-valid.

Clear LCD message.

INVALID PERF INIT UPLINK

A non−ATC uplinkcontained errors inthe performance init-ialization data. Theentire uplink was re-jected.

Clear LCD message.


INVALID ROUTE UPLINK

A non−ATC uplinkcontained errors inthe route data. Theentire uplink was re-jected.

Clear LCD message.


INVALID RTA UPLINK

A non−ATC uplinkcontained errors inthe required time ofarrival data. The en-tire uplink was re-jected.

Clear LCD message.


INVALID TAKEOFF UPLINK

A non−ATC uplinkcontained errors inthe takeoff data. Theentire uplink was re-jected.

Clear LCD message.


3−37 TDM 2213

MESSAGEFLIGHT CREW

ACTIONCAUSING

CONDITION

MAX ALT FLXXX A non−ATC uplink ofperformance initiali-zation or route databeing loaded containsa cruise altitudeabove maximum alti-tude.

Correct cruise alti-tude.

ROUTE FULL A non−ATC uplinkcontained a sufficientquantity of data to fillthe allowable storagearea.

or

There are too manyholds in the flight plandata.

or

There is not enoughspace for automati-cally generated guid-ance data.

Remove unrequiredinformation in theflight plan to makeroom.

Clear LCD message.

RUNWAY N/A FOR SID

A non−ATC uplink ofroute data beingloaded contains arunway that is notcompatible with thedeparture alreadyloaded or selected.

Reject uplink, requestcorrect runway/depar-ture advice.

3−38 TDM 2213

ACARS/ATC Annunciation Messages.

The following is a list of the ACARS annunciation messages.

MESSAGECAUSING


ACTION

ACARS ALERT An ACARS messageis received which re-quires flight crew ac-tion.

Select ACARS man-agement unit on anMCDU and performnecessary action.

ACARS CALL The ACARS MU is re-questing service fromthe crew.

Select the ACARSMU on the MCDUMenu page.

ACARS MU FAIL The ACARS MU hassuffered a hardwarefailure or was turnedoff.

Verify ACARS MU ispowered.

ACARS NO COMM An ACARS link ispresently not avail-able.

Verify operation ofSAT, VHF, and/orMode S transceivers.

ACARS UPLINK An ACARS messagewas received.

Select ACARS man-agement unit on anMCDU and performnecessary actions.

ACARS VOICE VHF Transceiver setto voice.

Clear LCD message.

ACARS VOICE BUSY

All VHF voice circuitsare busy.

Message will clearwhen a circuit be-comes available ormessage may becleared with CLR key.

PRINTER FAIL Cockpit printer hasfailed.

Check printer.

Clear LCD message.

PRINTER UPLINK An ACARS uplinkprint message hasbeen received

Clear LCD message.

3−39 TDM 2213

ALTERNATE NAVIGATION MESSAGES

NOTE: This section only applies to an MCDU or FANS MCDU withUpdate 2 installed.

When the alternate navigation MCDU is being operated as a normalMCDU (displaying the normal FMC pages), the previous list ofFMCS messages apply.

When the MCDU is displaying the alternate navigation pages, aunique set of messages are displayed when conditions warrant.These messages cause the MSG annunciator to illuminate just asFMC operations would and are in addition to the previous list ofmessages.


FLIGHT CREWACTION

INVALID ENTRY An attempt wasmade to enter datahaving an invalidformat or range forthe data field se-lected.

Clear message.Correct entry error.

GPS FAIL GPS data is not be-ing received.

Clear message.ALT NAV process-ing halts.

GPS INTEGRITY LOST GPS data receivedis invalid or theGPS HIL value isgreater than twotimes RNP for thecurrent navigationenvironment.

None.

LO POS ACCURACY The GPS horizontalfigure of merit isgreater than RNPfor the current navi-gation environ-ment.

None.

ROUTE FULL An attempt wasmade to enter morethan 60 waypoints.

Clear message. Ifmore waypoints arerequired, reviewthe ALT NAV flightplan for possibledeletions.

3−40 TDM 2213

WAYPOINT NOT DE-FINED

An attempt wasmade to enter awaypoint that doesnot have a knownLAT/LON.

Clear message.Correct entry error.

WPT PREVIOUSLY DE-FINED

An attempt to enteran existing identifi-er using a LAT/LONthat is differentfrom the currentlystored LAT/LON.

Clear message,then:

Correct possible er-ror in desired LAT/LON data.

or

Delete stored way-point and re−enterdesired data.

or

Select anothername for the de-sired waypoint.

3−41 TDM 2213

FMCS POWER LOSS AND SENSOR FAILURE RECOVERY

The FMCS is designed to survive power transients and interrup-tions without suffering permanent loss of its navigation and guid-ance capabilities. Three modes of power loss recovery are possi-ble:

• If the system’s primary operating power has been interrupted forless than 10 seconds, the system recovers automatically and con-tinues to operate normally.

• If the power has been interrupted for 10 seconds or more while theaircraft is on the ground, the system goes through a complete pow-er-up procedure. All preflight data and flight plan entries must bere-entered.

• If the power has been interrupted for 10 seconds or more while theaircraft is in the air, the system retains all loaded data, disengages,and displays the MOD RTE LEGS 1/1 page on the LCD with a SE-LECT ACTIVE WPT/LEG message in the scratch pad. The systemwill not turn on the EXEC key light until or unless a TO waypoint hasbeen defined.

System recovery to full operation is dependent upon the status ofother aircraft sensor and flight control system.

Failures of the FMCS itself will completely stop the FMCS fromsupplying flight management information.

FMCS failures are indicated by the LCD display and lighted alertindicators.

The following are FMCS failure indicators:

LIGHTS:Amber FMC Alert on FMA or AA and amber FAIL light onLCD indicate FMC failure.

CDU DISPLAY: Blank − LCD failure (if dual LCDs are installed, useremaining LCD; FMCS is still operational); pullfaulty LCD circuit breaker.

“FMC” − FMC failure; pull FMC circuit breaker.

Failures of FMC memory are indicated by the LCD display: OPPROGRAM INVALID. Pull FMC circuit breaker for 20 seconds andreset. If still in failed condition reload operational flight program viaportable or airborne disk loader.

Reductions of FMCS capabilities are many times attributable to fail-ures of other aircraft sub−systems. It is important to note thischaracteristic in postflight reports to Maintenance Personnel.

FMC FAILURE WITH AN ALT NAV MCDU INSTALLED

One function of the ALT NAV MCDU is to provide basic backupnavigation capability should the FMC fail. The ALT NAV flight plan

3−42 TDM 2213

is maintained current as long as the FMC is operational. After afailure of the FMC, the ALT NAV MCDU will perform basic computa-tions and sequence the active flight plan.

NOTE: The ALT NAV computations do not use wind data.

When the ALT NAV MCDU has the FMC flight plan loaded andactivated prior to an FMC failure, the ALT NAV MCDU will displaythe active ALT NAV LEGS page when the ALT NAV prompt (LSK6L) on the MENU PAGE is selected.

If the flight plan was not loaded and activated prior to the FMCfailure, the ALT NAV MCDU will display the inactive ALT NAV LEGSpage when the ALT NAV prompt (LSK 6L) on the MENU PAGE isselected. Selecting the LAST FMC PLAN prompt (LSK 5L) willdisplay the inactive ALT NAV flight plan as it was crossloaded.Verify and correct (if required) the TO waypoint, then execute theplan to make it active.

Once the ALT NAV flight plan is active, the ALT NAV MCDU willcontinue to provide advisory lateral path guidance information to theESAI.

NOTE: For an accurate and up−to−date ALT NAV flight plan, it isimportant to crossload and activate the FMC flight plan assoon as it is activated in the FMC.

ALTERNATE NAVIGATION MCDU POWER LOSS

The alternate navigation MCDU is designed to survive power tran-sients and interruptions without suffering permanent loss of its navi-gation and guidance capabilities. Three modes of recovery after acomplete power loss are implemented.

• If the power to the MCDU is interrupted for less than 10 sec-onds, the unit recovers automatically and continues to operatenormally.

• If the power is interrupted for 10 seconds or more while theaircraft is on the ground, the MCDU performs a full power−upcycle, including a complete self check. All pre−flight entriesmust be repeated.

• If the power is interrupted for 10 seconds or more while theaircraft is in the air, the MCDU requests the FMC to crossloadthe flight plan. The alternate navigation pages may then beaccessed via the ALT NAV prompt on the MENU page, re-viewed, updated or corrected if necessary, and re−activated.

3−43/(3−44 blank) TDM 2213

SOURCE RECEIVER FAILURE

If the on−side receiver fails, the MCDU will no longer be able toprovide an alternate navigation solution. The ALT NAV prompt onthe MENU page is blanked as well as all data fields in the alternatenavigation pages that require the receivers input data.

4−1 TDM 2213

PART 4

DATALINK OPERATION

The FMS provides three methods of communication between theairplane and the airlines ground stations or the Air Traffic Control(ATC) ground system. These are airline selectable options whichmust be set up with the airframe manufacturer and are not avail-able with the basic installation.

ACARS DATALINK

The ACARS datalink is available to provide digital communicationsbetween the airplane and the airlines ground station. The require-ments to use this system are;

− An ACARS Management Unit (MU) installed.

− The AOC Datalink software option enabled.

FANS DATALINK

The FANS Datalink is available to provide digital communicationsbetween the airplane and an ATC ground station. The require-ments to use this system are;

− A Communications Management Unit (CMU) or ACARS MUinstalled.

− At least one FANS MCDU installed.

− The AOC Datalink software option enabled.

− The ATS Datalink software option enabled.

− An FMC loaded with 10.5 FMC Operational Flight Software(OFP).

MAP DATA (BBJ NAVLINK PHASE 2)

MAPS Datalink is available to provide digital MAP data to the flightcrew. The requirements to use this system are;

− Updated TeleLink Router Management Unit (RMU).

− At least one MCDU or FANS MCDU installed with LCD CDUUpdate 2 software.

− GPS

4−2 TDM 2213

ACARS DEFINITION

The FMCS interface with the Aircraft Communication, Addressing,and Reporting System (ACARS) provides datalink capability be-tween the airplane and the airline’s ground station for requesting,sending, and receiving flight related information.

This document explains the general operation as it is implementedin the default configuration. Each airline has the ability to modifythe header and prompt, to determine the actions of the associatedkey presses, and to program the desired data or request to betransmitted. The airline also has the ability to define automatictrigger events during the flight that would automatically provide datatransmissions without pilot intervention. The following discussioncovers the Smiths default setup and is intended to show the avail-able pages and the type of data that may be transferred betweenthe FMC (via the ACARS MU) and the ground station.

PAGE DISPLAYS

Several display page locations contain reserved spaces for ACARSheaders and prompts to accommodate data requesting and report-ing and are defined in the default configuration.

PAGE FIELD(S)

• ALTERNATE DESTS 6L

• DES FORECASTS 6L

• FMC COMM(FANS MCDU only)

1L through 5L1R through 6R

• INIT/REF INDEX** 4R

• PERF INIT 5R

• PERF LIMITS 5L, 5R

• PROGRESS 5L, 5R, 6L, 6R

• RTE 3R

• RTE DATA 6R

• SUPP NAV DATA 4L, 4R

• TAKEOFF REF 4L

**This prompt is current undifined in the defaultconfiguration.

On the ground, all information required to prepare for takeoff maybe uploaded. The same information that must be manually entered

4−3 TDM 2213

(displayed in large font) is automatically loaded and identified bybeing displayed in small font until the flight plan is executed.

During the flight, proposed changes in the flight plan are identifiedon the appropriate pages by highlighting and the title line indicatesthe MOD plan status.

DEFAULT CONFIGURATION

The FMC is delivered to the airline with a default datalink configura-tion which is described during the following discussion (the ACARSoption must be enabled by the airlines to activate). It is importantto note that each airline has the capability of modifying this defaultconfiguration to meet individual needs, therefore, the display dis-cussions may not precisely describe the datalink configurationinstalled in the airplane.

DATA TYPES

The following types of data can be uplinked and loaded into theFMC:

− Uplinks

• Route data (initial or MOD)

• RTA points and time error tolerance

• Flight number

• Wind speed and direction (CRZ)

• Performance and performance limits data

• CAS and MACH limits for all phases of the flight

• Complete runway data

• Complete takeoff requirements data

• Cruise altitude

• Supplemental navigation data and effectivity date

• Alternate destination data

• Datalink configuration data

− Downlinks

• All current flight status and airplane status.

AUTO−TRIGGERS

The airlines have the ability to define auto−triggers in the FMCSACARS function. The auto−triggers can be used to predetermine

4−4 TDM 2213

what information will be sent to the ground station for a specificevent. Examples of auto−triggers that can be enabled are:

− A change in the destination airport or runway

− A change in the ETA at destination

− Entering or exiting a holding pattern

− A change in the flight plan

− Position shifts to any radio, GPS, or IRS

− When the VERIFY POSITION or INSUFFICIENT FUEL mes-sage is displayed in the scratch pad

− FMS equipment failures

− Transistion to in−air status

− At specified time intervals (max 5) to the destination airport

ACARS SYSTEM STATUS

The FMC displays the datalink status in the scratch pad of thedisplay unit.

The datalink operational status is:

− ACARS MU FAIL − the ACARS MU is failed or powered down.

− ACARS NO COMM − the ACARS MU is operational but adatalink is not established.

− ACARS VOICE − the VHF tranceiver is set to voice only mode.

− ACARS VOICE BUSY − all VHF voice circuits are in use.

− UNABLE TO SEND MSG − the ACARS MU did not acknowl-edge receiving the message from the FMC.

− MESSAGE LIMIT EXCEEDED − the number of elements com-posing the message exceeds maximum message limits.

− ACARS DATALINK FULL − the downlink queue is full. Newmessages cannot be queued until current messages are sent.

In addition to the scratch pad annunciations, the airlines may alsoconfigure the prompts and prompt headers to display the status.

The datalink functional status is:

− ACARS ALERT − an ACARS message has been received andrequires attention.

− ACARS CALL − the ACARS MU is requesting service and ac-cess to the MCDU.

− ACARS UPLINK − the ACARS MU has received a message.

4−5 TDM 2213

OPERATION

ACARS messages sent by the FMC are automatic in nature and donot require the flight crew to “build” the message or its contents.This is controlled by the datalink configuration file. The datalinkconfiguration file is loaded into the FMC via the ARINC 615 dataloader and displayed on the IDENT page with other loaded databases. The default configuration file is DEFAULT03D (4L). Anairline wishing to create a unique configuration can generate andload a data base in place of the default data base.

I DENT 2 / 3

P E R F D E F A U L T S

DE F AU L T � 4 PSW OP T I ONS

DE F AU L T � 5OQ R H T / O S P E E D S

DE F AU L T � 1QD A T A L I N K C O N F I G

DE F AU L T � 3 DM O D E L / E N G I N E D A T A

BCG− � � 5 − 7 H


The ACARS data is uplinked to the FMC, and in some cases, auto-matically loaded (such as wind data), or the flight crew must selecta LOAD prompt to initiate loading the data (such as flight plan orroute modification data).

ACARS uplinked data font size for different pages will vary. Cur-rently, it is required to know what data is uplinked and on whatpage the data is loaded. In general, uploaded data is identified bythese three methods:

• Displayed in small font (until executed)

• Title lines on pages show the MOD flight plan status when theflight plan is active prior to loading the uplink.

• Data is highlighted.

Flight plan MODs are highlighted after loading the uplink into theFMC just as a manual change would be. The highlighting is re-moved after the uplink is executed.

4−6 TDM 2213

ACARS PROMPT OPERATION

The ACARS prompt normal operation is request or send dependent.

− When the prompt is a request;

• The prompt is highlighted until the requested uplink datamessage is received and loaded into the FMC.

• The caret (< or >) is removed until the request is sent to theACARS MU (minimum 3 seconds).

− When the prompt is a send;

• The prompt is highlighted and the caret (< or >) is removeduntil the message is sent to the ACARS MU (minimum 3seconds).

During the time the ACARS prompt is highlighted and the caret isremoved, the LSK and EXEC keys are inoperable to prevent inter-ferring with the data being loaded.

LOAD Prompt

The LOAD prompt prompt is displayed when the uplinked data re-sults in a MOD flight plan. Selecting the LOAD prompt loads thedata into the FMC.

ERASE PROMPT

For all messages that generate a MOD flight plan, an ERASEprompt is available on the display page after the uplink is loadedinto the FMC flight plan. This prompt is to be used to remove themodification data from the flight plan and place the message backinto the message queue when the uplink data is not desired. Thedisplay page title line returns to the ACT state and the LOADprompt returns.

EXEC KEY

The EXEC annunciator is lit for ACARS uplink MODs just as for amanual entry MOD. Pressing the EXEC key incorporates the modi-fication into the active flight plan.

ACCEPT PROMPT

The ACCEPT prompt is displayed for ACARS messages that do notresult in a MOD flight plan. Selecting the ACCEPT prompt loadsthe data into the FMC.

4−7 TDM 2213

REJECT PROMPT

The REJECT prompts are displayed for ACARS messages that donot result in a MOD flight plan. Selecting the REJECT promptplaces the message back into the message queue and does notload the uplink data into the FMC. Typical messages of this natureare wind data and data base data.

SUSPENDING A LOAD OPERATION

The MCDU and FANS MCDU provides a Long Delete functionwhich may be used to suspend load operations when an activeflight plan is available. This is accomplished by pressing and hold-ing the DEL key for 1 second when the UPLINK LOADING orUPLINK LOADED messages are displayed in the scratch pad.

Executable uplinks (title line changes to MOD state) return to theACT state, and the LOAD prompt returns. For these types of mes-sages, all of the new data is removed from the FMC.

Non−executable uplinks (i.e., wind data and data base data) willtemporarily halt the loading process. After 30 seconds of no activi-ty on the MCDU, the load operation will automatically continuewhere it left off. For these messages, data already loaded into theFMC prior to suspending the load operation is retained.

NOTEWind data uplinked prior to activating the

flight plan cannot be suspended.

DISPLAYS

The following pages contain sample display pages showing theACARS prompts and the types of data associated with them.These are the manufactururs default set ups, and as noted earlier,may be changed by the airline.

4−8 TDM 2213

ARRIVALS PAGE

Though an ACARS Flex prompt does not appear on this page, ap-proaches, approaches with a transit ion, and runways may beuploaded and entered into the route.


GQE3 <SEL > <SEL >3 6RT R A N S

RZC<SEL >RW Y E X T−− . −N M

F P A− . −−

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>


GQE3 <ACT > I LS 1 8CG / S

HL I 1 ON / O F F >T R A N S

UJM3 RZC

WLDER4

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX ROUTE>

4−9 TDM 2213

INIT/REF INDEX PAGE

The INIT/REF INDEX page maintains a space located at 4R for anACARS prompt. The Smiths Aerospace default configuration doesnot define this location, and unless an airline specifies a definitionin the DATALINK CONFIG data base, this location is blank.

I N I T / RE F I NDEX 1 / 1



< POS RE F MSG RECA L L >

< PERF A L TN DES T >

< T AKEOF F REQUES T >

< APPROACH SE L CONF I G>

<OF F SE T MA I NT >

MESSAGE RECALLOPTIONS:ALTERNATE DESTINATIONS

4−10 TDM 2213

ALTERNATE DESTS PAGE

When the alternate destinations option is available, an ACARSweather data prompt is displayed to request weather data for anyalternate destination points listed on the ALTERNATE DESTS sum-mary page (page 1). The uplinked wind data is displayed on theindividual ALTERNATE DESTS pages 2 through 6 as EST WIND(2R).

ALTERNATE DESTS 1 / 6A L T N V I A D T G E T A F U E LKALM D 3 . 4 1 5 2 5 Z 4� . �>

KNQA D 2 1 1 5 2 5 Z 4� . �>

KOLV D 2 6 1 5 2 5 Z 4� . �>

−−−−− >

−−−−− >W E A T H E R

<REQUEST NEAREST ARPTS>

When a route is active and contains a destination airport, alternatedestinations may be uplinked from the AOC with other route data.The uplinked alternates are loaded using the following rules:

− Uplinked alternates will not overwrite manually entered alter-nates.

− Uplinked alternates will only fill empty positions (dash prompt)on the ALTERNATE DESTS summary page (maximum of 5).

− New uplinked alternates will overwrite previous uplinked alter-nates.

− Uplinked data is displayed in large font.

REQUEST prompt:

− The WEATHER prompt (LSK 6L) may be used to request winddata at the alternate airports entered on the ALTERNATEDESTS page.

4−11 TDM 2213

DES FORECASTS PAGE

The descent forecasts page contains a descent winds data requestprompt to upload the forecasted descent wind profile for the des-tination airport. Forecasts data may be uplinked at any time aftera destination has been entered on the RTE page.

Uplinks occuring prior to activating the route cannot be suspended(MCDU long delete function). The ERASE prompt does not getdisplayed and the EXEC annunciator does not get lit. These func-tions are available when the uplink occurs after the route is acti-vated.

All data uplinked is displayed in small font until executed.

ACT DES FORECASTS 1 / 1T R A N S L V L T A I O N / O F F

F L 1 8� −−−−− / −−−−−C A B I N R A T E I S A D E V / Q N H

3 6 4 F P M −−− ° C / −−−−−A L T −−−−−W I N D −−−−D I R / S P D

−−−−− −−− ° / −−− K T

−−−−− −−− ° / −−− K T

−−−−− −−− ° / −−− K TD E S W I N D S

<REQUEST LOAD>


F L 1 8� −−−−− / −−−−−C A B I N R A T E I S A D E V / Q N H

3 6 4 F P M 2 ° C / 2 9 . 8 1A L T −−−−−W I N D −−−−D I R / S P D

F L 2 � � 1 2 � ° / 3 6 K T

F L 1 8 � � 6 3 ° / 2 1 K T

5 � � � � 7 2 ° / 1 6 K TD E S W I N D SREQUEST ERASE>

REQUEST prompt:

− The DES WIND prompt (LSK 6L) may be used to request windprofile data at the destination or any alternate airports enteredinto the flight plan.

LOAD prompt:

− Selecting the LOAD prompt loads the uplinked data into theFMC.

4−12 TDM 2213

FMC COMM PAGE (FANS MCDU ONLY)

The FMC COMM page provides user defined ACARS links to allowpre−defined data to be communicated between the AOC and theairplane. Selecting the available prompts initiates transmissions ofthe data type indicated in the header line for the selected prompt.

The FMC Communications page may display up to eleven userdefined ACARS prompts.

FMC COMM 1 / 1F L T P L A N

<REQUESTW I N D S

<REQUEST

< INDEX

FMC COMM 1 / 1F L T P L A N

<REQUESTW I N D SREQUEST

< INDEXWINDS UPL INK READY

The default requests are FLIGHT PLAN and WINDS. The flightplan is uplinked and loaded into the FMC. The RTE or RTE LEGSpage must be selected after loading, the plan must then be activa-ted and executed to make the route active.

WINDS data loaded into the FMC flight plan does not generate aMOD flight plan and the EXEC annunciator does not light prior toactivating the route.

4−13 TDM 2213

PERF INIT PAGE

The required performance initalization data may be uplinked usingthe request prompt at LSK 5R prior to takeoff.

All fields showing box or dash prompts may be uplinked and loadedinto the PERF INIT page. Loaded data is displayed in small fontuntil the EXEC button is pressed.

TRIP altitude is computed as soon as the performance data isloaded into the FMC.


. / 1 5 . �% /P L A N / F U E L C R Z W I N D

−−− . − / −− . − −−− ° / −−−Z F W T / C O A T

. −−− ° F −−− ° CR E S E R V E S T R A N S A L T

. 1 8��C O S T I N D E X P E R F I N I T

REQUEST >−−−−−−−−−−−−−−−−−−−−−−−−< INDEX N1 L IMI T >


1 1 1 . � / 1� . � F L 3 6 7 / F L 3 6 5F U E L C R Z W I N D3 1 . � 1 2 2 ° / 2 3Z F W T / C O A T8� . � −7 4 ° F −5 9 ° CR E S E R V E S T R A N S A L T4 . � 1 8��C O S T I N D E X P E R F I N I T8 7 REQUEST >

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX N1 L IMI T >

REQUEST prompt:

− The PERF INIT prompt (LSK 5R) may be used to request in-italization data for the airplane and the flight.

4−14 TDM 2213

PERF LIMITS PAGE

The performance limits data may be uplinked.

Loaded speeds are displayed in small font until executed.



2 1 � / . 4 � � 3 4 � / . 8 2 �

M I N S P D −−C R Z −− M A X S P D2 1 � / . 7�� 3 4 � / . 8 2 �

M I N S P D −−D E S −− M A X S P D2 1 � / . 4 � � 3 4 � / . 8 2 �

P E R F L I M P E R F L I M<REPORT REQUEST >−−−−−−−−−−−−−−−−−−−−−−−−<ERASE RTA>



−−− / . −−− −−− / . −−−M I N S P D −−C R Z −− M A X S P D

−−− / . −−− −−− / . −−−M I N S P D −−D E S −− M A X S P D

−−− / . −−− −−− / . −−−P E R F L I M P E R F L I M<REPORT REQUEST >−−−−−−−−−−−−−−−−−−−−−−−−< INDEX RTA>

REQUEST prompt:

− The PERF LIM REQUEST prompt (LSK 5R) initiates a requestfor performance limits data to be uplinked.

REPORT prompt:

− Performance limits data that is already entered may also bedownlinked by selecting the PERF LIM REPORT prompt (LSK5L). When selected the downlink message is sent by theFMC.

4−15 TDM 2213

PROGRESS PAGE

Progress page 2 contains four ACARS prompts.

PROGRESS 2 / 4H E A DW I N D C R O S SW I N D

1 7 K T R 1 3 K TW I N D S A T / I S A D E V

1 2 3 ° / 2 2 −5 7 ° C / +�� ° CX T K E R R O R V E R T D E V

R � . �1 N M 5 H I

G P S − L T R K T A S8 4 ° T 4 5 8 K TP R E − F L I G H T P R O G R E S S

<REPORT REPORT >W E A T H E R P O S I T I O N

<REQUEST REPORT >

REQUEST prompt:

− The WEATHER prompt (LSK 6L) may be used to requestweather conditions at the destination or any alternate airportsentered into the flight plan.

REPORT prompts:

− Prior to takeoff, the PRE−FLIGHT prompt (LSK 5L) may beused to report general pre−flight information.

− The PROGRESS prompt (LSK 5R) may be used to report pre-dicted flight information relative to the destination airport.

− The POSITION prompt (LSK 6R) may be used to report cur-rent position information.

4−16 TDM 2213

RTE and RTE LEGS Pages

The route page provides a flight plan prompt (LSK 3R) that sendsa request for flight plan data to be uplinked. The flight plan datamay be anything from a basic ORIGIN/DEST and an intermediatewaypoint to a complete flight plan including missed approach infor-mation and alternate destinations.


−−−−−

F L T P L A NREQUEST >

−−−−−−−−−−−−−−−−−−−−−−−−


−−−−−C O R O U T E

−−−−−−F L T P L A NREQUEST >

−−−−−−−−−−−−−−−−−−−−−−−−


−−−−−F L T N O .

−−−−−−−−F L T P L A NREQUEST >

−−−−−−−−−−−−−−−−−−−−−−−−

Intermediate waypoints and destination runway are listed beginningon RTE page 2 (VIA and TO).

When the VIA identifier or TO identifier are not located in the navi-gation data base, a special disconnect is created which includes theuplinked identifier in the disconnect header line.

When an approach procedure contains missed approach data, themissed approach is automatically filled in immediately following therunway.

CO ROUTE and REF CO ROUTE (option) − when the pilot definedcompany route option is available, company routes can be uplinkedand loaded into the FMC.

− To request a company route that is not in the FMCS data base,enter the company route identifier and select it to the CO

4−17 TDM 2213

ROUTE DASH prompt (LSK 2L). The header line will changefrom CO ROUTE to REF CO ROUTE. Select the FLT PLANREQUEST prompt (LSK 3R). The FMC will send a route re-quest message using the entered route identifier.

− If an uplinked company route is not found in the FMC database, and it contains a valid origin, the company route identifi-er is displayed on line 2L, however, the remaining data is notloaded. Any route data stored in the FMC prior to the uplinkremains undisturbed. Under these conditions the messageNOT IN DATA BASE is not displayed in the scratchpad.

RTE LEGS 1 / 1

−−−−−−−−−−−−−−−−−−−−−−−−<LOAD RTE DATA>ROUTE UPL INK READY


−−−−−C O R O U T E

SFOMEM�1F L T P L A NREQUEST >

−−−−−−−−−−−−−−−−−−−−−−−−

<LOADROUTE UPL INK READY

All route data uplinked and loaded into the FMC is displayed on theRTE and RTE LEGS pages.

FLT NO. (option) − when the flight number option is available, theflight number may be uplinked and loaded into the FMC. The flightnumber will then be displayed on RTE page 1 (2R), and the PROG-RESS page title line.

4−18 TDM 2213

RTE DATA PAGE

The route data page provides an ACARS prompt located at 6R torequest cruise wind data for the waypoints in the cruise segment otthe flight plan. Non−cruise waypoints remain blank.


I LC 1 1 2 5 Z

MLF 1 1 3 4 Z

HVE 1 1 4 9 Z

HBU 1 2 1 3 Z

ELWAY 1 2 1 7 Z−−−−−−−−−−−−−−−−−−−W I N D S<LEGS REQUEST >

MOD RTE DATA 2 / 5E T A W I N D

I LC 1 1 2 5 Z 1 2 3 ° / 2 2

MLF 1 1 3 4 Z 1 2 3 ° / 2 2

HVE 1 1 4 9 Z 1 2 8 ° / 3 2

HBU 1 2 1 3 Z 1 2 1 ° / 3 9

ELWAY 1 2 1 7 Z 1 2 3 ° / 2 1−−−−−−−−−−−−−−−M O D W I N D S<ERASE REQUEST >

REQUEST Prompt:

− The WINDS REQUEST prompt is displayed before and afterthe route is activated. Selecting the WINDS REQUESTprompt (LSK 6R) sends a request for wind data at each cuisewaypoint in the flight plan.

− The MOD WINDS REQUEST prompt is displayed when theRTE DATA page is in the MOD state.

4−19 TDM 2213

SUPP NAV DATA PAGE

The SUPP NAV DATA page provides both REPORT (LSK 4L) andREQUEST (LSK 4R) prompts to facilitate uplinking and downlinkingsupplimental data for the flight.


−−−−− −−−−A I R P O R T I D E N T−−−− SUMMARY>

E F F F R M M O N D Y / Y RSEP 1 7 / �1

S U P P N A V S U P P N A V<REPORT REQUEST >

−−−−−−−−−−−−−−DELETE AL L< INDEX SUPP DATA>

REQUEST Prompt:

− SUPP NAV REQUEST prompt (LSK 4R) initiates a downlinkrequest message for supplimental navigation data.

REPORT Prompt:

− SUPP NAV REPORT prompt (LSK 4L) initiates a downlinkmessage containing the contents of the supplimental naviga-tion data stored in the FMC.

4−20 TDM 2213

TAKEOFF REF PAGE

The takeoff reference page data may be uplinked, including thedata for the customer selectable options. When an uplink has beenloaded into the FMC, and is pending an ACCEPT/REJECT decis-sion, the title line changes to TAKEOFF REF UPLINK. All uplinkeddata is displayed in small font until accepted by the flight crew.

TAKEOFF REF 2 / 2RW W I N D RW C O N D

−−− ° / −−− DRY / W E T / S K − R >RW S L O P E / H D G

−− . −%/ 1 2 7 °

S E L / O A T 2 � K N 1° / +1 5 ° F 8 8 . 9 / 8 8 . 9

−−−−−−−−−−−−−−−−−−−−−−−−< INDEX


−−− K T2 � K N 1 V R8 8 . 9 / 8 8 . 9 −−− K TG G V 2

−− . −% −−− K TT A K E O F F D A T A GW / T OW

<REQUESTI N T E R S E C T T O S H I F T

−−− / RW�1 L RW�1 L −�� F T−−−−−−−−−−−−−−−−−−−−−−−−< INDEX

The takeoff N1 may be automatically computed as a result of theuplinked takeoff data received.

The following types of information may be uplinked:

− Page 1

• FLAPS

• INTERSECT

• V1, VR, and V2

− Page 2

• RW WIND

• RW SLOPE/HDG

• SEL (assumed OAT)

• OAT

• RW COND

4−21 TDM 2213

In addition, when selectable options are enabled, the followingtypes of information may also be uplinked.

• QFE/QNH REF

• Thrust Bump N1 values

• Cutback N1 values

• Selected climb rating

• Cutback and restoration altitudes

4−22 TDM 2213

FANS DATALINK

FANS Definition

The Future Air Navigation System (FANS) function within the FMCis provided through the use of two applications; Automatic Depen-dent Surveillance (ADS) and ATC Datalink (ATC DL). Currentlythese applications utilize the ACARS datalink to transmit and re-ceive messages between a specific ATC ground station and theairplane.

ADS

The ADS application generally operates independent of flight crewaction allowing the ATC ground station to query the FMC for specif-ic information including, but not limited to; flight plan, aircraft posi-tion, weather information, fuel remaining, ETAs, etc.

This information is requested via an ATC uplink message known asan event contract. The FMC may be required to send the dataonce in response to the uplink (on−demand report), at periodicrates (periodic reports), or in response to meeting specific critiriasuch as at a specified time, at a specific waypoint, or at a specificaltitude (event reports).

ATC DL

The ATC DL application allows the ATC ground station and theflight crew to communicate a typical flight clearance in digital formatusing the digital datalink. Instead of the ATC Center using theradio to provide a clearance to climb to and maintain 32,000 feet,the clearance would be transmitted to the flight crew over the digitaldatalink and displayed in the ATC message log accessed via theMCDU. The flight crew would then select the appropriate responsewhich is sent back to the ATC ground station.

ATC Message Log

The FANS FMCS maintains an ATC message log which stores theATC message headers along with the current message status (spe-cific message status is covered with the ATC LOG page).

ATC Datalink Access

T h e AT C d a t a l i n k i n t e r f a c e i s a c c e s s e d b y p r e s s i n g

the ATC button on the FANS MCDU keyboard.

4−23 TDM 2213

− Before a data link is established, the MCDU displays the ATCLOGON/STATUS page.

− After the log−on is completed:

• Displays the ATC INDEX page if there are no new mes-sages.

• Displays an appropriate ATC page when a new message ispending.

• Displays the ATC message log when more than one newmessages are queued.

Data Link Status

Many of the ATC pages display the status of the airplanes data linksystem. Data link status indications are as follows:

• NO COMM − displayed when the FMCS has detected a NOCOMMunications condition from the ACARS MU or CMU.

• READY − displayed after the FMCS established a link with theACARS MU or CMU.

• VOICE − displayed when the radio is set to voice.

• FAIL − displayed when the FMCS has determined that theACARS MU or CMU has failed.

• NO ATC COMM − the FMCS has an operating link with theACARS MU or CMU, however, a connection with an ATC cen-ter is not available.

In many cases, these are displayed in place of a SEND prompt.

European Message Transmission Delay

A maximum uplink time delay allows operation in European domes-tic airspace. The maximum delay time received from ATCC is en-tered into the LOGON/STATUS page. The FMCS uses this delayin message tagging and message construction.

Emergency Reporting

Emergency reporting may be quickly selected by pressing and hold-

ing (minimum of one second) the ATC key anytime a data link

connection is established.

4−24 TDM 2213

Request and Reporting Message Construction

The request and report type message construction pages provideselectable prompts, manual entries, and “free text” areas (referredto as message elements or data items) to use in the construction ofa message. A total of five data items may be used to generate asingle message. An attempt to enter more than 5 data items resultin the MESSAGE LIMIT EXCEEDED message displayed on theMCDU.

Message construction pages display selectable prompts in smallfont size. After selecting the prompt, it changes to large font sizeand the caret is removed (and is no longer selectable). To deselect

the prompt, press the DEL key, then select the desired prompt.

Manual entries are allowed in fields where the DASH prompt isdisplayed and are displayed in large font size. A new entry can be

selected over the existing entry to change it, or the DEL key can

be used to remove it (returns to the DASH prompt).

Dual Status and Prompt Locations

Several of the ATC pages provide status and selectable prompts atthe same location in the display. To distinguish between the two,prompts are displayed with the caret.

Manual Entry Format

Formats for entering altitudes, speeds, GMT, and waypoints are thesame as for the FMCS flight plan pages.

Logging On

To begin the log−on process, the FMC must first be aligned topresent position. This requires entering the position into the POSINIT page.

NOTEAnytime the aircraft position is invalid, the

ATC LOGON/STATUS pageLOGON TO field (LSK 1L) is blank.

4−25 TDM 2213

Press the ATC button to display the ATC LOGON/STATUS page.

If the FMC does not have the airplane tail number stored inmemory, or the tail number has not been manually entered, theATC LOGON/STATUS page will appear as follows:

ATC LOGON/ STATUS 1 / 2L O G O N T O

F L T N O

T A I L N O

A T C C O MM< SELECT OFF−−−−−−−−−−−−−− D A T A L I N K<ATC INDEX READY

ATC

ADS and DATA LINK status − until the FMC completes a commu-nication link via the ACARS MU or CMU, the ADS status line (5L)indicates INOPerable.

Normally, the ATC LOGON/SATAUS page appears as follows. Thetail number is obtained from the ACARS MU or CMU and insertedby the FMC.

ATC


F L T N O

T A I L N OTU1 7 3 3 5


4−26 TDM 2213

FLT NO − enter the flight number if not already displayed.


F L T N OCH I L LUSA

T A I L N OTU1 7 3 3 5


NOTEWhen the flight number option is available, the flight number en-

tered here is also displayed on the RTE, PROGRESS, and POSREPORT pages.

When the flight number is entered on the RTE page first, it is dis-played on the PROGRESS page, here and on the POS REPORT

page.

LOGON TO − enter the ATC Center identifier for the departureairport.

Once these entries are made, the LOGON status is displayed atLSK 1R. Initially, the SEND prompt is displayed to initiate a log−on.

Select the SEND prompt (LSK 1R) to transmit the log−on request.After the SEND prompt is selected the status of the request isdisplayed. Prompts and status displayed are explained on the ATCLOGON/STATUS page description.

4−27 TDM 2213

ATC LOGON/ STATUS 1 / 2L O G O N T O L O G O N

KSFO SEND>F L T N O

CH I L LUSAT A I L N O

TU1 7 3 3 5



KSFO SEND INGF L T N O


TU1 7 3 3 5



KSFO SENTF L T N O


TU1 7 3 3 5



KSFO ACCEPTEDF L T N O

CH I L LUSAT A I L N O A C T C T R

TU1 7 3 3 5 KSFON E X T C T R


4−28 TDM 2213

Once the log−on process is complete, maximum uplink delay (MAXU/L DELAY), ATC COMM, the active center (ACT CTR) identifier,and when available, the next scheduled ATC Center (NEXT CTR)identifier are displayed. When logging into a European domesticATCC, the uplink message should provide the time delay to enterinto LSK 4L.


KSFOF L T N O


TU1 7 3 3 5 KSFOM A X U / L D E L A Y N E X T C T R

−−− S E CA T C C O MM

< SELECT OFF−−−−−−−−−−−−−− D A T A L I N K<ATC INDEX READYATC COMM ESTABLISHED

From this point on, pressing the ATC button displays the ATCpages as previously described (ATC Datalink Access).

As the flight progresses:

• The active ATC Center may terminate the connection by send-ing an End Service uplink.

• The active ATC Center may uplink the next scheduled ATCCenter identifier (displayed at 4R).

• The active ATC Center may automatically transfer control to anew center.

To manually log onto another center, enter the ICAO identifier andselect it to the LOGON TO field (LSK 1L).

As messages are received from the ATC Center, an alert (ATCMESSAGE) is displayed in the MCDU scratch pad or on the PFDdepending on the airplane configuration or software options. To

view the message, press the ATC key.

FANS DISPLAYS

The following pages provide a detailed discussion of each of theACT Datalink pages.

4−29 TDM 2213

ATC LOGON/STATUS Pages

The ATC LOGON/STATUS pages are used to initiate an AFN down-link to a specificed ATC center, display ATC COMM and Datalinkstatus, turn off ATC COMM, enter a message maximum time delayfor European messages time tagging, and ADS control.

PAGE ACCESS

− Press the ATC key when a center is not logged into.

− ATC INDEX page LOGON/STATUS prompt (LSK 5L).

− Press the NEXTPAGE or PREV

PAGE key from ATC LOGGON/STATUS

page 2.


KSFO SEND>F L T N O


TU1 7 3 3 5 KSFOM A X U / L D E L A Y N E X T C T R

−−− S E CA T C C O MM

< SELECT OFF−−−−−−−−−−−−−− D A T A L I N K<ATC INDEX READY

ATC LOGON/ STATUS 2 / 2

A D S ( A C T ) A D S E M E R G<SELECT OFF SELECT ON>

−−−−−−−−−−−−−− D A T A L I N K<ATC INDEX READY

ATC LOGON/STATUS page 1

− LOGON TO − four character ICAO identifier for the ATC Cen-ter.

• Displays box prompt when an ATC COMM connection is notestablished.

• Display is blank prior to ititalizing present position on thePOS INIT page.

• Displays dash prompt when ATC COMM is established andDELete is selected to LSK 1L)

− FLT NO − maximum eight character flight number. May bemanually entered, pre−loaded via AOC flight number uplink, orpre−loaded from the RTE page (when flight number optionavailable).

− TAIL NO − maximum seven character tail number. May bemanually entered or pre−loaded. This is normally stored in theCMU and sent to the FMCS for display.

4−30 TDM 2213

− MAX U/L DELAY − allows entry of 1 to 999 seconds as di-rected by Ueropean domestic ATCC for use by the FMC tocompute message times and control message traffic.

− ATC COMM − display is blank when communications link is notestablished. Once established, the SELECT OFF controlprompt is displayed allowing the aircrew to log off.

− LOGON − blank until LOGON TO, FLT NO, and TAIL NO areentered/loaded. Status and prompts are displayed at 1R asfollows:

• SEND prompt − displayed when LOGON TO, FLT NO, andTAIL NO are entered. Selecting the SEND prompt initiatessending the log−on request.

• SENDING − displayed during the log−on request messagetransmission.

• RESEND prompt − the ATC Center did not acknowledge thelog−on request within the allotted time frame.

• SENT − the ATC Center acknowledged receiving the log−onrequest.

• ACCEPTED − the ATC Center acknowledged the log−on re-quest and established the network link.

• REJECTED − the ATC Center acknowledged the log−on re-quest and denied the network link. Contact the ATC Centerby radio to determine the reason.

− ACT CTR − display is blank when communications link is notestablished. After ATC COMM is established, the ICAO identi-fier of the ATC Center logged into is displayed.

− NEXT CTR − display is blank when communications link is notestablished. After ATC COMM is established, the ICAO identi-fier of the next scheduled ATC Center, when provided, is dis-played.

− DATA LINK status − displays the status of the airplane datalink system at 6R (ref page 4−23).

ATC LOGON/STATUS page 2

− ADS status − displays the status of the automatic dependencesurveillance network.

• ADS (INOP) − displayed prior to establishing a communica-tions link. A control prompt is not displayed at LSK 5L.

• ADS (ARM) − the ADS reporting system is ready, however,a communications link has not been established. The SE-LECT OFF control prompt is displayed at LSK 5L.

4−31 TDM 2213

• ADS (ACT) − the ADS is armed and a communications linkis established. The SELECT OFF control prompt is dis-played at LSK 5L. Selecting the SELECT OFF controlprompt will terminate all ADS communications links and haltADS reporting.

• ADS (OFF) − the ADS reporting network is off. The SE-LECT ARM control prompt is displayed at LSK 5L. Select-ing the SELECT ARM control prompt will re−arm the ADSreporting system, and will return to the active state when acommunications link exists.

NOTEWhen an ATC Datalink is established and a MAYDAY

message is initiated, the ADS will automaticallybe placed into the ARM mode if the aircrew

has turned ADS off.

− ADS EMERG − displayed when the ADS status is active orarmed. Selecting the SELECT ON prompt at LSK 5R placesthe ADS in the emergency mode.

4−32 TDM 2213

ATC INDEX Page

The ATC INDEX page contains a list of prompts to provide accessto the air crew initiated pages and functions of the ATC Datalink.All ATC INDEX prompts (LSK 6L) on any ATC page returns thedisplay to this page.

PAGE ACCESS

− Press ATC key after log−on is complete and:

• An ATC uplink response is not pending.

• New messages have not been received.

− ATC INDEX prompt (LSK 6L) on any ATC COMM page display-ing the prompt.

ATC INDEX

<EMERGENCY POS REPORT >

<REQUEST WHEN CAN WE>

<REPORT FREE TEXT >

<LOG CLEARANCE>

<LOGON/ STATUS VO ICE>−−−−−−−−−−−−−−−−−−−−−−−−

The ATC INDEX prompts provide access to pages as follows:

− EMERGENCY (LSK 1L) − displays the EMERGENCY REPORTpage.

− REQUEST (LSK 2L) − displays the ATC REQUEST page.

− REPORT (LSK 3L) − displays the ATC REPORT list page.

− LOG (LSK 4L) − displays the ATC LOG page.

− LOGON/STATUS (LSK 5L) − displays the ATC LOGON/STA-TUS page.

− POS REPORT (LSK 1R) − displays the POS REPORT page.

− WHEN CAN WE (LSK 2R) − displays the WHEN CAN WEEXPECT page.

4−33 TDM 2213

− FREE TEXT (LSK 3R) − displays the VERIFY REPORT pagewith only the free text space displayed.

− CLEARANCE (LSK 4R) − displays the VERIFY REQUESTpage with a clearance request.

− VOICE (LSK 5R) − displays the VERIFY REQUEST page witha voice contact request.

4−34 TDM 2213

ATC LOG Page

The ATC LOG page maintains a list of the messages and the cur-rent status of each message. It also allows the aircrew to accessor delete messages from the list.

Each message in the list occupies two lines. The first line displaysthe GMT that the message was sent or received and the messagestatus. The second line begins with an uplink (↑) or downlink (↓)indictor, the first 19 characters (maximum) of the message, and aselection caret.

Log entries are listed in GMT sequence with the latest entry listedin the first line of the first page. When required, multiple pages aregenerated.

PAGE ACCESS

− ATC INDEX page LOG prompt (LSK 4L)

− ATC UPLINK page LOG prompt (LSK 6R)

− ATC REQUEST page LOG prompt (LSK 6R)

− ATC REPORT page LOG prompt (LSK 6R)

− ATC EMERGENCY page LOG prompt (LSK 6R)

− Press ATC key after log−on is complete and at least one

new message is in the log.

− Press ATC key after log−on is complete and at least one

message in the log is pending a response or action.

ATC LOG 1 / 11 2 5 8 Z O P E N

↑ CL I MB TO AND MA INTA . . >1 2 5 � Z R E S P O N S E R C V D

↓ REQUEST CL I MB TO F L . . >1 2 3 6 Z S E N T

↓ PRESENT POS I T ION N3 . . >1 2 3 3 Z O L D

↑ CONF IRM POS I T ION >

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX ERASE LOG>

− LSK 1L thru LSK 5L − allows removing individual log entries.

Press the DEL key and select the LSK adjacent to the desired

4−35 TDM 2213

message to delete the entry from the log. Deleted entries can-not be recovered.

− LSK 1R thru LSK 5R − displays the complete message adja-cent to the LSK.

− ERASE LOG prompt (LSK 6R) − initiates deleting all non−pending entries in the log. Selecting another page prior toconfirming the erase operation will cancel the operation.

ATC LOG 1 / 11 2 5 8 Z O P E N






ATC LOG 1 / 11 2 5 8 Z O P E N





−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX CONF IRM>

ATC LOG 1 / 11 2 5 8 Z O P E N

↑ CL I MB TO AND MA INTA . . >


4−36 TDM 2213

− The following defines the status indications for uplinked mes-sages:

STATUS DEFINITION STATE

NEW Message has not been re-viewed.

Pending

OLD Message has been re-viewed, a response is notrequired.

Non−Pending

OPEN Message has been re-viewed, response is still re-quired or has not been ac-knowledged by the ATCCenter.

Pending

ACCEPTED ATC Center has acknowl-edged receipt of the flightcrew’s acceptance re-sponse message to anuplink message.

Non−Pending

REJECTED ATC Center has acknowl-edged receipt of the flightcrew’s rejection responsemessage to an uplink mes-sage.

Non−Pending

ABORTED Message was pendingwhen ATC COMM was ter-minated or control wastransferred to a differentATC Center.

Non−pending

− The following defines the status indications for downlinkedmessages:

STATUS DEFINITION STATE

SENDING Message is beingqueued for trans-mission to ATCCenter.

Pending

SENT Message was sentto ATC Center.

Non−Pending

OPEN Message was sentto ATC Center anda response is re-quired.

Pending

4−37 TDM 2213

STATUS STATEDEFINITION

DEFERRED Message is ac-knowledge by theATC Center withouta response.

Pending

RESPONSE RCVD Message is ac-knowledge by theATC Center with aresponse.

Non−Pending

ABORTED Message was pend-ing when ATCCOMM was termi-nated or controlwas transferred to adifferent ATC Cen-ter.

Non−Pending

− ATC INDEX prompt (LSK 6L) − returns the display to the ATCINDEX page.

4−38 TDM 2213

ATC REPORT List Page

The ATC REPORT list page(s) displays a maximum of ten ATCREQUEST reports, confirmation messages, and WHEN CAN YOUACCEPT response messages. The listed in maintained in reversechronological order and each line may be selected to view the cor-responding VERIFY REPORT page for the uplink message re-ceived.

Listed items are cleared from the list when an appropriate responseto an uplink message has been sent.

If an attempt to generate a combined total of more than ten activereports is made, the message ATC REPORT LIST FULL is dis-played in the MCDU scratch pad. Messages at this point are notretained.

PAGE ACCESS

− ATC INDEX page REPORT prompt (LSK 3L)

− ATC UPLINK page REPORT prompt (LSK 6R)

− VERIFY REPORT page REPORT prompt (LSK 6L)

ATC REPORT 1 / 1A R M E D

<REPORT AT F L 1 8�

<CONF IRM ALT I TUDE

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX

− LSK 1L thru LSK 5L

• Selecting a line containing a message displays the appropri-ate VERIFY REPORT page, WE CAN ACCEPT, or POSREPORT page.

• Selecting DELETE to a line containing a message deletesthe line and eliminates the corresponding message.

• A message armed for automatic transmission displaysARMED in the header line above that message.

4−39 TDM 2213

ATC REQUEST Page

The ATC REQUEST page provides access to the different types ofrequest pages and provides a place to enter an altitude, a speed,or an offset. Entries into these fields follow the same format asregular FMCS entries. Block altitude entries must be in feet orflight level. A total of five data elements from the ATC ALT RE-QUEST, ATC SPEED REQUEST, ATC OFFSET REQUEST, andATC ROUTE REQUEST pages can be entered and/or selected fora message.

PAGE ACCESS

− ATC INDEX page REQUEST prompt (LSK 2L)

− VERIFY REQUEST page REQUEST prompt (LSK 6L)

The ATC REQUEST page operates as an index page for the re-ques t pages . Once a spec i f i c reques t page is se lec ted,

the NEXTPAGE and PREV

PAGE keys may be used to maneuver between

them in circular queue fashion. The following are listed in the se-quence they are cycled through.

− ATC ALT REQUEST page REQUEST prompt (LSK 6L)

− ATC SPEED REQUEST page REQUEST prompt (LSK 6L)

− ATC OFFSET REQUEST page REQUEST prompt (LSK 6L)

− ATC ROUTE REQUEST page REQUEST prompt (LSK 6L)

ATC REQUESTA L T I T U D E

<−−−−−S P E E D

<−−−O F F S E T

<−−−

<ROUTE REQUEST

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX VER I FY>

ATC REQUESTA L T I T U D E

<F L 3 3 5S P E E D

<−−−O F F S E T

<−−−

<ROUTE REQUEST

<ERASE REQUEST−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX VER I FY>

− LSKs 1L, 2L, and 3L

• Selecting one of these prompts while the DASH prompt isdisplayed will display the appropriate ATC REQUEST page.

4−40 TDM 2213

• Entering a value into one of these DASH prompts will dis-play the appropriate ATC REQUEST page with that valueinserted.

• ALTITUDE (LSK 1L) − allows single altitude or block alti-tude entry in feet or flight level. Only single altitude en-tries are allowed when using meters.

• SPEED (LSK 2L) − allows entry of a three characterspeed. MACH entries display the decimal point and twodigits.

• OFFSET (LSK 3L) − allows entry of a distance (1 to 99miles) and a direction (left (L) or right (R)).

− ROUTE REQUEST prompt (LSK 4L) − selecting the ROUTEREQUEST prompt displays the ATC ROUTE REQUEST page.

− ERASE REQUEST prompt (LSK 5L) − displayed after an entryis made on any of the ATC REQUEST pages. Selecting theERASE REQUEST prompt will remove all entries on all of therequest pages.

4−41 TDM 2213

ATC ALT REQUEST Page

The altitude request page is used to request altitude clearancesfrom the ATC Center. The format for altitude, position, and GMTentries are the same as for the FMCS flight plan page displays.

When an altitude is entered into the DASH prompt on the ATCREQUEST page, this page is displayed with the altitude enteredand the remaining selection prompts displayed.

When the ALTITUDE DASH prompt is selected on the ATC RE-QUEST page, this page is displayed with the DASH prompt only.After an altitude is entered at LSK 1L the remaining selectionprompts are displayed.

PAGE ACCESS

− ATC REQUEST page ALTITUDE prompt (LSK 1L) or entry ofan altitude into the DASH prompt.

− ATC ROUTE REQUEST page NEXTPAGE key.

− ATC SPEED REQUEST page PREVPAGE key.

ATC ALT REQUEST 1 / 4A L T I T U D E

−−−−−

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

ATC ALT REQUEST 1 / 4A L T I T U D E R E Q U E S T

F L 3 4� C R Z C L B >S T E P A T M A I N T A I N OWN

−−−−− S E P A R A T I O N / V M C >D U E T O

P E R F O R M A N C E >D U E T O

< A T P I L O T D I S C W E A T H E R >

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

− ALTITUDE (LSK 1L) − allows single altitude or block altitudeentry in feet or flight level. Only single altitude entries areallowed when using meters. When the entered altitude differs more that 150 feet from thecurrent altitude, the STEP AT and REQUEST headers are dis-played. When the entered altitude differs by less than 150 feetfrom the current altitude, these are blanked.

• STEP AT − displays a DASH prompt (LSK 2L) allowingentry of a waypoint or time (GMT).

4−42 TDM 2213

• REQUEST − displays the CRZ CLB selection prompt (LSK1R) for inclusion into the request message.

− REQUEST prompt (LSK 6L) − returns the display to the ATCREQUEST page.

− VERIFY prompt (LSK 6R) − displays the VERIFY REQUESTpage.

4−43 TDM 2213

ATC SPEED REQUEST Page

The ATC SPEED REQUEST page allows entry of a speed andselection of a reason.

When a speed is entered into the DASH prompt on the ATC RE-QUEST page, this page is displayed with the speed entered andthe remaining selection prompts displayed.

When the SPEED DASH prompt is selected on the ATC REQUESTpage, this page is displayed with the DASH prompt only. After aspeed is entered at LSK 1L the remaining selection prompts aredisplayed.

PAGE ACCESS

− ATC REQUEST page SPEED prompt (LSK 2L) or entry of aspeed into the DASH prompt.

− ATC ALT REQUEST page NEXTPAGE key.

− ATC OFFSET REQUEST page PREVPAGE key.

ATC SPEED REQUEST 2 / 4S P E E D

−−−

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

ATC SPEED REQUEST 2 / 4S P E E D

. 7 4

D U E T OP E R F O R M A N C E >

D U E T OW E A T H E R >

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

− SPEED (LSK 1L) − allows entry of a three character speed.MACH entries display the decimal point and two digits.



4−44 TDM 2213

ATC OFFSET REQUEST Page

The ATC OFFSET REQUEST page allows entering an offset direc-tion and distance, a beginning offset point, and a reason. Theoffset can be in a left−of−track (L) or right−of−track (R) directionand from 1 to 99 miles.

When an offset is entered into the DASH prompt on the ATC RE-QUEST page, this page is displayed with the offset entered and theremaining selection prompts displayed.

When the OFFSET DASH prompt is selected on the ATC RE-QUEST page, this page is displayed with the DASH prompt only.After an offset is entered at LSK 1L the remaining selectionprompts are displayed.

The offset must comply with the offset requirements for the FMCSflight plan pages.

PAGE ACCESS

− ATC REQUEST page OFFSET prompt (LSK 1L) or entry of anoffset into the DASH prompt.

− ATC SPEED REQUEST page NEXTPAGE key.

− ATC ROUTE REQUEST page PREVPAGE key.

ATC OFFSET REQUEST 3 / 4O F F S E T

−−−

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

ATC OFFSET REQUEST 3 / 4O F F S E T

L 1 4 N MO F F S E T A T

−−−−−

D U E T OW E A T H E R >

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

− OFFSET AT − displayed after the offset direction and distanceis entered. Enter the waypoint identifier or time (GMT) atwhich the offset is to start. The entered waypoint identifier

4−45 TDM 2213

must be in the active route. When multiple identifiers are inthe NDB, the SELECT DESIRED WAYPOINT page is dis-played. The message will then contain the latitude/longitudeand identifier of the selected waypoint.

NOTEIf an entry is not made

it is assumed to start at PPOS.



4−46 TDM 2213

ATC ROUTE REQUEST Page

The ATC ROUTE REQUEST page allows requesting direct−to androute clearances, departure and arrival procedures, transitions,heading, and ground track.

PAGE ACCESS

− ATC REQUEST page ROUTE REQUEST prompt (LSK 4L).

− ATC OFFSET REQUEST page NEXTPAGE key.

− ATC ALT REQUEST page PREVPAGE key.

ATC ROUTE REQUEST 4 / 4D I R E C T T O H E A D I N G

−−−−− −−−G R O U N D T R A C K

−−−R E Q U E S T

< R T E

R E Q U E S T D E P / A R R< − − − − − − . − − − − −−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST VER I FY>

− DIRECT TO − allows entry of a fix, navaid, airport, latitude/lon-gitude, or PBD. The entered identifier must be in the activeroute. when multiple identifiers are in the NDB, the SELECTDESIRED WPT page is displayed. The message will containthe latitude/longitude and name of the selected waypoint.

− RTE (LSK 3L) − selecting the RTE prompt includes a routerequest in the message.

− REQUEST DEP/ARR − may display one of the following:

− While on the ground:

• The departure procedure and transition selected on theDEPARTURES page.

• DASH prompts when a departure procedure and transi-tion were not selected on the DEPARTURES page.

4−47 TDM 2213

− While in the air:

• The approach or arrival procedure and transition se-lected on the ARRIVALS page.

• DASH prompts when an approach and departure proce-dure and transition were not selected on the ARRIVALSpage.

NOTEProcedure names are limited to six characters, and transition are

limited to five character for use with the ATC data link.

− HEADING (LSK 1R) − allows entry of a heading in magnetic ortrue depending on the position of the MAG/TRUE switch.

− GROUND TRACK (LSK 2R) − allows entry of a ground trackheading in magnetic or true depending on the position of theMAG/TRUE switch.



4−48 TDM 2213

ATC UPLINK Page

The ATC UPLINK page provides the aircrew with information, in-structions, and status from the active ATC Center. When a re-sponse is required, the appropriate prompts are also displayed.Each message is tagged with the GMT when it is received, and theGMT for each message is displayed in the title line.

The number of pages will very with the amount of content in themessage.

The response prompts are always located on the last page contain-ing space at LSKs 4L, 5L, 4R, and 5R.

PAGE ACCESS

− Press ATC key when:

• There are no other messages pending a response.

• No new messages have been received.

− Selecting the message from the ATC LOG page.

− VERIFY RESPONSE page UPLINK prompt (LSK 6L).

− REJECT DUE TO page UPLINK prompt (LSK 6L).

− ATC REQUEST page UPLINK prompt (LSK 6L).

1 1 4 9 Z ATC UPL INK 1 / 2D I S P L A Y S T A T U S<REQUEST OPENP R O C E E D T O R E B A S .A T S F O − � 4 B E G I N C L I M B T O6 � � � .A T R E B A S B E G I N C L I M B T OF L 1 8 0 .R E P O R T WH E N A T F L . . ARM>

−−−−−−− C O N T I N U E D −−−−−−LOG>

1 1 4 9 Z ATC UPL INK 2 / 2

S T A N D B Y<SEND LOAD>

A C C E P T<RE JECT SEND>−−−−−−−−−−−−−−−−−−−−−−−−

LOG>

− DISPLAY − when the ATC UPLINK message is in response toa request message, the display request message selection isavailable. Selecting the REQUEST prompt (LSK 1L) displaysthe ATC REQUEST message providing it has not been deletedfrom the ATC message log.

4−49 TDM 2213

− STATUS − the message status displayed at LSK 1R is consis-tent with the status displayed on the ATC LOG page.

− ARM prompt − when a message contains a condition that canbe automatically triggered, the ARM prompt is displayed on theright side of the message line. Selecting the ARM promptarms the response for automatic transmission when the triggercondition is satisfied.

− LSK 6R − may display one of the following:

• LOG prompt − selecting the LOG prompt (LSK 6R) returnsthe display to the ATC LOG page.

• REPORT prompt − displayed when a report has been gen-erated for the displayed message. Selecting the REPORTprompt (LSK 6R) displays the report from the Report List.

The response prompts (LSKs 4L, 5L, 4R, 5R) are displayed whenappropriate to the message and always appear on the last page ofthe message.

− 4L − may display one of the following:

• (blanked) − nothing is displayed when another response hasbeen selected or the standby response is not appropriatefor the message.

• SEND prompt − displayed when another response has notbeen selected and the standby response is appropriate forthe message. The header displays the STANDBY re-sponse. Selecting the SEND prompt (LSK 4L) initiatessending a standby response message to the ATC Center.

• Data link status − When the data link is not available, theheader displays DATA LINK and the appropriate data linkstatus is displayed at 4L (ref page 4−23).

− 5L − may display one of the following:

• (blanked) − nothing is displayed when another response hasbeen selected or the reject response is not appropriate forthe message.

• REJECT prompt − displayed when another response hasnot been selected and the reject response is appropriate forthe message. Selecting the REJECT prompt (LSK 5L) dis-plays the REJECT DUE TO page to generate the responsemessage.

− LSK 4R − displays the LOAD prompt when the message con-tains loadable data. Selecting the LOAD prompt loads thedata as a MOD plan into the FMC.

4−50 TDM 2213

− 5R − may display one of the following:

• (blanked) − nothing is displayed when another response hasbeen selected or the accept response is not appropriate forthe message.

• SEND prompt − displayed when another response has notbeen selected and the accept response is appropriate forthe message. The header display ACCPT. Selecting theSEND prompt init iates sending an appropriate WILCO,ROGER, or AFFIRM response message to the ATC Center.

After the uplink message has been responded to, the response isincluded and the status (1R) is updated.

1 1 4 9 Z ATC UPL INK 1 / 1D I S P L A Y S T A T U S<REQUEST ACCEPTEDP R O C E E D T O R E B A S .A T S F O − � 4 B E G I N C L I M B T O6 � � � .A T R E B A S B E G I N C L I M B T OF L 1 8 0 .R E P O R T WH E N A T F L . . ARM>−−−− R E S P O N S E 1 1 5 5 Z −−−−W I L C O

LOG>

When the maximum uplink delay is exceeded, the message is an-notated to indicate this.

1 1 4 9 Z ATC UPL INK 1 / 1D I S P L A Y S T A T U S<REQUEST ACCEPTED−U P L I N K D E L A Y E X C E E D E D −−P R O C E E D T O R E B A S .A T S F O − � 4 B E G I N C L I M B T O6 � � � .A T R E B A S B E G I N C L I M B T OF L 1 8 0 . ARM>−−−− R E S P O N S E 1 1 5 5 Z −−−−W I L C O

LOG>

4−51 TDM 2213

EMERGENCY REPORT Page

The EMERGENCY REPORT page allows the flight crew to createa downlink message to alert the active ATC Center of an emergen-cy condition on board, and allows the flight crew to indicate anyemergency maneuvering intentions.

Selected and entered items are displayed in large font size and willbe included in the emergency message. A maximum of five dataitems (including free text) may be constructed for each message.

PAGE ACCESS

− ATC INDEX page EMERGENCY prompt (LSK 1L)

− VERIFY EMERGENCY page EMERGENCY prompt (LSK 6L)

− Press and hold the ATC key when a data link connection is

active.

EMERGENCY REPORT

< M A Y D A Y P A N >D I V E R T T O S O B

< K M E M 1 2 9O F F S E T F U E L R E M A I N I N G

−−− 6 � . � L B �9 +3 5D E C E N D T O

−−−−−

<ERASE EMERGENCY−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX VER I FY>

EMERGENCY REPORT

< M A Y D A Y P A N >D I V E R T T O S O B

< K M E M −−−O F F S E T

−−−D E C E N D T O

−−−−−

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX VER I FY>

4−52 TDM 2213

− DIVERT TO − a diversion point may be displayed or may beentered at 2L. Selected or manually entered identifiers aredisplayed in large font size and may be one of the following:

• Destination airport if entered into the active flight plan.

• Destination point from a MOD flight plan.

• DASH prompt when a destination is not specified in the ac-tive or MOD flight plan.

NOTEWhen duplicate identifiers are contained in the

NDB, the SELECT DESIRED WPT page is displayed. The selected waypoint latitude,

longitude and identifier are included in the message.

− OFFSET − allows entering an offset assumed to be fromPPOS into 3L.

− DECEND TO − allows entry or selection of an altitude at 4L.

• DASH prompt − displayed when the MCP altitude is at orabove the FMC altitude. Allows entry of an altitude in feet,flight level, or meters.

• MCP altitude − when the MCP altitude is below the currentaltitude, the MCP altitude is displayed.

− SOB (Souls On Board) − displays the DASH prompt at 2R forentry of the number of passengers and crew on board.

− FUEL REMAINING − displayed after SOB is entered. Displaysthe fuel quantity from the FQIS (displayed in thousands ofpounds or kilograms) and remaining fuel in hours and minutes.

4−53 TDM 2213

− MAYDAY (LSK 1L) and PAN (LSK 1R) prompts − selection dis-plays the VERIFY EMERGENCY page with the appropriateMAYDAY or PAN message line.

Select and/or enter all data items in the desired sequecne thenselect the MAYDAY or PAN prompt last. The VERIFY EMER-

GENCY page is displayed with the data items ready for review.

− LSK 5L (ERASE/CANCEL EMERGENCY) − displays one of thefollowing:

• (blanked) − nothing is displayed prior to making a selectionor entry on the page.

• ERASE EMERGENCY prompt − is displayed prior to send-ing the emergency message and after selections or entrieshave been made. Selecting the ERASE EMERGENCYprompt causes all selections and entries to be removed.

• CANCEL EMERGENCY prompt − is displayed after themessage has been sent to the ATC Center and before anyother selections or entries are made. Selecting the CAN-CEL EMERGENCY prompt initiates a downlink messagewith the cancel notification included.

− VERIFY prompt (LSK 6R) − selection displays the VERIFYEMERGENCY page.

4−54 TDM 2213

VERIFY EMERGENCY Page

The VERIFY EMERGENCY page displays the complete emergencymessage content as it will be sent to the ATC Center. The mes-sage can be reviewed, corrected if necessary, and free text may beadded when four or fewer data items are in the message.

PAGE ACCESS

− EMERGENCY REPORT page MAYDAY prompt (LSK 1L)

− EMERGENCY REPORT page PAN prompt (LSK 1R)

− EMERGENCY REPORT page VERIFY prompt (LSK 6R)

VER I FY EMERGENCY 1 / 1

P A N − P A N P A N − P A N P A N − P A ND I V E R T T O K S A C .

F R E E T E X TPASSENGER REQU IRES

IMMEDIATE MED ICAL ATTN .R E P O R T

SEND>−−−−−−−−−−−−−−−−−−−−−−−−<EMERGENCY

− EMERGENCY prompt (LSK 6L) − selection of the EMER-GENCY prompt returns the display to the EMERGENCY RE-PORT page.

− REPORT − may display one of the following:

• (blanked) − nothing is displayed when this page is enteredand there have not been option selections or manual entriesmade.

• SEND prompt − selecting the SEND prompt (LSK 6R) per-forms the following functions:

• Generates the emergency report message.

• Generates a position report message.

• Initiates transmission of both messages to the ATC Cen-ter.

4−55 TDM 2213

• SENDING − displayed while the message is being trans-mitted to the ATC center.

• DATA LINK status − displays the status of the airplane datalink system (ref page 4−23).

4−56 TDM 2213

POS REPORT Page

The POS REPORT page provides position, time, and fuel data toboth the AOC and ATC.

ETAs and ATAs are displayed in standard GMT format. Positionsare displayed as latitude degrees and minutes, N or S, longitudedegrees and minutes, E or W. When the minutes are zero, theyare not displayed (i.e., 38 degrees 4 minutes north and 121 de-grees 0 minutes west is displayed as 3804N121W).

When an ATC UPLINK message is received requiring a POS RE-PORT at a specific point, that point may be entered into next way-point line (LSK 2L). If this point does not exist in the current flightplan, a fix waypoint may be added to the active flight plan and thenentered into the next waypoint line.

The title line will contain the flight number from the RTE page whenthe flight number option is available.

PAGE ACCESS

− ATC INDEX page POS REPORT prompt (LSK 1R)

− Selecting a message on the ATC LOG page which containsreport position type content.

CH I L LUSA POS REPORTP O S A T A A L T

3 8�4N121W 1 3 3 6 Z F L 3 2 5E S T E T A

L IN 1 3 5 3 ZN E X T D E S T E T A

3 8 3 3N1 1 8�1W 1 6�4 ZT E M P W I N D S P D

−5 3 ° C 1 2 2 ° / 2 2 K T . 8 1P O S F U E L

5 2 . 3−−−−−−−−−−−−−−−−−−−− A T C

SEND>

− Line 1 − displays:

• POS − lat i tude and longitude of the waypoint last se-quenced.

• ATA − actual time that the POS waypoint was sequenced.

4−57 TDM 2213

• ALT − the altitude at the time the POS waypoint was se-quenced.


• EST − the next (active go to) waypoint in the route, or maybe used to enter a reporting fix waypoint. Any manual en-tries made in this field must be a standard waypoint or fixwaypoint already entered into the active flight plan. The active go to waypoint is displayed in magenta text,manual entries are displayed in white text.

• ETA − the estimated time of arrival to the waypoint dis-played in EST.


• NEXT − latitude and longitude of the waypoint or fix way-point displayed at EST

• DEST ETA − the estimated time of arrival at the destinationif one is included in the active flight plan.


• TEMP − current Static Air Temperature

• WIND − the wind speed and direction from the RTE LEGSpage(s). These fields are blank when wind data has notbeen entered or loaded on the RTE LEGS page.

• SPD − current FMC target speed, or can be manually en-tered. The manual speed entry range is .61 to .82 MACH.

− POS FUEL (line 5) − displays the fuel quantity remaining at thelast sequenced waypoint or fix waypoint.

− ATC − displays:

• SEND prompt (LSK 6R) − displayed when POS, ATA, andALT (line 1) are entered. Selecting the SEND prompt initi-ates transmission of the POS REPORT to the ATC Center.

• After selecting the SEND prompt, status of the downlink isdisplayed (i.e., SENDING, SENT, etc.)


4−58 TDM 2213

REJECT DUE TO Page

The REJECT DUE TO page provides a selection dialog type displayto allow including a reason with the rejection response to an ATCUPLINK message. Free text may be added when four or fewerdata items are in the message.

PAGE ACCESS

− ATC UPLINK page REJECT prompt (LSK 5L)

− VERIFY RESPONSE page REJECT DUE TO prompt (LSK 6L)

RE JECT DUE TOD U E T O D U E T O



RE JECT DUE TOD U E T O D U E T O





Pre−determined selections (1L, 2L, 3L, and 1R) are selectablewhen displayed in small font, and can be deselected using the DE-LETE key.

Free test may be entered and selected to the open caret (4L).

− UPLINK prompt (LSK 6L) − selecting the UPLINK prompt dis-plays the ATC UPLINK message for this response.

− VERIFY prompt (LSK 6R) − selecting the VERIFY prompt dis-plays the VERIFY RESPONSE page to allow viewing andsending the message.

4−59 TDM 2213

VERIFY REPORT Page

The VERIFY REPORT page displays the text of a message that isin response to a report, confirmation, or WHEN CAN YOU ACCEPTrequest from the active ATC Center.

The aircrew can review, change, and/or add free text to the re-sponse prior to sending the report.

Data items displayed will depend upon selections made prior toselecting the VERIFY prompt on the originating page.

PAGE ACCESS

− Selection of a message on the ATC REPORT list page (LSK1L thru LSK 5L).

− ATC INDEX page FREE TEXT prompt (LSK 3R).

VER I FY REPORTC O N F I R M A L T I T U D E

1 6 5�� F TF R E E T E X T

<

R E P O R TSEND>

−−−−−−−−−−−−−−−−−−−−−−−−<REPORT

− LSK 1L thru LSK 4L

• Entered items may be changed as necessary by enteringthe desired information into the scratch pad and selectingthe appropriate line select key adjacent to the data item tobe changed.

• FREE TEXT − a total of 23 characters including spaces andthe period (line terminator) may be entered into the scratchpad and selected to the line below the FREE TEXT header.

− REPORT prompt (LSK 6L) − returns the display to the ATCREPORT list page.

4−60 TDM 2213

When the VERIFY REPORT page is displayed from a WHEN CANYOU ACCEPT page:

VER I FY REPORTW E C A N A C C E P T

F L 3 3 5A T

1 3 1 5 Z

< C A N N O T A C C E P TF R E E T E X T

<R E P O R T

SEND>−−−−−−−−−−−−−−−−−−−−−−−−<REPORT

VER I FY REPORTW E C A N A C C E P T

F L 3 3 5A T

Z

CANNOT ACCEPTF R E E T E X T

<R E P O R T

SEND>−−−−−−−−−−−−−−−−−−−−−−−−<REPORT

− LSK 1L and LSK 2L. These entr ies may be entered orchanged when:

• Displays a DASH prompt.

• Displays a BOX prompt.

• Displays manually entered data (large font size).

− CANNOT ACCEPT prompt − becomes the message when se-lected. If a time is displayed in 2L when this prompt is se-lected, 2L reverts to a BOX prompt. The CANNOT ACCEPTprompt may be deselected by entering DELETE into thescratch pad and selecting LSK 3L.

− REPORT prompt (LSK 6L) − returns the display to the ATCREPORT list page.

4−61 TDM 2213

When the VERIFY REPORT page is displayed from the ATC INDEXpage FREE TEST prompt (LSK 3R), only the free text line is avail-able.

VER I FY REPORTF R E E T E X T

<

R E P O R TSEND>

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX

− ATC INDEX prompt (LSK 6L) − returns the display to the ATCINDEX page.

When the message selected on the ATC REPORT list page con-tains a triggerable condition, 1R displays:

− ARM prompt − when not already selected. The ARM promptmay be selected on this page to arm the auto−trigger.

− ARMED status − when already armed on the ATC UPLINKpage.

VER I FY REPORTR E P O R T WH E N A T ARM>

F L 1 8 �

R E P O R TSEND>

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX

VER I FY REPORTR E P O R T WH E N A T ARMED

F L 1 8 �

R E P O R TSEND>

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX

4−62 TDM 2213

VERIFY REQUEST Page

The VERIFY REQUEST page displays the message text of a re-quest as it will be sent to the ATC Center. The message text isdisplayed in the sequence that the data items we selected or en-tered on the request page(s). The flight crew can also add freetext to the message when there are four or fewer data items in themessage.

All data items selected or entered on the ATC ALT REQUEST, ATCOFFSET REQUEST, ATC ROUTE REQUEST, and ATC SPEEDREQUEST pages are combined into one message to be sent to theATC Center.

PAGE ACCESS

− ATC INDEX page CLEARANCE prompt (LSK 4R) or VOICEprompt (LSK 5R).

− ATC REQUEST page VERIFY prompt (LSK 6R)

− ATC ALT REQUEST page VERIFY prompt (LSK 6R)

− ATC OFFSET REQUEST page VERIFY prompt (LSK 6R)

− ATC ROUTE REQUEST page VERIFY prompt (LSK 6R)

− ATC SPEED REQUEST page VERIFY prompt (LSK 6R)

− WHEN CAN WE EXPECT page VERIFY prompt (LSK 6R)

VER I FY REQUEST 1 / 1A T M V A R E Q U E S T O F F S E TL 2 2 N M .R E Q U E S T C L I M B T O F L 3 3 5 .D U E T O W E A T H E R .R E Q U E S T . 7 9 .

F R E E T E X T<

R E Q U E S TSEND>

−−−−−−−−−−−−−−−−−−−−−−−−<REQUEST

− LSK 6L − displays:

• ATC INDEX − when this page was accessed from the ATCINDEX page (CLEARANCE or VOICE prompts).

• ATC REQUEST − when this page was accessed from theATC REQUEST, ATC ALT REQUEST, ATC OFFSET RE-

4−63 TDM 2213

QUEST, ATC ROUTE REQUEST, or ATC SPEED RE-QUEST pages.

• WHEN CAN WE − when this page was accessed from theWHEN CAN WE EXPECT page.

− REQUEST/DATALINK − displays:

• SEND prompt − initiates sending the request message tothe ATC Center.

• Message transmission status.

• Datalink status (ref page 4−23).

4−64 TDM 2213

VERIFY RESPONSE Page

The VERIFY RESPONSE page displays the contents of the rejectmessage for review, correction, and sending. Components of themessage are displayed in the order selected on the REJECT DUETO page.

PAGE ACCESS

− ATC UPLINK page REJECT prompt (LSK 5L) when the re-sponse message is being sent.

− REJECT DUE TO page VERIFY prompt (LSK 6R).

VER I FY RESPONSE 1 / 1

U N A B L E .D U E T O W E A T H E R .

R E S P O N S ESEND>

−−−−−−−−−−−−−−−−−−−−−−−−<RE JECT DUE TO

VER I FY RESPONSE 1 / 1

U N A B L E .D U E T O W E A T H E R .

R E S P O N S ESEND ING

−−−−−−−−−−−−−−−−−−−−−−−−<UPL INK

− LSK 6L − will display one of the following:

• REJECT DUE TO prompt − displayed prior to sending themessage. Selecting the REJECT DUE TO prompt (LSK 6L)returns the display to the REJECT DUE TO page to allowediting and correcting the contents of the message.

• UPLINK prompt − displayed while the message is beingsent to the ATC Center. Selecting the UPLINK prompt (LSK6L) displays the ATC UPLINK message corresponding tothis message.

− LSK 5R − will display one of the following:

• SEND prompt − selecting the SEND prompt (LSK 6R) sendsthe message to the ATC Center.


4−65 TDM 2213

WHEN CAN WE EXPECT Page

The WHEN CAN WE EXPECT page is used to quarry the govern-ing ATC Center concerning pending clearances. A maximum of fivedata items (entered and selected) can be included.

To clear or deselect a single item, press the DEL key and then

select the desired item.

PAGE ACCESS

− ATC INDEX page WHEN CAN WE prompt (LSK 2R)

− VERIFY REQUEST page WHEN CAN WE prompt (LSK 6L)

WHEN CAN WE EXPECTC R Z C L B T O

−−−−−C L I M B T O

−−−−− H I G H E R A L T >D E S C E N D T O

−−−−− L OW E R A L T >S P E E D

−−− B A C K O N R T E >

−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX VER I FY>

WHEN CAN WE EXPECTC R Z C L B T O

−−−−−C L I M B T O

−−−−− H I G H E R A L T >D E S C E N D T O

−−−−− L OW E R A L T >S P E E D

−−− BACK ON RTE

<ERASE WHEN CAN WE−−−−−−−−−−−−−−−−−−−−−−−−<ATC INDEX VER I FY>

− CRZ CLB TO, CLIMB TO, and DESCEND TO:

• An altitude may be entered in feet, flight level, or meters.

• Block altitude entries are not accepted.

• Entering an altitude in one position or selecting the HIGHERALTITUDE (LSK 2R) or LOWER ALTITUDE (LSK 3R)prompts causes the other selections and headers to beblanked.

4−66 TDM 2213

− HIGHER ALT, LOWER ALT

• Allows selection of a non−specific altitude change.

• Entering an altitude in CRZ CLB TO (LSK 1L), CLIMB TO(LSK 2L), DESCEND TO (LSK 3L), or selecting one ofthese prompts causes the other selections and headers tobe blanked.

− ERASE WHEN CAN WE prompt (LSK 5L) − displayed after anentry or selection is made. Will set all items back to the de-faults.

Documents

FMC106