(ATR 72) Fms User Guide
February 23, 2017 | Author: Sebastian Joseph | Category: N/A
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FMS220 - USER'S MANUAL PROPRIETARY NOTICE
PROPRIETARY NOTICE
Use of this document is subjected to the following limitations : This document is the THALES AVIONICS property and contains proprietary and confidential informations. This copy is furnished on the express condition that, neither wholly nor part of its content herein, shall neither be reproduced, nor be disclosed to other party, nor be used without the written permission of THALES AVIONICS. Moreover, this document shall be returned upon request.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
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THALES AVIONICS 2010
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FMS220 - USER'S MANUAL LIST OF REVISIONS
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LIST OF REVISIONS Issue
Modified On
Modified by
BA00
31/05/2010
AKKA
Description First issue for ATR-600
Approval AMS/10/001760
(L. MAGNAT) 15/10/2010
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
BA01
N.R. FOURNY
Second issue including the operational pilot procedures with cockpit display impact and flight phase related procedures. This issue takes into account: - Remarks from ATR pilots and design authority
AMS/10/003757
- Remarks from ATR pilot (T. GRUFFAZ)
AMS/10/006591
- Remarks from peers and design authority
AMS/10/006184
- PCRs with user manual impact applied on the AVS release L2B*:
ABL V265 Issue 04
FM2XX00004543, FM2XX00004743, FM2XX00004786, FM2XX00005038, FM2XX00005193, FM2XX00005218, FM2XX00005233, FM2XX00005276, FM2XX00005278, FM2XX00005315, FM2XX00005537, FM2XX00005538, FM2XX00005595, FM2XX00005657
THALES AVIONICS 2010
J61334BA - 01
FMS220 - USER'S MANUAL TABLE OF CONTENTS
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TABLE OF CONTENTS 1
SCOPE.............................................................................................................. 14 1.1
Document overview.............................................................................................................. 14
1.2
System overview .................................................................................................................. 14
1.3
System interfaces................................................................................................................. 16
1.3.1
General ............................................................................................................................ 16
1.3.2
Air Data Unit..................................................................................................................... 17
1.3.3
Attitude and Heading Reference System ........................................................................ 17
1.3.4
GPS configuration............................................................................................................ 17
1.3.5
Radio navigation architecture .......................................................................................... 17
1.4
Navigation modes ................................................................................................................ 18
1.5
Conventions ......................................................................................................................... 18
2
Text format....................................................................................................................... 18
1.5.1.1
Pilot's actions .......................................................................................................... 18
1.5.1.2
Cautions, notes and cockpit effect .......................................................................... 19
1.5.2
Supplementary information.............................................................................................. 19
1.5.3
Foreword.......................................................................................................................... 19
1.5.4
Terminology ..................................................................................................................... 19
OPERATIONAL PRINCIPLES.......................................................................... 20 2.1
Definitions............................................................................................................................. 20
2.1.1
Flight Area........................................................................................................................ 20
2.1.2
Flight Phase ..................................................................................................................... 22
2.1.3
VNAV section................................................................................................................... 24
2.1.4
Departure procedure........................................................................................................ 25
2.1.5
Arrival procedure ............................................................................................................. 26
2.1.6
Airways ............................................................................................................................ 26
2.1.7
Approach identification .................................................................................................... 28
2.1.8
Direct to............................................................................................................................ 29
2.1.8.1
Direct to fix .............................................................................................................. 29
2.1.8.2
Direct to abeam ....................................................................................................... 30
2.1.8.3
Direct to / Intercept.................................................................................................. 31
2.1.8.4
Direct to moving waypoint ....................................................................................... 32
2.1.9
Holding pattern ................................................................................................................ 32
2.1.10
Offset ........................................................................................................................... 33
2.1.11
Required Time of Arrival.............................................................................................. 34
2.1.12
Non Return Point (NRP) .............................................................................................. 34
2.1.13
Mark............................................................................................................................. 34
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THALES AVIONICS 2010
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
1.5.1
T 2.1.14
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Required Navigation Performance (RNP) ................................................................... 35
2.1.14.1
Actual Navigation performance (ANP)................................................................ 35
2.1.14.2
Horizontal Integrity Limit (HIL) ............................................................................ 37
2.2
Modes of operation .............................................................................................................. 37
2.2.1
Dual Mode........................................................................................................................ 38
2.2.2
Independant Mode........................................................................................................... 38
2.2.3
Single Mode ..................................................................................................................... 39
2.3
Flight management principles .............................................................................................. 40
2.3.1
Database.......................................................................................................................... 40
2.3.1.1
Standard data.......................................................................................................... 40
2.3.1.2
Pilot data ................................................................................................................. 40
2.3.1.3
Data harmonization ................................................................................................. 41
2.3.2 This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
FMS220 - USER'S MANUAL TABLE OF CONTENTS
Flight planning ................................................................................................................. 41
2.3.2.1
General description ................................................................................................. 41
2.3.2.2
Active flight plan ...................................................................................................... 41
2.3.2.3
Temporary flight plan .............................................................................................. 42
2.3.2.4
Secondary flight plan............................................................................................... 43
2.3.2.5
Relations between flight plans ................................................................................ 45
2.3.3
Predictions ....................................................................................................................... 45
2.3.3.1
PRAIM ..................................................................................................................... 46
2.3.3.2
Wind Management .................................................................................................. 47
2.4
Flight guidance principles..................................................................................................... 49
2.4.1
Lateral navigation ............................................................................................................ 49
2.4.1.1 2.4.2
Lateral navigation parameters ................................................................................ 49
Vertical navigation ........................................................................................................... 50
2.4.2.1
Vertical navigation sections..................................................................................... 50
2.4.2.2
Climb profile ............................................................................................................ 50
2.4.2.3
Step and level interception...................................................................................... 51
2.4.2.4
Descent profile ........................................................................................................ 51
2.4.2.5
Vertical Track Alert.................................................................................................. 52
2.4.2.6
Altitude .................................................................................................................... 52
2.4.2.7
Vertical profile error................................................................................................. 53
2.4.2.8
Vertical navigation parameters ............................................................................... 54
2.4.3
Managed speed ............................................................................................................... 55
2.4.3.1
Managed speed inputs............................................................................................ 55
2.4.3.2
Managed speed phase............................................................................................ 55
2.4.3.3
Managed speed value............................................................................................. 56
2.5
Flight control principles ........................................................................................................ 70
2.5.1
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Autopilot engagement conditions .................................................................................... 70
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2.5.2
Autopilot disengagement conditions ................................................................................ 70
2.5.3
Turn limitations ................................................................................................................ 70
PILOT INTERFACE .......................................................................................... 71 3.1
MCDU interface.................................................................................................................... 71
3.1.1
MENU page ..................................................................................................................... 72
3.1.2
Keys and annunciators description.................................................................................. 73
3.1.3
MCDU display description ............................................................................................... 75
3.1.4
Colors meaning................................................................................................................ 76
3.1.5
Character attributes meaning .......................................................................................... 77
3.1.6
Scratchpad messages ..................................................................................................... 78
3.1.7
Data entry ........................................................................................................................ 79
3.1.8
Clearing data ................................................................................................................... 80
3.2
MCDU pages hierarchy........................................................................................................ 80 General organisation ....................................................................................................... 80
3.2.2
INITIALIZATION .............................................................................................................. 81
3.2.3
FLIGHT PLAN.................................................................................................................. 83
3.2.4
PROGRESS..................................................................................................................... 91
3.2.5
DIRECT TO...................................................................................................................... 94
3.2.6
PERFORMANCES .......................................................................................................... 95
3.2.7
TUNE ............................................................................................................................... 97
3.2.8
MESSAGE ....................................................................................................................... 98
3.2.9
MARK............................................................................................................................... 99
3.2.10
DATA ......................................................................................................................... 100
3.2.11
STATUS .................................................................................................................... 105
3.3
MCDU pages description ................................................................................................... 107
3.3.1
INITIALIZATION ............................................................................................................ 107
3.3.1.1
Power On page ..................................................................................................... 107
3.3.1.2
INIT page............................................................................................................... 108
3.3.1.3
POS INIT page ...................................................................................................... 110
3.3.1.4
UNITS page .......................................................................................................... 111
3.3.1.5
DATUM page ........................................................................................................ 112
3.3.1.6
GEO DATUM page ............................................................................................... 113
3.3.2
FLIGHT PLAN................................................................................................................ 114
3.3.2.1
FLPN page ............................................................................................................ 114
3.3.2.2
FPLN INIT page .................................................................................................... 121
3.3.2.3
ROUTE SEL page................................................................................................. 122
3.3.2.4
SEC INIT page ...................................................................................................... 125
3.3.2.5
SEC FPLN page.................................................................................................... 126
3.3.2.6
LTRL REV page at PPOS ..................................................................................... 127
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3.2.1
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3.3.2.7
LTRL REV page at WPT ....................................................................................... 128
3.3.2.8
VERT REV page ................................................................................................... 130
3.3.2.9
DEPARTURE page ............................................................................................... 131
3.3.2.10
ARRIVAL page ................................................................................................. 133
3.3.2.11
AIRWAY page................................................................................................... 135
3.3.2.12
AIRWAYS page ................................................................................................ 137
3.3.2.13
TO LIST page ................................................................................................... 138
3.3.2.14
WIND page ....................................................................................................... 139
3.3.2.15
HOLDING AT page........................................................................................... 141
3.3.3
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
FMS220 - USER'S MANUAL TABLE OF CONTENTS
PROGRESS................................................................................................................... 143
3.3.3.1
PROG 1/3 page..................................................................................................... 143
3.3.3.2
PROG 2/3 page..................................................................................................... 144
3.3.3.3
PROG 3/3 page..................................................................................................... 145
3.3.3.4
BCP NAV page ..................................................................................................... 146
3.3.3.5
GPS NAV page ..................................................................................................... 147
3.3.3.6
PRAIM 1/2 page .................................................................................................... 148
3.3.3.7
PRAIM 2/2 page .................................................................................................... 150
3.3.3.8
RESULT page ....................................................................................................... 151
3.3.3.9
VNAV page 1/2 ..................................................................................................... 153
3.3.3.10 3.3.4
VNAV page 2/2 ................................................................................................. 154
DIRECT TO.................................................................................................................... 155
3.3.4.1
DIRECT TO page (LIST)....................................................................................... 155
3.3.4.2
DIRECT TO page.................................................................................................. 156
3.3.4.3
DTO ABEAM page ................................................................................................ 157
3.3.4.4
DIRECT TO page (moving WPT).......................................................................... 159
3.3.5
PERFORMANCES ........................................................................................................ 160
3.3.5.1
PERF INIT page .................................................................................................... 160
3.3.5.2
WEIGHT page ....................................................................................................... 162
3.3.5.3
TAKE OFF page.................................................................................................... 164
3.3.5.4
CRUISE page........................................................................................................ 166
3.3.5.5
APPROACH page ................................................................................................. 168
3.3.5.6
SEC PERF page ................................................................................................... 169
3.3.6
TUNE ............................................................................................................................. 170
3.3.6.1
NAV FRQ page ..................................................................................................... 170
3.3.6.2
NEAREST page .................................................................................................... 172
3.3.6.3
DESELECTED NAVAIDS page ............................................................................ 173
3.3.7
MESSAGE ..................................................................................................................... 174
3.3.7.1 3.3.8
THALES AVIONICS 2010
MESSAGE page ................................................................................................... 174
MARK............................................................................................................................. 175
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3.3.8.1 3.3.9
MARK page ........................................................................................................... 175
DATA ............................................................................................................................. 177
3.3.9.1
DATA MENU page ................................................................................................ 177
3.3.9.2
DATABASE page .................................................................................................. 178
3.3.9.3
NAV DATA page ................................................................................................... 179
3.3.9.4
NEW DATA page .................................................................................................. 180
3.3.9.5
DATA LIST page ................................................................................................... 181
3.3.9.6
PILOT DATA page (AIRPORTS) .......................................................................... 183
3.3.9.7
PILOT DATA page (ROUTE) ................................................................................ 184
3.3.9.8
PILOT DATA page (NAVAIDS) ............................................................................. 185
3.3.9.9
STD DATA page (CO-ROUTE)............................................................................. 185 STD APT page.................................................................................................. 186
3.3.9.11
STD NAVAID page ........................................................................................... 187
3.3.9.12
STD WPT page................................................................................................. 188
3.3.9.13
STD NDB navaid page ..................................................................................... 189
3.3.9.14
PLT ROUTE page............................................................................................. 190
3.3.9.15
PLT APT page .................................................................................................. 193
3.3.9.16
PLT NAVAID page............................................................................................ 194
3.3.9.17
PLT WPT page ................................................................................................. 195
3.3.9.18
Duplicate page.................................................................................................. 196
STATUS .................................................................................................................... 197
3.3.10.1
FUEL FLOW page ............................................................................................ 197
3.3.10.2
SENSOR STS page.......................................................................................... 198
3.3.10.3
FMS BITE page ................................................................................................ 199
3.3.10.4
DISCRETES page ............................................................................................ 201
3.3.10.5
AIR / RA page................................................................................................... 202
3.3.10.6
HDG / ATT page ............................................................................................... 203
FLIGHT PHASE RELATED PROCEDURES .................................................. 205 4.1
Preflight .............................................................................................................................. 205
4.1.1
FMS Initialisation ........................................................................................................... 205
4.1.1.1
Power-on ............................................................................................................... 205
4.1.1.2
Date/Time Initialization.......................................................................................... 207
4.1.1.3
Position initialization.............................................................................................. 208
4.1.1.4
Checking navigation database .............................................................................. 210
4.1.1.5
Checking units....................................................................................................... 211
4.1.1.6
Navigation mode selection .................................................................................... 212
4.1.2
Navigation initialization .................................................................................................. 214
4.1.2.1
Primary flight plan setup........................................................................................ 214
4.1.2.1.1
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Flight plan selection ......................................................................................... 214
THALES AVIONICS 2010
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3.3.9.10
3.3.10
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4.1.2.1.2
Flight plan initialization..................................................................................... 215
4.1.2.1.3
Selecting a departure....................................................................................... 218
4.1.2.1.4
Selecting an arrival .......................................................................................... 220
4.1.2.1.5
Inserting an airway........................................................................................... 223
4.1.2.2
Secondary flight plan setup................................................................................... 227
4.1.2.3
Radio Navigation................................................................................................... 229
4.1.2.3.1
NAV FRQ page ................................................................................................ 229
4.1.2.3.2
Deselecting navaids......................................................................................... 230
4.1.2.3.3
Reselecting navaids......................................................................................... 231
4.1.3
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FMS220 - USER'S MANUAL TABLE OF CONTENTS
Performances initialization............................................................................................. 231
4.1.3.1
Initialization............................................................................................................ 231
4.1.3.2
Weight entering ..................................................................................................... 233
4.1.3.3
Take Off performances ......................................................................................... 234
4.1.3.4
Cruise performances............................................................................................. 238
4.1.3.5
Vertical wind profile insertion ................................................................................ 239
4.1.3.6
Secondary performances initialization .................................................................. 241
4.1.4 4.2
Checking the predictions ............................................................................................... 242 Take off and climb.............................................................................................................. 242
4.2.1
Monitoring the take-off ................................................................................................... 243
4.2.2
Monitoring the vertical guidance .................................................................................... 244
4.2.3
Monitoring the predictions.............................................................................................. 245
4.2.4
Monitoring the transition altitude.................................................................................... 245
4.2.5
Monitoring the vertical Track.......................................................................................... 246
4.3
Cruise ................................................................................................................................. 246
4.3.1
Cruise altitude ................................................................................................................ 247
4.3.2
Monitoring the predictions.............................................................................................. 248
4.3.3
Entering a step climb or a step descent ........................................................................ 250
4.3.4
Monitoring the vertical track (during a step) .................................................................. 251
4.3.5
Entering the approach data ........................................................................................... 252
4.4
Descent .............................................................................................................................. 253
4.4.1
Descent initiation ........................................................................................................... 253
4.4.2
Monitoring the transition level ........................................................................................ 254
4.4.3
Monitoring the vertical guidance .................................................................................... 254
4.4.4
Monitoring the vertical track........................................................................................... 255
4.4.5
Monitoring the predictions.............................................................................................. 256
4.4.6
Inserting an holding pattern ........................................................................................... 257
4.4.7
Entering the approach flight area .................................................................................. 259
4.5
Approach ............................................................................................................................ 259
4.5.1
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Vertical Track Alert ........................................................................................................ 259
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4.5.2
Initiating the approach speed ........................................................................................ 260
4.5.3
Monitoring the vertical guidance .................................................................................... 261
4.6
Go around .......................................................................................................................... 262
4.6.1 4.7
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Missed approach ........................................................................................................... 262 Done................................................................................................................................... 263
MULTI PHASE RELATED PROCEDURES .................................................... 264 5.1
Lateral functions ................................................................................................................. 264
5.1.1
Flight plan revision......................................................................................................... 264
5.1.1.1
Revision of a departure procedure........................................................................ 264
5.1.1.2
Revision of an arrival procedure ........................................................................... 265
5.1.1.3
Inserting a Waypoint ............................................................................................. 265
5.1.1.3.1
LAT/LON crossing ........................................................................................... 269
5.1.1.3.2
Along Track Offset ........................................................................................... 270
Clearing a Waypoint.............................................................................................. 272
5.1.1.5
Inserting a discontinuity......................................................................................... 273
5.1.1.6
Clearing a discontinuity ......................................................................................... 274
5.1.2
Secondary Flight Plan.................................................................................................... 274
5.1.2.1
Secondary flight plan initialization ......................................................................... 274
5.1.2.2
Copy active Flight plan in the secondary flight plan.............................................. 275
5.1.2.3
Activation of the secondary Flight plan ................................................................. 275
5.1.2.4
Swap of the active and of secondary flight plan ................................................... 276
5.1.2.5
Cancellation of the secondary flight plan .............................................................. 276
5.1.2.6
Secondary performances initialization .................................................................. 276
5.1.3
Monitoring the horizontal guidance................................................................................ 277
5.1.4
Holding pattern .............................................................................................................. 278
5.1.4.1
Inserting a holding pattern..................................................................................... 278
5.1.4.2
Editing a holding pattern ....................................................................................... 278
5.1.4.3
Exiting from a holding pattern ............................................................................... 279
5.1.4.4
Clearing a holding pattern ..................................................................................... 279
5.1.5
Offset ............................................................................................................................. 280
5.1.5.1
Offset insertion or modification.............................................................................. 280
5.1.5.2
Offset deletion ....................................................................................................... 282
5.1.6
Direct to.......................................................................................................................... 283
5.1.6.1
Direct to waypoint.................................................................................................. 283
5.1.6.1.1
The "TO" WPT is in the FPLN ......................................................................... 283
5.1.6.1.2
The "TO" WPT does not belong to the FPLN .................................................. 284
5.1.6.1.3
The "TO" WPT is moving................................................................................. 285
5.1.6.2
Direct to closest airport ......................................................................................... 286
5.1.6.3
Direct to abeam point ............................................................................................ 287
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5.1.1.4
T 5.1.6.4 5.1.7
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Direct to / Intercept................................................................................................ 289
Mark ............................................................................................................................... 290
5.1.7.1
Marking the present position ................................................................................. 290
5.1.7.2
Updating the position ............................................................................................ 291
5.1.8
RNP insertion................................................................................................................. 292
5.1.9
Predictive RAIM ............................................................................................................. 293
5.1.9.1
Launching the RAIM prediction along the flight plan ............................................ 293
5.1.9.2
Canceling the predictive RAIM computation ......................................................... 295
5.2
Vertical functions ................................................................................................................ 295
5.2.1
Monitoring the vertical guidance .................................................................................... 295
5.2.2
RTA insertion or modification......................................................................................... 296
5.2.3
Constraint insertion or modification ............................................................................... 298
5.2.4
Vertical wind profile modification ................................................................................... 299
5.3
Other functions ................................................................................................................... 301
5.3.1
Navigation frequency management............................................................................... 301
5.3.1.1
Navaid Manual Tuning .......................................................................................... 301
5.3.1.2
Navaid Autotuning................................................................................................. 301
5.3.1.3
Deselecting navaids .............................................................................................. 302
5.3.1.4
Reselecting navaids .............................................................................................. 302
5.3.2
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FMS220 - USER'S MANUAL TABLE OF CONTENTS
Database operation ....................................................................................................... 303
5.3.2.1
Creation, modification, deletion, rename of pilot point.......................................... 303
5.3.2.2
Pilot route creation ................................................................................................ 305
5.3.2.3
Modifying a pilot a route ........................................................................................ 308
5.3.2.4
Saving data ........................................................................................................... 309
5.3.2.5
Standard database selection................................................................................. 309
ABNORMAL PROCEDURES ......................................................................... 312 6.1
Failures............................................................................................................................... 312
6.1.1
List of message codes ................................................................................................... 312
6.1.2
Meaning of alarm messages.......................................................................................... 314
6.1.2.1
AIM ........................................................................................................................ 314
6.1.2.2
AIR ........................................................................................................................ 314
6.1.2.3
APP ....................................................................................................................... 315
6.1.2.4
CFG....................................................................................................................... 315
6.1.2.5
CMD ...................................................................................................................... 316
6.1.2.6
CTK ....................................................................................................................... 317
6.1.2.7
DPL .................................................................................Erreur ! Signet non défini.
6.1.2.8
DTA ....................................................................................................................... 320
6.1.2.9
FAL........................................................................................................................ 320
6.1.2.10
THALES AVIONICS 2010
FFF ................................................................................................................... 321
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6.1.2.11
FMS .................................................................................................................. 321
6.1.2.12
FPL ................................................................................................................... 321
6.1.2.13
GPS .................................................................................................................. 322
6.1.2.14
HDG .................................................................................................................. 322
6.1.2.15
HIL .................................................................................................................... 322
6.1.2.16
INI ..................................................................................................................... 323
6.1.2.17
ISA .................................................................................................................... 323
6.1.2.18
LAB ................................................................................................................... 323
6.1.2.19
POS .................................................................................................................. 324
6.1.2.20
R/N.................................................................................................................... 325
6.1.2.21
RNP .................................................................................................................. 326
6.1.2.22
VAR................................................................................................................... 327
6.1.2.23
WGT.................................................................................................................. 327
Operational Checking......................................................................................................... 328
6.2.1
Performing FMS resynchronization ............................................................................... 328
6.2.2
Checking procedures..................................................................................................... 328
6.2.2.1
Checking sensors.................................................................................................. 328
6.2.2.2
Uploading configuration data ................................................................................ 329
6.2.2.3
Downloading of FMS status .................................................................................. 330
MAINTENANCE PROCEDURES.................................................................... 331 7.1
Standard data maintenance ............................................................................................... 331
7.1.1 7.2
Company routes maintenance ........................................................................................... 332
7.2.1
Company route list......................................................................................................... 332
7.2.2
Review of a company route ........................................................................................... 333
7.2.3
Editing a company route ................................................................................................ 335
7.2.3.1
Deleting a company route ..................................................................................... 336
7.2.3.2
Modifying a company route ................................................................................... 336
7.2.3.3
Creating a company route..................................................................................... 337
7.3 7.3.1
8
Uploading navigation database ..................................................................................... 331
User data maintenance ...................................................................................................... 338 Erasing user data........................................................................................................... 338
ACRONYMS AND ABBREVIATIONS ............................................................ 339
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FMS220 - USER'S MANUAL SCOPE / Document overview
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1
SCOPE
1.1 DOCUMENT OVERVIEW The aim of the present user manual is to provide a general description of the flight management principles, the interface between the user and the Flight Management System, the operational procedures to be applied by crews during normal and abnormal situations that may occur on ground, and in flight and maintenance procedures to be applied by skilled users to perform basic maintenance operations. The document is composed of the following chapters : Title
Object
1
SCOPE
Overview of the system and description of the document structure and presentation rules
2
OPERATIONAL PRINCIPLES
Description of the FMS operational principles and definitions of the main concepts
3
PILOT INTERFACE
Description of the pilot interface on the MCDU including hierarchy and detailed description of the pages
4
FLIGHT PHASE RELATED PROCEDURES
Description of the pilot operational procedures related to flight phases
5
MULTI PHASE RELATED PROCEDURES
Description of the pilot operational procedures that are not related to a specific flight phase
6
ABNORMAL PROCEDURES
Description of the alarm messages, operational checking procedures and analysing status
7
MAINTENANCE PROCEDURES
Description of the maintenance procedures and technical information for skilled users
8
GLOSSARY
Glossary
1.2 SYSTEM OVERVIEW The FMS is a pilot interactive system which provides the following main functions : − − − − − − −
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Multi-sensor localisation. Flight planning. Guidance (lateral & vertical). Database management. Radio navigation management. Performances management. Predictions.
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The FMS is composed of :
Software application (called FMC in this document) located in the IAD.
Pilot interfaces : − −
MCDU with dual capability (2 MCDU for 1 FMC) MFD, PFD (display only)
Data transfer media (Compact Flash memory) including: − − −
Note:
Navigation data (standard, company and pilot databases) Secondary flight plan Magnetic variation model
Configuration data (performances and FM configuration) are managed at IAD level.
OPERATIONAL DOMAIN
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Coordinates : − −
Performances of navigation are guaranteed in the range : ♦ Latitude : [S89, N89], ♦ Longitude : no restriction [W180, E180]. UTM or MGRS coordinates are limited to the range : ♦ Latitude : [S80, N84], ♦ Longitude : no restriction [W180, E180].
Ground Speed (GS) max : 750 kts
Altitude : [-1500 ft, 65000 ft]
Temperature : [-60 °C, 99 °C]
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1.3 SYSTEM INTERFACES 1.3.1 GENERAL The FMS is built on a dual cockpit system architecture and is designed to operate in dual mode to insure that both FMC are continuously synchronized.
PFD1
MFD1
MFD2
PFD2
Compact Flash
FMC1
Compact Flash
FMC2
Cross Talk
ARINC 739 SENSORS1
SENSORS2
MDCU1
MDCU2
In the cockpit, switches enable to set the mode of reversion for the air data parameters source and for the attitude and heading parameters source, both on 1, normal, both on 2. Note: If only one RA is installed , both FMC uses the same Radio-Altimeter to provide the radio altitude. The normal reversion means that each FMC uses and manages data from its own side sources for its navigation computations. If the own side equipment is failed, the FMC will automatically use the equipment of the opposite side. In case the reversion is both on 1 (respectively both on 2), both FMC receive the same source side 1 (respectively side 2), even if data provided by this equipment is invalid. Note:
For other sensors, no reversion is managed at cockpit level.
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ARINC 661
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1.3.2 AIR DATA UNIT The FMC handles two Air Data Units (dual configuration) to provide the air data primary parameters (air speed, air temperature and baro altitude). In case of reversion at cockpit level, the FMC select the air data source according to the selected reversion. Without reversion at cockpit level, the air data source is the own side ADU if the air data parameters are valid, the opposite side otherwise.
1.3.3 ATTITUDE AND HEADING REFERENCE SYSTEM The FMC handles two AHRS (dual configuration) to provide attitude and heading primary parameters (attitude angles & magnetic heading). In case of reversion at cockpit level, the FMC select the attitude and heading source according to the selected reversion. Without reversion at cockpit level, the attitude and heading source is the own side AHRS if the attitude and heading parameters are valid, the opposite side otherwise.
1.3.4 GPS CONFIGURATION This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The FMS handles GPS as localization source. GPS source is the own side GPS if GPS is present and parameters are valid, the opposite side otherwise.
1.3.5 RADIO NAVIGATION ARCHITECTURE For localization function, FMC handles 2 VOR and 1 DME 3 channels radio navigation receivers. Each FMC can manage the radio navigation receivers but commands are only transmitted by the active FMC to the radio navigation receivers. Note:
The active FMC features the FMC coupled with the autopilot.
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FMS220 - USER'S MANUAL SCOPE / Navigation modes
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1.4 NAVIGATION MODES The following navigation modes are available: − −
BCP, Best Computed Position (selected by default). GPS, Global Positioning System.
Each one provides: − − − −
Horizontal position, latitude and longitude. Ground speed. Track Angle. Speed and origin of the wind.
Navigation computations are done in WGS84 datum reference, and so Standard and Pilot data are assumed to be defined in WGS84 reference. The BCP parameters are calculated by a specific filter weighted by the estimated errors, of the values provided by different sources. The sources used by the BCP computation are: GPS of selected side. Radio navigation receivers : 2 VOR, 1 DME 3 channels.
Note: The BCP backup mode, DR mode (Dead reckoning), is automatically triggered when there is neither ground speed nor position available. In that case, TAS, heading and wind information are used.
1.5 CONVENTIONS 1.5.1 TEXT FORMAT 1.5.1.1 Pilot's actions
Highlights a precondition to apply an action (IF).
Hilghtlights the moment when the action is to be applied (WHEN).
Highlights an action from the user (DO). All of the pilot's actions in this guide are presented with a verb. These actions are written using a bold font. When its has been considered nice to give further information which may be of interest about the current step of the followed procedure, this is identified by an additional comment below the action written using a basic font.
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1.5.1.2 Cautions, notes and cockpit effect Note: When its has been considered necessary to include a note for example do give further information about the current step of the followed procedure, this is identified by a Note indication and the text is written in italic.
CAUTION: When it has been considered necessary to include a caution for example to advise of the consequences of an incorrect action, this is identified by a CAUTION indication and the text is written with a amber font.
COCKPIT: When the followed procedure has a cockpit impact, this is identified by a COCKPIT indication and the text is written in magenta.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
1.5.2 SUPPLEMENTARY INFORMATION The "PILOT INTERFACE" chapter describes the user interface with all the details (nice to know). The FLIGHT PHASE RELATED PROCEDURES and the MULTI PHASE RELATED PROCEDURES described the essential information needed for operational use of the FMS (need to know). The ABNORMAL PROCEDURES are described with all the details necessary for an operational or not operational use of the Flight Management System. The MAINTENANCE PROCEDURES are described with all the details necessary for the maintenance of the Flight Management System by a skilled operator.
1.5.3 FOREWORD CAUTION: In the MCDU examples: Some parameters values displayed may be not representative of operational functioning. Positions (and associated commentaries) are given in Geographical coordinates (latitude and longitude).
1.5.4 TERMINOLOGY In the present document some terms may be used with a extended signification (versus database organization for example): −
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The term "Waypoint" is not used only for the database fixes but also to describe the pseudo-waypoints or temporary waypoints computed by the FMC to built path, flight plan, and vertical profile.
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2
OPERATIONAL PRINCIPLES
2.1 DEFINITIONS 2.1.1 FLIGHT AREA The FMC manages the following flight areas : − − −
Enroute Terminal Approach
Terminal area
En route area
Terminal area
Missed approach activated (direct to missed approach fix or goaround)
Approach area
FAF
Terminal area
Go-around
2Nm
Departure airport
Nor departure airport neither DEST airport OR Direct distance A/C to Departure > 30Nm Standard Altitude > 16000ft above Departure AND Direct distance A/C to DEST > 30Nm Standard Altitude > 16000ft above DEST
Destination airport
Approach procedure selected Distance along track A/C to FAF < 2Nm XTK < 0.3Nm TKE < 90°
The "enroute" flight area becomes "terminal" when one of the following conditions is met :
The direct distance from aircraft to departure airport is smaller than 30 NM and the aircraft standard altitude is smaller than 15 000 feet above departure airport (converted into a standard altitude).
The direct distance from aircraft to destination airport is smaller than 30 NM and the aircraft standard altitude is smaller than 15 000 feet above destination airport (converted into a standard altitude).
Note:
Therefore, at take-off, the flight area is "terminal"
The flight area becomes "approach" when all the following conditions are met :
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Direct distance A/C to Departure < 30Nm Standard Altitude < 15000ft above Departure OR Direct distance A/C to DEST < 30Nm Standard Altitude < 15000ft above DEST
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An approach procedure including a Final Approach Fix (FAF) has been selected, and,
The along track distance between the aircraft and the FAF is smaller than 2 NM and,
The geometry aircraft/procedure is acceptable : lateral error (XTK) smaller than 0.3 NM and angular error (TKE) less than 90 degrees, and,
the GPS is used in aircraft position computation and GPS HIL is smaller than 0.3 NM and HIL is predicted to be available at FAF (Final Approach Fix) and MAP (Missed Approach Point) and lower than 0.3 NM (GPS integrity criteria), or, the radionavigation data are used in aircraft position computation and EPE_radio is smaller than 0.5 NM (radionav integrity criteria).
The "approach" flight area becomes "terminal" if the missed approach procedure is activated.
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The flight area becomes "enroute" when there is nor departure neither destination airport or if both following conditions are verified :
the direct distance from aircraft to departure airports is greater than 30 NM or the aircraft standard altitude is greater than 16 000 feet above departure airport (converted into a standard altitude)
the direct distance from aircraft to destination airports is greater than 30 NM or the aircraft standard altitude is greater than 16 000 feet above destination airport (converted into a standard altitude)
Note:
At power up or when a new flight plan is activated, the flight area is "enroute".
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FMS220 - USER'S MANUAL OPERATIONAL PRINCIPLES / Definitions
2.1.2 FLIGHT PHASE The FMC manages the following flight phases : Ground, Take-off, Climb, Descent, Approach and Go around according to the following logic : Direct distance to DEST < 10Nm Active leg ∈ Approach OR TO = DEST
Take-off phase Ground phase
Climb phase
Cruise phase
Descent phase
Approach phase
Go-around phase
TOD TOC
Go-around
1500ft
Departure airport
Destination airport 10Nm
WOW = Ground Radio Alt. < 5m
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Not another flight phase DEST or approach procedure modified New FPLN DTO a missed approach fix
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Approach procedure
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FMC determines the flight phase by testing the following conditions, in that priority order, until one is satisfied. At power up, the flight phase is "ground" if condition applies, otherwise is "cruise".
The flight phase is "ground" when Weight On Wheel (WOW) discrete status is "GROUND" and aircraft radio height is less than 5 m (or invalid)
The flight phase is "take-off" when the aircraft altitude is less than 1500 ft above the take off altitude.
The flight phase is "climb" when the aircraft is located before or at the Top Of Climb (TOC) in the flight plan.
The flight phase is "cruise" if one of the following conditions is met:
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− − − −
None of the other flight phases conditions is met Destination or approach procedure is modified A new FPLN is initiated A DTO a missed approach fix is performed
The flight phase is "descent" when the aircraft is located at or after the Top Of Descent (TOD) in the flight plan.
The flight phase is "approach" when : − −
The direct distance to the destination airport is smaller than 10 NM, and, The flight plan active leg is part of an approach procedure to the destination airport, or the TO waypoint is the destination airport.
The flight phase is "go around" when the crew has engaged the Go Around mode.
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FMS220 - USER'S MANUAL OPERATIONAL PRINCIPLES / Definitions
2.1.3 VNAV SECTION The FMC manages the following VNAV sections : Climb, Cruise, Cruise climb, Cruise descent and Descent After TOC
Climb
Cruise
ALT SEL = ALT
Cruise climb
Cruise
ALT SEL = ALT
Cruise descent
TOC
Cruise
AP go-around
Descent
After TOC
Climb
Cruise
TOD TOC
Departure
WOW = GND Or Before TOC
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Destination
ALT SEL > ALT
ALT SEL < ALT
After TOD
ALT SEL > ALT
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Go-around
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2.1.4 DEPARTURE PROCEDURE A departure procedure is composed of 3 elements: − − −
Runway (RWY) Standard Instrument Departure (SID) Enroute Transition (TRANS) between the SID and the route.
The figure below illustrates the RWY, SID, TRANS and route sequence of legs. In case of overlapping legs, between SID and TRANS or TRANS and route, some legs may be suppressed due to stringing rules application (automatic stringing with common waypoint, discontinuity otherwise). TRANS
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search
search
RWY
RWY
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SID
ROUTE
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2.1.5 ARRIVAL PROCEDURE An arrival procedure is composed of 4 elements : − − − −
Approach (APP). Approach Transition (VIA) between the STAR and the approach. Standard Terminal Arrival Route (STAR) Enroute STAR Transition (TRANS) between the STAR and the route.
The figure below illustrates the route, TRANS, STAR, VIA and APP sequence of legs. In case of overlapping legs, between VIA and APP or VIA and STAR or TRANS and STAR or TRANS and route, some legs may be suppressed due to stringing rules application (automatic stringing with common waypoint, discontinuity otherwise). ROUTE
STAR
search
RWY search
TRANS
VIA
2.1.6 AIRWAYS An airway segment is a sequence of legs from a FROM fix to a TO fix, belonging to an airway defined in standard database. Inserting an airway segment into a flight plan needs the identification of the airway, an entry waypoint (FROM fix) and an exit waypoint (TO fix). The FROM fix is the waypoint of the flight plan where to insert the airway segment. This fix must belong to the flight plan and to the airway. The TO fix is the waypoint of the airway where to stop the airway segment to insert. This fix can be a waypoint that exists in the flight plan or that does not exist in the flight plan. In that case, a discontinuity will appear. See examples below.
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Example: TO fix (D point) exists in the flight plan
AWY D
C
D
FPLN
FPLN
A
A B
E
B
E
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Example: TO fix (F point) does not exist in the flight plan
F
AWY
F Discontinuity
D
C
D
C
FPLN
FPLN
A
A B
E
B
E
ARINC 424 defines three "levels" of enroute airways. These levels are relative to the Flight Information Region and Upper Information Region of airspace with defined dimensions within which Flight Information Service and alerting service are provided:
High level Airways : Routes that exist only in the "Upper Airspace", or officially designated as "Upper" or "High", or routes that must be charted as high level routes.
Low level Airways : Routes that exist only in the "Lower Airspace", or routes that must be charted in lower airspace only.
Both level Airways : Routes that are not defined into either the upper or lower airspace, or routes that exists without a "level designator", or routes that exist in a structure that has Upper and Lower Airspace.
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2.1.7 APPROACH IDENTIFICATION The approach route identifier with the XnnYW format is built as follow:
X character describes the type of approach :
B : Localizer / Backcourse D : VOR / DME G : Instrument Guidance System (IGS) I : Instrument Landing System (ILS) J : Glide Slope (GLS) L : Localizer Only (LOC) M : Microwave Landing System (MLS) N : Non-Directional Beacon (NDB) P : Global Positioning System (GPS) Q : Non-Directional Beacon + DME (NDB+DME) R : Area Navigation (RNAV) S : VOR using VORDME / VORTAC T : TACAN U : Simplified Directional Facility (SDF) V : VOR X : Localizer Directional Aid (LDA)
nn characters describe the runway identification (runway axis in tens of degrees)
Y character describes the runway designation:
− − − − −
R : Right L : Left C : Center T : Runway oriented to true north -- : No type (optional)
W character is the multiple indicator (optional): Z or Y
Example: R04RZ = Charted approach 'RNAV (GPS) Z RWY 4R'
Note: All the approach are not identified according to the standard XnnYW format described here above. Other formats also exist.
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− − − − − − − − − − − − − − − −
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2.1.8 DIRECT TO This function enables to define a "direct" trajectory from the present position to a specified waypoint or to engage a rally navigation. This function enables to define a "direct" trajectory from the present position to a specified waypoint.
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The DIRECT TO function provides the following services :
Basic DIR TO function to define a direct trajectory from the present position to a specified waypoint.
DIR TO/ABEAM function to define the abeam waypoints along the direct path. These waypoints are the projection on the direct path of the initial FPLN waypoints located between the aircraft position and the specified waypoint.
DIR TO/INTCP function allowing the definition of a specified RADIAL INBOUND inserted waypoint. The current aircraft track is used to compute the INTCPT point with the specified radial.
Note:
DIRECT TO function is not allowed if A/C position, A/C track or A/C ground speed is invalid.
2.1.8.1 Direct to fix This function enables to define a trajectory from the present position to a selected waypoint, which can be part of the flight plan, or selected from the navigation database, or defined by its position. The "TO" waypoint may be entered by its identifier (if it is stored in the database) or by a latitude/longitude, place/bearing/distance, or a place-bearing/place-bearing. W0
Direct To W3 PPOS
New FPLN W3
W1
W4
W2 Original FPLN
DIR TO a waypoint of the FPLN (example)
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2.1.8.2 Direct to abeam When a "Direct To abeam" is performed to a waypoint belonging to the active flight plan, flight plan waypoints prior to the selected waypoint are projected onto the direct-to path. Flight plan waypoints on the active flight plan that are downpath of the aircraft and prior to the direct-to waypoint are projected onto the direct-to path abeam the original position. W0
Direct To Abeam W3 PPOS ABW1
New FPLN ABW2 W3
W1
W4
W2
DIR TO ABEAM (example)
Abeam points are inserted in the flight plan with ABxxxxx identification (xxxxx being the identification of the projected waypoint) Note: If a RTA or speed or altitude constraint is defined on a flight plan waypoint, the constraint will no more exists on the corresponding abeam point. Only the vertical wind profile is retained.
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Original FPLN
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2.1.8.3 Direct to / Intercept When performing a direct to waypoint, it is possible to specify the desired track and distance to intercept the selected waypoint by entering an inbound course value and a distance. Note: If no distance is entered, a FMS computed distance, which depends on TAS and altitude will be used.
Direct To / Intercept
N W S
Intercept Distance
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E
A/C TO WPT
Intercept Inbound course
The FMS inserts an intercept leg (Course to Fix) before the Direct To fix: Note:
Direct To / Intercept is not possible when the selected fix is a moving waypoint.
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2.1.8.4 Direct to moving waypoint The Direct to function allows selecting a moving waypoint (with a defined speed) as TO waypoint. If the TO waypoint is moving, the FMC computes a rallying waypoint that is used as TO fix (as for a basic direct to) in order to guide the aircraft in order to rally the moving waypoint. Direct to moving waypoint Moving WPT
WPT Speed A/C
TAS
This computed waypoint is a temporary waypoint refreshed according to meteorological conditions (wind), the moving waypoint speed (speed vector) and the aircraft position. Calculation is done in 2D geometry with a constant rally navigation TAS (Rally_TAS) equal to 130kt during rallying.
2.1.9 HOLDING PATTERN The FMS can fly Holding Pattern defined in departure or arrival procedures (SID, STAR or Missed Approach) or defined by the crew. Depending on the holding inbound course and the previous leg heading or track, there are three types of entry in a holding pattern.
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Computed WPT
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Those types are represented here below :
2.1.10 OFFSET This function allows the aircraft to fly parallel to the original flight plan by entering the value of the parallel offset (positive or negative). Refer to "MULTI PHASE RELATED PROCEDURES / Lateral functions / Offset" for more details about the restrictions. TO+1 TO
TO
FROM
FROM
No offset
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TO+1
TO+1 TO
Left offset
OFST
FROM
OFST
Right offset
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2.1.11 REQUIRED TIME OF ARRIVAL This function allows to insert a time constraint on a flight plan waypoint. When a RTA is defined on a flight plan waypoint, an IAS target speed (IASrta) is computed in order to respect the RTA. The IASrta computed value is used for cruise, cruise descent and descent sections and nominal predictions are used for climb and cruise climb sections (refer to "VNAV phase" paragraph). The target IAS displayed on VNAV 1/2 page will be in accordance with this computation. The minimum value of IASrta will be computed with wind limitations: the drift must be less than 45°, the front wind must be less than half of predicted TAS and back wind must be less than twice the predicted TAS. So, the minimum value of the IAS can be greater than Vmin. A RTA can be defined for a waypoint in climb sections but no IASrta will be computed if the constraint is missed with FMS usual predictions.
2.1.12 NON RETURN POINT (NRP)
Note: NRP is computed for the temporary flight plan but no alert is generated. NRP is not computed for the secondary flight plan.
2.1.13 MARK This function allows marking the present position by creating a new pilot waypoint and also updating the localization solution by entering a new position. The new position can be entered through a database identifier, a position latitude and longitude, or a position relative to a database fix by entering the identifier point, bearing, and distance from this fix.
North
Bearing Database fix
Distance
∆POS
Updating point
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NRP is the point located along the active flight plan at which EFOB at alternate airport is equal to the fuel reserve. FMC computes the location of the Non Return Point and generates the NRP alert. The time to reach the NRP is also computed by the FMC.
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2.1.14 REQUIRED NAVIGATION PERFORMANCE (RNP)
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The Required Navigation Performance (RNP) is a statement of the navigation performance accuracy, integrity, continuity and availability necessary for oprations within a defined airspace.
The current navigation performance accuracy is provided through the ANP parameter provided by the FMC. The monitoring of the ANP is a performance accuracy criteria of the navigation capability (RNP alert).
The current navigation integrity is provided through the HIL parameter and monitoring is provided by the AIM alert (failure is detected by the RAIM or if the HIL is not below the alert limit based on the RNP criteria corresponding to the current flight area).
The predicted integrity availability is provided through the PRAIM (PRAIM page 1/2). The comparison between the predicted HIL and the alert limit based on the RNP criteria allows verifying the integrity monitoring availability at destination or at any fix.
The navigation performance integrity availability and continuity are provided also through the PRAIM along the flight plan (PRAIM page 2/2). The comparison between the predicted HIL and the RNP based limit and the check of the FDE availability flag for each point of the flight plan allow verifying the integrity monitoring availability and continuity along the flight plan according to the selected RNP criteria.
The default values of the RNP depends on the flight area and on the sensors used for positioning according to the following rules :
When GPS is used for positioning : − − − −
5 NM when the flight area is enroute area, 1 NM when the flight area is terminal. 0.3 NM when the flight area is approach and GPS integrity criteria was fullfilled. 0.7 NM when the flight area is approach and GPS integrity criteria was not fullfilled.
When GPS is not used for positioning : − − −
5 NM when the flight area is enroute area, 2 NM when the flight area is terminal 0.7 NM when the flight area is approach
Note: The Required Navigation performance (RNP) default value is set to 5 Nm after a long power interruption
2.1.14.1
Actual Navigation performance (ANP)
The navigation capability monitoring is performed by comparison between both ANP and RNP parameters (RNP parameter is managed by FMC according to the flight area and pilot selection). The ANP corresponds to bound the Total System Error (TSE).
TSE: Total System Error = Difference between the true position and the desired position on the trajectory (desired path). This error is equal to the vector sum of the path steering error, path definition error and position estimation error.
PSE: Path Steering Error = Distance from the estimated position to the defined path. The PSE includes both FTE and display error. The display error is not taken into account in the ANP computation.
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FTE: Flight Technical Error = Accuracy with which the aircraft is controlled as measured by the indicated aircraft position with respect to the indicated command or desired position. It does not include blunder errors.
PDE: Path Definition Error = Difference between the defined path and the desired path at a specific point.
PEE: Position Estimation Error = Difference between true position and estimated position.
EPE : Estimated Position Error is an estimated of the horizontal position uncertainty which bounds the true error with a probability of 95%. It is a function of the geometry between the A/C and the satellites (or navaids) and the actual accuracy of the measurements. This parameter may be misleading when a failure occurs, therefore the HIL is also monitored to verify the integrity of the navigation solution. Desired Path
Path Defintion Error Defined Path
Estimated Position
Position Estimation Error
True Position
ANP = Quadratic sum of PDE, FTE and EPE.
Position Estimation Error
Estimated Position
True Position
Estimated Position Error (EPE)
Position Estimation Error < EPE with a 95% probability
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Path Steering Error Total System Error
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Horizontal Integrity Limit (HIL)
The Horizontal Integrity Limit (HIL) is the radius of a circle in the horizontal plane (local plane tangent to the WGS-84 ellipsoid), centered on the true position, that describes the region where assured to contain the indicated horizontal position computed by the GPS with a probability of 99.9%. It is a horizontal region where the required probabilities of missed alert (non detected failure) and false alert (alert without failure) are met for the chosen set of satellites when autonomous fault detection is used. It is a function of the satellite and user geometry and the expected error characteristics: it is not affected by actual measurements. Its value is predictable given reasonable assumptions regarding the expected error characteristics.
Position Estimation Error This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
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Estimated Position
True Position
Horizontal integrity Limit (HIL)
If a failure leads to a GPS Position Estimation Error > HIL, an alert is raised with a 99.9% probability
2.2 MODES OF OPERATION There are three possible modes of operation: dual, independent, and single.
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2.2.1 DUAL MODE This is the normal mode, both FMC are synchronized. Both achieve their own computation and exchange data through the cross talk link.
FMC1
FMC2
MCDU1
MCDU2
a) FMC are in single mode if a standard database discrepancy is found. b) To resynchronize the FMC, use CTK INIT command in FMS BITE page (refer to "Performing FMS resynchronization" paragraph in "ABNORMAL PROCEDURES / Operational Checking" chapter)
2.2.2 INDEPENDANT MODE This is a degraded mode, automatically selected when a CTK alarm with one of this following message is triggered: − − − −
CROSS TALK FAILURE NO COMMUNICATION FMS1/2. CROSS TALK INIT CONFIRM ON THE OTHER FMS. CROSS TALK INIT PRESS CTK TO CONFIRM. CTK DATA DISCREPANCY UPLOAD STD DATABASE.
Data are not exchanged between the two FMC. Each FMC works independently, and takes into account entries of the connected MCDU only.
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FMC1
FMC2
MCDU1
MCDU2
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Note:
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2.2.3 SINGLE MODE
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This degraded mode is selected in the event of one FMC failure. In this case, turn the MCDU switch to the corresponding selection. Then both MCDU as all other equipments are managed by the remaining FMC.
FMC1
FMC2
MCDU1
MCDU2
Note: In this mode, flight plan modifications on one MCDU change the displayed page on the other MCDU, in order to inform the operator that modifications have occurred.
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2.3 FLIGHT MANAGEMENT PRINCIPLES 2.3.1 DATABASE The compact flash memory contains the following data: − − −
Standard database and possibly an additional standard database (STD DATA), Pilot database (PILOT DATA) and Company database (CO-RTE DATA) Magnetic variation reference model (MAG VAR) Secondary flight plan (SEC FPLN)
FMC
SEC FPLN PILOT DA TA CO-RTE DA TA STD DA TA* MAG VAR
SEC FPLN PILOT DATA CO-RTE DATA STD DATA MAG VAR
: Data transfer at start up XXX : Modifiable data using MCDU
*
: Up to two standard databases, only one transferred
2.3.1.1 Standard data The standard data is divided in 5 types of data: AIRPORT, NAVAID, WAYPOINT, NDB and COROUTE. The standard data is not modifiable. The FMS allows to manage up to two standard databases (typically two AIRAC cycles). Only one database is selected at a same time (called used database). The crew has the capability to select the other one (called additional database).
2.3.1.2 Pilot data The pilot data is divided in 4 types of data: AIRPORT, NAVAID, WAYPOINT and ROUTE. Airport, Navaid and Route type contains up to 100 elements whereas Waypoint type contains up to 300 elements. The pilot data can be consulted, modified, created or erased.
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COMPACT FLASH
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2.3.1.3 Data harmonization
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At power on, a cross talk initialization happens to ensure consistency between both FMC. When discrepancy is found between the compact flash contents (pilot database and/or secondary flight plan) of each side, a data transfer is performed between the two compact flash memories according to the following principles:
If both FMC are started up at the same time (delay lower than 5 seconds), the transfer shall be performed from FMC side 1 to FMC side 2.
If both FMC are started up with a delay greater than 5 seconds, the transfer shall be performed from the first powered up FMC to the last powered up FMC.
In case the transfer fails, no data harmonization is performed and DTA alert will be raised (refer to "ABNORMAL PROCEDURE / Failures" )
Note: When discrepancy is found between the used standard databases and/or between the additional standard databases and/or between the company databases and/or between the magnetic variation reference models, no data harmonization is performed and specific alerts are generated (refer to "ABNORMAL PROCEDURE / Failures" chapter).
COCKPIT: A flag is provided to allow displaying an alert on the cockpit displays when at least one alert is raised on MCDU.
2.3.2 FLIGHT PLANNING 2.3.2.1 General description A flight plan is a succession of legs (path and termination). The user may create a flight plan by entry of idents, referring to points defined in the database, with selection among duplicates if necessary. The user can use pre-stored departure procedures, waypoints, navaids, and arrival procedures, but can also create pilot data (waypoints, navaids, airports and routes) and use these data to build a flight plan.
2.3.2.2 Active flight plan The active flight plan (FPLN) is the flown flight plan used for A/C guidance purposes. It contains up to 100 legs. When modified by the crew, a copy of the active flight plan is built, called temporary flight plan. The aircraft is guided by the active flight plan, even when a temporary exists or a secondary flight plan is initialized. Once a temporary flight plan is created and until its activation or deletion, any flight plan revision is performed on the temporary flight plan and the active flight plan is not modified by crew revisions. Note: For temporary flight, the FPLN page becomes TMPY page and associated data are displayed in yellow. If any flight plan revision cannot be completed due to limit in the number of legs, the attempted revision is aborted with a the following scratchpad message: FPLN FULL
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After a cold start, the active flight plan is initialized as following:
2.3.2.3 Temporary flight plan
When a revision is performed on the active flight plan and if no temporary flight plan exists, then a temporary flight plan is created as a copy of the active flight plan by taking into account this first revision. A temporary is created upon following actions : − − − − − − − − − − − − − −
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Departure or arrival procedures insertion or modification, New destination selection, Waypoint insertion : next waypoint function or direct insertion, Direct to, Holding pattern insertion or modification, Leg or discontinuity deletion, Discontinuity insertion, Offset insertion or modification, Overfly status modification, Vertical revision : step altitude, altitude constraint, FPA constraint, speed constraint insertion, deletion or modification or step mode modification, RTA modification, Airway insertion, Vertical wind profile revision for a leg: insertion, update or deletion of a wind group, UNDO activation : a temporary flight plan is created with the recovery flight plan.
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The temporary flight plan (TMPY) is used to check flight plan modifications before activation. Any revision of a flight plan creates a temporary and multi-revisions are allowed on this temporary before its activation. By default, no temporary FPLN exists.
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As soon as a temporary flight plan is created and as long as this temporary flight plan exists, the EXEC green annunicator is lighting on and the user can activate from any page it by pressing the EXEC key on MCDU. When the active flight plan is sequenced, the temporary flight plan is automatically sequenced if the first leg of the temporary flight plan (which corresponds to an active leg) matches the active leg being sequenced. The temporary flight plan is no longer sequenced when the first leg of the temporary no longer matches the active leg. When a temporary exists, the crew is able to activate it. In such a case, the active flight plan is replaced with the temporary flight plan and then the temporary flight plan is deleted. The temporary flight plan doesn't exist any more until a new temporary flight plan creation. If the FROM of the temporary flight plan is the Turning Point (T-P) and aircraft parameters (position, track, GS, TAS) are not all valid, then the command is rejected with the following scratchpad message: NOT ALLOWED
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When a temporary exists, it can be cancelled in the following cases : − − − −
The crew manually cancels the temporary flight plan The crew manually cancels the active flight plan A flight plan initialization is performed directly from the active flight plan A zeroize database is performed
In such cases, the temporary flight plan is deleted and is not activated. The temporary flight plan doesn't exist any more until a new temporary flight plan creation.
2.3.2.4 Secondary flight plan The secondary Flight Plan (SEC) is used to: − − −
Save the current flight plan for an eventual futur re-engagement, Prepare an alternate flight plan, Prepare a return flight plan or a flight plan to be flown after the current flight plan (and so to double the capacity of the flight plan)
The secondary flight plan page can be reached from the primary flight plan by pressing the FPLN Key. The following actions can be done on the secondary flight plan : − − − − − − −
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Copy of the active flight plan, Swap with the active flight plan, Activation: secondary FPLN replaces active flight plan, Cancellation: delete the secondary FPLN, Route initialization : FROM/TO, route selection Lateral revisions (except Holding Pattern at PPOS, DIRECT-TO, OFFSET), Vertical revisions.
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When the secondary FPLN is initialized as a copy of the active flight plan, any modification performed on the secondary flight plan makes both flight plans differ. The waypoint preceding the first divergence is the alternate waypoint. Before the alternate waypoint, the modifications made on the active flight plan are reported on the secondary flight plan.
Active FPLN
Alternate Waypoint
Secondary FPLN
The secondary flight plan is saved by the data Save action in the DATA MENU page (refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Database operation / Saving data").
After a cold start, the secondary flight plan is initialized from the secondary flight plan contained in the Compact Flash. When this secondary flight plan is not found, corrupted or not consistent with the loaded standard and pilot databases, FMC will initialize this flight plan with:
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Note: Saving the secondary flight plan is not possible when it has been initialized as a copy of the active flight plan.
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2.3.2.5 Relations between flight plans Here are the relations between flight plans: EXEC, >CLR TMPY
FPLN
TMPY Revision, >UNDO
SWAP< >COPY
ACTIVATE<
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SEC
Revision Revision
The following colors are retained on the displayed pages : − − −
Green for active flight plan, Yellow for temporary flight plan, White for secondary flight plan
2.3.3 PREDICTIONS The FMS computes various prediction and updates them continually during flight: Pseudo waypoints: −
Altitude intercepts (Top Of Climb...) & Top Of Descent (TOD)
Time and fuel predictions: − − −
Estimated Fuel On Board at each waypoint of the flight plan Predicted Gross Weight at Landing Estimated Time at each waypoint of the flight plan: ♦ Estimated Time of Arrival (ETA) ♦ Estimated Time En route (ETE)
RAIM Availability predictions: −
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Predicted Receiver Autonomous Integrity Monitoring (PRAIM) at destination (DEST), Final Approach Fix (FAF) & Missed Approach Point (MAP), Alternate airport (ALTN) and along the flight plan.
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2.3.3.1 PRAIM The predictive RAIM function allows predicting the availability of the RAIM algorithms at a given fix and a given time through a dedicated protocol between the FMC and the GPS sensor. This capability allows providing the following services:
Monitoring the RAIM availability at destination (destination and alternate airport) or at any fix (on request).
Verifying automatically the RAIM availability at destination, Final Approach Fix and Missed Approach Point in order to allow the approach using GPS as localization source.
Verifying on request the RAIM and/or FDE (Failure Detection and Exclusion) availability and continuity along the flight plan (active or secondary).
The calculation principle used to evaluate the RAIM and/or FDE availability along the flight plan is the following: The FMC uses T/O TIME and performances data to compute predictions on the flight plan.
The FMC generates the point list to be computed (points located every 5 minutes along the trajectory).
The FMC sends PRAIM request to the GPS for each point of the list (at ETA ± 15 minutes) and, according to the chosen prediction criterion, determines the RAIM and/or FDE availability using the request responses.
Each prediction criterion is briefly described hereafter:
RNAV10 oceanic: FDE shall not be unavailable more than 34 minutes (i.e. 5 consecutive points of the computed list).
RNP4: FDE shall not be unavailable more than 25 minutes (i.e. 4 consecutive points) and HIL shall be less than 8 NM for all the flight plan (i.e. each point).
RNAV 5-2-1: RAIM shall not be unavailable more than 5 minutes (i.e. each point).
RNP1: HIL shall be less than 2 NM for all the flight plan (i.e. each point).
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2.3.3.2 Wind Management In flight, the short-term predictions are computed using the current wind parameters provided by the selected sensors. The predictions for the rest of the flight plan or the predictions on ground use a wind modelization defined herebelow: Two methods are available for wind modelization:
SIMPLIFIED WIND MODEL This model uses the cruise mean wind and destination wind defined in the CRUISE and APPROACH pages (refer to "Cruise performances" and "Approach performances" in "FLIGHT PHASE RELATED PROCEDURES / Preflight / Performances initialization") as follow: On ground:
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− − −
For the climb phase: half the cruise mean wind. For the cruise phase: cruise mean wind. For the descent phase: average wind between cruise mean wind and destination airport wind.
In flight, during climb: − −
For the climb section: average wind between current wind and cruise mean wind For the cruise and descent sections: computed as on ground.
In flight, during cruise (for cruise and descent sections): computed as on ground. In flight, during descent: average wind between current and destination airport wind.
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PRECISED WIND MODEL This model uses a vertical wind profile defined by the crew along the flight plan. It is possible to define a vertical wind profile for each waypoint of the flight plan. The vertical wind profile contains up to 4 groups defined by: − − −
The direction of the wind origin The wind speed The flight level Altitude
FL4
FL3
FL2
Wind speed Example of a vertical wind profile
The vertical wind profile are propagated along the flight plan: − −
The first vertical wind profile is propagated upstream and downstream The following vertical wind profiles are propagated downstream
wpt1
Upstream wind propagation
wpt2
wpt3
Vertical wind profile 1
wpt4
wpt5
Vertical wind profile 2
Downstream wind propagation
Vertical wind profile propagation
When a lateral revision leads to the deletion of a vertical wind profile, the lost profile is transfered to the next downstream waypoint. (in our example, if wpt2 is deleted or if a direct-to wpt3 is performed, the vertical profile 1 is recovered on wpt3).
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FL1
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2.4 FLIGHT GUIDANCE PRINCIPLES 2.4.1 LATERAL NAVIGATION
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2.4.1.1 Lateral navigation parameters
− − − − − − − − − −
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TO : DTK : BRG : DIST : TK : GS : TAS : DRIFT : XTK : TKE :
TO waypoint. Desired Track to reach the TO waypoint. Bearing between the FMS position and the TO waypoint. Direct Distance between the FMS position and the TO waypoint. Track angle provided by the selected navigation mode. Ground Speed provided by the selected navigation mode. True Air Speed. Drift angle. Cross Track Error Track Angle Error.
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2.4.2 VERTICAL NAVIGATION 2.4.2.1 Vertical navigation sections The vertical navigation profile is defined by the following sections:
Climb section, defined by the portion of the active flight plan located between the A/C position or departure airport and the Top Of Climb (TOC).
Cruise section, defined by the portion of the active flight plan located between the TOC and the Top Of Descent (TOD). It includes "cruise climb" and "cruise descent" subsections, corresponding to flight level changes in cruise phase.
Descent section, defined by the portion of the active flight plan located between the TOD and the destination airport.
Default FPA
Step WPT
TOC TOD
Step WPT ↓ Level interception
Climb profile
Climb profile
Descent profile
FPLN FPA
Arrival Departure
Climb
Cruise
Cruise Climb
Cruise
Cruise Descent
Cruise
Descent
Sections
2.4.2.2 Climb profile A climb profile is computed whenever A/C is in climb section or cruise climb subsection. FMC takes into account the altitude constraints of the flight plan to build the climb profile.
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↑ Level interception
Altitude Constraints
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2.4.2.3 Step and level interception FMC computes specific altitude interception points : TOC, to locate the point where the A/C will reach the cruise altitude and TOD, to locate the point where the A/C will intercept the descent profile. The crew can plan up to two level changes in cruise phase by entering step altitudes in climb (resp. descent). Cruise climb (resp. cruise descent) subsection starts at a step waypoint. In those cases, FMC computes level interception points to locate the place where A/C is predicted to reach the step altitude. In cruise phase, when A/C altitude is 300 feet above (respectively below) the cruise altitude, a cruise level interception point is computed and current section becomes "cruise descent" (respectively "cruise climb").
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2.4.2.4 Descent profile A descent profile is computed whenever A/C is in descent section or cruise descent subsection. In descent section, the descent profile is computed according to altitude constraints and flight path angle provided by the database or entered by the crew and the default flight path angle. In cruise descent subsection, the descent profile is computed from the default flight path angle.
NORMAL DESCENT PROFILE This profile is defined when one or several altitude constraints have been entered by the crew or extracted from the arrival procedure.
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DEFAULT DESCENT PROFILE This profile is defined when there is no altitude constraint extracted from the arrival procedure or entered by the crew.
The Vertical Track Alert (VTA) is provided to warn the crew whenever it is required to change the selected altitude in order to follow the computed climb or descent profile or to acknowledge a step.
2.4.2.6 Altitude TRANSITION ALTITUDE The departure and destination transition altitudes, TRANS ALT, are provided by the standard database according to the departure and destination airports. The crew can override it on the
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2.4.2.5 Vertical Track Alert
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APPROACH page (Refer to "Approach performances" paragraph in "Multi phase related procedures" chapter) for destination airport and on the TAKE-OFF page (Refer to "Take-off performances" paragraph in "FLIGHT PHASE RELATED PROCEDURES / Preflight / Performances initialization") for departure airport.
BARO-SETTING The crew can insert the destination QNH on the APPROACH page. This QNH is used by the FMS for internal conversions of altitudes during the descent section when A/C is above the destination transition altitude (Refer to "Approach performances" in "FLIGHT PHASE RELATED PROCEDURES / Preflight / Performances initialization"). By default, the current baro setting is used.
CRUISE ALTITUDE
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The cruise altitude CRZ ALT is used by the FMS to compute the TOC point and the possible level interception points of the cruise section.
2.4.2.7 Vertical profile error During the vertical navigation profile computation, inconsistencies may appear in the following cases : − − − − − −
Step waypoint located on climb or descent section Step waypoint located on a "fish-bird" leg (skipped during automatic trajectory computation) Level interception point located after the next step waypoint and time to reach the next step waypoint greater than 60 seconds. Climb level interception point located after the TOD (Top Of Descent) Level interception point located after the last waypoint of the flight plan On ground, TOD located behind the A/C
Note: In such cases, the following message is displayed in the scratchpad line. Altitude constraints or steps on the current flight plan must be checked in VNAV 1/2 page.
VERTICAL PROFILE ERROR
CAUTION: The message VERTICAL PROFILE ERROR is inhibited if the selected altitude is increased less than 20Nm before the destination. Note: If a descent level interception point is located after the TOD (Top Of Descent), the following message is displayed in the scratchpad line.
ADJUST DESCENT
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2.4.2.8 Vertical navigation parameters The target IAS, TGT IAS, the target vertical speed, TGT VS, and the vertical deviation,VDEV, are displayed on the VNAV 1/2 page (+ PROG 2/3 page for TGT IAS) and are computed depending on the current vertical navigation section:
CLIMB SECTION
TGT IAS is equal to a speed value computed by the FMC (Managed Speed function)
TGT VS is invalid.
VDEV is computed in comparison with the minimum between the selected altitude and the next altitude constraint defining the vertical profile.
CRUISE SECTION TGT IAS is computed by the FMC (Managed Speed function).
TGT VS is invalid (as long as A/C current altitude is within 300ft from the cruise altitude).
VDEV is computed in comparison with the selected altitude when Cruise altitude is not frozen, or in comparison with the cruise level when the cruise altitude is frozen (refer to "Altitude" paragraph for frozen condition).
CRUISE CLIMB SECTION
TGT IAS is computed by the FMC (Managed Speed function).
TGT VS is invalid
VDEV is computed as in Climb section.
CRUISE DESCENT SECTION
TGT IAS is computed by the FMC (Managed Speed function).
TGT VS is computed by the FMC according to the descent profile.
VDEV is computed as in Cruise section.
DESCENT SECTION
TGT IAS is equal to a speed value computed by the FMC (Managed Speed function)
TGT VS is computed by the FMC according to the descent profile.
VDEV is computed in comparison with the descent profile.
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2.4.3 MANAGED SPEED A managed speed is computed for each phase of flight and is mainly used to define the target IAS (displayed on VNAV 1/2 and PROG 2/3 pages) and to provide the speed bugs to the system. In order to compute the target speed according to the current aircraft conditions, the FMC manages a phase specific to the managed speed logic.
2.4.3.1 Managed speed inputs The managed speed value depends on the following conditions:
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− − − − − − − − − − −
Managed Speed Approach Phase: Active / Inactive (this paramater can be manually set on MCDU) Ground / Flight status: Ground if the flight phase is ground / Flight otherwise. AFCS mode : Auto Flight Control System mode Flaps Lever position : 0° / 15° / 25° (ATR42 only) / FULL Landing Flaps 25 option: Active / Inactive Flaps Unlock Status: Locked / Unlocked Operating Engines number: 2 engines / 1 engine out Power Management selection : TO / MCT / CLB / CRZ Power Level at or above the notch status: False / True Icing condition: Normal / Icing VNAV phase: Climb / Cruise / Cruise climb / Cruise descent / Descent / Go around
2.4.3.2 Managed speed phase The managed speed phase is "Approach" if the managed speed approach phase is activated. The managed speed approach phase is activated if one of the following conditions is met: − − − −
Manual activation by pressing APP SPD Lsk on the APPROACH MCDU page Flight phase is APPROACH (refer to "Definitions / Fight phase") Landing gear is down AFCS mode is LOC (LOCalizer)
The managed speed approach phase is disabled if one of the following conditions is met: − − − −
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Manual deselection by pressing APP SPD ACT Lsk on the APPROACH MCDU page Aircraft is on ground Destination airport is modified or cleared AFCS mode is GA (Go Around)
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2.4.3.3 Managed speed value Detailed computation of the managed speed according to the conditions are described hereafter:
ON GROUND:
If power management is "Take Off" and power lever above notch: Managed speed = V2 + 5kt with V2 computed by the FMC according to icing conditions or entered by the crew.
Note:
The computed managed speed is increased by 10kt if flaps are unlocked.
Otherwise: Managed speed is invalid
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IN FLIGHT, MANAGED SPEED APPROACH PHASE INACTIVE:
If no engine is out and power lever above notch:
The managed speed is increased by 10kt if flaps are unlocked.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note:
If power management is "Take Off" or "Maximum Continuous Thrust" (MCT) and flaps lever is 15°: Managed speed = V2 + 5kt with V2 computed by the FMC according to icing conditions or entered by the crew.
If power management is not "Take-Off "and flaps lever is 15° or 25°: Managed speed = Climb speed (170kt on ATR72 and 160kt on ATR42) upper limited by next constraint encountered on climb section (if any).
If power management is "Take Off" & flaps lever is 25°: Managed speed = VGA = MAX (frozen reference speed + 5kt, V2min) with V2min computed according to icing conditions.
Otherwise: Managed speed is invalid Take-off & Climb Managed speed / Normal conditions
IAS MODE
IAS MODE VS MODE
PWR MGT = MCT
V2 + 5kt
PWR MGT = CLB
VmLB0
FLAPS 15 PWR MGT TO
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160kt (ATR42) / 170kt (ATR72) FLAPS 0
PWR MGT MCT
PWR MGT CLB
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If one engine is out and power management is "Take Off" and power lever above notch:
Note:
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If flaps lever is 15° and AFCS mode is ALT : Managed speed = V2 + 5kt with V2 computed by the FMC according to icing conditions or entered by the crew.
The managed speed is increased by 10kt if flaps are unlocked.
If Flaps lever is 15° and AFCS mode is ALT : Managed speed = Final Take-Off speed (VFTO) is computed for 0° flaps lever within normal conditions and for 15° flaps lever within icing conditions.
If Flaps lever is 0° and AFCS mode is not ALT and conditions are normal (not icing): Managed speed = Final Take-Off speed (VFTO) is computed for 0° f laps lever within normal conditions
Otherwise: Managed speed is invalid
If power management is "Take-Off" and Flaps lever is 0°: Managed speed = Climb speed (170kt on ATR72 and 160kt on ATR42) upper limited by the next constraint encountered on climb section (if any).
If one engine is out and power management is not "Take Off":
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If flaps lever is 15° and selected altitude > current altitude: Managed speed = Final Take-Off speed (VFTO) computed for 0° flaps lever i n normal conditions and for 15° flaps lever within icing conditions.
If Flaps lever is 0° and selected altitude > current altitude and conditions are normal (not icing): Managed speed = Final Take-Off speed (VFTO) computed for 0° flap s lever in normal conditions.
Otherwise: Managed speed is invalid
THALES AVIONICS 2010
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Take-off Managed speed / 1 Engine out / Normal conditions
IAS MODE
ALT MODE Current ALT = ALT SEL
IAS MODE
ALT MODE
ALT SEL > Current ALT
1 EO CRZ CEILING
1 ENG OUT ACC ALT
V2 + 5kt
IAS = V TARGET
ALT SEL = Current ALT
V FTO 0°
NO TARGET
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
FLAPS 15
FLAPS 0
PWR MGT TO
PWR MGT MCT
Take-off Managed speed / 1 Engine out / Icing conditions
IAS MODE
ALT MODE Current ALT = ALT SEL
IAS MODE
ALT MODE
ALT SEL > Current ALT
1 EO CRZ CEILING
1 ENG OUT ACC ALT
IAS = V TARGET
V2 ICING + 5kt
V FTO ICING 15°
ALT SEL = Current ALT
NO TARGET
FLAPS 15 PWR MGT TO
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PWR MGT MCT
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Take-off Managed speed / 1 Engine out / Icing conditions / Abuse case
IAS MODE
ALT MODE Current ALT = ALT SEL
IAS MODE
ALT SEL > Current ALT
ALT MODE 1 EO CRZ CEILING
1 ENG OUT ACC ALT
IAS = V TARGET
V2 ICING + 5kt
VFTO ICING 15
PWR MGT TO
NO TARGET FLAPS 0° PWR MGT MCT
If no engine is out and selected altitude > current altitude and power management is not "Take Off" and Flaps lever is 0° and AFCS mode is not ALT :
If power management is "Climb" or "Cruize": Managed speed = Climb speed (170kt on ATR72 and 160kt on ATR42) upper limited by the next constraint encountered on climb section (if any). For Holding pattern, Managed speed = entered IAS if any, otherwise Managed speed = min (170kt ; Climb speed) upper limited by the next constraint encountered on climb section if any (including holding leg).
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FLAPS 15°
ALT SEL = Current ALT
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If power management is Maximum Continuous Thrust (MCT): Managed speed = VmLB0 computed for 0° flaps lever and according to icing conditions.
Note: The managed speed is increased by 10kt if degraded performances are detected by the Aircraft Performances Monitoring (APM).
Take-off & Climb Managed speed / Normal conditions
IAS MODE
IAS MODE VS MODE
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PWR MGT = MCT
V2 + 5kt
PWR MGT = CLB
VmLB0
FLAPS 15 PWR MGT TO
160kt (ATR42) / 170kt (ATR72) FLAPS 0
PWR MGT MCT
PWR MGT CLB
If no engine is out and AFCS mode is ALT and power management is "Climb" or "Cruise" and flaps lever is 0°:
If a valid Required Time of Arrival (RTA) is defined: Managed speed = IASrta computed by the FMC to meet the RTA.
Otherwise: Managed speed = Cruise speed corresponding to the selected cruise mode (LONG RANGE or MAX CRUISE). For Holding pattern, Managed speed = entered IAS on HOLDING page if any, otherwise Managed speed = min(170kt ; cruise speed) upper limited by next constraint encountered on cruize section if any (including holding leg).
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If no engine is out and selected altitude < current altitude and power management is "Climb" or Cruize" and flaps lever is 0° and AFCS mode is not ALT:
Managed speed = Descent speed (240kt) upper limited by next constraint encountered on descent section (if any).
For Holding pattern, Managed speed = entered IAS on HOLDING page if any, otherwise Managed speed = min(170kt ; descent speed) upper limited by next constraint encountered on descent section if any (including holding leg). Descent managed speed / Cruise managed speed
ALT MODE
IAS MODE VS MODE
ALT MODE
ALT SEL = Current ALT This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
ALT SEL < Current ALT
V DESC = 240kt
VCRZ
FLAPS 0 PWR MGT CRZ
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If one engine is out and power management is not "Take Off" and selected altitude < current altitude:
If flaps lever is 0°: Managed speed = VmLB0 computed for 0° flaps lever and according to icing conditions.
If Flaps lever is 15°: Managed speed = Drift down speed computed for 15° flaps lever in icing conditions. Descent managed speed / 1 Engine out / Normal conditions
IAS MODE VS MODE
ALT MODE
ALT MODE Initial CRZ ALT
1 ENG OUT
ALT SEL = Current ALT
IAS = VminOPS ⇒ ALT SEL < Current ALT
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
1 EO CRZ CEILING
VCRZ
NONE
VmLB0
NO TARGET
FLAPS 0 PWR MGT CRZ
PWR MGT MCT
Descent managed speed / 1 Engine out / Normal conditions / Abuse case
IAS MODE VS MODE
ALT MODE
ALT MODE Initial CRZ ALT
1 ENG OUT
ALT SEL = Current ALT
IAS = VminOPS ⇒ ALT SEL < Current ALT
1 EO CRZ CEILING
VCRZ
NONE
VmLB0
NO TARGET
FLAPS 0° PWR MGT CRZ
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FLAPS 15° PWR MGT MCT
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Descent managed speed / 1 Engine out / Icing conditions
IAS MODE VS MODE
ALT MODE
ALT MODE Initial CRZ ALT
1 ENG OUT
IAS = VminOPS ⇒ ALT SEL < Current ALT
ALT SEL = Current ALT 1 EO CRZ CEILING
IAS = VminOPS ⇒ FLAPS = 15°
VCRZ FLAPS 0°
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DRIFT DN15 ICING
NO TARGET FLAPS 15° PWR MGT MCT
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PWR MGT CRZ
NONE
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
If flaps lever is FULL or 25°: Managed speed = VGA = MAX (frozen reference speed + 5kt, V2min) with V2min computed according to icing conditions.
The managed speed is increased by 10kt if flaps are unlocked.
Note:
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If Go Around mode is engaged (AFCS mode = GA):
Note:
FMS220 - USER'S MANUAL OPERATIONAL PRINCIPLES / Flight guidance principles
If Flaps lever is 15° and landing flaps 25 is allowed (ATR42 only) : Managed speed = VGA = MAX (frozen reference speed + 5kt, V2min) with V2min computed according to icing conditions.
The managed speed is increased by 10kt if flaps are unlocked.
For ATR42 only, if flaps lever is 15° and landing flaps 25 is not allowed: Managed speed = Final Take-Off speed (VFTO) computed for 0° flap s lever within normal conditions and for 15° flaps lever within icing con ditions.
If flaps lever is 0° and conditions are normal (not icing): Managed speed = Final Take-Off speed (VFTO) computed for 0° flaps lever a nd according to icing conditions.
If flaps lever is 0° and conditions are icing: Managed speed = VmLB0 computed for 0° flaps lever and icing conditions.
Note: The managed speed is increased by 10kt if degraded performances are detected by the Aircraft Performances Monitoring (APM).
Go around managed speed / Normal Conditions ALT MODE
IAS MODE VS MODE
GA MODE
APP SPD ACT
Flaps 15°
170kt
FLAPS 0°
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Flaps Full
140kt
FLAPS 15°
Vapp
VGA
FLAPS FULL
VGA (ATR72) / VFTO 0° (ATR42)
FLAPS 15°
VFTO 0°
FLAPS 0°
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Go around managed speed / Icing Conditions ALT MODE
IAS MODE VS MODE
GA MODE
APP SPD ACT
Flaps 15°
170kt
FLAPS 0°
Flaps Full
140kt
FLAPS 15°
Vapp
VGA
FLAPS FULL
VGA (ATR72) / VFTO 15° (ATR42)
FLAPS 15°
VmLB0 Icing
FLAPS 0° This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
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IN FLIGHT, MANAGED SPEED APPROACH PHASE ACTIVE:
If Radio height > 500ft and flaps lever is 0°
If no engine is out: Managed speed = MAX (VmHB, 170kt) with VmHB computed for flaps lever 0° and according to icing conditio ns.
Note: The managed speed is increased by 10kt if degraded performances are detected by the Aircraft Performances Monitoring (APM).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Otherwise: Managed speed is invalid
If Radio height > 500ft and flaps lever is 15°
If no engine is out: Managed speed = 140kt
Otherwise: Managed speed is invalid
If Radio height < 500ft and flaps lever is 0°: Managed speed = VmHB + wind factor with VmHB computed for 0° flaps lever and according to i cing conditions and increased by 5kt. Approach managed speed / Flaps 0° ALT MODE
IAS MODE VS MODE
APP SPD ACT
Approach Speed activation
REDUCE FLAPS LANDING 0°
170kt
FLAPS 0°
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No target
WOW
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Radio height < 500ft and flaps lever is 15°: Managed speed = MAX (VmHB, 97.2kt) + Wind Factor for ATR72 and MAX (VmHB+We/3, 97.7kt) + Wind Factor for ATR42 with VmHB computed for 15° flaps lever and according to icing conditions. Approach managed speed / Flaps 15° ALT MODE
IAS MODE VS MODE
APP SPD ACT
Approach Speed activation
FLAPS 0°
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140kt
REDUCE FLAPS LANDING 15°
FLAPS 15°
No target
WOW
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
170kt
Flaps 15°
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If flaps lever = "25°": Managed speed = MAX (VmHB + We/3, 96.1kt) + wind factor with VmHB computed for 25° flaps lever and according to icing conditions. If landing flaps 25 is allowed, VmHB is increased by 5kt.
If Flaps lever = "FULL": Managed speed = MAX (VmHB, 95.5kt) + wind factor for ATR72 and MAX (VmHB, 94.5kt) + wind factor for ATR42 with VmHB computed for FULL flaps lever and according to icing conditions.
Note: The wind factor = MAX (We/3, Gust) with We (resp. Gust) = projection of the mean wind (resp. gust wind) on the runway axis (limited to 15kt).
Approach managed speed / Flaps FULL
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
ALT MODE
IAS MODE VS MODE
APP SPD ACT
Approach Speed activation
170kt
FLAPS 0°
Flaps 15°
Flaps Full
140kt
FLAPS 15°
Vapp
FLAPS FULL
No target
WOW
Note: a) For Holding pattern, Managed speed = Entered IAS on HOLDING page if one exists else Managed speed is upper limited by min (170kt ; next constraint encountered on descent section if any (including holding leg)). b) The computed managed speed range is [minimum operating speed (Vmin ops); maximum speed (Vmax)]
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2.5 FLIGHT CONTROL PRINCIPLES 2.5.1 AUTOPILOT ENGAGEMENT CONDITIONS When the active flight plan and lateral trajectory are valid, the LNAV engagement is possible if A/C is inside the capture zone. The capture zone is unlimited for heading legs and track legs (except Course to Fix legs). For fix path legs, the capture zone is a 2 NM (in Terminal/Approach) or 4 NM (in Enroute) width zone around the active leg
2.5.2 AUTOPILOT DISENGAGEMENT CONDITIONS When the LNAV is engaged, the disengagement happens when one of the following conditions is verified:
− Note:
Active flight plan or lateral trajectory is not valid Active leg is a discontinuity Ground speed is less than 20kt Active leg is a holding leg (Hx legs) and A/C is not inside the capture zone Active leg is a Vx or Cx leg (except CF leg) and A/C is not inside the capture zone Active leg is a curved leg (AF or RF leg) and A/C is not inside the capture zone extended to 15NM Active leg is a CF, DF, TF, FA, FM or PI leg and A/C is not inside the capture zone extended to 15NM
Capture zone is defined in the previous paragraph "Autopilot engagement conditions".
2.5.3 TURN LIMITATIONS The maximum roll command value (Φmax) sent by the FMS to the Auto Flight Control System is depending on : − − Note:
CAS AFCS maximum roll (if valid)
The roll command is limited to +/- 25° with a maxi mum variation of +/- 3°/s
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− − − − − −
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PILOT INTERFACE
The pilot interface is made of the Multi Function Display (MFD), the Primary Flight Display (PFD) and the MCDU. Multi Function Display (MFD) including Navigation Display and Primary Flight Display (PFD) are not described in this document. Only the MCDU interface is described in the present chapter.
3.1 MCDU INTERFACE The MCDU includes a full colour flat panel Active Matrix Liquid Crystal Display (AMLCD) and contains message annunciators, brightness keys, line select keys, numeric and alphabetic keys, access keys and function keys as shown below:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
ANNUNCIATORS
LINE SELECT KEYS
Annunciator (MENU)
ACCESS KEYS
LINE SELECT KEYS
Annunciator (EXEC)
EXEC KEY FUNCTION KEYS
NUMERIC AND ALPHABETIC KEYS
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BRIGHTNESS KEYS
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3.1.1 MENU PAGE The MCDU page list the various systems which the user can access via the MCDU. The MCDU displays the MENU page in the following cases: − − − −
After power up, if no subsystem responds during init phase, After power up, if active subsystem is not the own side subsystem (FMS 1 for MCDU1, FMS 2 for MCDU2), When the MENU key is pressed, When the communication breaks down with the active subsystem.
The names of the subsystems (e.g. FMS 1, FMS 2) connected to the MCDU are displayed, followed by one of the following tags: − − − −
, display. , , (Blank),
when subsystem is active. It means that this subsystem manages the MCDU when subsystem is lost. when subsystem is requesting attention. when subsystem is inactive.
Only one subsystem manages the MCDU display at a time. The user selects a system by pressing the Lsk beside the desired subsystem name. Then the selected subsystem becomes the active subsystem.
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Example of MENU page with MCDU connected to two FMS subsystems and FMS1 active.
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3.1.2 KEYS AND ANNUNCIATORS DESCRIPTION BRIGHTNESS KEYS Those keys control the brightness of the screen and annunciators. Press "BRT UP" (respectively "BRT DOWN") to increase (respectively decrease) the luminance of the display.
MESSAGE ANNUNCIATORS
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The MCDU provides five annunciators which the illumination has the following meaning:
MENU : Another system linked to the MCDU requests to be selected.
FAIL : Illuminates at maximum brightness with the display blank upon MCDU detection of a major failure (annunciator managed by MCDU software).
MSG : A message of the system which manages the display has occurred.
OFST : An offset value has been inserted in the flight plan.
EXEC : The EXEC key is active. To confirm the execution of a command, press it.
NUMERIC AND ALPHABETIC KEYS
The numeric keys are used to enter numbers 0 to 9, “.”.
“+/-”, the first press displays “-” in the scratchpad and the next press displays alternatively “+” and “-”.
“/”, writes a slash, used as a separator.
SP, writes a space.
The alphabetic keys enable to enter the 26 letters of the alphabet and a space. E, W, N, S have a specific drawn key, because they are used to enter latitudes and longitudes.
CLR : This key allows to clear data (refer to "Clearing data" paragraph)
LINE SELECT KEYS There are six Line Select keys (Lsk) on each side of the AMLCD screen. A push of a Lsk affects the adjacent line for data entry, selection, or deletion. It allows, into the fields containing “” prompt, to access a function identified in that field. When a data is not modifiable or when neither data nor prompt is displayed beside the Lsk, the following message appears in the scratchpad line. NO ACTION DEFINED
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FUNCTION KEYS Pressing a function key enables displaying a new MCDU page and accessing the corresponding function: FPLN : Accessing to the FPLN pages (for instance: active, secondary flight plan pages).
PROG : Accessing to the PROG pages.
DTO : Accessing to the DIRECT TO pages.
PERF : Accessing to the PERF pages.
MSG : Accessing to the MSG pages.
DATA : Accessing to the DATA MENU page or the DATA LIST page (pressed twice)
MRK : Accessing to the MARK page, and the updated, stored position function.
VNAV : Accessing to the VNAV pages.
RMS : Accessing to the radio management system, not managed by the FMC.
ACCESS KEYS The access keys are :
MENU : Accessing to the MCDU MENU page where the list of the equipment linked to MCDU are displayed. Press it to change the equipment that monitors the display.
PREV : When there is more than one subpage, this key enables to scroll up the page.
NEXT : When there is more than one subpage, this key enables to scroll down the page.
EXEC : When the EXEC annunciator is illuminated, this key allows to confirm the execution of a command.
Note: a) When there is more than one page for a function (PERF, PROG...), the PREV and NEXT keys also enable to display the pages of the function by circular permuation. b) For all keys or Line Select keys, except for the CLR key, which has a specific treatment, a press greater than 1 s has the same result as two consecutive presses. c) BRT, MENU keys are linked to the use of the MCDU and are independent of the type of equipment connected to it. d) The MENU key is a way to change the equipment that monitors the MCDU display.
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3.1.3 MCDU DISPLAY DESCRIPTION The MCDU screen contains 14 lines, each having 24 characters.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
− − −
The first line is used as the title line. The bottom line (line 14) is the scratchpad line. The others lines (line 2 to 13) are data lines and define a page.
TITLE LINE The title line is composed of 5 different fields, which are displayed on every page (except Power On and MENU pages): − − − −
Heading reference: True: T or Magnetic: M. Code of the highest triggered alerts. Refer to "ABNORMAL PROCEDURES / Failures / Meaning of alarm messages". Page title with possibly the number of subpages x/y. Sensor used by the active navigation mode to determine the FMS position (the used sensor can be selected through the page PROG 3/3, otherwise, the most accurate sensor is used) :
Active Navigation Mode
BCP
GPS
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Meaning
Display
BCP data are mainly computed with GPS
GPS
BCP data are mainly computed with Radio NAV data and is in DME-DME mode
D-D
BCP data are mainly computed with Radio NAV data and is in VOR-DME mode and is compliant with PRNAV
V-D
BCP data are mainly computed with Radio NAV data and is in VOR-DME mode not compliant with PRNAV
V-D
BCP data are mainly computed with Radio NAV data and is in VOR-VOR mode
V-V
BCP data are mainly computed with Air Data (Dead Reckoning)
D-R
Otherwise
---
Position computed with GPS
GPS
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Estimated Position Error, EPE, of the FMS position.
CAUTION: The indicator is displayed in amber font when the sensors used by the active navigation mode are not compliant with PRNAV requirements.
PAGE The page is made of data and action lines or prompts. Each data line is adjacent to a line select key, and a header line is above it.
SCRATCHPAD The scratchpad line is used to display the keyboard insertions. The FMS may clear it and display on it a message in reverse video. Pressing CLR key enables to erase this message and to restore the content of the scratchpad. Whatever the page modification, the data of the scratchpad are retained.
The displays are color coded to assist the operator in recognizing information. The following table is a list of these colors and their meanings.
MCDU COLOR
WHITE
DATA
• • • • • • • •
CYAN
• • • • •
GREEN
• • • • •
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Page titles. Headers. Prompts for page changes or commands. Units. Flight plan legs (header lines) : procedures, bearing/distance between waypoints… Separation line (dashes). Minor messages and advisories. Special characters : . Modifiable data. Selectable data. Brackets. Missed approach waypoints. Non active items in selections. Non modifiable data. Active data. Data with no specified color. Active items in selections. Reached constraints
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3.1.4 COLORS MEANING
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MCDU COLOR
AMBER
DATA
•
Primary flight plan waypoints (except «fly to» waypoint).
•
•
Mandatory data (boxes). Alerts. Missed constraints. Negative margins.
• •
Targets TO waypoint features
• •
MAGENTA
YELLOW
• •
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Temporary data. Temporary FPLN.
3.1.5 CHARACTER ATTRIBUTES MEANING Beside the color, in order to point out the different types of information, the display uses four attributes described in the following table.
SMALL FONT
• • • • • •
LARGE FONT
• • • •
REVERSE VIDEO
• • • • • •
UNDERLINE
• •
Note:
Headers. Data name. Units. Default values for data. Flight plan legs (header lines) : procedures, bearing/distance between waypoints… Non active items or data in selections (xxx/YYY/ zzz). Title line, scratchpad. Data (except default values and some data in header line). Active item or data in selections (xxx/YYY/zzz). Prompt Alert codes in title line. Messages in scratchpad line. Protected command prompt (requiring crew validation). Reversed route flag in ROUTE SEL page SID/TRANS, TRANS/STAR and VIA airways in route pages. Used flag in the pilot data pages Prediction data (ETA/ETE) on FPLN page if a RTA constraint exist on this data. Altitude constraints corrected with temperature compensation.
REVERSE VIDEO and UNDERLINE are never used together.
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3.1.6 SCRATCHPAD MESSAGES When a command or an insertion is rejected, or during the execution of a command, the FMS clears the scratchpad and displays on it a message in reverse video. When this message can not be cleared, presses on keyboard, except BRT and MENU keys, are not taken into account until the end of the command. These messages are listed in the following table:
CLEAR
MEANING
CLEAR ?
YES
Pressing the desired Lsk will delete its field’s value
RANGE ERROR
YES
The data entry is out of range
FORMAT ERROR
YES
The format of data entry is wrong
NO ACTION DEFINED
YES
The Lsk is not active
NOT ALLOWED
YES
The command or the data entry is forbidden
NOT IN DATABASE
YES
The data is not found in the database
OFFSET CANCELLED
YES
On the active leg the offset is deleted
OFFSET DELAYED
YES
On the active leg the offset is postponed to the next leg
FPLN FULL
YES
The flight plan is full
SEC FULL
YES
The secondary flight plan is full
MEMORY FULL
YES
The pilot or company database is full
IDENT ALREADY USED
YES
The ident (airport, navaid, waypoint) is already used in the database
ALREADY DESELECTED
YES
The satellite has been already deselected from PRAIM
ERASING DATA
NO
The pilot data are being erased
XFER DATA IN PROGRESS
NO
The data transfer is being executed
XFER FAIL
YES
The data uploading or downloading has failed, data are not transferred
INCONSISTENT NAV DB
YES
At least one pilot route contains a fix or an airway that does not belong to the standard data base.
CROSSTALK INIT
YES
The two FMC are harmonizing their data
FPLN WILL BE DELETED
YES
The confirmation of the command by pressing the EXEC key will erase the flight plan
PRESS EXEC TO CONFIRM
YES
Pressing the EXEC key will confirm and execute the command
The navaid has been already deselected
A temporary flight plan exists and TMPY EXIST
YES
- a "secondary activation", or - a "secondary init as copy", or - a "secondary swap" command is received.
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MESSAGE NAME
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MESSAGE NAME
CLEAR
VERTICAL PROFILE ERROR
YES
An incoherence appeared in the vertical navigation profile computation. See Vertical navigation
ADJUST DESCENT
YES
A descent level interception point is located after the TOD (Top Of Descent)
RTA MISSED
YES
The RTA constraint cannot be respected
DELETE OTHER RTA ?
YES
A RTA already exists, press EXEC to delete the previous RTA.
INCORRECT PASSWORD
YES
Password to enter the company route edition mode is incorrect
NO VALID INTERSECTION
YES
FMC does not find any valid intersection between the flight plan and a latitude/longitude value (LAT/LON crossing)
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MEANING
3.1.7 DATA ENTRY Using the numeric and alphabetic keys write in the scratchpad the data to insert. Then press the Lsk corresponding to the field of the data. If this field contains several data, the slash character has to be used with the following rules:
Entry of first data only: DDDD
Entry of second data only: /DDDD
Entry of third data only: //DDDD
Entry of first and second data only: DDDD/DDDD
Entry of second and third data only: /DDDD/DDDD
Entry of first and third data only: DDDD//DDDD
«DDDD» is the data and «/» the separator of data fields. The maximum number of data included in a set is limited to 4. The length of the format of data to insert is the same as the display format. The sign is necessary but not the unit. Example: To insert 14H22, enter 1422.
The point is only necessary for decimal data entry.
FOR LATITUDE OR LONGITUDE
GEO DMH coordinates : Entry of the indication N/S or E/W can begin or end the value.
Example: To insert S45°42.23, enter “S4542.23” or “4542.23S” .
In certain cases, the entered data can be shortened, as indicated in the following table of insertion examples:
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PARAMETER
LATITUDE LONGITUDE ALTITUDE
WIND
WIND GROUP
FMS TIME or RTA or ETA
FREQUENCY TEMPERATURE OFFSET SLOPE
RESULT
S502 502N E502 W1234.5 15000 -1000 FL200 40/30 50 /50 40/30/20 50 //100 122423 1050 12 0115 -0225 25APR99 112 134.2 -20 40 L02 2.5
S05°02.00 N05°02.00 E005°02.00 W012°34.50 15000 -1000 FL200 040°/ 30 050°/ xx xxx°/ 50 040°/30/FL20 050°/xxx/FLyyy xxx°/yyy/FL100 12H24:23 10H50:00 00H12:00 01H15 -02H25 25-APR-99 112.00 134.20 -20 +40 L02 2.5
3.1.8 CLEARING DATA If the scratchpad is not empty, perform a brief press (< 1s) on the CLR key to erase the last character of the scratchpad line or perform a long press (> 1s) on the CLR key to erase all characters contained in the scratchpad line. If the scratchpad is empty, pressing CLR key makes appear in reverse video the message “CLEAR ?” in the scratchpad line. Press the Lsk beside the data field to clear. When the data overwrites a default value, a clear action reverts the data to the default value. When a data is entered on a field without default value, a clear action is not possible on that data, such a field can only be overwritten. Note:
The clear of a default value has no effect.
3.2 MCDU PAGES HIERARCHY 3.2.1 GENERAL ORGANISATION The Man Machine Interface is composed of 9 volumes:
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Volume
Function
INITIALIZATION
Initialization of preflight parameters.
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TIME TIME DIFFERENCE DATE
ENTRY
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Volume
Function
FLIGHT PLAN
Flight plan management
PROGRESS
Navigation and position fixing management
DIRECT-TO
Direct to navigation management
PERFORMANCE
A/C performance management
TUNE
Radio-navigation management
MESSAGE
Alert display and management
HOLD
A/C position updating or memorization of frozen position
DATA
Standard, pilot database management
STATUS
FMS input check and maintenance information display
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The following paragraphs describe the pages hierarchy organized by volume.
3.2.2 INITIALIZATION The INITIALIZATION volume contains the following pages: Page
Function
POWER ON
Displays the power on self test results and provides access to the INIT page.
INIT
Displays time and date and gives access to the pages used for the FMC parameter initialization.
POS INIT
Initialization of the A/C position.
UNITS
Choice of units for display.
DATUM
Display of geodetic datum system list.
GEO DATUM
Display/selection of a geodetic data.
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FMC POWER ON
>INIT Lsk (DATA MENU page)
WEIGHT page
PERF INIT page
FPLN INIT page
Initialization volume
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NAV DATA page
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3.2.3 FLIGHT PLAN
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The FLIGHT PLAN volume contains the following pages: Page
Function
IFR FPLN
Displays flight plan legs and allows lateral or vertical revision on the active or temporary flight plan
TMPY FPLN
Displays the temporary flight plan
SEC FPLN
Displays the secondary flight plan
DEPARTURE
Displays and selection of the departure procedure
LTRL REV
Selection of overfly or of a new destination modification or insertion of an HM leg, a waypoint or an airway in the flight plan, insertion of an OFFSET value
AIRWAY
Displays and selection of airway to insert in current flight plan
AIRWAY LIST
Displays and selection of airway
AIRWAY TO LIST
Displays and selection of airway TO fix
ARRIVAL
Displays and selection of the arrival procedure
VERT REV
Displays the vertical navigation information and the constraints at the revised point
WIND
Display the wind set defined on the flight plan
FPLN INIT
Selection of the type of active flight plan
SEC INIT
Selection of the type of secondary flight plan
ROUTE SELECT
Displays and selection of a route
HOLDING
Allows the modification or the insertion of an holding pattern in the active flight plan
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NEW FPLN > < FPLN INIT
See SEC-FPLN Empty scratchpad
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Route identification insertion FROM/TO insertion
FPLN Page
EXEC
FPLN volume : FPLN init / Route select
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FPLN
AIRWAY page
FPLN volume : FPLN revisions
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FPLN
Empty scratchpad
LTRL REV page
Valid airway ident
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If amber box
FPLN volume : Airway
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EXEC
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FPLN
IFR FPLN page
FPLN volume : Departure procedure
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FPLN
EXEC
FPLN volume : Arrival procedure
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See FPLN init / Route select
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< FPLN INIT
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2
2
: See next page
FPLN volume : Secondary FPLN
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FPLN 2
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EXEC
FPLN
SEC INIT
FPLN volume : Secondary FPLN
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3.2.4 PROGRESS
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The PROGRESS volume contains the following pages:
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Page
Function
PROG 1/3
Displays the FROM, TO, NEXT and DEST fix of the active FPLN and the NEXT vertical pseudo-waypoint information.
VNAV 1/2
Displays the VNAV information.
VNAV 2/2
Displays the temperature compensation function information.
PROG 2/3
Displays the navigation parameters.
PROG 3/3
Displays the localization modes (selected or not) and their related information.
BCP NAV
Displays the BCP localization parameters.
GPS NAV
Displays the GPS localization parameters.
PRAIM 1/2
Displays predictive RAIM data for any fix of the navigation database and for the destination
PRAIM 2/2
Displays function for predictive RAIM along the flight plan
RESULT
Displays result of predicitve RAIM along the flight plan
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PROG
PREV PREV PROG / NEXT
PROG / NEXT 1 This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PREV
2
1
and
2
: see next page
PROG volume
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VNAV
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2
PREV
NEXT
PRAIM pages
VERT REV at FROM PREV
NEXT
VNAV
VNAV pages
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3.2.5 DIRECT TO The DIRECT TO volume contains the following pages: Page
Function
DIRECT TO (FPLN WPT)
Selection of a fix identification for DIRECT TO function.
DIRECT TO (AIRPORTS)
Selection of an airport for DIRECT TO function.
DTO ABEAM
Selection of a fix identification for DIRECT TO ABEAM function.
DIRECT TO
Selection of parameters for DIRECT TO function.
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DTO
Identification insertion FPLN waypoint selection Airport selection
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DIRECT TO volume
3.2.6 PERFORMANCES The volume contains the following pages : Page
Function
PERF INIT
Displays performance database identification and allows
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performance parameters initialization or modification. TAKE OFF
Displays the take off performance parameters.
CRUISE
Displays the cruise performance parameters.
APPROACH
Displays the approach performance parameters.
SEC PERF
Displays the performance parameters for the secondary flight plan.
WEIGHT
Displays weight information for the A/C.
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PERF
(2)
(1) (2)
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(1) depending on the flight phase - take-off or ground TAKE OFF page - climb or cruise CRUISE page - descent or go around APPROACH page (2) NEXT/PREV or PERF key
PERFORMANCES volume
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3.2.7 TUNE The TUNE volume contains the following pages: Page
Function
NAV FRQ
Displays identification, frequency, bearing (QDM) and distance of the tuned navaids and the autotune state.
NEAREST NAVAIDS
Displays the nearest VHF or NDB navaids list.
DESELECTED NAVAIDS
Allows selection or deselection of navaids.
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NAV FRQ on the DATA MENU page
Cf next page
TUNE volume : NAV
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NAV FRQ on the DATA MENU page
Cf NAV FRQ
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TUNE volume : NAV
3.2.8 MESSAGE The MESSAGE volume contains the following page: Page
Function
MSG
Displays the list of alerts.
MSG
Previous Page
MESSAGE volume
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3.2.9 MARK The MARK volume contains the following page: Page
Function
MARK
Displays the frozen position and allows the storage of this position in the pilot database, the update at this position.
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Previous Page
MRK
Position or IDENT insertion
MARK volume
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3.2.10 DATA The DATA volume contains the following pages: Function
DATA MENU
Provides access to the INIT, STATUS and DATA volumes.
DATABASE
Provides access to the standard, pilot, data.
STANDARD AIRPORT
Displays information about the airports stored in the standard database.
STANDARD NAVAID
Displays information about ILS or VHF navaid stored in the standard database.
STANDARD WAYPOINT
Displays information about the waypoints stored in the standard database.
STANDARD NDB
Displays information about the NDB navaids stored in the standard database.
STD DATA (CO-ROUTE)
Displays the list of company routes stored in the company database.
PILOT DATA (AIRPORTS)
Displays the list of airports stored in the pilot database.
PILOT DATA (NAVAIDS)
Displays the list of navaids stored in the pilot database.
PILOT DATA (WAYPOINTS)
Displays the list of waypoints stored in the pilot database.
PILOT DATA (ROUTE)
Displays the list of routes stored in the pilot database.
PILOT AIRPORT
Displays information about an airport stored in the pilot database. The crew can modify parameters of stored data or create new pilot airport data.
PILOT NAVAID
Displays information about a navaid stored in the pilot database. The crew can modify parameters of stored data or create new pilot navaid data.
PILOT WAYPOINT
Displays information about a waypoint stored in the pilot database. The crew can modify parameters of stored data or create new pilot waypoint data.
ROUTE
Displays information about a route stored in the pilot or company database. The crew can modify or create a pilot route.
NAV DATA
Displays information about the databases loaded in the FMS
DATA LIST
Displays information about standard and pilot data. Information displayed can be filtered (airports, VHF navaids,...).
NEW DATA
Selection of the type of FIX to create.
DUPLICATE
Allows the crew to choose the required data in database.this
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DATA
INIT Volume
DATABASE page
STATUS Volume
NAV DATA page NAV FRQ page
UNITS page
DATA volume
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DATA / DATA
DATA volume : DATA LIST page DATA / NAV DATA
Previous page
DATA volume : NAV DATA
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DATA / DATABASE
DATA volume : Standard database
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PLT ROUTE page (*)
PLT WPT page (*)
PLT NAVAID page (*)
PLT APT page (*)
(*) see next page
DATA volume : Pilot database 1/2
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PILOT DATA page (route)
PILOT DATA page (waypoints)
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PILOT DATA page (navaids)
PILOT DATA page (airports)
DATA volume : Pilot database 2/2
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3.2.11 STATUS
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The STATUS volume contains the following pages:
Page
Function
STATUS
Access to the different pages of the STATUS volume.
AIR/RA
Displays the AIR parameters and the Radio-Altimeter height.
HDG/ATT
Displays the heading and attitude parameters.
FUEL FLOW
Displays the fuel flow information.
FMS BITE
Displays the results of the built in test of the FMS.
SENSOR STATUS
Displays GPS and DCF sensor status and modes.
DISCRETES
Displays the FMC discrete status.
CONF DATA
Allows the display of the system configuration table, the performance data and the magnetic variation model. Allows to save the FMS status.
DATA / STATUS
AIR/RA Page
FMS BITE Page (*)
HDG/ATT Page
SENSOR STS Page (*)
FUEL FLOW Page
DISCRETES Page (*)
Previous page
CONF DATA Page (*)
STATUS volume : DATA STATUS 1/3
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STATUS page
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STATUS volume : DATA STATUS 2/3
STATUS page
STATUS volume : DATA STATUS 3/3
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3.3 MCDU PAGES DESCRIPTION 3.3.1 INITIALIZATION 3.3.1.1 Power On page
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The "Power On" page is automatically displayed after the first activation of the FMC after power on with FMS manufacturer name (THALES AVIONICS) in title line and the Product name (FMS 220) in the following line.
The Power On page displays the following fields :
PERF DATA : Identification of the Performance database
STD DATA : Identification of the used Standard database with its expiration date
SW P/N : Identification of the IAD software version
SYS CONF : CRC of the system configuration table
MAGVAR : Identification of the magnetic variation database
Power On tests status : − −
CONF DATA : Integrity test status of configuration data (system configuration, performances and magnetic variation databases) NAV DATA : Integrity and consistency test status of navigation data (used standard database, company database and pilot database)
Note: Consistency test of navigation data: If the Pilot (resp. Company) Database makes reference to a Standard Database which is not the used Standard Database loaded on the FMC, the NAV DATA test is failed and the message INCONSISTENT NAV DB is displayed in the scratchpad line. Then the concerned fix, airway or procedure element of a pilot (resp. company) route is displayed in amber when the route is edited and replaced by a discontinuity when the route is engaged in a flight plan.
INIT > : This prompt is displayed if both test status are OK (green font). This promt allows accessing to the INIT page to initalize the FMS.
FMS BITE > : This prompt is displayed if at least one test status is FAIL (amber font). This promt allows accessing to the FMS BITE page to check the Built In Test detailed results.
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3.3.1.2 INIT page The user accesses to this page by pressing INIT Lsk from the "Power On" page. The user can also call up this page by pressing DATA key then INIT Lsk. This page displays the following fields:
DATE:
Current DATE according to UTC used by the FMC.
UTC:
Current UTC time according to UTC used by the FMC.
− −
(GPS) means that date and time are provided by the GPS sensor. In that case, DATE and UTC values are displayed in green font. (FMS) means that those data are provided by the internal clock of the FMC. In that case, DATE and UTC values are displayed in cyan font.
STD DATA : Expiration date of the used Standard Database:
Note:
Green, when the date has not expired. Amber, when the date has expired.
If no standard database has been uploaded in the FMC, the data is green dashed.
CAUTION: When the database is expired, the use of the standard database is possible but has to be avoided.
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DIFF : This field allows the user to enter a time difference between the local time and the UTC time. When the time DIFF is different from zero, all times are displayed on MCDU and ND using the local time, except when explicitly indicated in Z (Zulu).
T/O TIME : This field displays the local time. The user can overwrite it by the scheduled take-off time. The fied name is T/O TIME L if DIFF ≠ 0, T/O TIME Z otherwise.
Note: a) T/O TIME is the starting time used for the predictions computation. b) T/O TIME retrieves local time when local time becomes equal to T/O time or after a long power interruption. c) T/O TIME is not displayed in Flight.
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d) T/O TIME insertion is not allowed while a predictive RAIM along flight plan computation is running.
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3.3.1.3 POS INIT page The user accesses the POS INIT page by pressing POS INIT Lsk from the INIT page.
> GPS POS : This prompt allows selecting the GPS position to initialize the sensors.
> LAST POS : This prompt allows selecting the last known position.
WPT : This field allows entering the identifier of a waypoint of the database to initialize the sensors to its position.
> WPT POS : This prompt allows selecting the position of a waypoint of the database.
INIT POS : This field displays the selected position to initialize the sensors. The user can also directly enter the latitude and the longitude.
Note: a) There is no prompt beside the Lsk if the initialization by the corresponding position is not allowed. If the Lsk is pressed, the message NO ACTION DEFINED is displayed in the scratchpad line. b) GPS position is also dashed if GPS EPE is lower than 0.1Nm. One can refer to the MCDU page PROG 3/3 to check the current GPS EPE if initialization by GPS position is not allowed whereas GPS is available. c) If WPT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with filter “ALL”.
When the initialization position is valid, the SENSOR INIT prompt is displayed.
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SENSOR INIT < : This prompt allows initializing the BCP (Best Computed Position) and the GPS sensor position.
Then, the SENSOR STS prompt replaces SENSOR INIT prompt.
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SENSORS STS > : This prompt allows Checking the sensors status.
Refer to "PILOT INTERFACE / MCDU Pages description / STATUS / SENSOR STS page" for more details about the sensors status checking.
3.3.1.4 UNITS page The user accesses the UNITS page by pressing UNITS Lsk from the INIT page. The user may also call up this page by pressing DATA key and UNITS Lsk from the DATA page.
The user can select the unit(s) by pressing the Lsk beside the desired parameter(s). The selected unit is displayed in large green font. The other selectable unit(s) is(are) displayed in small cyan font.
Note: a) Selectable units are HEADING, ALTITUDE, DATUM, TEMP and BARO SET. Their default values are MAG, FT, WGS84, °C and INHG. b) DISTANCE is always in NM unit, COORD is always in DMH unit and WEIGHT unit (LB or KG) depends on aircraft configuration.
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3.3.1.5 DATUM page The user accesses to the DATUM Page by pressing DATUM Lsk from the UNITS page.
The DATUM page lists the selectable DATUM displayed in cyan. The selected DATUM is displayed in green. The user can access to the previous / next data by pressing the PREV / NEXT key.
The user can also display the detailed information in the GEO DATUM page by pressing the Lsk beside the desired geodetic system.
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3.3.1.6 GEO DATUM page The user accesses to the GEO DATUM Page by pressing the Lsk beside the desired geodetic system from the DATUM page.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The SPHEROID identification associated to the geodetic DATUM is displayed on this page.
The following parameters of the DATUM and the SPHEROID are displayed :
∆A: This field displays the WGS84 semi-major axis minus the selected spheroid semi-major axis. The user can also enter it if the USER SPHEROID is selected from the USER DATUM.
∆F: This field displays the WGS84 flattering minus the selected spheroid flattering. If the USER SPHEROID is selected from the USER DATUM.geodetic, the spheroid parameters (∆A and ∆F) are displayed in cyan font and the user can overwrite them.
∆X: This field displays the X-axis difference between the WGS84 geoid and the selected geoid.
∆Y: This field displays the Y-axis difference between the WGS84 geoid and the selected geoid.
∆Z: This field displays the Z-axis difference between the WGS84 geoid and the selected geoid. If the USER DATUM is selected, the geodetic datum parameters (∆X, ∆Y and ∆Z) are displayed in cyan font and the user can overwrite them.
SELECT < : This prompt allows selecting the displayed geodetic system.
Note:
The SELECT prompt is not displayed when the geodetic system is already selected.
> SPHEROID : If the USER DATUM is selected, this prompt allows selecting the GEO DATUM SPHEROID.
Note: The USER data are recorded at the power off. By default, the USER Data are the WGS84 data (all data equal to zero).
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3.3.2 FLIGHT PLAN 3.3.2.1 FLPN page The user accesses to the FPLN Page by pressing the FPLN key from the MCDU.. The flight plan page displays all legs of the active flight plan, with information on constraints, course, heading and distance between each waypoint and predictions about ETA and EFOB. It also allows to access the lateral and vertical revisions.
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OVERVIEW The active leg between the FROM waypoint and the TO waypoint is displayed in magenta on top of the first FPLN page (1/N). The FROM waypoint is the departure airport on ground, the last sequenced waypoint in flight, the T-P (Turning Point) after a Direct To or the PPOS (Present POSition) without FROM (discontinuity before the TO). TO General case
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FROM
TO
TO not fix
FROM
TO Direct to fix
FROM
TO
FROM waypoint not specified
The page provide the following data depending on the selected view (ETA/SPD/ALT or ETE/EFOB):
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ETA : Estimated Time of Arrival at the corresponding fix) followed by the time reference, refer to "INITIALIZATION / INIT page" for local or zulu time setting.
SPD/ALT : Speed / Altitude constraints.
ETE : Estimated Time En route = remaining flight time until the corresponding fix.
EFOB : Estimated Fuel On Board.
The FPLN page is a succession of a header line containing PROCEDURE NAME, LEG PATH, LEG LENGTH and FPA fields and a data line composed by LEG TERMINATION, INDICATOR, ETA, ETE, SPD, ALT and EFOB fields. Estimated Time of Arrival
Speed constraint
Altitude constraint
Flight Path Angle constraint
Procedure name
Indicator Leg path
FLPN with ETA / SPD / ALT page
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FLPN with ETE / EFOB page
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Leg termination
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INDICATOR FIELD
OFST : indicates that an offset applies on the active leg.
∆ : this symbol appears when the status of the overfly is YES on this waypoint or when the waypoint is a rally waypoint (1) (an overfly is set on a ralliement waypoint)
* : this symbol appears when the designated waypoint is a ralliement waypoint (1)
← or → : those arrows specify the turn direction into the next leg.
12H03: ETA (resp. ETE) is underlined when a RTA is defined for this waypoint. If ETA (resp. ETE) is displayed in amber, RTA is missed.
Note (1): Refer to "Direct to moving waypoint (OPERATIONAL PRINCIPLES / Definitions / Direct To / Direct to a moving waypoint)" for further information.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PROCEDURE NAME FIELD The procedure name field may contain different indications :
“HOLD ←” or “HOLD →” indicates a holding pattern with a left or right turn direction.
“TURN ←” or “TURN →” indicates a procedure turn with a left or right turn direction.
If the leg is part of a departure or an arrival procedure, the procedure name field displays the procedure name except if there is yet one of the two preceding indicators (HOLD or TURN). A ditto character " is displayed in place of the procedure name if the previous leg belongs to the same procedure.
If the leg is defined as a part of an airway, the procedure name field displays the airway identification.
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LEG PATH FIELD
XXX° : course from the starting waypoint to the ter minating waypoint of the leg, measured at the starting waypoint
CXXX° : indicates that the A/C follows a constant c ourse (track angle) towards the leg termination.
HXXX° : indicates that the A/C follows a constant h eading towards the leg termination.
ARC XX : indicates that the A/C follows an arc path of XX distance around a fix.
XXNAV : indicates that the A/C follows an arc path of XX distance around a navaid (NAV being the first three characters of the navaid ident)
Note: a) When the north reference is switched (refer to "Status / ATT/HDG page"), all course and heading values are converted using the magnetic variation associated to the leg.
c) For the active leg (between FROM and TO waypoints) and if the format is “XXX°”, the path field contains the bearing to go.
LEG LENGTH FIELD For the active leg, this field displays the active distance to the TO waypoint, i.e. the distance between A/C and the TO waypoint along the trajectory. For other legs, this field contains distance from leg transition to leg transition (distance between bisectors for straight legs).
LEG TERMINATION FIELD
XXXXXXX : indicates the waypoint name where the leg terminates (it is the most common case).
INTCP : indicates that the leg term is defined as an interception to the next leg.
HHHHH : represents an altitude leg termination.
MANUAL : used for a manual leg termination (except for a holding pattern entered by the crew).
NAV/DD : indicates that the leg terminates at a distance DD of a DME navaid (NAV being the first three characters of the navaid ident)
NAVZZZ : indicates that the leg terminates at a radial ZZZ from a navaid (NAV being the first three characters of the navaid ident)
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b) Following the degree symbol, a “T” is displayed when the north reference is MAG and no magnetic variation is associated to the leg in the database.
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ETA/SPD/ALT AND ETE/EFOB FIELDS ETE/EFOB & ETA/SPD/ALT cannot be displayed at the same time, the following prompts allows commuting between both display modes.
ETE/EFOB < : This prompt allows commuting the displayed fields from ETA/SPD/ALT to ETE/EFOB.
ETA/SPD/ALT < : This prompt allows commuting the displayed fields from ETE/EFOB to ETA/SPD/ALT
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
At the FROM waypoint, all displayed values are the ones at the sequencing time of the leg. For other remaining waypoints :
EFOB : Estimated fuel on board over the leg termination. This field is displayed in amber if EFOB at waypoint is lower than the fuel reserve, and in green otherwise.
SPD/ALT : Speed (IAS) and altitude constraints on the leg. They can be modified by accessing to the VERT REV page. The SPD field is displayed in green. The ALT constraint value is displayed in amber if it is a missed constraint, in magenta if the waypoint is the active TO waypoint, and in green otherwise. The ALT constraint is underlined when the altitude constraint is corrected with the temperature compensation (refer to "PROGRESS / VNAV page 2/2 page").
Note: a) “WINDOW” indicates a window altitude constraint. b) All These fields are displayed in cyan if they belong to legs defined as a part of a missed approach procedure that is not activated in the flight plan.
UNDO CAPABILITY
> UNDO : When a modification has been made on the active flight plan (activation of the temporary flight plan, activation of a route, activation or swap of the secondary flight plan or clear of the active flight plan), it is possible to recover the flight plan before the modification during 1 minute by pressing this Lsk to recover the previous flight plan (in the temporary flight plan).
Note:
The UNDO capability is no more available after the following actions:
a) Database zeroize. b) Standard database swapping.
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FPLN SCROLLING The user can scroll up/down the flight plan by pressing the PREV / NEXT key.
When Navigation Display mode is ARC or ROSE (mode selection at cockpit level), the scroll corresponds to 4 legs and is managed as follow. PREV
-5
PREV
-1
-6
-2
-MA5
-7
-3
-MA6
-8
-4
-END OF FPLN-
-9
-5
PREV
-MA1 -MA2 -MA3 -MA4
NEXT
FPLN
-DEST
-MA4
NEXT
FPLN
FPLN
FPLN
When Navigation Display mode is PLAN (mode selection at cockpit level), the scroll corresponds to 1 leg (on own side MCDU only) and is managed as follow:
-2
PREV
-1
PREV
-3
-2
-MA1
-4
-3
-MA2
-5
-4
-MA3
-6
-5 NEXT
Active FPLN in PLAN mode
-MA4 NEXT
Active FPLN in PLAN mode
-Z
-DEST
Active FPLN in PLAN mode
PREV
-DEST -MA1 -MA2 -MA3
Active FPLN in PLAN mode
When Navigation Display mode is PLAN, the FLPN page title becomes FPLN PLAN as follow:
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Note: When display mode transitions from PLAN to another mode, the first FPLN page (FPLN 1/x) is displayed.
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3.3.2.2 FPLN INIT page The user can access to the FPLN INIT page through one of the following sequences: − − −
On INIT page, press FPLN INIT Lsk. On LTRL REV page, press NEW FPLN Lsk On active FPLN page, press NEW FPLN Lsk.
The FPLN INIT page allows selecting the flight plan to initialize among: − −
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3.3.2.3 ROUTE SEL page The user can access to the ROUTE SEL page by pressing ROUTE Lsk from the FLPN INIT page. The ROUTE SEL page allows initializing the selected flight plan from a route.
IDENT : This field allows entering the identifier of the selected route stored in database. When the entered IDENT refers to a company route and a pilot route (1/ 2 below ROUTE SEL), the page displays the company route. The user can display the pilot route by pressing the NEXT / PREV key.
If the route identifier is unknown, the user can acces to the STANDARD DATA CO-ROUTE page by pressing the IDENT Lsk with an empty scratchpad then select a company route. The user can also select a pilot route by pressing the PLT ROUTE Lsk on STANDARD DATA CO-ROUTE page to access PILOT DATA ROUTE page, and then select the desired pilot route in the list. Note: If no route is found with the corresponding IDENT, the following message is displayed in the scratchpad line:
NOT IN DATABASE
FROM/TO : This field allows entering the departure and arrival airport ICAO identifiers of the route.
The FMC will search in pilot and company database all routes begining with the FROM airport and joining the TO airport and all routes with no departure or arrival procedures begining with the TO airport and joining the FROM airport (reversed routes). If several routes are found, the field 1/N appears on the first line, with N the total number of routes found.
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This page allows selecting a route by IDENT or FROM/TO:
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The user can display the next/previous route by pressing the NEXT / PREV key.
Note: a) To distinguish a pilot route from a company route, the bottom line displays "PLT ROUTE" when the displayed route is a pilot route and displays "CO-ROUTE" when the displayed route is a company route. b) If the airport identification corresponds to several airports, the duplicate page is then displayed to select the desired data.
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c) If no route is found with the corresponding FROM/TO, the route consists only of the departure and arrival airports. The identifier field is empty and no indication is displayed in the bottom line.
The user can scroll along the route content by pressing “- - - ->” or “< - - - -” Lsk.
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REVERSE < : This prompt allows reversing the selected route. If the route is reversed, the route waypoints are displayed in reverse order, and departure / arrival airport are swapped.
Note: a) REVERSE prompt is not available for routes which contain departure and/or arrival procedure. b) If the selected route is reversed compared to the one stored in the database, the “REVERSED” flag is displayed in reverse video.
FLT ID : This field allows entering the flight number with up to 8 alphanumeric characters.
Note: a) The FLT ID field is only available for active flight plan initialization (FPLN displayed in R6). b) Allowed characters are A-Z letters and 0-9 decimal digits.
The Right 6th (R6) Line Selected Key proposes the suitable flight plan to initialize with the selected route between active FPLN, SEC or TMPY (by circular permutation).
FPLN < : This prompt allows initializing the active flight plan with the selected route.
SEC < : This prompt allows initializing the secondary flight plan with the selected route.
TMPY < : This prompt allows initializing the temporary flight plan with the selected route.
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Note: a) If the route contains airways, arrival and/or departure procedure(s), the legs of the airways and/or procedure(s) are inserted in the flight plan (between FROM and TO fixes in case of airways). b) If the route contains airways, waypoints or procedure segments no longer belonging to the current Standard Database, they are replaced in the flight plan by discontinuities (between FROM and TO fixes in case of airways).
3.3.2.4 SEC INIT page
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The user can access to the SEC INIT page by:
Pressing < SEC INIT Lsk from the FPLN INIT page.
Pressing < NEW FPLN Lsk from the from SEC FPLN page.
< ROUTE Lsk : This prompt allows accessing to the ROUTE SEL page associated to the secondary flight plan
> COPY FPLN : This prompt allows copying the active flight plan into the secondary flight plan (after confirmation).
This action is taken into account only after confirmation by pressing the EXEC key. After confirmation, the previous secondary flight plan is deleted. Then the following constraints are applied: −
−
When the active flight plan is sequenced, the secondary flight plan is automatically sequenced if the first leg of the secondary flight plan (which corresponds to an active leg) matches the active leg being sequenced. The secondary flight plan is no longer sequenced when the first leg of the secondary no longer matches the active leg. Revisions on active flight plan are applied on secondary flight plan, on common part with not revised active flight plan. The secondary is used as an alternate in order to propagate revisions on active to secondary flight plan for the common part, before the divergence of the two flight plans.
Note: If a temporary flight plan exists, no copy is performed and the following message appears in the scratchpad line.
TMPY EXIST
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SWAP FPLN < : This prompt allows swapping the active flight plan and the secondary flight Plan.
Note: a) If the secondary FPLN was initialized as a copy of the active flight plan before the swap, the revisions of the active flight plan keeps being reported on the secondary flight plan after the swap. b) If a temporary flight plan exists, no swap is performed and the following message appears in the scratchpad line.
TMPY EXIST
ACTIVATE < : This prompt allows activating the secondary flight plan.
CANCEL SEC < : This prompt allows cancelling the secondary flight Plan.
Note: The secondary flight plan is also cancelled when a database zeroize is performed. The secondary flight plan is not cancelled (nor modified) when it has been initialized as a copy of the active flight plan and the active flight plan is cancelled. SEC PERF > : This prompt allows displaying the SEC PERF page.
3.3.2.5 SEC FPLN page The user accesses to the SEC FPLN page by pressing the FPLN key from the FPLN page.
Refer to "FPLN page" for the description of parameters displayed in the page and the actions allowed from this page.
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3.3.2.6 LTRL REV page at PPOS
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The page is composed of the following fields :
Position : Current computed position of the A/C.
OFFSET : This field allows entering an offset.
< HOLDING : This prompt allows accessing to the HOLDING AT page (at PPOS).
CHECK POS TO : This field allows getting the bearing/distance from the A/C position to a selected waypoint by writing the waypoint identifier in the scratchpad then pressing the CHECK POS TO Lsk.
When CHECK POS TO Lsk is pressed with an empty scratchpad, the DATA LIST page is displayed with filter “ALL”. Note:
CHECK POS is not possible towards moving waypoints.
The user can also perform the following actions :
NEW FPLN Lsk : Selecting a new flight plan
RETURN Lsk : Returning to the previous page
Note: If a leg sequencing or a flight plan modification happens, when the LTRL REV page is displayed, then the first FPLN page is automatically displayed.
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3.3.2.7 LTRL REV page at WPT
The page is composed of several fields which are described here below : Position : coordinates of the revised waypoint in the selected navigation mode.
Revised waypoint identifier field : name of the revised waypoint. When this Lsk is pressed, the corresponding database page is displayed.
< HOLDING : This prompt allows accessing to the HOLDING AT page (at the revised waypoint).
OVERFLY : This promt allows inserting an overfly constraint on the revised waypoint by pressing the Lsk beside the prompt to commute the status.
If the overfly status is YES, the overfly symbol ∆ is displayed after the waypoint identification.
< DEPARTURE / ARRIVAL : This prompt allows accessing to the DEPARTURE / ARRIVAL page.
This prompt is available only if the revised point is part of the departure procedure (< DEPARTURE) or if the revised point is part of the arrival procedure (< ARRIVAL).
NEXT WPT : This field allows selecting the next waypoint by entering the waypoint identifier in the scratchpad then pressing the Lsk next to this field.
The TMPY page is then displayed to check the flight plan and to confirm its activation. When NEXT WPT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with filter “ALL”. Note: This field can also be used to insert a LAT/LON crossing point or an Along Track Offset point in the flight plan. Refer to "MULTI PHASE RELATED PROCEDURES / Lateral functions / Flight plan revision / Inserting a waypoint / LAT/LON crossing" or "Along Track Offset" for description.
NEW DEST : This field allows selecting a new destination from the revised waypoint by entering the airport identifier in the scratchpad then pressing the Lsk next to this field.
The TMPY page is then displayed to check the flight plan and to confirm its activation. When NEW DEST Lsk is pressed with an empty scratchpad, the DATA LIST page is displayed with standard and pilot airports filter. Note: a) A discontinuity is inserted between the revised waypoint and the new destination.
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b) When the destination is the TO waypoint, perform a DIRECT TO an airport to change destination (refer to "DIRECT TO / DTO page").
AIRWAY : This field allows accessing to the AIRWAY page to insert an airway segment after the revised waypoint by entering the airway identifier in the scratchpad then pressing the Lsk next to this field and access the AIRWAY page.
> NEW FPLN : This prompt allows selecting a new flight plan.
Note: a) HOLDING, OVERFLY, NEW DEST fields are displayed only if able to be activated at the revised waypoint. b) If the AIRWAY field with bracket is not present in the LTRL REV page, it means that the revised waypoint does not belong to any airway in the standard database.
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c) In LTRL REV page, if the airway, whose identifier has been entered in the Lsk beside the AIRWAY field with bracket, does not contain the revised waypoint, the entry is rejected and the following message is displayed in the scratchpad line.
NOT IN DATABASE d) If a leg sequencing or a flight plan modification happens, when the LTRL REV page is displayed, then the first FPLN page is automatically displayed.
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3.3.2.8 VERT REV page The user accesses to the VERT REV page by pressing on the FPLN page the right Lsk beside any waypoint of the active flight plan but the FROM. The VERT REV page allows displaying the vertical navigation information and the constraints at the revised waypoint. The user can also inserting or modifying a vertical step or a vertical constraint if required.
AT : Identification of the revised waypoint. If the overfly status is YES, the overfly symbol ∆ is displayed next to the waypoint identification. When this Lsk is pressed, the corresponding database page is displayed.
STEP TO : Step altitude at the revised point. The user can insert or modifying a step by entering the altitude to intercept in the scratchpad then pressing the Lsk next to this field.
STEP MODE : This prompt allows selecting the mode to perform the step.
ALT CNSTR : Altitude constraint at the revised point. The user can insert a new constraint or modify an existing one.
Note: a) For ALT CNSTR greater than 36000 feet, some conversion errors may be introduced by the FMC. Only conversions from “FLxxxx” formats are guaranteed. b) This parameter is displayed underlined if it is corrected with the temperature compensation.
RTA L/Z ETA : Required Time of Arrival at the revised point (Local or Zulu) / discrepancy time.
SPD CNSTR : Speed constraint at the revised point.
FPA : Flight path angle used for the vertical guidance.
This parameter is displayed in cyan if it can be cleared or entered by the crew, in green otherwise. FPA is purpose. Note: If a leg sequencing or a flight plan modification happens, when this page is displayed, then the first FPLN page is automatically displayed.
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The VERT REV page contains the following fields:
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< WIND : This prompt allows accessing to the WIND page for vertical wind profile management.
RETURN >: This prompt allows returning to the previous page.
3.3.2.9 DEPARTURE page The user can access on ground to the DEPARTURE page by pressing the Lsk beside the departure from the FPLN page.
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The DEPARTURE page displays the list of runways of the selected departure airport and their lengths (if the runway has not been already selected).
The user can access to the other elements of the list by pressing NEXT / PREV key to scroll left/right the list.
The user can select the runway by pressing the Lsk beside the desired one. RWY field is completed with the selected runway identifier and the list of SID compatible with this runway appears.
Note: a) RWY selection on the primary flight plan (active or temporary flight plan) is only allowed on ground. b) When only a runway is selected, a waypoint along the runway course, 1500 ft above the airport elevation is automatically inserted after the runway.
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The user can select the SID by pressing the Lsk beside the desired one. The SID field is completed with the selected SID identifier and the list of compatible TRANSITION appears.
The user can select the SID TRANSITION by pressing the Lsk beside the desired one.
TMPY > : This prompt allow Checking the temporary flight plan before inserting the departure procedure into the active flight plan.
Note: a) It is allowed to activate the EXEC command even if SID or TRANS fields are not completed. b) It is not allowed to enter a SID without a RWY or a TRANS without a SID.
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The TRANS field is completed with the selected TRANS identifier and no more list is displayed.
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ARRIVAL page
The user can access on ground to the ARRIVAL page by pressing the Lsk beside the arrival from the FPLN page. The ARRIVAL page is displayed with for each approach its identifier. If the approach has not been already selected (NONE), the ARRIVAL page displays the list of approachs of the selected arrival. Refer to "OPERATIONAL PRINCIPLES / Definitions / Approach identification" for a detailed description of the identification rules for the approach.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note: If a leg sequencing or a flight plan modification happens, when the ARRIVAL page is displayed, then the first FPLN page is automatically displayed.
The user can scroll left / right the list by pressing NEXT / PREV key.
The user can select the approach procedure by pressing the Lsk beside the desired approach. The APP field is completed with the selected approach identifier and the list of compatible STAR appears. A specific field displays the recommended navaid ident and frequency for the selected approach.
Note: This navaid is retrieved from the navigation database and is defined as the recommended navaid at the approach FAF if such a fix exists, else it is defined as the recommended navaid of the first leg of the initial approach section of the flight plan (approach transition legs excluded). In case FAF and first approach route leg have no recommended navaid, this field is blank and approach procedure will have no recommended navaid.
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The user can selecting the STAR by pressing the Lsk beside the desired STAR. The STAR field is completed with the selected STAR identifier and the list of compatible VIA appears.
The user can select the VIA (junction between the end of the STAR and the approach) by pressing the Lsk beside the desired VIA. The STAR field is completed with the selected STAR identifier and the list of compatible VIA appears.
The user can select the TRANS (junction between the last en route waypoint and the first waypoint of the STAR) the Lsk beside the desired TRANS . The TRANS field is completed with the selected TRANS identifier and no more list is displayed.
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TMPY > : This prompt allow Checking the temporary flight plan before inserting the departure procedure into the active flight plan.
The user activates the arrival procedure by pressing the EXEC key on the MCDU.
Note: a) Once the EXEC key is pressed, the procedure is validated, even if all fields are not completed. b) At the insertion of an arrival procedure, stringing rules apply then some waypoints of the flight plan may be deleted as a consequence of the stringing procedure. For more details about the stringing rules refer to "OPERATIONAL PRINCIPLES / Definitions / Arrival procedure".
3.3.2.11
AIRWAY page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Three possible access to the AIRWAY page:
From the AIRWAYS page, press the Lsk beside the VIA field with brackets with empty scratchpad
From the LTRL REV page, press AIRWAY Lsk with empty scratchpad
From the PLT ROUTE page, enter ‘/’ on the Lsk following the FROM fix Lsk
This page lists all airways that contain the FROM fix, sorted by alphanumeric order, whose level corresponds to the filter value displayed beside R6 key.
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The NEXT / PREV key allows scrolling left or right within the airway list.
LEVEL < : This promt allows selecting the level filter by circular permutation.
− − − Note:
After a long power interruption, the default level filter value is «HIGH+LOW».
The user can selecting the airway by pressing the relevant Lsk.
Note: If the FROM fix is sequenced or if a flight plan modification happens when the AIRWAY LIST page is displayed, then the FPLN page is automatically displayed.
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HIGH+LOW : for high and low level airways HIGH : for high and both level airways LOW : for low and both level airways
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AIRWAYS page
The user accesses to the AIRWAYS page by entering the airway identifier on the Lsk beside the AIRWAY field from the LTRL REV page. The page is composed of the following fields: − − −
VIA : Identification of the airway, FROM : Identification of the FROM fix of the airway, TO : Identification of the TO fix of the airway.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
This field allows entering the TO fix identifier or going to the TO LIST page by pressing it with empty scratchpad.
Note: a) If the entered TO fix ident does not belong to the selected airway, the entry is rejected and the following message appears in the scratchpad line.
NOT IN DATABASE b) If a TO fix ident is entered and several TO fixes of the airway have the same ident, the TO LIST page is displayed (refer to "TO LIST page").
The user can insert the airway segment into the previously displayed flight plan: − − −
TMPY > : This prompt allows inserting the airway segment into the temporary flight plan. SEC > : This prompt allows inserting of the airway segment into the secondary flight plan. The user shall press the EXEC key to confirm the insertion of the the airway segment into the active flight plan.
The user can also link another airway segment by entering an airway identifier or pressing the Lsk beside the brackets with empty scratchpad, to access the AIRWAY LIST page and choose another airway.
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Note: a) Up to 5 airway segments can be inserted. b) If the airway, whose identifier has been entered in the Lsk beside the VIA field with bracket, does not contain the FROM fix, the entry is rejected and the following message appears in the scratchpad line.
NOT IN DATABASE c) If a leg sequencing occurs and the FROM fix is sequenced or if a flight plan modification happens, when the AIRWAYS page is displayed, then the previously displayed FPLN page is automatically displayed.
3.3.2.13
TO LIST page
Three possible access to the TO LIST page: From AIRWAY LIST page (if accessed from PLT ROUTE page) by pressing a Lsk beside an airway.
From PLT ROUTE page by entering an airway identification followed by ‘/’ on the Lsk following the FROM fix Lsk.
From AIRWAYS page by pressing the Lsk beside the TO field with amber boxes with empty scratchpad.
Sequence order
This page displays all the TO fixes that belong to the airway, sorted by sequence order (according to the above picture). Each fix is displayed in cyan font with its ICAO code except the FROM fix which is displayed in green font without prompt.
NEXT / PREV key allows scrolling left or right the TO fixes list.
The user can select the TO waypoint among the fixes of the selected airway by pressing the Lsk beside the desired fix.
Note: If the Lsk beside the FROM fix is pressed, the following message is displayed in the scratchpad line.
NO ACTION DEFINED Note: If the FROM fix is sequenced or if a flight plan modification happens when the TO LIST page is displayed, then the previously displayed FPLN page is automatically displayed.
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WIND page
The user accesses to the WIND page by pressing the < WIND Lsk from the VERT REV page. Note: a) WIND page can not be accessed from the last waypoint of the flight plan (excluding missed approach)
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b) Vertical revision on the FROM waypoint on FPLN page directly displays the WIND page with the current vertical navigation profile information.
The WIND page is displayed with the waypoint wind profile information. It contains :
FROM :
TO : Identification of the next waypoint with a vertical wind profile (destination otherwise).
TRUE WIND / ALT : Wind groups, each one defined by an origin, a speed and an altitude.
Identification of the waypoint from which the wind profile is applicable.
Note: a) TRUE WIND / ALT is displayed in large font when the vertical wind profile is defined at the revised waypoint. b) TRUE WIND / ALT is displayed in small font when the vertical wind profile is propagated.
When a prompt is displayed beside the TO waypoint, the user can display the next vertical wind profile defined in the flight plan by pressing the Lsk next to this prompt.
PREV / NEXT keys allows accessing to the wind profile of the previous/next leg.
The user can enter a wind group value in the scratchpad (wind origin/wind speed/wind altitude) then press the Lsk beside the empty cyan bracket to insert a new wind group or beside an existing group to modify it.
Example: 290/40/200 for a wind group at FL200 with wind origin and speed of 290°/40kt.
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Note: Wind origin range is [0;360]°, wind speed range is [0;155]kt and wind altitude range is FL[0;400]. The wind altitude difference between two wind groups must be greater than FL5. Otherwise, the inserted wind group will be rejected.
Note: a) The user can insert up to 4 wind groups for each allowed leg. The wind groups are sorted according to a decreasing altitude from the top to the bottom of the page. b) Vertical wind profile insertion or modification is only allowed on legs with terminating fix (CF, DF, TF, IF, RF and AF legs). Otherwise, no brackets are displayed, the wind groups are displayed in small green font and any insertion or deletion will be rejected.
The user can delete a wind group by performing a CLEAR action on the desired wind group Lsk.
Note: When deleting the last wind group of a wind profile, the wind profile is filled with upstream or downstream wind profile according to propagation rules. The last wind group of a propagated wind profile can not be deleted.
The user can activate the vertical wind profile and returning to the FPLN page by pressing the EXEC key.
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CAUTION: If the revised leg is sequenced or if a flight plan modification happens, when the WIND page is displayed, then the previously displayed FPLN page is automatically displayed.
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HOLDING AT page
The user accesses to the HOLDING AT page by pressing the HOLDING Lsk from the LTRL REV page (at PPOS or at WPT). This page allows entering or editing a holding pattern. The insertion of a holding pattern is only allowed at waypoints of the active flight plan or at the present position (PPOS). Note: a) It is not allowed to insert a holding pattern at PPOS if A/C parameters (position, track, ground speed and true air speed) are not all valid. b) If the FROM waypoint is the departure airport, the insertion of a holding pattern at PPOS is not allowed. The solution is to perform, firstly, a DIRECT TO the TO waypoint and then a holding at PPOS.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
c) When a holding pattern is inserted at PPOS, the position of the entry point is the current position when the user presses the EXEC key.
This page displays the following parameters
Identification of the holding waypoint.
INBND CRS : Inbound course for the holding pattern : present A/C track if insertion at PPOS or if there is a discontinuity before the revised point, or course of the leg arrival at the revised point.
TURN : Turn direction for the holding pattern (default value: right).
TIME : Time to fly the inbound leg to the holding pattern (default value: 1 minute).
DIST : Length of the inbound leg to the holding pattern (computed according to the Holding IAS and TIME).
Note:
The TIME / DIST parameters define the length of the inbound leg.
IAS : Indicated air speed for the holding pattern (target speed computed by the FMC). The user can overwrite it by entering a new value in the scratchpad then pressing the relevant Lsk.
Refer to "OPERATIONAL PRINCIPLES / Flight guidance principles / Managed speed".
ETA : Estimated Time of Arrival at the next holding exit.
EFOB : Estimated Fuel On Board when reaching the next holding exit.
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> TURN : This prompt allows selecting the turn side between LEFT and RIGHT by pressing the Lsk
INBND CRS : This field allows modifying the inbound course by entering the new value "NNN" in the scratchpad then pressing the Lsk to insert it.
TIME / DIST Lsk : This field allows modifying the inbound leg length by entering a new value "N.N" of the time to fly the inbound leg (TIME), OR a new value "/NN.N" of the inbound leg length (DIST) in the scratchpad then pressing the Lsk to insert it.
a) No leading zero is required for INBND CRS, DIST and IAS b) Modified parameters are displayed in large font whereas default values are displayed in small font.
The user inserts the holding pattern in the active flight plan by pressing the EXEC key.
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Note:
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3.3.3 PROGRESS 3.3.3.1 PROG 1/3 page
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The user accesses to the PROG 1/3 page by pressing the PROG key from the MCDU.
This page displays the beginning of the active flight plan (FROM, TO and NEXT waypoints), the next vertical pseudo-waypoint information and the DEST predictions :
FPLN field : those lines are similar to the FPLN page ones with SPD/ALT option.
Pseudo-waypoint field : it contains information relative to the next vertical pseudo-waypoint : − −
TOD for Top Of Descent or ↓AAAAA or ↑AAAAA for an altitude interception. estimated time of arrival and distance from A/C position to next vertical pseudo-waypoint.
NRP : Estimated time of arrival at the Non Return Point.
DEST : Identifier of the destination : airport or ENDFPLN if no airport selected as destination.
ETA : Estimated time of arrival at destination (through the defined path).
DIST : Distance between A/C and destination.
EFOB : Estimated fuel on board at destination (through the defined path).
< PRAIM Lsk : This prompt allows accessing to the PRAIM 1/2 page. For more details, refer to "PRAIM 1/2 page".
For more details, refer to "MULTI PHASES RELATED PROCEDURES / Lateral functions / Predictive RAIM".
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3.3.3.2 PROG 2/3 page The user accesses to the PROG 2/3 page by pressing the PROG key then the NEXT key from the MCDU (or by pressing the key PROG key two times).
This page displays the following navigation parameters: TO : The TO waypoint identifier.
WIND : Wind origin and speed of the selected navigation mode.
DTK : Desired Track to reach the TO waypoint.
TTG : Time To Go to the TO point: time necessary to fly to the TO waypoint (i.e. DIST) at the current ground speed.
Note:
This parameter is invalid (dashed) when current ground speed is lower or equal to 8kt
BRG : Bearing between the FMS position and the TO waypoint.
DIST : Direct Distance between the FMS position and the TO waypoint.
FOB : Total fuel weight.
TK : Track angle provided by the selected navigation mode.
GS : Ground Speed provided by the selected navigation mode.
TGT/IAS : On first field the target airspeed (TGT IAS), on second field the Indicated Air Speed (IAS).
Note: For TGT IAS parameter description, refer to "OPERATIONAL PRINCIPLES / Flight guidance principles / Vertical navigation / Vertical navigation parameters".
DRIFT : Drift angle.
XTK : Cross Track Error
TKE : Track Angle Error.
RNP : Required Navigation Performance.
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ANP : Actual Navigation Performance: Refer to "OPERATIONAL PRINCIPLES / Definitions / Required Navigation Performance (RNP)"
OFFSET : Lateral Offset value.
For more details about the lateral navigation parameters displayed on the PROG 2/3 page, refer to "OPERATIONAL PRINCIPLES / Flight Management principles / Guidance / Lateral navigation". Note: a) The TO, DTK, and Speed Constraint values are recommended to follow the flight plan, so they are in magenta. b) When there is no Speed Constraint, this value is dashed.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The displayed Required Navigation Performance (RNP) can be the following:
If the TO fix is part of an airway segment, SID, STAR or approach procedures legs inserted in the flight plan, then a RNP value associated to the corresponding leg is stored in standard database. The displayed RNP value is the minimum value between default value and database value. In that case, it is displayed in small cyan font.
A value entered by the crew (displayed in large cyan font).
The default value (displayed in small cyan font).
For more details about the default values, refer to "OPERATIONAL PRINCIPLES / Definitions / Required Navigation Performance (RNP)"
3.3.3.3 PROG 3/3 page The user accesses to the PROG 3/3 page by pressing the PROG key then the PREV key from the MCDU (or by pressing the key PROG key three times).
The PROG 3/3 page displays the following parameters: − − − −
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the position (coordinates) provided by the selected navigation mode (displayed in green). the position discrepancy between the selected mode and the other mode(s). the 95% confidence horizontal position accuracy, EPE (Estimated Position Error ), of each navigation mode. the discrepancy from the FMS position to the opposite FMS position.
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< PRAIM : This prompt allows accessingto the PRAIM 1/2 page. For more details, refer to "PRAIM 1/2 page".
3.3.3.4 BCP NAV page The user accesses to the BCP NAV page by pressing the BCP Lsk from the PROG 3/3 page.
LAT/LONG : Coordinates of the BCP position.
EPE : Estimated Position Error.
TK : TracK angle.
GS : Ground Speed.
WIND : Wind origin and speed.
Note:
In BCP dead reckoning backup mode, wind origin and speed can be inserted.
The user can select/deselect a sensor for the BCP computation by pressing the right Lsk next to the corresponding sensor.
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The following parameters calculated by the BCP function are displayed:
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3.3.3.5 GPS NAV page The user accesses to the GPS NAV page by pressing the GPS Lsk from the PROG 3/3 page.
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The following parameters provided by the GPS and moni-tored by the FMS are displayed:
LAT/LONG : Coordinates of GPS position.
EPE : Estimated Position Error.
TK : TracK angle.
GS : Ground Speed.
ALT : GPS ALTitude (MSL).
WIND : FMC computed wind origin and speed.
HIL : RAIM Horizontal Integrity Limit.
the monitored SOURCE: GPS1 or GPS2.
HDOP : Horizontal Dilution Of Precision.
GPS MODE: − − − − − − −
INIT : Initialization, the GPS receiver is initializing time and position information. ACQ : Acquisition, the receiver is tracking satellites. NAV : Navigation, 3D position and time are provided. ALT : Altitude/Clock aiding. The GPS receiver uses FMS informations of altitude or clock to perform a 3D localization. RAIM is not available. TEST : Self Test AIDED : The receiver uses external speed to update its position (until enough satellites can be received). FAULT: GPS failure.
< PRAIM : This prompt allows accessing to the PRAIM 1/2 page. For more details, refer to "PRAIM 1/2 page".
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3.3.3.6 PRAIM 1/2 page The user accesses to the PRAIM page by pressing PRAIM Lsk from the PROG 1/3 page (only while not in GROUND phase) or from the GPS NAV page.
This page displays the following data: DEST : Identification of the destination.
DEST ETA L/Z : Estimated Time of Arrival at the destination (Local or Zulu)
List of the HIL values predicted at the destination, at the ETA and this time plus or minus 5, 10 or 15 minutes.
WPT : Identification of the alternate airport (if it exists) or any fix entered by the crew. This field allows entering a waypoint identifier in order to perform a RAIM prediction at its position.
WPT ETA L/Z : Estimated Time of Arrival at the alternate airport or at any fix entered by the crew (Local or Zulu). This field allows entering an ETA in order to perform a RAIM prediction at this time.
List of the HIL values predicted at the waypoint, at the ETA and this time plus or minus 5, 10 or 15 minutes.
DESELECTED SATELLITES : PRN(s) of the GPS satellites that are not taken into account for the Predictive RAIM computation.
An HIL value that is greater than 0.3NM is displayed in amber. If the PRAIM is unavailable for the HIL value or if the HIL value is greater than 15NM, it is displayed with amber dashes. Otherwise, the HIL value is displayed in green. Note:
HIL values are blank while prediction computation along the flight plan is running.
The user can deselect a GPS satellite by entering a satellite number then pressing the Lsk beside the brackets [ ].
Note: Up to 2 satellites can be deselected. If the entered number corresponds to a satellite already deslected, the following messsage is displayed in the scratchpad:
ALREADY DESELECTED Note: Deselecting a satellite is not allowed while prediction computation along the flight plan is running (refer to "PRAIM 2/2 page" for more details)
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The user can cancel a deselection by performing a CLEAR action on Lsk beside a deselected satellite.
The displayed HIL values in the right column are cleared after each modification of the WPT identifier or of the WPT ETA Z to allow displaying the new values predicted at the new location / time. All the displayed HIL values (for DEST and for WPT) are cleared after any satellite deselection or reselection to allow displaying the new values predicted according to the new constellation. Note: a) If the waypoint is the alternate airport, perform a CLEAR action on the ETA L/Z field to display the computed value. b) If the alternate airport is changed from another screen, the WPT and ETA fields will be replaced by the alternate airport WPT and ETA values. The user can access to the PRAIM 2/2 page by pressing the PREV or NEXT key.
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3.3.3.7 PRAIM 2/2 page The user accesses to the PRAIM page by pressing PRAIM Lsk from the PROG 1/3 page (only in IFR mode while in GROUND flight phase) or by pressing PREV / NEXT key from the PRAIM 1/2 page.
T/O TIME L : This field displayed the scheduled take-off time that can be overwriten.
On ground, the T/O TIME L field is displayed with the local time in small cyan font. Note: c) T/O TIME retrieves local time when local time becomes equal to T/O time or after a long power interruption. d) It is not allowed to insert a T/O TIME value while a predictive RAIM along flight plan computation is running. e) T/O TIME L is not displayed in flight.
> FPLN ACT/SEC : This prompt allows selecting the flight plan to compute.
− −
ACT in large green font / SEC in small cyan font if the active flight plan is selected. ACT in small cyan font / SEC in large green font if the secondary flight plan is selected.
The user can select the RNAV/RNP prediction criterion by circular permutation among: − − − −
RNAV 10 OCEANIC RNAV 5-2-1 RNP 4 OCEANIC RNP 1
Note: After a long power interruption, the default selection is active flight plan (ACT) and RNAV 10 OCEANIC.
The user can deselect a GPS satellite by entering a satellite number then pressing the Lsk beside the brackets [ ].
The user can access to the PRAIM 1/2 page by pressing the PREV or NEXT key.
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This page allows Checking the the RAIM availability along the selected flight plan with respect to the expected RNP criteria. The page displays the following parameters:
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3.3.3.8 RESULT page The user accesses to the RESULT page by pressing the RESULT Lsk from PRAIM 2/2 page. Note:
This page is only available when the prediction result is “FAIL”.
The results displayed in the RESULT page depend on the selected RNAV/RNP prediction:
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RNAV 10 oceanic selection
This page shows the points where FDE is considered unavailable (i.e. FDE is not available at one of the ETA ± 15 minutes) ETA value is displayed for each point with FDE indication.
RNAV 5-2-1 selection
This page shows the points where RAIM is considered unavailable (i.e. HIL value is invalid at one of the ETA ± 15 minutes) ETA value is displayed for each point with RAIM indication.
RNP 4 oceanic selection
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This page shows the points where FDE is considered unavailable (i.e. FDE is not available at one of the ETA ± 15 minutes) and/or the RAIM criterion is considered failed (i.e. HIL value is more than 8NM at one of the ETA ± 15 minutes) ETA value is displayed for each point with FDE indication and/or RAIM indication with the maximum HIL value. RNP 1 selection
This page shows the points where RAIM criterion is considered failed (i.e. HIL value is more than 2NM at one of the ETA ± 15 minutes) ETA value is displayed for each point with RAIM indication and the maximum HIL value. Note: Each RESULT page can display a maximum of 9 points. If more than 9 points have to be displayed, only the first 8 points are displayed and the ninth line displays 3 green dots.
< RETURN : This prompt allows returning to the PRAIM 2/2 page.
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3.3.3.9 VNAV page 1/2 The user accesses to the VNAV page 1/2 by a vertical revision at the FROM waypoint on the FPLN page or by pressing the VNAV key.
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This page displays the vertical navigation information and contains :
If an active level interception point exists↑, the altitude interception (↓ ↓AAAAA or ↑AAAAA) with its ETA.
If a step exists, the step waypoint ident with its ETA, and the step altitude (↓ ↓AAAAA or ↑ AAAAA) with its ETA.
If a second step exists, the step waypoint ident with its ETA, and the step altitude (↓ ↓AAAAA or ↑AAAAA) with its ETA.
TOD : Estimated Time of Arrival at top of descent.
DEST : Estimated Time of Arrival at destination.
ALT SEL : Selected altitude.
TGT IAS : Target airspeed.
TGT VS : Target vertical speed.
VDEV : Vertical deviation.
− −
Positive when A/C altitude is above the computed target altitude Negative when A/C altitude is below the computed target altitude
Note: For TGT IAS, TGT VS and VDEV parameters detailed description, refer to "OPERATIONAL PRINCIPLES / Flight guidance principles / Vertical navigation / Vertical navigation parameters".
CRZ ALT : This field displays the cruise altitude that can be overwriten within certain conditions.
When cruise altitude has been entered, it is displayed in large cyan font with a prompt. Note: CRZ ALT may not be insertable (refer to "OPERATIONAL PRINCIPLES / Flight guidance principles / Vertical navigation / Altitude"). In such case, it is displayed in large green font.
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VNAV page 2/2
The user accesses to the VNAV page 2/2 by pressing PREV/NEXT key or VNAV key from the VNAV 1/2 page.
This page displays the temperature compensation function information and allows entering the following parameters at destination airport SAT : Destination airport ground static air temperature. By default SAT is amber boxed.
Note: SAT is used to compute the cold temperature compensation of altitudes. So SAT entering is necessary only if there are very low temperature conditions at destination.
QNH : Destination baro-setting. By default, QNH is amber boxed.
Note: QNH may not be insertable (Refer to "FLIGHT PHASE RELATED PROCEDURES / Cruise / Entering the approach data" for conditions). In such case, QNH is displayed in large green font.
TRANS ALT : Transition altitude at destination airport
Note: If the transition altitude at the destination airport is valid, the TRANS ALT is displayed in small font. To enter a value or to overwrite it, enter a new transition altitude. A CLEAR action enables to return to the default value. When the TRANS ALT has been inserted, it is displayed in large font. This page allows performing the following actions :
> TEMP COMP : This prompt allows enabling or disabling the cold temperature compensation.
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3.3.4 DIRECT TO 3.3.4.1 DIRECT TO page (LIST) The user accesses to the DIRECT TO page (LIST) by pressing the DTO key from the MCDU.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The DIRECT TO page contains the next points of the flight plan with their direct distances and bearings from the aircraft position. This flight plan fix list includes standard, pilot and temporary waypoints of the flight plan.
The NEXT / PREV key allows scrolling up/down the list.
ABEAM > : This prompt allows accessing to the DTO ABEAM page to perfom a direct to abeam.
AIRPORTS > : This prompt allows displaying the list of the 20 nearest airports belonging to standard or pilot database in increasing distance order.
On each line, the airport identifier, its bearing and distance from the FMS position, its maximum runway length are displayed.
FPLN WPTS > : This prompt allows displaying the list of the next waypoints of the flight plan with their direct distances and bearings from the aircraft position belonging to standard or pilot database in increasing distance order.
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Selecting the "TO" waypoint by pressing the Lsk beside the desired fix identifier, then the DIRECT TO page is displayed, with the IDENT field filled.
3.3.4.2 DIRECT TO page
This page displays the characteristics of the "TO" waypoint :
IDENT: Identifier of the "TO" waypoint. This field allows entering it or accessing to the DATA LIST page with filter “ALL” to select a fix by pressing the Lsk with an empty scratchpad.
BRG / DIST : Bearing and distance from the current position to the "TO" waypoint.
LAT / LONG : Latitude and longitude of the "TO" waypoint.
INBND CRS : This field allows entering an inbound course for interception (if required).
INTCP DIST : This field alllows entering a distance of interception (if required).
ALT CNSTR : This field allows entering an altitude constraint (if required).
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The user accesses to the DIRECT TO page by selecting or identifying a "TO" waypoint from the DIRECT TO (LIST) page.
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Note: a) If the selected fix is a pilot runway, the corresponding pilot airport is considered as the new destination. It becomes the TO waypoint and the last point of the flight plan. The runway axis is used as inbound course. b) if the entered waypoint is identical to a waypoint in the flight plan, all legs and discontinuities prior to the first occurrence of the waypoint are deleted.
3.3.4.3 DTO ABEAM page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The user accesses to the DTO ABEAM page by pressing the DTO key twice on MCDU or by pressing the ABEAM Lsk from the DIRECT TO page. The DIRECT TO page contains the next points of the flight plan with their direct distances and bearings from the aircraft position. This list of fixes includes standard, pilot and temporary waypoints of the flight plan.
The NEXT / PREV key allows scrolling up/down the list.
The user selects the “TO” waypoint by pressing the Lsk corresponding to the desired waypoint identifier. The TMPY page is then displayed with the computed abeam points (ABxxxxx).
The user activate the temporary flight plan by pressing the EXEC key.
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RESTRICTIONS When performing a DIRECT TO ABEAM on a waypoint, the following actions are not allowed in the TMPY page on all computed abeam points (including Direct To waypoint): − − −
Lateral and vertical revision Insertion and deletion of a waypoint 'Direct to' or 'Direct to abeam' operations
No abeam points are computed for the following elements: − − − − −
Existing abeam points Along Track Offset points (refer to "MULTI PHASE RELATED PROCEDURES / Lateral functions / Flight plan revision / Inserting a waypoint / Along track offset") Lat/Lon crossing points (refer to "MULTI PHASE RELATED PROCEDURES / Lateral functions / Flight plan revision / Inserting a waypoint / LAT/LON crossing") Moving waypoints Non fix terminations (CA, CD, CI, FA, FD, FM, HA, VA, VD, VI, VM, VR) plus Procedure Turn (PI) and holding pattern (HM and HF).
No abeam points are inserted in the flight plan in the following cases: The abeam point is located at less than 2 NM from the previous abeam point. The abeam point is upstream a previously created abeam point. The abeam point is located in the curve transition or less than 0.5 NM from the end of the curve transition.
ABW1
ABW2
ABW4
ABW3
ABW5
W6
2NM
0.5NM W1 W4
W5
W2
W3
Example of abeam points not created
Note: When a DTO is performed on an off flight plan fix, no abeam points are computed and a normal DIRECT TO (without abeam points) is performed.
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− − −
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3.3.4.4 DIRECT TO page (moving WPT)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
This page displays the characteristics of the "TO" waypoint :
IDENT: Identifier of the "TO" waypoint
BRG / DIST : Bearing and distance from the current position to the "TO" waypoint
LAT / LONG : Latitude and longitude of the "TO" waypoint
SPD VECTOR : Track and speed of the moving waypoint.
After confirmation, the computed waypoint in the FPLN page is named with the ident of the moving waypoint to reach, followed by an asterix except if the interception is impossible with the current TAS or in high latitudes (|current latitude| or |interception latitude| > 89°). In such case the computed waypoint is the moving waypoint. A discontinuity is inserted in the flight plan after the moving waypoint. Note: a) Only one moving waypoint per flight plan is allowed. b) No revision (lateral and vertical) is allowed on interception waypoint.
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3.3.5 PERFORMANCES 3.3.5.1 PERF INIT page The user accesses to the PERF INIT page by pressing the PERF INIT Lsk from the INIT page or from each PERF page.
CRZ ALT : Cruise Altitude.
DFLT FPA : Default Flight Path Angle used for the descent profile computation and descent predictions.
Note: At power up, after a long power interruption, or after each flight end of cycle, DFLT FPA is filled in small font with 3°.
ALTN/CRZ ALT : Alternate destination airport identification and Cruise Altitude for the alternate destination. The alternate can be selected among airports of the standard or pilot databases.
When ALTN/CRZ ALT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard and pilot airports filter.
CAUTION: If the inserted CRZ ALT is higher than the ceiling for GW = ZFW, FMC cannot compute predictions and predicted data (ETA, EFOB and ETE) are dashed on MCDU. Note: The alternate airport is by default the departure airport when defined. The alternate cruize altitude is by default set to FL100. On GROUND, the cruise altitude is equal to the value entered by the crew or is equal to the selected altitude if greater than the inserted value (else current A/C altitude will be used by FMC as cruise altitude value). Note: On GROUND, CRZ ALT is always insertable (displayed in cyan) within the following range : [Selected altitude ; 70 000] FT
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This page allows entering, selecting or Checking the following values :
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FF FACTOR : Fuel Flow Factor used only for predictions (no impact on the current Fuel On Board but only on the Estimated Fuel On Board along the flight plan). COCKPIT: FF FACTOR is provided to be displayed on the cockpit displays.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
CRZ MODE < : This prompt allows selecting the cruise mode by alternation between LONG RANGE and MAX CRUISE or entering directly the desired IAS value in that field (constant CAS cruise mode).
Note: a) At power up, after a long power interruption, or after each flight end of cycle, CRZ MODE is reset to LONG RANGE cruise mode and FF FACTOR is reset to 0%. b) The CRZ MODE is applied when the aircraft is at the CRZ ALT. c) When a step is acknowledged, the CRZ MODE field receives the STEP MODE value defined when configuring the step (refer to "FLIGHT PHASE RELATED PROCEDURES / Cruise / Entering a step climb or a step descent") and will apply once the aircraft reaches the CRZ ALT.
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3.3.5.2 WEIGHT page The user accesses to the WEIGHT page by pressing the WEIGHT Lsk from the INIT page.
This page allows entering the following parameters: ZFW : Zero Fuel Weight which includes the weight of the empty aircraft, equipments, cargo and the crew/passengers.
FOB : Weight of fuel on board.
GW : Gross weight is equal to ZFW + FOB. The user can also directly insert the GW then ZFW is recomputed as GW - FOB.
RESERVE : Weight of fuel reserve which can be overwriten.
T/O CG : Take-off center of gravity used to compute the take-off pitch trim objective, T/O TRIM, for display purposes.
CAUTION: The data entered by the crew must be carefully checked, because weights are used for the performances computations. For these parameters, the allowed ranges are given in the following table :
Field
Range ATR42
Range ATR72
ZFW
[10000 - 18000] kg
[12000 - 21000] kg
[22047 - 39683] lb
[26456 - 46297] lb
[10000 - 20000] kg
[12000 - 23000] kg
[22047 - 44092] lb
[26456 - 55115] lb
[0 - 4600] kg
[0 - 5100] kg
[0 - 10141] lb
[0 - 11243] lb
[15 - 34] %
[14 - 37] %
GW FOB T/O CG
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Note: a) The default value of the RESERVE is the value memorized at the power off. b) When a weight parameter is inserted, FMC re-computes the parameters according to GW=ZFW+FOB. If a parameter becomes outside its range, the insertion is rejected. c) ZFW, FOB and T/O CG are invalidated after each flight end of cycle (transition from flight to ground, engine off, door open).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
d) When T/O CG is inserted or invalidated, it invalidates the take-off speeds and take-off trim objective for cockpit displays.
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3.3.5.3 TAKE OFF page The user accesses to this page by pressing the PERF key.
The page displays the following departure data: DEPT RWY : Departure airport with the departure runway ident.
RWY LNG / AXIS : Departure runway length and its axis, provided by the navigation database or entered.
Note: a) When the magnetic north reference is selected (refer to "PROGRESS / VNAV page 2/2"), the runway axis is converted using the magnetic variation associated to the departure airport. b) Entered values are invalidated after a power interruption or whenever the departure runway is modified.
TRANS ALT : Transition altitude of the departure airport provided by the navigation database or entered.
Note: If the transition altitude at the departure airport is valid, the TRANS ALT is displayed in small font. To enter a value or to overwrite it, enter a new transition altitude. A CLEAR action enables to return to the database value. When the TRANS ALT has been inserted, it is displayed in large font. The page also displays the following take-off speeds, computed by FMC or can be entered: − − −
V1 : VR : V2 :
Take-off decision speed. Take-off rotation speed. Take-off safety speed.
Note: Entered take-off speeds are invalidated after a power interruption, or after each flight end of cycle, or upon insertion of any parameter affecting the gross weight, or in flight upon transition of power management selector (cockpit level) from "TO" (take-off) to any other state. For these parameters, the allowed ranges are given into the following table :
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Range ATR42
RWY LNG
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Range ATR72
[1000 - 15000] ft [80 - 160] kt
V1
[70 - 160] kt
with V1 ≤ VR & V1< V2 [80 - 160] kt
VR
[70 - 160] kt
with V1 ≤ VR < V2 [80 - 160] kt
V2
[70 - 160] kt
with V1 < V2 & VR < V2
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The take-off speeds computation mode is displayed above the speed values. It is determined by the FMS and can take the following values:
ICING (amber font) when icing conditions have been received by the FMC (FMC data input).
MANUAL (white font) when at least one of the take-off speeds has been inserted:
NORMAL (green font) otherwise.
ICING conditions
Manual speeds
Note: In that mode, a CLEAR action is only possible for manually entered speeds and cancels the entered values. When no more inserted value exists, computation mode switches to ICING or NORMAL mode according to take-off icing conditions set by the crew.
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3.3.5.4 CRUISE page The user accesses to this page by pressing the PERF key, and if necessary PREV or NEXT key. This function provides predictions of ETA, GWT, EFOB at the active destination and at an alternate destination.
DEST : Destination airport
If a flight plan is active, the last waypoint of the flight plan is displayed as the destination in DEST field. The following parameters are computed and displayed for this destination :
ALTN : Alternate destination that can be overwriten by entering the identifier of an airport of the standard or pilot database in the scratchpad then pressing the Lsk.
The alternate airport is by default the departure airport when defined. The following parameters are computed and displayed for the selected alternate and destination airports: − − −
ETA : GWT : EFOB :
Estimated Time of Arrival. Gross weight. Estimated Fuel On Board.
When ALTN Lsk is pressed with an empty scratchpad, the DATA LIST page is displayed with standard and pilot airports filter.
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The following parameters are displayed in this page :
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CRZ ALT : Cruise altitude
1EO CEILINGS : One-engine out ceiling (normal conditions) / one-engine out ceiling (icing conditions), in flight level format.
DEST MEANWIND : Average wind (origin and speed) between Departure and Destination Airport at selected cruise altitude. Default value is the current wind speed provided by the localization function. The user can overwrite it by entering a new value then pressing the Lsk.
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DEST MEANWIND is dedicated to the simplified wind model only, not used otherwise. Refer to "OPERATIONAL PRINCIPLES / Flight Management principles / Predictions" for more details about wind management.
ALTN MEANWIND : Average wind (origin and speed) between Departure and Alternate Airport at selected cruise altitude. Default value is 360°/0kt . The user can overwrite it by entering a new value then pressing the Lsk.
CRZ MODE : Current cruise mode. Refer to "FLIGHT PHASE RELATED PROCEDURES / Preflight / Performances Initialization" for more details about the CRZ MODE management and description.
Note:
The prediction computations for the alternate destination uses LONG RANGE mode.
CAUTION: If the EFOB at the destination or at the rerouting point is lower than the fuel reserve then the EFOB is displayed in amber and the FAL alert is triggered.
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3.3.5.5 APPROACH page The user can access to the APPROACH page by pressing the PERF key, then PREV or NEXT key.
The page displays the following destination data: DEST RWY : The destination airport with the runway ident of the selected approach,
RWY LNG/AXIS : The departure runway length and its axis, provided by the navigation database or entered.
TRANS ALT : The transition altitude of the destination airport, provided by the navigation database or entered,
QNH : Destination baro-setting,
CAUTION: QNH is necessary to compute current and destination transition levels for baro-setting alarm management. Note: If it is unknown, the QNH is displayed in amber boxes. QNH can not be entered when aircraft is below the transistion level in DESCENT section. In this case, QNH is displayed in large green font with current baro setting.
GND WIND / GUST : Origin and speed of mean ground wind, and gust ground wind
Note: GND WIND/GUST is used for the VAPP computation and for the predictions using the simplified wind model. The gust wind can never be lower than the mean wind, it is rejected or invalidated in such a case. The page also displays the following approach data:
VMHB : The computed minimum speed high bank.
VAPP : The computed approach speed.
FLAPS LDG : The flaps lever position.
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> APP SPD ACT : Deselecting the approach speed by pressing the >DESELECT Lsk.
3.3.5.6 SEC PERF page
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The user accesses to the SEC PERF page by pressing the SEC PERF Lsk from the SEC INIT page. This page displays the secondary flight plan performances parameters. Some specific parameters are attached to the performances of the secondary flight plan whereas some parameters are common to the active flight plan and to the secondary flight plan. The “TAKE OFF” parameters are displayed only if the secondary flight plan has not been initialized as a copy of the active flight plan.
Secondary flight plan not initialized from the active flight plan
Secondary flight plan initialized from the active flight plan
The meanings of the parameters are the same as the equivalent parameters used for the active Flight Plan (refer to the other PERFORMANCES pages).
CAUTION: The default values of the secondary performance parameters are the current values except FOB which is equal to the EFOB at the active destination if the active destination airport (or last fix of the active FPLN) is the same as the secondary departure airport (or first fix of the secondary FPLN).
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3.3.6 TUNE 3.3.6.1 NAV FRQ page
This page displays a tuned frequency and the received raw data (Distance and QDM) for the following navaids: NAV1 :
VOR/ILS 1 receiver and the DME channel 1.
NAV2 :
VOR/ILS 2 receiver and the DME channel 2.
CH3 :
DME channel 3.
Note: The DME channel 3 is always autotuned by the FMS so the CH3 identifier is displayed in green font. Other navaids can be manually tuned so their identifiers are displayed in cyan font. The navaid is identified according to the following rule: − − Note:
VOR identifier if the VOR tuned frequency is valid and matches one of the nearest navaids. DME identifier if no VOR identified and the DME tuned frequency matches a navaid among the nearest list.
Identifier is dashed if no tuned frequency is valid and matches one of the nearest navaids
This page displays for each navaid the following data:
One frequency for both VOR/ILS and DME channel. This frequency is selected among valid tuned frequencies according to the following rule: − − −
Frequency of the navaid if identified . Frequency tuned by VOR or DME (if VOR frequency not valid) otherwise. Frequency is dashed if no valid tuned frequency has been received.
CAUTION: NAV1 (resp NAV2) frequency are displayed in amber when NAV1 (resp NAV2) tuning mode is autotuned and if the VOR/ILS1 (resp VOR/ILS2) frequency is different from the DME channel 1 (resp channel 2) frequency or not valid.
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AUTO/MAN < : This prompt allows selecting the tuning mode between:
AUTO : Frequency is autotuned by the FMS. Default mode at power on.
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CAUTION: The autotuning is managed only by the FMC coupled with the autopilot. Therefore, if the autotuning failed, the message is raised only on the coupled side FMC.
MAN : Frequency must be manually inserted through RMS or selected among the nearest navaids by pressing NAV1, NAV2 Lsk (refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Navigation frequency management / Navaid manual tuning").
CAUTION: After a change of active FMS (refer to "STATUS / FMS BITE page") during autotuning, the crew must verify that the autotuning stays activated.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note: a) If a frequency is manually tuned (RMS or VCP) or a navaid manually selected (FMS), the FMS selects automatically the MAN mode. b) When the tuning mode is changed on RMS (AUTO or MAN), the FMS automatically switches to the new tuning mode. c) If a radio is selected as a nav source on the FGCP, the FMS selects automatically the MAN mode and the AUTO mode is forbidden. An attempt to select AUTO displays the following message in the scratchpad:
NOT ALLOWED d) If DME is not operating in normal mode, the FMS selects automatically the MAN mode. e) When NAV1 or NAV2 are in the AUTO mode, priority is given to the navaid recommended by the current procedure, or defining in the active leg (if applicable).
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3.3.6.2 NEAREST page The user accesses to the NEAREST (VHF NAVAIDS) page by pressing the NEAREST Lsk from the NAV FRQ resp. page. The user can also call up this page by pressing the VHF NAV Lsk from the NEAREST (NDB NAVAIDS) page. This page displays the list of the 20 nearest VHF navaids belonging to the standard and pilot data, sorted out by growing distance order. On each line, the navaid identifier, its type, frequency, the calculation of bearing and distance from the FMS position are shown. Nearest VHF NAVAIDS are displayed, using the following abbreviations: V : VOR VD : VOR/DME VT : VOR TACAN D : DME T : TACAN LD : LOC/DME ID : ILS/DME IT : ILS/TACAN
The user accesses to the NEAREST (NDB NAVAIDS) page by pressing the NDB NAV Lsk from the NEAREST (VHF NAVAIDS) page. This page displays the list of the 20 nearest NDB navaids belonging to the standard data, sorted out by growing distance order. On each line, the navaid identifier, its frequency, the calculation of bearing and distance from the FMS position are shown.
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− − − − − − − −
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3.3.6.3 DESELECTED NAVAIDS page The user accesses to the DESELECTED NAVAIDS page by pressing the DESELECT Lsk from the NAV FRQ page.
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The user can deselect a navaid by entering the corresponding identifier then pressing the [ Lsk.
]
If the identifier corresponds to several navaids, the DUPLICATE page is then dis-played to choose the desired navaid. If [ ] Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard and pilot VHF navaids filter.
CAUTION: The deselected navaids are not removed from the nearest list so a deselected navaid can still be manually selected and tuned but will be not used for radio navigation based localisation and its identifier will be dashed on the NAV FREQ page.
Note: a) The user can deselect up to 10 navaids. b) Navaids are deselected from the BCP position computation and from the autotuning. c) The deselected navaids list is deleted after a power on, on ground. d) The deselected navaids list is cleared when a swap of standard database is performed. e) It is not possible to deselect a NDB navaid.
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3.3.7 MESSAGE 3.3.7.1 MESSAGE page The user accesses to the MESSAGE page by pressing the MSG key
On the MESSAGE page, the messages are sorted out in the list, by priority order.
The NEXT / PREV key allows accessing to the following / previous pages.
> CLEAR : This prompt allows masking or clearing the corresponding alert.
Note: There is no harmonization between the 2 FMC for alarm clearing. Thus, the alert is only masked or cleared on the side where the CLEAR action has been performed and remains displayed on the other MCDU (in case of a common alert).
MSG RECALL < : This prompt allows unmasking the alerts previously masked by a clear action.
Note: The message code in the title line is always refreshed, but the list of messages is not refreshed as long as the MESSAGE page is displayed. This page allows performing also the following actions specific to each message and described into "ABNORMAL PROCEDURES / Failures" :
CHECK > : Accessing to another MCDU page to check some data
INSERT > : Accessing to another MCDU page to insert missing data
UPDATE > : Accessing to another MCDU page to update some data
SAVE > : Accessing to DATA MENU page to save the user data
CTK > : Accessing to the BITE page to initiate cross talk
CHANGE > : Accessing to another MCDU page to change some data
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When there is at least one message alert, the MCDU annunciator MSG is illuminated, and the code of the highest priority message is displayed in reverse video in the title line.
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3.3.8 MARK 3.3.8.1 MARK page The user accesses to the MARK by pressing the MRK key on the MCDU. The page allows marking the present position by creating a new pilot waypoint. The position and time (L for local, Z for UTC), at the moment when the user pressed the MRK key, are displayed in this page. The new waypoint ident is the first available begining by "MK": MK001, MK002,… If the memory is full, the following message is displayed in the scratchpad line: MEMORY FULL
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note: The user shall initiate a DATA SAVE to transfer the new waypoint data in compact flash (refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Database operation / Saving data") in order to recover these data after power cycle.
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This page also allows the user to perform the following actions:
UPD AT /BRG / DIST LAT/LONG : Updating the position by entering the new position defined by:
− − −
Entering the identifier of the database then pressing the UPD AT Lsk. Entering the position latitude / longitude then pressing the LAT/LON Lsk Entering the position relative to a database fix by entering the identifier point, bearing, and distance from this fix then pressing the UPD AT / BRG / DIST Lsk.
When UPD AT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with filter “ALL”. Note: If the distance between the update and frozen position exceeds 100 NM, the update command is rejected. After update, the position of updating point (LAT/LON) and the discrepancy (∆POS) from this point to the frozen position are displayed.
The user shall press the exec key to confirm the update.
The update concerns all navigation sources whatever the selected navigation mode.
NAVIGATION SOURCE ACTION AT UPDATE
GPS Position initialization command sent to GPS
BCP Position reinitialization
< RETURN : This prompt allows returning to the previous page.
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CAUTION: It is recommended to check carefully the discrepancy between the frozen and update position, because the update is irreversible.
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3.3.9 DATA 3.3.9.1 DATA MENU page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The user accesses to the DATA MENU page by pressing the DATA key on MCDU. This page allows accessing to the different DATA pages or saving the user data and the secondary flight plan.
INIT < : This prompt allows accessing to the INIT page.
SAVE < : This prompt allows saving the user data (pilot and company databases) and the secondary flight plan in compact flash memory on both FMCin order to recover them after a power off.
During saving, the following message is displayed in reverse vide in the scratchpad.
XFER DATA IN PROGRESS Note: If for any reason the data save fails (missing compact flash, corrupted data...), the following message is displayed in the scratchpad:
XFER FAIL
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3.3.9.2 DATABASE page The user accesses to the DATABASE page by pressing the DATA key, then the DATABASE Lsk.
This page allows performing the following actions :
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STANDARD AIRPORT : Accessing to the STD APT page. STANDARD NAVAID : Accessing to the STD NAVAID page. STANDARD WAYPOINT : Accessing to the STD WPT page. STANDARD NDB : Accessing to the STD NDB page. STANDARD CO-ROUTE : Accessing to the STD DATA page (CO-ROUTE). PILOT AIRPORT : Accessing to the PILOT DATA page (AIRPORTS). PILOT NAVAID : Accessing to the PILOT DATA page (NAVAIDS). PILOT WAYPOINT : Accessing to the PILOT DATA page (WAYPOINTS) PILOT ROUTE : Accessing to the PILOT DATA page (ROUTE).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
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3.3.9.3 NAV DATA page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The user accesses to the NAV DATA page by pressing the DATA key then the NAV DATA Lsk.
The page displays the name of the standard database with its expiration date, the name of the additional standard database with its expiration date, the name of the company database with its last date of modification and the name of the pilot data with its last date of mod-ification. Note: a) A star character “ * ” is displayed beside the used standard database. b) When there is no additional standard database loaded in the FMC, the corresponding line is blank. c) When the used standard database is expired, its expiration date field is displayed in amber. d) When the additional standard database is expired, its expiration date field is displayed in amber. e) When a data is not available, "(NO DATA)" is displayed in the name field and the corresponding date field is dashed. f)
After a long power cut in flight, FMC uploads the last used standard database.
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3.3.9.4 NEW DATA page When inserting in a flight plan a fix identifier which does not belong to the standard or pilot database, the NEW DATA page is displayed, with the type of pilot data and the number of remaining slots.
Note: This page is displayed only if the inserted identifier is compliant with several fix types. The FMS assumes that a waypoint identifier is maximum 5 characters long, a navaid or an airport is maximum 4 characters long. Therefore, if a five characters ident is entered and if this point does not correspond to any data in the databases, the FMS automatically access the PLT WPT page in order to allow the crew to create this point.
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This page allows creating a new pilot data (waypoint, airport or navaid) by pressing the Lsk beside the desired type of data to create.
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3.3.9.5 DATA LIST page The user accesses to the DATA LIST page by pressing twice the DATA key from the MCDU.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The user can also access to this page from several other pages by following a specific sequence described on the description of the concerned pages.
Data are displayed in alphanumerical order according to scratchpad entry. Several filters are available: − − − − −
ALL APT VHF NAV WPT NDB NAV
for all the data of the standard and pilot databases, for all the airports of the standard and pilot databases, for all the VHF navaids of the standard and pilot databases, for all the waypoints of the standard and pilot databases, for all the standard NDB navaids.
Note: a) Filter field may not be available depending on DATA LIST page access. b) Filters apply on standard database items only when DATA LIST page is accessed from COMPANY ROUTE page.
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The features displayed are: − − − − −
Name associated to fix (if existing). Identifier of the fix LAT/LON abbreviation. Country code TYPE of fix: ♦ WPT : Enroute waypoint ♦ TWPT : Terminal waypoint ♦ APT : Airport ♦ NDB : Enroute NDB ♦ TNDB : Terminal NDB ♦ VOR, VORDME, VORTAC, ILS, ILSDME, ILSTAC, LOC, LOCDME, DME, TACAN: VHF navaid
The user can display the standard or pilot database page corresponding to the selected item by pressing the right Lsk next to the desired item.
< RETURN : This prompt allows returning to the previous page.
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Note: ILS type contains ILS Localizer only (No glideslope) and ILS Localizer/MLS/GLS (category I, II and III) but also contains localizer installation such as IGS facility, LDA facility (with or without glideslope) and SDF facility (with or without glideslope).
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3.3.9.6 PILOT DATA page (AIRPORTS) The user accesses to the PILOT DATA (AIRPORTS) page by pressing the DATA key then DATABASE Lsk, then AIRPORT Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The PILOT DATA (AIRPORTS) page displays the list of the pilot airports identifiers and the number of remaining slots. The displayed list is limited to the airports which identifiers begin with the characters entered in the scratchpad. The whole list is displayed when the scratchpad is empty.
The user can select a data to consult, modify or rename by pressing the Lsk near the desired identifier. The corresponding PLT APT page is displayed, and its content can be modified.
Note: If the data is used in the active, temporary or secondary flight plan or in a route, modification or deletion is impossible. The symbol used appears in reverse video in the PLT APT page.
NEW > : This prompt allows accessing to an empty PLT APT page to fill in to create a new pilot airport.
Note: a) This prompt is displayed only if at least one slot is free (number of free slots is displayed on the bottom right of the page). b) It is forbidden to create two data with the same type and the same identifier. In this case, the following message is displayed in the scratchpad line:
IDENT ALREADY USED
< RETURN : This prompt allows returning to the previous page.
The user can delete a databy performing a CLEAR action on the identifier of the data to delete, then pressing EXEC to confirm the deletion.
Note: After modifying or clearing a pilot airport, the alarm DTA is triggered to perform a save of data (if required).
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3.3.9.7 PILOT DATA page (ROUTE) The user accesses to the PILOT DATA (ROUTE) page by pressing the DATA key then DATABASE Lsk, then ROUTE Lsk. The PILOT DATA (ROUTE) page displays the list of the pilot routes identifiers and their optional departure and arrival airports. The displayed list is limited to the routes which identifiers begin with the characters entered in the scratchpad. The whole list is displayed when the scratchpad is empty. Note: If a route contains fixes, airways or procedures that are no more in the Standard Database, the route identifier is displayed in amber.
The PREV / NEXT key allows accessing to the previous/next routes identifiers, by circular permutation.
The user can delete a route by pressing the CLR key, then pressing the Lsk beside the identifier of the route to delete, then PRESS EXEC key to confirm the deletion.
The user can rename a route by pressing the Lsk beside the desired route identifier to display the PILOT DATA ROUTE page then entering the new name preceded by "-" in the IDENT field.
Note: After renaming or erasing pilot route, the alarm DTA is triggered to perform a save of data (if required).
< CO-ROUTE : This prompt allows accessing to the STD DATA page (CO-ROUTE).
NEW > : This prompt allows accessing to an empty PLT ROUTE page to fill in to create a new route.
Note: This prompt is displayed only if at least one slot is free. The number of free slots is displayed on the bottom right of the page.
< RETURN : This prompt allows returning to the previous page.
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3.3.9.8 PILOT DATA page (NAVAIDS) The user accesses to the PILOT DATA (NAVAIDS) page by pressing the DATA key then DATABASE Lsk, then NAVAIDS Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The PILOT DATA (NAVAIDS) page displays the list of the navaids identifiers. The displayed list is limited to the the navaids which identifiers begin with the characters entered in the scratchpad. The whole list is displayed when the scratchpad is empty.
3.3.9.9 STD DATA page (CO-ROUTE) The user accesses to the STD DATA page (CO-ROUTE) by pressing DATA key then DATABASE > Lsk from the DATA page then pressing < CO-ROUTE Lsk. The STD DATA (CO-ROUTE) page displays the list of the company route identifiers and their optional departure and arrival airports. The displayed list is limited to the the company routes which identifiers begin with the characters entered in the scratchpad. The whole list is displayed when the scratchpad is empty. Note: If a route contains fixes, airways or procedures that are no more in the Standard Database, the route identifier is displayed in amber.
The PREV / NEXT key allows accessing to the previous/next routes identifiers, by circular permutation.
CODE - - - - < : This prompt allows entering the code allowing editing, creating or deleting the company routes.
The authorized user only can delete a route by pressing the CLR key, then pressing the Lsk beside the identifier of the route to delete, then pressing EXEC key to confirm the deletion.
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The authorized user only can rename a route by pressing the Lsk beside the desired route identifier to display the PILOT DATA ROUTE page then entering the new name preceded by "-" in the IDENT field.
< PLT ROUTE : This prompt allows accessing to the PILOT DATA page (ROUTE).
Note: After renaming or erasing company route, the alarm DTA is triggered to perform a save of data (if required).
3.3.9.10
STD APT page
The user accesses to the STD APT page by pressing AIRPORT Lsk from the DATABASE page.
IDENT :
LAT/LONG : Standard airport latitude and longitude
ELEVATION : Standard airport elevation.
MAG VAR : Standard airport magnetic variation.
MAX RWY : Standard airport maximum runway length.
NAME :
Standard airport identification and country code.
Standard airport name (limited to 15 characters).
When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard airports filter.
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When the IDENT field is filled, the features of the airport are displayed :
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STD NAVAID page
The user accesses to the STD NAVAID page by pressing NAVAID Lsk from the DATABASE page.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
When the IDENT field is filled, the features of the navaid are displayed :
IDENT :
CHL/FREQ :
TYPE : Standard navaid type : VOR, VORDME, VORTAC, DME, ILS, ILSDME, ILSTAC, LOC, LOCDME, TACAN.
Standard navaid identification and country code. Standard navaid channel and frequency.
Note: ILS type contains ILS Localizer only (No glideslope) and ILS Localizer/MLS/GLS (category I, II and III) but also contains localizer installation such as IGS facility, LDA facility (with or without glideslope) and SDF facility (with or without glideslope).
FOM : Standard navaid figure of merit: TERM (Terminal), LOW (Low Altitude), HIGH (High Altitude), EXT (Extended range).
ELEVATION : Standard navaid elevation.
LAT/LONG : Standard navaid latitude and longitude.
DECLN : Standard navaid station declinaison (antenna update).
NAME :
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Standard navaid name (limited to 15 characters).
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Note: a) For ILS or LOC navaids, CHL, FOM, DECLN are not displayed and NAME is replaced by the airport RUNWAY associated to this navaid. b) For VORDME or VORTAC not collocated, LAT/LONG is filled with the VOR latitude and longitude and an indication "(VOR)" is displayed next to LAT/LONG ident, and ELEVATION is filled with the DME or TACAN elevation and an indication "(DME)" or "(TAC)" is displayed next to ELEVATION ident. c) For ILSDME, ILSTAC and LOCDME, only the DME or TACAN features are displayed. When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard navaids filter.
3.3.9.12
STD WPT page
The user accesses to the STD WPT page by pressing WAYPOINT Lsk from the DATABASE page.
IDENT :
Standard waypoint identification and country code.
TYPE :
Standard waypoint type :
− −
WPT : Enroute waypoint. TWPT : Terminal waypoint.
APT :
LAT/LONG : Standard waypoint latitude and longitude
Associated airport for terminal waypoint
When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard waypoints filter.
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When the IDENT field is filled, the features are displayed :
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STD NDB navaid page
The user accesses to the STD NDB page by pressing NDB Lsk from the DATABASE page.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
When the IDENT field is filled, the features are displayed :
IDENT :
Standard NDB navaid identification and country code.
FREQ :
Standard NDB navaid frequency
TYPE :
Standard NDB navaid type : NDB :
Enroute NDB.
TNDB : Terminal NDB.
APT :
LAT/LONG. : Standard NDB navaid latitude and longitude.
Associated airport for terminal NDB navaid.
When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard NDB filter.
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PLT ROUTE page
The user accesses to the PLT ROUTE page by pressing Lsk beside the desired route identifier from the PILOT DATA ROUTE page. The PLT ROUTE page contains the following fields:
IDENT :
FROM/TO : Departure and arrival airports (optional).
List of elements of the route (with FROM and TO airports) and the path between elements (*).
Pilot route identifier.
(*) between two waypoints, the path displayed is "bearing/distance". (*) If the route contains a departure procedure with SID (resp. SID and TRANS), a field with the SID identifier (resp. "SID / TRANS" identifiers) is displayed in reverse video between the departure runway and the last fix of the departure procedure. The departure airport identifier is followed by the three last characters of the runway identification.
(*) If the route contains an arrival procedure with STAR (resp. TRANS and STAR), a field with the STAR identifier (resp. "TRANS / STAR" identifiers) is displayed in reverse video after the first fix of the arrival procedure. (*) If the route contains an approach procedure with APP (resp. VIA and APP), a field with the APP identifier (resp. "VIA / APP" identifiers) is displayed in reverse video after the first fix of the arrival procedure or following the TRANS/STAR identifier if defined. Note: When the arrival procedure contains "VIA / APP" and "TRANS / STAR", a blank line separates the identifiers (see second page example herebelow)
Pilot route from LFBO to LFLL with airway segments UN260 & Z1.
Pilot route from LFBT to LFBO with departure procedure (SID AUCH1N and TRANS AGN) and arrival procedure (STAR AFRI2L, VIA ADIMA and APP I15L).
The user can display the characteristics of an element of the route by pressing the Lsk beside it (Standard Airport/Navaid/Waypoint/NDB page) or accessing to the procedure page.
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(*) If the route contains airway segments, a VIA field followed by the airway identifier in reverse video is displayed between the FROM and TO fix identification.
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Note: a) Each route contains up to 50 elements. b) There is no discontinuity in a route. c) If a route contains inconsistent data (fixes, airways or procedures that do not exist in the database), the route identifier and the concerned inconsistent data are displayed in amber.
CAUTION: If a route contains airway and/or procedure portions, the crew must check that it is compliant with flight plan capacity (100 legs).
The user can scroll left or right within the list of elements of the route by pressing the “< - - - -” or “- - - - >” Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note:
"< - - - -" or "- - - - >" is displayed only if the route contains more than 6 elements.
The user can delete a fix of the route by performing a CLEAR action on the desired fix, except departure or arrival airport displayed in route list. After the deletion of a fix, the following fixes go back up and : − − −
If the fix is the FROM fix or the TO fix of an airway segment, the associated airway is also removed. If the fix is the last fix of a departure procedure, the associated procedure is also removed. If the fix is the first fix of an arrival procedure, the associated procedure is also removed.
Note: When inserting a fix, if several data with the same identifier are found, the DUPLICATE page is displayed to choose the desired data, if the fix is not in the standard or the pilot database the NEW DATA page is displayed.
The user can add a known airway segment by entering its identifier then ‘/’ then the TO fix identifier on the Lsk following the FROM fix Lsk. The TO fix is then inserted under the FROM fix, the following fixes are shifted down to the list and the airway ident is displayed between the FROM fix and TO fix (see screenshot)
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The user can also select a airway among the list of the airways known in the standard database by pressing the Lsk with “/” scratchpad to display the AIRWAY LIST page.
Note: a) If the entered airway does not exist in standard database or if the airway exists but does not contains the FROM fix, the following message is displayed in the scratchpad line:
NOT IN DATABASE b) If the entered TO fix is invalid (i.e. does not exist in standard database, or does not belong to the airway, or is identical to the FROM fix), the following message is displayed in the scratchpad line:
NOT IN DATABASE c) If “/” is entered but the FROM fix does not belong to any airway, the following message is displayed in the scratchpad line:
NOT ALLOWED The user can add a departure procedure by pressing the Lsk beside the departure airport ident.
The user can modify a departure procedure by pressing the Lsk beside the departure airport ident or beside the last fix of the departure procedure.
The user can add an arrival procedure by pressing the Lsk beside the arrival airport ident.
The user can modify an arrival procedure by pressing the Lsk beside the arrival airport ident or beside the first fix of the arrival procedure or beside the Lsk between TRANS/STAR ident and VIA/APP ident.
Note: a) Departure (resp. arrival) procedure insertion is only possible when departure (resp. arrival) airport is a standard database airport. b) Moving waypoint can not be inserted in a route. c) After modifications, in order to recover the same pilot route after a power off, the alarm DTA is triggered to perform a save of data. d) When the maximum route capacity is reached, the following message is displayed in the scratchpad line:
MEMORY FULL
ROUTE SELECT > : This prompt allows selecting the current route or going to the ROUTE SEL page.
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PLT APT page
The user accesses to the PLT APT page by selecting a pilot airport among the displayed list from the PILOT DATA page (AIRPORTS) or from the DATA LIST page.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The user can also access to this page from several other pages by following a specific sequence described on the description of the concerned pages.
This page contains the following parameters :
IDENT : Pilot airport identifier.
USED : In reverse video if the airport is used in the active, temporary or secondary flight plan, in normal video if used in a pilot route, not displayed otherwise.
LAT/LONG : Pilot airport latitude and longitude.
ELEVATION : Pilot airport elevation.
MAG VAR : Pilot airport magnetic variation.
RWY LNG : Pilot airport runway length.
NAME : Pilot airport name (limited to 15 characters).
RWY AXIS : Pilot airport runway axis.
FPA : Pilot airport recommanded flight path angle.
If MAG VAR is filled, the runway axis (RWY AXIS) is magnetic referenced (°M is displayed after the axis value); Otherwise the runway axis is true referenced (°T is displayed after the axis value).
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PLT NAVAID page
The user accesses to the PLT NAVAID page by selecting a pilot navaid among the displayed list from the PILOT DATA page (NAVAIDS) or from the DATA LIST page. The user can also access to this page from several other pages by following a specific sequence described on the description of the concerned pages.
IDENT : Pilot navaid identification.
USED : In reverse video if the navaid is used in the active, temporary or secondary flight plan, in normal video if used in a pilot route, not displayed otherwise.
CHL/FREQ : Pilot navaid channel and frequency.
TYPE : Pilot navaid type : VOR, TAC, DME, VORTAC, VORDME.
FOM : Pilot navaid figure of merit : TERM (Terminal), LOW (Low Altitude), HIGH (High Altitude), EXT (Extended range).
LAT/LONG : Pilot navaid latitude and longitude.
ELEVATION : Pilot navaid elevation.
DECLN : Pilot navaid station declination (antenna update).
NAME : Pilot navaid name (limited to 15 characters).
When creating or modifying a pilot navaid, the content of TYPE and FOM can be changed by pressing successively on Lsk near their field, until to obtain the desired parameter. Note: Either the channel or the frequency has to be entered. The channel insertion is a three digits followed by X or Y (e.g. 074Y).
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This page contains the following parameters :
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PLT WPT page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
This page contains the following parameters :
IDENT : Pilot waypoint identification.
USED : In reverse video if the waypoint is used in the active, temporary or secondary flight plan, in normal video if used in a pilot route, not displayed otherwise.
SPD VECTOR : Track and speed of the waypoint. If non null values are inserted, the waypoint becomes a moving waypoint.
LAT/LONG : Pilot waypoint latitude and longitude.
NAME : Pilot waypoint name (limited to 15 characters).
When creating or modifying a pilot waypoint, its coordinates can be entered by :
LAT/LONG : This field allows entering the latitude and longitude values.
PLACE / BRG / DIST : This field allows entering a position relative to a database fix by entering fix identifier, bearing and distance from the reference fix.
PLACE / BRG1 / PLACE / BRG2 : This field allows enteringa position relative to 2 database fixes by entering first fix identifier, bearing from the first fix, second fix identifier, bearing from the second fix.
SPD VECTOR : This field allows entering or modifying a speed vector (track angle/speed) for a moving waypoint.
The user can clear the speed by performing a CLEAR action on the SPD VECTOR. If the speed vector is cleared, the moving waypoint becomes a fix waypoint
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Note: a) Fixes used to build the pilot waypoint are Standard or Pilot data. b) When position is computed, the PLACE/BRG/DIST or the PLACE/ BRG1/PLACE/BRG2 is not memorized. c) Bearing inputs must be performed in TRUE reference (T display). d) A moving waypoint can only be created by : DATABASE/PILOT WPT or DIRECT TO/NEW DATA/PILOT WPT. Otherwise, the following message is displayed in the scratchpad line while creating the moving waypoint:
NOT ALLOWED
3.3.9.18
Duplicate page
This page is displayed when several data with the same identifier are found.
Abbreviation of their horizontal position, the first three characters of the latitude and the first four characters of the longitude.
Country code.
Fix type : − − − − − − −
WPT : Waypoint. TWPT : Terminal waypoint. APT : Airport. NAV : VHF Navaid. NDB : Enroute NDB Navaid. TNDB : Terminal NDB Navaid. ILS : Localizer and Glide.
The frequency of VHF navaids and ILS.
The NEXT / PREV key allows displaying the next/previous fix.
The user can select a data by pressing the Lsk next to the desired data identifier.
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This page contains up to 20 fixes sorted out by growing distance with the following information :
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3.3.10 STATUS 3.3.10.1
FUEL FLOW page
The user accesses to the FUEL FLOW page by pressing the data key, then STATUS Lsk, then FUEL FLOW Lsk. The user can also access to this page by pressing the DATA key, then INIT Lsk, then WEIGHT Lsk, then FUEL FLOW Lsk (from the WEIGHT page). The following parameters are displayed :
ENG1 and ENG2 : Fuel flow provided by the flow meter of each engine. If a fuel flow is null or unknown, the corresponding field is dashed.
TOTAL COnsumption : Global comsumption computed per hour and per nautic mile. if one of the fuel flow is unknown (dashed) the total consumption is also dashed.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Entered values are displayed in large font whereas values from the fuel flow meters are displayed in small font.
CAUTION: The entered fuel flows are used for predictions (computation of EFOB along the flight plan) and for updating the current FOB. If fuel flow are entered as the fuel flow meters are not available, the entered values are still used even if the fuel flow meters become available. The entered fuel flow are automatically canceled only after each end of flight cycle. Note: The maximum value of the fuel flow (TOTAL CONSUMPTION) that can be entered is 1300 kg/h (2866 lb/h).
The user can cancel the entered value and restore the value provided by the fuel flow meter (small font) by performing a CLEAR action on the corresponding field.
Fuel flows provided by the flow meters
Note:
ENG1 fuel flows entered and ENG2 null or unknown
Without engine fuel flow (dashed), fuel predictions (EFOB) are not available (dashed).
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3.3.10.2
SENSOR STS page
The user accesses to the SENSOR STS page by pressing the DATA key, then STATUS Lsk, then SENSOR STS Lsk.
This page displays status and mode of sensors.
For all status 0 means normal, 1 means failed GPS1 (Resp GPS2) Status
0 0 0 GPS receiver
GPS Sensor
GPS Radio-Frequency
GPS MODE: − − − − − − −
INIT : Initialization, the GPS receiver is initializing time and position information. ACQ : Acquisition, the receiver is tracking satellites. NAV : Navigation, 3D position and time are provided. ALT : Altitude/Clock aiding. The GPS receiver uses FMS informations of altitude or clock to perform a 3D localization. RAIM is not available. TEST : Self Test AIDED : The receiver uses external speed to update its position (until enough satellites can be received). FAULT : GPS failure.
ACS : Autopilot Coupled Side
− −
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1: Autopilot is coupled with left side navigation source 2: Autopilot is coupled with right side navigation source
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A star character “ * ” besides a GPS sensor indicates that this sensor is activated, monitored by the FMS.
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FMS BITE page
The user accesses to this page by pressing the DATA key, then the STATUS Lsk., then FMS BITE Lsk
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
This page displays the following data :
FMM1 / FMM2 : FMC identification according to the side: FMM1 (left side) / FMM2 (right side).
The cross talk status is displayed with the following values : − −
The active FMC status is displayed with the following values : − −
DUAL if the cross talk status is dual IND if the cross talk status is single
ACT if the FMC is the active FMC (side coupled with autopilot) Blank otherwise.
FMC status: Results of the FMC CBIT (Continuous Built In Test). For all status : 0 means normal, 1 means failed.
000000000000 bit 12 Bit number
Function
12 11 10* 9
Pilot database integrity test Used standard database integrity test Pilot data consistency with used standard database test System configuration table integrity test Performance data integrity test Magnetic variation data integrity test Company route data integrity test Company route data consistency test Additional standard database integrity test
8 7 6 5* 4* 3 2 1
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* : bits for provision always set to 0.
> CTK INIT : This prompt is displayed if the FMC is the inactive FMC (side not selected as FM navigation source).
If the prompt is present, the user can manually initiate the cross talk intiialization. The message "PRESS EXEC TO CONFIRM" is displayed in the scratchpad and the EXEC annunciator is illuminated. The CTK INIT prompt is then displayed in reverse video. The user confirms by pressing the EXEC key to start the cross talk initialization. A long power interruption of the slave FMC is commanded. After this power interruption, the user has to select the FMC on the MCDU. Note: This command is different from the command CTK INIT (Lsk Ri) that may be possible on active FMC (refer to Message page - CTK alert): In this case, the CTK is initialized on the active FMC and doesn’t powered off any FMC. MCDU : MCDU status
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
000000000000000000 bit 18
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Bit number
Function
18 17* 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1
MCDU Status Port 1 Receiver Port 1 Data input Port 2 Receiver Port 2 Data input Port 3 Receiver Port 3 Data input Port 4 Receiver Port 4 Data input Port 5 Receiver Port 5 Data input Port 6 Receiver Port 6 Data input Port 7 Receiver Port 7 Data input Port 8 Receiver Port 8 Data input
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* : bit not displayed (blank). Note:
Data inputs for ports 3 to 8 are provisions and always set to 0.
SW : Software part number
3.3.10.4
DISCRETES page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The user accesses to this page by pressing the DATA key, then the STATUS Lsk., then the discretes Lsk.
0000000000000000000 bit 19
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bit 1
Bit number
Definition
19** 18** 17** 16 15* 14** 13** 12** 11 10* 9** 8** 7 6 5* 4**
IAD side Data zeroize FMS status FMS on bench test mode -
Status
0: Side 1 / 1: Side 2
0: false / 1: true
0: normal / 1: simulator 0: false / 1: true
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Bit number
Definition
Status
3** 2** 1
Weight On Wheel
0: in flight / 1: on ground
Note: a) * : bits not displayed (blank). b) ** : bits for provision always set to 0.
3.3.10.5
AIR / RA page
The user accesses to the AIR/RA page by pressing DATA key then STATUS Lsk then AIR/RA Lsk.
− − − − − − − − Note:
IAS : Indicated Air Speed. TAS : True Air Speed. Vz : Barometric Vertical speed. ZP : Standard altitude. ZC :Barometric Corrected altitude. SAT : Static Air Temperature. TAT : Total Air Temperature. RHT : Radioaltimetric Height.
The barometric setting is adjusted manually by the crew on the ICP.
When air parameters from both ADU are invalid, speed (IAS), altitude (ZC) and temperature (TAT) are displayed in cyan font and have to be inserted in order to keep the FMS computations of performances, predictions and guidance:
Nominal mode
Note:
Degraded mode
In this degraded mode: TAS=IAS, ZP=ZC, SAT= ISA SAT.
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This page displays the following data from the ADU1 (or ADU2) and Radio Altimeter 1 (or Radio Altimeter 2):
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HDG / ATT page
The user accesses to the AIR/RA page by pressing DATA key then STATUS Lsk then HDG/ATT Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
This page displays attitude and heading parameters of both sides: − − −
ROLL PITCH HDG
Following the heading parameter value, an indication displays the heading reference used : − −
“T” for the true heading “M” for the magnetic heading
VAR : This field indicates the type of the magnetic variation (MAG VAR) used depending on the magnetic heading source.
VAR XXXXXXXX: Magnetic variation computed with the FMS position. XXXXXXXX is the model name.
IGRF2005 stands for the International Geomagnetic Reference Field model of Year 2005.
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VAR MANUAL: Magnetic variation inserted by the crew.
Note: a) The star character “*” indicates the selected side. b) Refer to "ABNORMAL PROCEDURES / Operational Checking" chapter for the uploading of the earth magnetic variation model.
VAR : This field displays the magnetic variation that can be overwriten by entering a new value (E or W for the sign) then pressing the Lsk. "VAR MANUAL" is then displayed.
A CLEAR action on MANUAL Lsk restores the value provided by the magnetic model.
HDG REF : This field allows selecting the Heading Reference.
c) By default, the heading reference is set to MAG when engaging navigation.
CAUTION: The IGRF model is usually updated every 5 years. For the update of the IGRF model used by the FMC for magnetic variation computation, it is necessary to contact THALES AVIONICS.
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d) If the heading is dashed, in order to keep navigation and predictions, the user can enter the heading of the navigation, on NAV HDG Lsk, in the reference (MAG or TRUE) of the FMS.
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FLIGHT PHASE RELATED PROCEDURES
4.1 PREFLIGHT 4.1.1 FMS INITIALISATION 4.1.1.1 Power-on
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
INSERT a Compact Flash with the desired data in the compact Flash reader. CAUTION: Database upload from the compact flash is done at each cold start. Thus, if the compact flash is missing or no database is present in the compact flash when starting the IAD, FMC will not have any database to work with. Power on the IAD and the MCDU.
If the MCDU MENU page is displayed
PRESS the Lsk beside the desired FMS name to select it.
Refer to "PILOT INTERFACE / MCDU interface / MENU page" for more details. Note: The display of the FMS prompts on the MENU page is not immediate; it can take up to 20 seconds.
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CHECK the data of the selected FMS. Refer to "PILOT INTERFACE / MCDU pages description / Power On page".
Verify carefully the A/C configuration, the ident and validity of the used Standard Database. A/C configuration: Identification by CRC of Sys. Conf. and name of Perf. Data
If the date of the active standard database does not match the clock date (expiration date displayed in amber):
CHECK the period of validity in the second database and select it if necessary. Refer to the chapter "MULTI PHASE RELATED PROCEDURES / Other functions / Database operation / Standard database selection" for the relevant procedure.
Verify carefully that CONF DATA and NAV DATA test status are passed. If at least one test status is FAIL (amber font), the prompt FMS BITE > is displayed:
PRESS the LSK next to the FMS BITE > prompt to identify the cause of failed test. Refer to "ABNORMAL PROCEDURES / Operational Checking" chapter for more details on the relevant procedure.
If both test status are OK (green font), the prompt INIT > is displayed:
Use BRT keys to adjust the brightness of the MCDU screen.
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4.1.1.2 Date/Time Initialization PRESS INIT Lsk from the "Power On" page or PRESS DATA key and INIT Lsk from the DATA page. The date and time used by the FMS are displayed: (GPS) means that those data are coming from the GPS sensor.
(FMS) means that those data are provided by the internal clock of the FMC. In that case, DATE and UTC values are displayed in cyan font.
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CHECK date and time
To adjust it (if necessary):
ENTER the new values on DATE and UTC Lsk.
Refer to chapter "PILOT INTERFACE / MCDU interface / Data Entry" for details on the entry format.
CAUTION: When the database is expired (expiration date displayed in amber font), the use of the standard database is possible but has to be avoided. ENTER on DIFF Lsk, the time difference between local time and UTC time. Refer to "PILOT INTERFACE / MCDU interface / Data Entry" for details on the format Note: When the time DIFF is different from zero, all times are displayed on MCDU and ND using the local time, except when explicitly indicated in Z (Zulu). This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Use the T/O TIME L Lsk to enter the scheduled Take-off time. Note:
T/O TIME is the starting time used for the predictions computation.
4.1.1.3 Position initialization PRESS POS INIT Lsk to access to the POS INIT page.
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PRESS SENSOR STS > Lsk. CHECK on the SENSOR STS page that the GPS mode is ACQ. PRESS < RETURN to return to the POS INIT page. SELECT the initial position among GPS position, last known position, position of a database fix or entered position:
GPS position :
PRESS GPS POS Lsk. Last position :
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PRESS LAST POS Lsk. Position of a fix of the database:
ENTER the identifier on WPT Lsk.
PRESS WPT POS Lsk
User defined position
ENTER the latitude, longitude on INIT POS Lsk.
Note: There is no prompt beside the Lsk if the initialization by the corresponding position is not allowed. If the Lsk is pressed, the message NO ACTION DEFINED is displayed in the scratchpad line. When the initialization position is valid, the SENSOR INIT prompt is displayed.
PRESS SENSOR INIT Lsk to initialize the BCP (Best Computed Position) and the GPS sensor position.
PRESS SENSOR STS Lsk The SENSOR STS page is displayed. Note:
A ”*” character is displayed beside the used sensor headers.
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4.1.1.4 Checking navigation database PRESS DATA key. PRESS NAV DATA Lsk.
Note: a) When a standard database is expired, the expiration date field is displayed in amber. b) A star character “ * ” is displayed beside the used standard database.
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The page displays the name of the standard database with its expiration date, the name of the additional standard database with its expiration date, the name of the company database with its last date of modification and the name of the pilot data with its last date of mod-ification.
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4.1.1.5 Checking units PRESS UNITS Lsk on INIT page, or PRESS DATA key and UNITS Lsk.
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PRESS the Lsk beside the parameter to select the desired unit. The selected unit is displayed in large green font. The other selectable unit(s) is(are) displayed in small cyan font. Note: Selectable units are HEADING, ALTITUDE, DATUM, TEMP and BARO SET. Their default values are MAG, FT, WGS84, °C and INHG.
COCKPIT: Selected altitude unit is provided for display purpose.
For DATUM selection refer to "PILOT INTERFACE / MCDU pages description / INITIALIZATION / DATUM page".
PRESS RETURN Lsk to return to the previous page.
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4.1.1.6 Navigation mode selection PRESS PROG key then PREV key (or PRESS PROG key 3 times) The navigation mode that provides position, wind and ground speed can be selected by the crew. The available navigation modes are BCP (Best Computed Position) and GPS (Global Positioning System).
North
GPS Position
0.22Nm
0.10 Nm
FMS1 BCP N45°12.34 E002°21.44 Discrepancy between FMS1 and GPS positions (Bearing / Distance)
Discrepancy between FMS1 and FMS2 positions (Bearing / Distrance)
The PROG 3/3 page is displayed with the following parameters:
the position (coordinates) provided by the selected navigation mode (displayed in green).
the position discrepancy between the selected mode and the other mode(s).
the 95% confidence horizontal position accuracy, EPE (Estimated Position Error ), of each navigation mode.
the discrepancy from the FMS position to the opposite FMS position.
Note:
At power up the BCP is the mode selected by default.
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FMS2 Position
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On the PROG 3/3 page, PRESS the Lsk near the desired navigation mode
Example of GPS NAV page
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The parameters of this navigation mode are displayed. Note: Refer to "PILOT INTERFACE / MCDU pages description / PROGRESS / GPS NAV page", for description of the displayed parameters.
PRESS SELECT Lsk to select this navigation mode.
COCKPIT: The FMS navigation mode is provided to be displayed on the Navigation Display.
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4.1.2 NAVIGATION INITIALIZATION 4.1.2.1 Primary flight plan setup CAUTION: Predictions (EFOB, ETA, ETE) and vertical profile can not be computed without inserting the weights. To insert the weights before the flight plan initialization (if possible), refer to "Performances Intialization / Weights entering".
4.1.2.1.1 Flight plan selection Go to the FPLN INIT page through one of the following sequences:
From INIT page:
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PRESS FPLN INIT Lsk.
Otherwise:
PRESS FPLN key.
PRESS NEW FPLN Lsk.
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SELECT the flight plan to initialize among: − −
Primary flight plan Secondary flight plan
PRESS RETURN Lsk to return to the previous page.
4.1.2.1.2 Flight plan initialization Initialize the selected flight plan from the secondary flight plan or from a route.
From a secondary flight plan:
PRESS SEC INIT Lsk to access the secondary flight plan initialization page
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Refer to "MULTI PHASE RELATED PROCEDURES / Lateral functions / Secondary flight plan / Initialization".
From a route:
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PRESS ROUTE Lsk.
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SELECT the route by IDENT or FROM/TO selection
IDENT
Enter, on the IDENT field, the identifier of the route stored in database.
If the route identifier is unknown:
PRESS IDENT Lsk with empty scratchpad to access STANDARD DATA CO-ROUTE page
SELECT the desired route in the list.
FROM/TO
Enter, on the FROM/TO Lsk, the departure and arrival airport ICAO identifiers of the route.
PRESS NEXT / PREV key to consult the route list.
CHECK the route content
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Note: If no route is found with the corresponding FROM/TO, the flight plan only consists of the departure and arrival airports. The identifier field is empty and no indication is displayed in the bottom line.
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To reverse the selected route.
PRESS REVERSE Lsk
“REVERSED” flag is then displayed in reverse video.
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Note:
REVERSE prompt is not available for routes which contain departure and/or arrival procedure.
ENTER on FLT ID Lsk, the flight number, up to 8 alphanumeric characters. Note:
The allowed characters are A-Z letters and 0-9 decimal digits.
Note: The FLT ID field is only available for active flight plan initialization (FPLN< prompt displayed in bottom right).
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SELECT the suitable flight plan (active FPLN, SEC or TMPY). PRESS EXEC key to initialize the selected flight plan. CAUTION: If the selected route contains parts which are not into the current Standard Database, they are replaced in the flight plan by discontinuities.
COCKPIT: The flight number (FLT ID) is provided to be used by Radio Management Function for interface with the air traffic control and to be displayed on the cockpit displays
COCKPIT: After initialization, the flight plan is activated and displayed on the navigation display
4.1.2.1.3 Selecting a departure
PRESS FPLN key. PRESS the Lsk beside the departure airport. The departure page is then displayed, with the list of runways and their lengths.
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Example: Departure from LFBO through runway 33L SID PUMA4B and transition WELLY
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PRESS the Lsk beside the desired runway.
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The RWY field is completed with the selected runway identifier and the list of SID compatible with this runway appears.
PRESS the Lsk beside the desired SID. The SID field is completed with the selected SID identifier and the list of compatible TRANSITION appears.
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PRESS the Lsk beside the desired SID TRANSITION. The TRANS field is then completed with the selected TRANS identifier and no more list is displayed.
Before inserting the departure procedure in the active flight plan, it is possible to check it by pressing the Lsk beside TMPY prompt.
COCKPIT: After activation, the selected departure procedure is inserted into the active flight plan displayed on the navigation display
4.1.2.1.4 Selecting an arrival Example: Arrival to LFLL through runway D18R, STAR AMVAR1, via GOMET and transition GAI13.
PRESS FPLN key. PRESS the Lsk next to the arrival airport. The arrival page is displayed, with for each approach, its identifier.
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PRESS EXEC key to activate the departure procedure and access the first FPLN page.
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PRESS the Lsk beside the desired approach.
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The APP field is completed with the selected approach identifier and the list of compatible STAR appears.
Note: A specific field displays the recommended navaid ident and frequency for the selected approach.
PRESS the Lsk beside the desired STAR. The STAR field is completed with the selected STAR identifier and the list of compatible VIA appears.
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PRESS the Lsk beside the desired VIA. The VIA field is completed with the selected VIA identifier and the list of compatible TRANS appears.
PRESS the Lsk beside the desired TRANS.
PRESS EXEC key to activate the arrival procedure. COCKPIT: After activation, the selected arrival procedure is inserted into the active flight plan displayed on the navigation display.
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The TRANS field is completed with the selected TRANS identifier and no more list is displayed.
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4.1.2.1.5 Inserting an airway Example: Airway A27 from MEN to BRY then UM976 from BRY to
PRESS FPLN key. PRESS the left Lsk next to the desired waypoint after which the airway segment shall be inserted.
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The LTRL REV page is dis-played.
If the airway identifier is known :
WRITE the AIRWAY identifier in the scratchpad (here A27).
PRESS the AIRWAY Lsk to insert it into the AIRWAY field.
Note: If the AIRWAY field with bracket is not present in the LTRL REV page, it means that the revised waypoint does not belong to any airway in the standard database.
Otherwise :
PRESS the AIRWAY Lsk with empty scratchpad to go to the AIRWAY LIST page.
Refer to the next airway selection in the present procedure (1).
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If the TO fix identifier is known:
WRITE the TO fix identifier in the scratchpad (here BRY).
PRESS the TO Lsk to insert it into the TO field.
Otherwise :
PRESS the TO Lsk with empty scratchpad to go to the TO LIST page. Refer to the next airway segment insertion in the present procedure (2).
If the airway identifier is known :
WRITE the second AIRWAY identifier in the scratchpad.
PRESS the VIA Lsk to insert it into the VIA field.
Otherwise :
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PRESS the VIA Lsk with empty scratchpad to go to the AIRWAY LIST page. (1)
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PRESS the Lsk next to the selected airway to insert it into the VIA field (here UM976).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Then, the FROM field of the new airway segment is filled with the TO identifier of the previous airway segment, and the TO field of the new segment is filled with five amber boxes.
If the second TO fix identifier is known:
WRITE the TO fix identifier in the scratchpad.
PRESS the TO Lsk to insert it into the TO field.
Otherwise :
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PRESS the TO Lsk with empty scratchpad to go to the TO LIST page. (2)
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PRESS the Lsk next to the selected TO fix to insert it into the TO field (here OKRIX).
INSERT the airway segment into the previously displayed flight plan or link another airway segments: Insert:
PRESS the TMPY Lsk to insert the airway segment into the temporary flight plan. OR
PRESS the SEC Lsk to insert the airway segment into the secondary flight plan. OR
Link:
Note:
PRESS the EXEC key to insert the airway segment into the active flight plan
Link another airway segments by repeating the present procedure.
The user can insert up to 5 successive airway segments.
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4.1.2.2 Secondary flight plan setup From FPLN INIT page, PRESS SEC INIT Lsk. OR
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From SEC FPLN page, PRESS NEW FPLN Lsk.
To select a route for the secondary flight plan.
PRESS ROUTE Lsk. Refer to "Primary flight plan setup" for the rest of the procedure.
To copy the active flight plan into the secondary flight plan.
PRESS COPY FPLN Lsk. A confirmation message appears in the scratchpad line.
PRESS EXEC key to confirm.
Note: If a temporary flight plan exists, no copy is performed and the following message appears in the scratchpad line.
TMPY EXIST
To swap the active flight plan and the secondary flight Plan.
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PRESS SWAP FPLN Lsk
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The SEC FPLN page is then displayed with a confirmation message in the scratchpad line.
Note: If a temporary flight plan exists, no swap is performed and the following message appears in the scratchpad line.
TMPY EXIST
PRESS EXEC key to confirm.
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The active FPLN page is then displayed.
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4.1.2.3 Radio Navigation 4.1.2.3.1 NAV FRQ page PRESS DATA key. PRESS NAV FRQ Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
This page displays for each navaid a tuned frequency and the received raw data : Distance and QDM.
PRESS AUTO/MAN Lsk beside to the desired radio to change the tuning mode between:
AUTO for a frequency autotuning by the FMS,
MAN means that the frequency must be manually inserted through RMS or selected among the nearest navaids by pressing NAV1, NAV2 Lsk (refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Navigation frequency management / Navaid Manual Tuning").
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4.1.2.3.2 Deselecting navaids
If the deselection of one or several navaid(s) is required:
On NAV FRQ page, PRESS DESELECT Lsk
ENTER on the Lsk near the brackets the identifier of the desired navaid.
Repeat for all the navaids to deselect.
Note: a) The user can deselect up to 10 navaids. b) Navaids are deselected from the BCP position computation and from the autotuning.
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CAUTION: The deselected navaids are not removed from the nearest list so then a deselected navaid can still be manually selected and tuned but it is not used for radio navigation based localisation and its identifier is dashed on the NAV FREQ page.
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4.1.2.3.3 Reselecting navaids
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If reselection of one or several navaid(s) is required:
On NAV FRQ page, PRESS DESELECT Lsk.
PRESS CLR key.
PRESS Lsk near the desired navaid.
Repeat for all the navaids to reselect.
4.1.3 PERFORMANCES INITIALIZATION 4.1.3.1 Initialization PRESS PERF INIT Lsk from INIT page (or from PERF page).
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ENTER, SELECT or CHECK the following parameters :
CRZ ALT : Cruise Altitude.
DFLT FPA : Default Flight Path Angle used for the descent profile computation and descent predictions.
ALTN/CRZ ALT : Alternate destination airport identification and Cruise Altitude for the alternate destination.
CAUTION: If the inserted CRZ ALT is higher than the ceiling for GW = ZFW, FMC cannot compute predictions and predicted data (ETA, EFOB and ETE) are dashed on MCDU.
FF FACTOR : Fuel Flow Factor for predictions.
Note: The FF FACTOR is used only for predictions. It has no impact on the current Fuel On Board but only on the Estimated Fuel On Board along the flight plan.
CRZ MODE : Cruise mode followed to manage the speed in order to optimize the flight duration (MAX CRUISE) or the range (LONG RANGE). The user can also directly enter a desired speed (constant CAS cruise mode).
To select another CRZ MODE or enter a desired IAS:
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PRESS the CRZ MODE Lsk to select by alternation between LONG RANGE and MAX CRUISE or enter directly the desired IAS value in that field (constant CAS cruise mode).
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COCKPIT: FF FACTOR is provided to be displayed on the cockpit displays.
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4.1.3.2 Weight entering On INIT page, PRESS WEIGHT Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
ENTER the following parameters:
ZFW : Zero Fuel Weight which includes the weight of the empty aircraft, of the equipments, of the cargo and of the crew/passengers.
FOB : Weight of fuel on board.
RESERVE : Weight of fuel reserve.
T/O CG : Take-off center of gravity.
CAUTION: The data entered by the crew must be carefully checked, because weights are used for the predictions and for the computation of the speed bugs. Note: GW : Gross weight is equal to ZFW + FOB. The user can also directly insert the GW then ZFW is recomputed as GW - FOB.
COCKPIT: The following parameters are provided to be displayed on the cockpit displays: Zero Fuel Weight (ZFW), Fuel On Board Weight (FOB), Gross Weight (GW), Gross Weight (GWT), Weight of Fuel RESERVE, Take off weight centering (T/O CG) and corresponding pitch trim objective (T/O TRIM).
COCKPIT: If the Gross weight (GW) or the Weight centering (T/O CG) is modified, a deselection flag is raised and provided to indicate that take off data have been modified and need to be confirmed.
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4.1.3.3 Take Off performances PRESS PERF key
CHECK the departure runway length and its axis, provided by the navigation database. To modify the departure runway (if required):
WRITE in the scratchpad the length / axis of the departure airport runway.
PRESS the RWY LNG / AXIS Lsk to enter it
When the RWY LNG / AXIS have been inserted, they are displayed in large cyan font. Note: Entered values are invalidated after a power interruption or whenever the departure runway is modified.
CHECK the transition altitude (TRANS ALT) of the departure airport provided by the navigation database. If the transition altitude at the departure airport is known into the database, the TRANS ALT is displayed in small font. If the transition altitude at the departure airport is unkown, the TRANS ALT is displayed in amber boxes.
To modify (if required) or to enter the transition altitude:
WRITE in the scratchpad the value of the transition altitude of the departure airport.
PRESS the TRANS ALT Lsk to enter it.
When the TRANS ALT has been entered, it is displayed in large cyan font. CLEAR action enables to return to the default value.
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CHECK the take-off speeds computed by the FMC. − − −
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V1 : Take-off decision speed. VR : Take-off rotation speed. V2 : Take-off safety speed.
To modify the take-off speeds:
WRITE the take off decision speed V1 in the scratchpad (here 106).
PRESS the V1 Lsk to enter it.
WRITE the take off rotation speed VR in the scratchpad (here 110).
PRESS the VR Lsk to enter it.
WRITE the take off safety speed V2 in the scratchpad (here 115).
PRESS the V2 Lsk to enter it.
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Note: Inserted take-off speeds are invalidated after a power interruption, or after each flight end of cycle, or upon insertion of any parameter affecting the gross weight, or in flight upon transition of power management selector (cockpit level) from "TO" (take-off) to any other state.
The take-off speeds computation mode is displayed above the speed values. It is determined by the FMS and can take the following values:
ICING (amber font) when icing conditions have been received by the FMC (FMC data input).
MANUAL (white font) when at least one of the take-off speeds has been inserted:
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COCKPIT: The take-off speeds: decision speed (V1), rotation speed (VR), and safety speed (V2) are provided to be displayed on the cockpit displays. In case of manual insertion or modification of at least one of the take off speeds, a deselection flag is raised and provided to indicate that take off data have been modified and need to be confirmed.
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NORMAL (green font) otherwise.
COCKPIT: The take-off speeds computation mode is provided to be displayed on the cockpit displays.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRESS PERF or NEXT key to access the CRUISE performance page.
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4.1.3.4 Cruise performances PRESS PERF key, and if necessary PREV or NEXT key.
The default destination cruise mean wind is the current wind origin (in True reference) and speed provided by the navigation sensors.
PRESS the DEST MEANWIND Lsk. Note: DEST MEANWIND is dedicated to the simplified wind model only, not used otherwise. Refer to "OPERATIONAL PRINCIPLES / Flight Management principles / Predictions" for more details about wind management.
ENTER the mean wind between the departure and the alternate airports at the inserted alternate cruise level in the scratchpad (average wind origin in true reference and speed). The default alternate cruise mean wind is 360°/0kt.
INSERT the mean wind between the departure and the alternate airports at the inserted alternate cruise level: ALTN MEANWIND (average wind origin in true reference and speed). CHECK ETA (Estimated Time of Arrival) & EFOB (Estimated Fuel On Board) at DEST (destination airport). CHECK ETA (Estimated Time of Arrival) & EFOB (Estimated Fuel On Board) at ALTN (alternate airport). CAUTION: If a vertical wind profile is inserted through a vertical revision in any waypoint of the flight plan, the DEST MEANWIND is not used CAUTION: If the EFOB at the destination or at the rerouting point is lower than the fuel reserve then the EFOB is displayed in amber and the FAL alert is triggered.
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ENTER the mean wind between the departure and the destination airports at the inserted cruise level in the scratchpad (average wind origin in true reference and speed).
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4.1.3.5 Vertical wind profile insertion CAUTION: If a vertical wind profile is inserted at any waypoint of the flight plan, the precised wind model is initiated for all the flight plan. The inserted wind profile is propagated along all the flight plan and the DEST MEANWIND displayed on the CRUISE page is not used. Refer to "OPERATIONAL PRINCIPLES / Flight management principles / Prediction / Wind management" for more details about the propagation rules.
PRESS FPLN key (one or two times) to display the desired flight plan page (active or secondary). PRESS the right Lsk beside the desired waypoint : the VERT REV page is displayed.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRESS WIND Lsk to display WIND page.
CAUTION: If the revised leg is sequenced or if a flight plan modification happens, when the WIND page is displayed, then the previously displayed FPLN page is automatically displayed.
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Note: a) WIND page can not be accessed from the last waypoint of the flight plan (excluding missed approach) b) Vertical revision on the FROM waypoint on FPLN page directly displays the WIND page with the current vertical navigation profile information.
ENTER a wind group value in the scratchpad (wind origin/wind speed/wind altitude) PRESS the Lsk beside the empty cyan bracket to insert a new wind group or beside an existing group to modify it.
Note:
The crew can insert up to 4 wind groups for each leg
PRESS EXEC key to validate the vertical wind profile and display the FPLN page.
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PRESS PREV / NEXT Lsk to CHECK the wind profile of the previous/next leg.
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4.1.3.6 Secondary performances initialization PRESS the SEC PERF Lsk from the SEC INIT page. This page displays the secondary flight plan performances parameters. Some specific parameters are attached to the performances of the secondary flight plan whereas some parameters are common to the active flight plan and to the secondary flight plan.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The “TAKE OFF” parameters are displayed only if the secondary flight plan has not been initialized as a copy of the active flight plan.
Secondary flight plan not initialized from the active flight plan
Secondary flight plan initialized from the active flight plan
CHECK the performances parameters and adjust its if necessary. CAUTION: The default values of the secondary performance parameters are the current values except FOB which is equal to the EFOB at the active destination if the active destination airport (or last fix of the active FPLN) is the same as the secondary departure airport (or first fix of the secondary FPLN).
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4.1.4 CHECKING THE PREDICTIONS PRESS FPLN key to monitor altitude and speed constraints along the climb. FLPN with ETE / EFOB page is displayed :
PRESS the right Lsk next to the ETA/SPD/ALT< prompt at the bottom of the page to display . FLPN with ETA/SPD/ALT page with ETA (Estimated Time of Arrival), speed constraint and altitude constraint for each waypoint is displayed :
The ALT constraint value is displayed: in amber if it is a missed constraint, in magenta if the waypoint is the active TO waypoint, in green otherwise. The ALT constraint is underlined when the altitude constraint is corrected with the temperature compensation (refer to "PILOT INTERFACE / MCDU page description / Page VNAV 2/2") Note:
Altitude constraints can be modified through the VERT REV page.
4.2 TAKE OFF AND CLIMB The flight phase is "take-off" when the aircraft altitude is less than 1500 ft above the take off altitude. The flight phase is "climb" when the aircraft is located before or at the Top Of Climb (TOC) in the flight plan.
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CHECK ALT values representing the altitude constraints on the leg.
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4.2.1 MONITORING THE TAKE-OFF PRESS PERF key and the NEXT or PREV key (if necessary) to reach the TAKE OFF page.
Before take-off
MONITOR the current speed of the A/C displayed on the Primary Flight Display with relation to the take-off speeds and the target IAS computed by the FMC. COCKPIT: The take-off speeds: decision speed (V1), rotation speed (VR), and safety speed (V2) are provided to be displayed on the cockpit displays. The managed speed computed by the FMC is provided to the Auto Flight Control System to be used as target speed.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
After take-off
MONITOR the take-off speeds computation mode with relation to the icing conditions.
CAUTION: The take-off speeds computation mode (and the take-off speeds) displayed in the page TAKE OFF may change to ICING after take-off if the system detects icing conditions whereas the initial take-off speeds computation mode has been set to NORMAL.
COCKPIT: The take-off speeds computation mode is provided to be displayed on the cockpit displays.
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4.2.2 MONITORING THE VERTICAL GUIDANCE PRESS VNAV key to monitor vertical deviation (VDEV). The key parameters for monitoring the vertical guidance during climb are the vertical deviation (VDEV) and the target airspeed (TGT IAS) displayed on MCDU Page VNAV 1/2.
Note: During the CLIMB flight phase, CRZ ALT is always insertable (displayed in cyan) within the following range : [Selected altitude ; 70 000ft].
CAUTION: During the climb, vertical navigation profile update due to ALT SEL change or vertical revision of the flight plan, inconsistencies may appear (refer to the cases listed into the paragraph "OPERATIONAL PRINCIPLES / Flight guidance principles / Vertical navigation / Vertical profile error"). Refer to the "MULTI PHASE RELATED PROCEDURES / Lateral functions" to monitor the horizontal guidance.
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During the CLIMB flight phase, the cruise altitude is equal to the value entered by the crew (PERF INIT or VNAV MCDU page) superseded by the selected altitude if greater than the inserted value. By default current A/C altitude will be used as cruise altitude value.
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4.2.3 MONITORING THE PREDICTIONS PRESS FPLN key to monitor altitude constraints along the climb. FLPN with ETE / EFOB page is displayed :
PRESS the right Lsk next to the ETA/SPD/ALT< prompt at the bottom of the page to display .
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FLPN with ETA/SPD/ALT page with speed and altitude constraints for each waypoint is displayed :
CHECK ALT values (altitude constraints) on the climb legs. The ALT constraint value is displayed in amber if it is a missed constraint, (here 7000 at MURRO), in magenta if the waypoint is the active TO waypoint or in green otherwise. The ALT constraint is underlined when the altitude constraint is corrected with the temperature compensation. Note:
Altitude constraints can be modified through the VERT REV page.
4.2.4 MONITORING THE TRANSITION ALTITUDE MONITOR the current altitude with relation to the departure transition altitude (displayed in the TAKE OFF page). The departure transition altitude, TRANS ALT, is provided by the standard database according to the departure airport. The crew can display or override it on the TAKE-OFF page (Refer to "FLIGHT PHASE RELATED PROCEDURE / Preflight / Performances initialization / Take-off performances"). COCKPIT: The current transition altitude is provided to allow warning the crew if the baro-setting is still QNH when the A/C reachs the transition altitude.
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4.2.5 MONITORING THE VERTICAL TRACK Monitor the Vertical Track during the climb.
Before reaching the selected altitude:
Note:
If the selected altitude is not equal to the cruise altitude
CHECK that the Vertical Track Alert is triggered one minute before A/C reaches the selected altitude.
SELECT the next target altitude and engage the appropriate autopilot mode when the aircraft reaches the selected altitude as soon as the vertical track alert is raised.
The alert is switched off as soon as the selected altitude is reached.
When reaching the selected altitude:
If the selected altitude is equal to the cruise altitude
CHECK that the FMS enters in CRUISE phase.
4.3 CRUISE The flight phase is "cruise" when none of the previous flight phase conditions apply or when a modification of the destination or of one element of approach procedure occur, or when a new FPLN is inserted, or when a DTO a fix of missed approach is done.
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COCKPIT: The vertical track alert flag is provided to allow warning the crew whenever it is required to change the selected altitude in order to follow the computed climb profile.
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4.3.1 CRUISE ALTITUDE The cruise altitude is used by the FMS to compute the level interception points of the cruise section. The current CRZ ALT is displayed in the PERF INIT page ,VNAV 1/2 page and CRUISE page. During the CRUISE (with no frozen condition, see below), the cruise altitude is equal to the selected altitude (else the value entered by the crew if it exists, otherwise the current A/C altitude will be used by FMC as cruise altitude value). Note: During the CRUISE, CRZ ALT is not insertable and displayed in green (unless selected altitude is invalid). During the CRUISE (with frozen condition, see below), the cruise altitude is frozen to the previous value.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note:
During the CRUISE, CRZ ALT is not insertable and displayed in green.
In CRUISE flight phase, in order to allow the crew to modify the selected altitude without affecting TOD and descent profile computation, the cruise altitude is frozen:
during the last minute before A/C reaches the TOD, or
when A/C is less than 10 minutes from reaching the TOD, during the last 10 minutes before reaching the TOD when an approach procedure including a Final Approach Fix (FAF) has been selected and selected altitude is set 100ft below the FAF altitude.
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4.3.2 MONITORING THE PREDICTIONS PRESS FPLN key to monitor fuel and time predictions along the flight plan. FLPN with ETE / EFOB page is displayed :
CHECK ETE values (Estimated Time Enroute predicted over the legs terminations).
CHECK EFOB values (Estmated Fuel On Board predicted over the legs terminations). This field is displayed in amber if EFOB at waypoint is lower than the fuel reserve, and in green otherwise.
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ETE is underlined when a RTA is defined for this waypoint. If ETE is displayed in amber, RTA is missed.
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PRESS the right Lsk next to the ETA/SPD/ALT< prompt at the bottom of the page to display . FLPN with ETA/SPD/ALT page with ETA (Estimated Time of Arrival) for each waypoint is displayed :
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CHECK ETA values (Estimated Time of Arrival predicted over the legs terminations). ETA is underlined (here 10H27) when a RTA is defined for this waypoint (here BISBI). If ETA is displayed in amber, RTA is missed. Note: a) All These fields are displayed in cyan if they belong to legs defined as a part of a missed approach procedure that is not activated in the flight plan. b) At the FROM waypoint, all displayed values are the ones at the sequencing time of the leg. c) Speed constraints can be modified through the VERT REV page. d) Altitude constraints are not taken into account and displayed in amber during cruise.
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4.3.3 ENTERING A STEP CLIMB OR A STEP DESCENT PRESS FPLN key. PRESS the right Lsk next to the desired waypoint. The VERT REV page is displayed.
ENTER the desired step altitude value in the scratchpad. PRESS the Lsk beside the STEP TO field. The value is displayed in that field and the STEP MODE field appears under the STEP TO line.
When the step waypoint is acknowledged, this chosen STEP MODE will become the cruise mode (refer to CRZ MODE field in PERF INIT page).
PRESS EXEC key to insert this step in the flight plan and display the FPLN page. Note: Once a step is inserted in the active flight plan, a level interception point is computed and displayed in the VNAV 1/2 page.
To delete a step:
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Perform a CLEAR action on the STEP TO Lsk.
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SELECT the STEP MODE by alternation between LONG RANGE and MAX CRUISE, or ENTER directly the desired IAS value in that field (constant CAS cruise mode)
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4.3.4 MONITORING THE VERTICAL TRACK (DURING A STEP) MONITOR the vertical track during the cruise.
Before reaching a step waypoint:
Note:
CHECK that the Vertical Track Alert is triggered one minute before A/C reaches the step waypoint.
SELECT the next target altitude and engage the appropriate autopilot mode in order to follow the step when the aircraft reaches the step waypoint as soon as the vertical track alert is raised.
The alert is switched off as soon as the step waypoint is sequenced.
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COCKPIT: The vertical track alert flag is provided to allow warning the crew whenever it is required to change the selected altitude in order to follow the computed climb profile.
When reaching the selected altitude:
CHECK that the FMS returns to CRUISE phase. COCKPIT: The vertical track alert flag is provided to allow warning the crew whenever it is required to change the selected altitude in order to follow the computed vertical profile.
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4.3.5 ENTERING THE APPROACH DATA PRESS PERF key, and if necessary PREV or NEXT key.
CHECK the transition altitude (TRANS ALT) of the arrival airport provided by the navigation database.
To modify (if required) or to enter the transition altitude of the arrival airport:
WRITE in the scratchpad the value of the transition altitude of the arrival airport.
PRESS the TRANS ALT Lsk to enter it.
When the TRANS ALT has been entered, it is displayed in large cyan font. CLEAR action enables to return to the default value. Note: The TRANS ALT is invalid and cannot be inserted when the arrival waypoint of the flight plan is not an airport.
COCKPIT: The current transition altitude is provided to allow warning the crew if the baro-setting is not set as expected for the current altitude.
WRITE the QNH value in the scratchpad. PRESS the QNH Lsk to enter it. CAUTION: QNH is used to compute current and destination transition levels for barosetting alarm management. Note: QNH can not be entered when aircraft is below the transistion level in DESCENT section. In this case, QNH is displayed in large green font with current baro setting.
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If the transition altitude at the departure airport is known into the database, the TRANS ALT is displayed in small font. If the transition altitude at the departure airport is unkown, the TRANS ALT is displayed in amber boxes.
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WRITE in the scratchpad the GND WIND/GUST (mean wind origin and speed and gust wind) on ground at destination airport. PRESS the GND WIND/GUST Lsk to enter it. Note: a) GND WIND/GUST is used for the VAPP computation and for the predictions using the simplified wind model. b) The gust wind can never be lower than the mean wind, it is rejected or invalidated in such a case.
4.4 DESCENT
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The flight phase is "descent" when the aircraft is located at or after the Top Of Descent (TOD) in the flight plan.
4.4.1 DESCENT INITIATION The Top Of Descent (TOD), displayed on the Navigation Display and on the MCDU page PROG 1/3 (ETA & Distance to TOD) and page VNAV 1/2 (ETA) is a position computed by the FMC assuming that the aircraft will begin its descent with managed speed in order to allow following the descent profile computed taking into account the vertical constraints of the flight plan.
MONITOR the vertical track when approaching the Top Of Descent (TOD).
Before reaching the Top Of Descent (TOD):
CHECK that the Vertical Track Alert is triggered one minute before the Top Of Descent (TOD). COCKPIT: The vertical track alert flag is provided to allow warning the crew whenever it is required to change the selected altitude in order to follow the computed vertical profile.
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SELECT the next target altitude and engage the appropriate autopilot mode when the aircraft reaches the Top Of Descent (TOD) as soon as the vertical track alert is raised.
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4.4.2 MONITORING THE TRANSITION LEVEL MONITOR the current altitude with relation to the transition level computed from the destination transition altitude. The destination transition altitude, TRANS ALT, is provided by the standard database according to destination airports. The crew can display or override it on the APPROACH page.
COCKPIT: The current transition altitude is provided to allow warning the crew if the baro-setting is still standard when the A/C reachs the transition level.
4.4.3 MONITORING THE VERTICAL GUIDANCE Perform a vertical revision at the FROM waypoint on the FPLN page or PRESS VNAV key.
Monitor the VDEV and adjust the vertical speed if necessary. COCKPIT: The VDEV is provided to allow indicating whether the aircraft is on, above or below the descent profile.
Adjust the selected vertical speed on the FGCP according to the target vertical speed (TGT VS).
Aircraft on the descent profile
The aircraft is considered to be on the descent profile when it is within 50ft of it.
Monitor the predicted descent point after the next level-off. Aircraft above the descent profile (VDEV is positive)
SELECT a vertical speed higher than the target vertical speed (TGT VS). Aircraft below the descent profile (VDEV is negative)
SELECT a vertical speed lower than the target vertical speed (TGT VS).
Refer to the "MULTI PHASE RELATED PROCEDURES / Lateral functions" to monitor the horizontal guidance.
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The key parameters for monitoring the vertical guidance during descent are the vertical deviation (VDEV) and the target vertical speed (TGT VS) displayed on MCDU Page VNAV 1/2.
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4.4.4 MONITORING THE VERTICAL TRACK Monitor the Vertical Track during the descent.
Before reaching the selected altitude:
Note:
CHECK that the Vertical Track Alert is triggered one minute before A/C reaches the selected altitude.
SELECT the next target altitude and engage the appropriate autopilot mode when the aircraft reaches the selected altitude as soon as the vertical track alert is raised.
The alert is switched off as soon as the selected altitude is reached.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
COCKPIT: The vertical track alert flag is provided to allow warning the crew whenever it is required to change the selected altitude in order to follow the computed descent profile.
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4.4.5 MONITORING THE PREDICTIONS PRESS FPLN key to monitor altitude and speed constraints along the descent. FLPN with ETE / EFOB page is displayed :
PRESS the right Lsk next to the ETA/SPD/ALT< prompt at the bottom of the page to display . FLPN with ETA/SPD/ALT page with ETA (Estimated Time of Arrival), speed constraint and altitude constraint for each waypoint is displayed :
The ALT constraint value is displayed in amber if it is a missed constraint, (here 7000 at MURRO), in magenta if the waypoint is the active TO waypoint, in green otherwise. The ALT constraint is underlined when the altitude constraint is corrected with the temperature compensation (here WINDOW at MINDI, 7000 at MURRO, 7200B at VNE and 814A at LFLL) Note: a) Altitude constraints can be modified through the VERT REV page. b) “WINDOW” indicates a window altitude constraint. c) All These fields are displayed in cyan if they belong to legs defined as a part of a missed approach procedure that is not activated in the flight plan.
CHECK SPD values (speed constraints) on the descent legs. The SPD field is always displayed in green.
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CHECK ALT values (altitude constraints) on the descent legs.
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4.4.6 INSERTING AN HOLDING PATTERN A hold may be required during the descent, and may be manually inserted. The insertion of a holding pattern is only allowed at waypoints of the active flight plan or at the present position (PPOS).
PRESS the FPLN key on the MCDU.
Hodling at the present position (PPOS):
PRESS the left Lsk next to the FROM waypoint.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The LTRL REV (at WPT) page is dis-played.
Holding at the waypoint of the active flight plan:
PRESS the left Lsk next to the desired waypoint on which the holding pattern shall be inserted : the LTRL REV page is dis-played. The LTRL REV (at WPT) page is dis-played.
PRESS HOLDING Lsk. The HOLDING AT page is displayed:
To turn to the left (instead of right) :
PRESS the TURN Lsk. To change the inbound course :
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ENTER the new value of the inbound course ("10" for example) in the scratchpad.
PRESS the INBND CRS Lsk.
To change the duration of the inbound leg :
ENTER the new value of the inbound leg duration ("1.5" for example) in the scratchpad.
PRESS the TIME / DIST Lsk.
To change the length of the inbound leg :
ENTER the new value the inbound leg length ("/6.5" for example) in the scratchpad.
PRESS the TIME / DIST Lsk. To change the holding speed :
ENTER the new value of the holding speed ("180" for example) in the scratchpad.
PRESS the IAS Lsk.
Note: a) When the holding pattern is inserted at PPOS, the holding speed IAS can not be modified (insertion is rejected). b) When a holding pattern is active, the holding speed IAS can not be modified. c) Inserted IAS value must be into a range computed by the FMC (Managed Speed function), else it is rejected.
PRESS EXEC key to insert the holding pattern in the active flight plan.
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4.4.7 ENTERING THE APPROACH FLIGHT AREA
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The flight area becomes "approach" when :
an approach procedure including a Final Approach Fix (FAF) has been selected, and,
the along track distance between the aircraft and the FAF is smaller than 2 NM and,
the geometry aircraft/procedure is acceptable : lateral error (XTK) smaller than 0.3 NM and angular error (TKE) less than 90 degrees, and,
the GPS is used in aircraft position computation and GPS HIL is smaller than 0.3 NM and HIL is predicted to be available at FAF (Final Approach Fix) and MAP (Missed Approach Point) and lower than 0.3 NM (GPS integrity criteria), or, the radionavigation data are used in aircraft position computation and EPE_radio is smaller than 0.5 NM (radionav integrity criteria). COCKPIT: The full-scale deflection of the non-numerical crosstrack deviation (depending on the flight area) is provided to allow displaying the cross-track deviation through a non-numerical symbology.
COCKPIT: The flight area is provided to allow indicating to the crew what is the current flight area.
4.5 APPROACH The flight phase enters "approach" when all the following conditions are met:
The direct distance to the destination airport is smaller than 10 NM, and,
The flight plan active leg is part of an approach procedure to the destination airport, or the TO waypoint is the destination airport.
4.5.1 VERTICAL TRACK ALERT Vertical Track Alert is triggered one minute before A/C reaches the selected altitude in APPROACH phase. COCKPIT: The vertical track alert flag is provided to allow warning the crew whenever it is required to change the selected altitude in order to follow the computed descent profile.
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4.5.2 INITIATING THE APPROACH SPEED PRESS PERF key, and if necessary PREV or NEXT key. PRESS APP SPD Lsk to set the managed speed function in approach phase (ACTIVATE / DESELECT).
a) When managed speed function is configured in approach phase, ACT (green font) is displayed beside the APP SPD field. b) At power up, managed speed function is inactivated. c) Approach phase activation is not allowed on ground or when go around mode is engaged. d) Upon specific events, determined activated/inactivated by FMC.
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is
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Note:
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4.5.3 MONITORING THE VERTICAL GUIDANCE Perform a vertical revision at the FROM waypoint on the FPLN page or PRESS VNAV key. The key parameters for monitoring the vertical guidance during approach are the vertical deviation (VDEV) and the target vertical speed (TGT VS) displayed on MCDU Page VNAV 1/2.
Monitor the VDEV and adjust the selected vertical speed on the FGCP according to the target vertical speed (TGT VS). COCKPIT: The VDEV is provided to allow indicating whether the aircraft is on, above or below the approach path.
Aircraft on the descent profile :
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The aircraft is considered to be on the descent profile when it is within 50ft of it.
Monitor the predicted descent point after the next level-off. Aircraft above the descent profile (VDEV is positive) :
SELECT a vertical speed higher than the target vertical speed (TGT VS). Aircraft below the descent profile (VDEV is negative) :
SELECT a vertical speed lower than the target vertical speed (TGT VS).
Refer to the "MULTI PHASE RELATED PROCEDURES / Lateral functions" to monitor the horizontal guidance.
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4.6 GO AROUND The flight phase is "go around" when the crew has engaged the go around mode.
4.6.1 MISSED APPROACH The missed approach is selected through the approach selection (APP). The missed approach is displayed on the FPLN page after the destination runway, in cyan font. The missed approach is activated if one of the following conditions is met:
Go Around mode is engaged.
DIRECT TO one of the Missed Approach waypoints is performed.
COCKPIT: The missed approach legs are displayed as active on the Navigation Display as soon as the missed approach is activated by meeting one of the conditions listed hereabove.
When cleared by the ATC to follow the missed approach procedure :
Engage LNAV or TURN the HDG selector knob to set a heading in order to to follow the horizontal guidance from the FMS.
When entering the approach area :
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Repeat the "Approach" procedure.
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During go around, the missed approach legs are displayed in green font as parts of the active flight plan and the previously flown approach is automatically strung back into the flight plan at the end of the missed appoach procedure. The FMC does not take into account the speed constraints. Therefore, the flight crew must monitor the speed constraints (if any) on the page FPLN.
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4.7 DONE After sequencing the last waypoint of the approach procedure, the missed approach legs are deleted from the active flight plan if one of the following conditions is verified: − − −
A new flight plan is activated. The A/C is on ground for more than 30 seconds. The engines are off and a door is open (end of flight cycle).
CHECK after end of flight cycle:
DFLT FPA is reset to 3°. CRZ MODE is reset to LONG RANGE cruise mode FF FACTOR is reset to 0%. ZFW, FOB and T/O CG are invalidated Take-off speeds V1, VR & V2 are reset to the values computed by FMC Fuel flows ENG1 & ENG2 are reset to the values provided by the fuel flow meters.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note: The reset values are displayed in small cyan font whereas the entered values were displayed in large cyan font.
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MULTI PHASE RELATED PROCEDURES
5.1 LATERAL FUNCTIONS 5.1.1 FLIGHT PLAN REVISION The following paragraphs apply to active, temporary, and secondary flight plans.
CAUTION: When a revision has been made on the active flight plan, it is possible to recover the flight plan before the modification during 1 minute after activation. Press UNDO Lsk to recover the previous flight plan (in the temporary flight plan). After 1 minute, UNDO is replaced by NEW FPLN beside L6 Lsk.
PRESS FPLN key. PRESS the Lsk beside the departure airport or runway. PRESS the Lsk beside RWY. The list of runways corresponding to the airport is then displayed.
PRESS the Lsk beside the desired RWY to select it. PRESS the Lsk beside SID field displays the list of SIDs. PRESS the Lsk beside the desired element to select it. PRESS the Lsk beside TRANS field displays the list of transitions. PRESS the Lsk beside the desired element to select it.
Before updating the departure procedure in the active flight plan.
CHECK the new departure procedure by pressing the Lsk next to the TMPY prompt.
PRESS EXEC key to insert the new departure procedure and access to the first FPLN page. Note: If a leg sequencing or a flight plan modification happens, when the DEPARTURE page is displayed, then the first FPLN page is automatically displayed.
COCKPIT: After activation, the departure procedure is updated into the active flight plan displayed on the navigation display.
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5.1.1.1 Revision of a departure procedure
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5.1.1.2 Revision of an arrival procedure PRESS FPLN key. PRESS the Lsk beside the arrival airport or runway: the arrival page is displayed with preceding entered fields completed. PRESS the Lsk beside APP. The list of approaches corresponding to the airport is then displayed.
PRESS the Lsk beside STAR field. The list of STARs corresponding to the selected approach is then displayed.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRESS the Lsk beside VIA field. The list of transitions between selected STAR and approach is then displayed.
PRESS on the Lsk beside TRANS field. The list of transitions between the route and selected STAR is then displayed.
PRESS the Lsk beside the new desired elements as for an insertion. Before inserting the new arrival procedure in the active flight plan, it is possible to check it by pressing the Lsk beside TMPY prompt.
PRESS EXEC key to activate the arrival procedure. CAUTION: When LNAV is engaged and arrival airport is the TO waypoint (typically after a DIRECT TO arrival airport), it is not allowed to select a arrival procedure. NOT ALLOWED message will display in the scratchpad line when selecting an approach or a STAR. It is necessary to disengage LNAV before performing the present procedure. CAUTION: When LNAV is engaged, modification of a STAR/Approach component is not allowed when the active leg is part of it (excluding missed approach). NOT ALLOWED message will display in the scratchpad line when selecting another approach or STAR. It is necessary to disengage LNAV before modifying the apporach or the STAR.
COCKPIT: After activation, the arrival procedure is updated into the active flight plan displayed on the navigation display.
5.1.1.3 Inserting a Waypoint This function allows the direct entry of a new waypoint in the flight plan. It may be inserted by an ident, a position, a Place/Bearing/Distance, a Place-Bearing/Place-Bearing, a Lat/Lon crossing (refer to
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"LAT/LON crossing" sub-paragraph) or a Along track offset (refer to "Along Track Offset" subparagraph) entry.
Write the waypoint identifier into the scratchpad. PRESS the left Lsk beside the desired waypoint or discontinuity The new waypoint takes place beside the pressed Lsk and the selected waypoint is moved downpath in the flight plan. A discontinuity is inserted between the new waypoint and the selected one. If the revised waypoint is PPOS, PPOS is retained and the new waypoint is inserted after the discontinuity. If the revised waypoint is a ralliement waypoint, it is cancelled. Example: Insertion at a waypoint in the flight plan
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Example: Insertion at FROM / TO waypoints
Insertion at the FROM waypoint is not allowed
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Insertion at the TO waypoint (FROM waypoint is not the departure airport)
Insertion at the TO waypoint (FROM waypoint is the departure airport) Example: Insertion at a ralliement waypoint
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Example: Insertion at PPOS
Example: Insertion at a discontinuity
a) Insertion at the TO waypoint of the active leg is not allowed when the FMS is coupled to the autopilot. b) If the new waypoint is part of the downpath flight plan (except if it is part of the missed approach), all legs between the new waypoint and the identical downpath waypoint are deleted. c) A new waypoint cannot be inserted on the discontinuity following a leg with a manual termination (FM, VM, HM legs). d) If an airport is inserted, it is processed as a waypoint. Use DIRECT TO or NEW DEST to access the airport procedures. e) Moving waypoints can only be inserted using DIRECT TO. f)
If the new waypoint or the reference place does not belong to the Standard or Pilot database, the NEW DATA page is displayed in order to allow the creation into the Pilot database.
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WAYPOINT IDENTIFICATION : The identification of a waypoint entered by the user can be :
The identifier which is stored in Standard Database or in Pilot Database.
The identifier which is created by the FMS for a temporary waypoint when : − − −
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− −
User inserts a Latitude/Longitude waypoint : N4512.8/E01012.26 entered in the scratchpad becomes WPT-XX in the flight plan, where XX is an index computed by the FMS. User inserts a Place/Bearing/Distance waypoint defined by its bearing and distance to a place : PERLE/120/12 in the scratchpad becomes PER-XX, where XX is an index computed by the FMS. User inserts a Place-Bearing/Place-Bearing waypoint defined by the intersection of 2 radials relative to 2 places : SAURG/40/TOU/146 in the scratchpad becomes SAU-XX where XX is an index computed by the FMS. User inserts a Lat/Lon crossing waypoint defined by the intersection of the flight plan path with a given latitude or longitude : /N4512.8 in the scratchpad becomes N45 (hundredth of degrees are omitted). User inserts a Along Track Offset waypoint defined by its distance (along the flight plan) to a place of the flight plan : /12.3 in the scratchpad inserted on PERLE waypoint becomes PERLE12 (tenth of nautical mile are omitted).
5.1.1.3.1 LAT/LON crossing This function provides the capability to insert a waypoint in the flight plan defined by the intersection between the flight plan and a given latitude or longitude. It is inserted in the flight plan and identified by: − − − −
Nxx Sxx Exxx Wxxx
for North latitude crossing (xx being the latitude value) for South latitude crossing (xx being the latitude value) for East longitude crossing (xxx being the longitude value) for West longitude crossing (xxx being the longitude value)
C S52°00’
S52 A D
/S5200 insertion
B
Example of LAT/LON crossing
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To define a LAT/LON crossing point:
PRESS FPLN key to access to the FPLN page INSERT in the scratchpad the slash (/) character followed by a latitude or longitude value. Example: /S4415 or /W070.1
PRESS the Lsk beside the desired waypoint of the flight plan (reference waypoint). FMC searches the first crossing point along the flight plan from the reference waypoint. When no intersection is found, the following message is displayed in the scratchpad line: NO VALID INTERSECTION
LAT/LON crossing points are inserted in the flight plan and do not change the existing path. Note:
b) The insertion is rejected if the reference waypoint is a moving waypoint. c) The insertion of a LAT/LON crossing is also possible on NEXT WPT Lsk on LTRL REV page.
5.1.1.3.2 Along Track Offset This function allows to compute a temporary waypoint defined by the distance along the flight path to (or from) a waypoint of the flight plan (reference waypoint). It is inserted in the flight plan on the leg preceding the reference waypoint (or the leg following the reference waypoint) and identified by the ident of the reference waypoint followed by the distance in NM:
TOU Insertion of /-12
Insertion of /8 or /+8
TOU08
TOU12
Example of Along Track Offset
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a) Crossing point is only possible on straight legs with fix termination (CF, TF or DF leg) and at a distance of at least 0.5NM from a fix.
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To define a Along Track Offset:
PRESS FPLN key to access to the FPLN page INSERT in the scratchpad the slash (/) character followed by a distance value (positive or negative). Example: /-15.5 or /20
PRESS the Lsk beside the desired waypoint of the flight plan. Along Track Offset points are inserted in the flight plan and do not change the existing path. Note:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
a) If distance is positive, along track offset point is only possible if the following leg is a straight track to fix leg (TF leg) and at a distance of at least 0.5NM from a fix. b) If distance is negative, along track offset point is only possible if the preceding leg is a straight leg with fix termination (CF, TF or DF leg) and at a distance of at least 0.5NM from a fix. c) The insertion is rejected if the reference waypoint is an abeam waypoint, a LAT/LON crossing point, an Along Track Offset point or a moving waypoint. d) The insertion of a Along Track Offset is also possible on NEXT WPT Lsk on LTRL REV page. e) Constraints of the reference waypoint are not copied into the along track offset point.
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5.1.1.4 Clearing a Waypoint PRESS FPLN key to access to the FPLN page. PRESS CLR key with the scratchpad empty. PRESS the Lsk beside the selected waypoint : the corresponding leg is deleted from the flight plan and a discontinuity is inserted in its place. Example: Clearing a waypoint in the flight plan:
Note: a) Clearing the FROM waypoint is never allowed. b) Clearing a waypoint preceding or following a curved leg (RF leg) is not allowed. c) Clearing the TO waypoint is not allowed when the FMS is coupled to the autopilot. d) Clearing the origin or the destination airport is not allowed. e) If clearing successive waypoints, only one discontinuity is generated. (as a general rule, it is not possible to have successive discontinuities) f)
After clearing a holding pattern or a procedure turn, no discontinuity is inserted.
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Example: Clearing the FROM / TO waypoints:
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5.1.1.5 Inserting a discontinuity This function allows the direct insertion of a discontinuity in the flight plan.
ENTER the slash character "/"in the scratchpad. PRESS the left Lsk beside the revised waypoint.
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A fix is created in the FPLN after the inserted dicontinuity with the termination fix of the previous leg.
Note: a) A discontinuity can only be inserted after legs with fix termination (TF, DF, CF, HF), except curved legs (RF legs) or Holding legs (HF legs) resulting from a discontinuity deletion after manual termination (HM legs). b) A discontinuity cannot be inserted before a curved leg (RF leg). c) A discontinuity cannot be inserted between the present position and the active waypoint. d) A discontinuity cannot be inserted after a moving waypoint. e) A discontinuity cannot be inserted before or after a discontinuity.
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5.1.1.6 Clearing a discontinuity PRESS FPLN key. PRESS CLR key with the scratchpad empty. The message “CLEAR ?” appears in reverse video in the scratchpad line.
PRESS the Lsk next to the discontinuity to clear it.
a) The discontinuity following PPOS cannot be deleted. Perform a DIRECT TO the first waypoint of the flight plan to suppress this discontinuity. b) The discontinuity following a leg with manual termination (VM, FM) cannot be deleted while this leg is not active (discontinuity following HM legs can always be cleared). c) If the same fix exists on each side of the discontinuity, only one fix will remain after the discontinuity deletion.
5.1.2 SECONDARY FLIGHT PLAN 5.1.2.1 Secondary flight plan initialization Refer to "FLIGHT PHASE RELATED PROCEDURES / Preflight / Navigation intialization / Secondary flight plan setup".
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5.1.2.2 Copy active Flight plan in the secondary flight plan Refer to "FLIGHT PHASE RELATED PROCEDURES / Preflight / Navigation intialization / Secondary flight plan setup".
5.1.2.3 Activation of the secondary Flight plan PRESS ACTIVATE Lsk on the SEC INIT page.
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The SEC FPLN page is then displayed with a confirmation message in the scratchpad line.
PRESS EXEC key to activate the secondary flight plan (which replaces the active flight plan ) The active FPLN page is then displayed. Note: a) If a temporary flight plan exists, no activation is performed and the following message appears in the scratchpad line.
TMPY EXIST
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5.1.2.4 Swap of the active and of secondary flight plan Refer to "FLIGHT PHASE RELATED PROCEDURES / Preflight / Navigation intialization / Secondary flight plan setup".
5.1.2.5 Cancellation of the secondary flight plan From the SEC INIT page, PRESS CANCEL SEC Lsk . A confirmation message appears in the scratchpad line.
5.1.2.6 Secondary performances initialization Refer to "FLIGHT PHASE RELATED PROCEDURES / Preflight / Navigation intialization / Secondary flight plan setup".
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PRESS EXEC key to delete the secondary flight plan.
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5.1.3 MONITORING THE HORIZONTAL GUIDANCE PRESS PROG key then the NEXT key on the MCDU (or PRESS the key PROG key two times).
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The key parameters for monitoring the horizontal guidance during the cruise are the Cross Track Error (XTK) and the current airspeed (IAS) with relation to the target airspeed (TGT IAS) displayed on MCDU Page PROG 2/3.
Monitor the XTK and adjust the heading if necessary. COCKPIT: The XTK is provided to allow indicating on the primary displays whether the aircraft is on the left or on the right of the desired path.
If LNAV coupling is engaged:
CHECK that the XTK is within the flight technical error. If LNAV coupling is not engaged:
Adjust the heading in order to maintain the XTK within half the RNP.
CAUTION: During some particular transitions between two legs (overfly, holding pattern entering...), the XTK is computed with regard to the flight plan (instead of the desired path). Note: Refer to "OPERATIONAL PRINCIPLES / Definitions / Required Navigation performance (RNP)" to know the default RNP value depending on the flight area and on the sensors used for positioning
Monitor the IAS and adjust the speed if necessary to reach the TGT. COCKPIT: The TGT IAS is provided to the Auto Flight Control System to compute the target IAS indicated on the primary displays.
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5.1.4 HOLDING PATTERN 5.1.4.1 Inserting a holding pattern Refer to "FLIGHT PHASE RELATED PROCEDURES / Descent / Inserting a holding pattern".
5.1.4.2 Editing a holding pattern The crew can edit a holding pattern in order to modify one or several parameters. Parameters modified at the creation or during modifications appear in large font.
PRESS FPLN key PRESS the left Lsk beside the hold-ing waypoint entry (if holding pattern is not yet active) or holding waypoint exit.
PRESS HOLDING Lsk. The HOLDING AT page is displayed with holding parameters :
CHECK the holding pattern parameters. PRESS the Lsk next to > TURN prompt to modify the turn side (if required). ENTER new value of the holding pattern parameter to modify (if required) into the scratchpad. PRESS the corresponding Lsk to enter it.
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The LTRL REV page is displayed.
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5.1.4.3 Exiting from a holding pattern PRESS FPLN key. PRESS PREV / NEXT key to reach the relevant FPLN page.
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CLEAR the "CLR TO EXIT NEXT" line following the holding pattern exit waypoint.
Note: It is also possible to exit from an active holding pattern performing a DIRECT TO function to the holding pattern exit waypoint or to the next waypoint of the flight plan.
5.1.4.4 Clearing a holding pattern PRESS FPLN key to display the desired holding leg. Perform a CLEAR action on the left Lsk, next to the holding leg.
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5.1.5 OFFSET This function allows the aircraft to fly parallel to the original flight plan by entering the value of the parallel offset.
5.1.5.1 Offset insertion or modification The insertion of an offset is possible on the LTRL REV page of the FROM waypoint.
PRESS FPLN key. PRESS the Lsk beside the FROM waypoint : the LTRL REV page is displayed.
The format of the entry must be a character which indicates left (negative offset) or right (positive offset) followed by a number (ex : L15, L6, R1, R12).
PRESS the Lsk beside the OFFSET field. The value is displayed in yellow font.
PRESS RETURN Lsk or FPLN key to display the temporary FPLN. PRESS EXEC to activate it. When an offset is entered, the offset indicator OFST, in reverse video, appears on the FPLN page and on the ND, and the OFST annunciator is illuminated on the MCDU.
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Write the desired offset value in the scratchpad.
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COCKPIT: The flight plan is updated on the Navigation Display. The signed offset value is also provided to be displayed on the navigation display.
COCKPIT: An offset flag is provided to indicate on the primary displays that an offset is applied on the leg that the A/C is currentlty flying.
Note: If the secondary flight plan is initialized as a copy of the offseted active flight plan, then the same offset is inserted in the secondary flight plan. Nevertheless, no offset can be inserted or deleted in a secondary flight plan.
OFFSET REJECTED
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Offset insertion is rejected with a RANGE ERROR message if offset value is not within the range [L20 ; R20] NM. Offset insertion is rejected with a NOT ALLOWED message in the following cases:
Active leg is neither a track to fix leg (TF leg) nor a course to fix leg (CF leg)
Active leg or next leg termination is the destination runway
Course change between active and next leg is more than 90°
Active leg is part of an approach procedure
Active leg is followed by a discontinuity
(A 45° intercept path does not rejoin offset leg 2N M before offset leg termination) and (the next leg is the last offsetable leg of the flight plan or the offset is also considered as delayed on the next leg (from the end of the active leg termination)).
OFFSET DELAYED At offset insertion, an OFFSET DELAYED message is displayed and offset will be activated at next sequencing in the following case:
A 45° intercept path does not rejoin offset leg 2NM before offset leg termination and the next leg is not the last offsetable leg and a 45° intercept path from the active leg terminatio n rejoins offset leg 2NM before next offset leg termination.
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OFFSET CANCELLED If one of the following cases applies (when flying the flight plan or upon flight plan revision):
Next leg is neither a track to fix leg (TF leg) nor a course to fix leg (CF leg),
Course change between active and next leg is more than 90°,
Next leg is part of an approach procedure,
Next leg termination is the destination runway
Then the offset is automatically cancelled and an OFFSET CANCELLED message is displayed when A/C leaves the offset path to return to the original path. Note: Return path is a 45° intercept and begins at 5NM+| OFFSET| of the leg termination when interception is possible, if not, return path is a direct to path to next leg termination.
PRESS the left Lsk next to the FROM waypoint to access to the LTRL REV page. PRESS CLR key with an empty scratchpad or write L0 or R0 in the scratchpad. PRESS OFFSET Lsk. PRESS RETURN Lsk or FPLN key to display and CHECK the temporary FPLN. PRESS EXEC to activate the temporary flight plan. Note: a) If a revision modifies the active leg (e.g. insertion of a holding pattern, DIRECT TO), offset is automatically cancelled. b) Once the offset is deleted, aircraft automatically returns to the original flight plan and the offset indicator disappears from the FPLN page.
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5.1.5.2 Offset deletion
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5.1.6 DIRECT TO 5.1.6.1 Direct to waypoint 5.1.6.1.1 The "TO" WPT is in the FPLN Example: DIR TO "JULEE".
PRESS DTO key on the MCDU.
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PRESS the Line Select Key next to "JULEE"
PRESS EXEC key on the MCDU to confirm the DIRECT TO: All legs and discontinuities prior to "JULEE" are deleted.
COCKPIT: The flight plan is updated on the Navigation Display.
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5.1.6.1.2 The "TO" WPT does not belong to the FPLN Example: DIR TO "VENTA".
PRESS the DTO key on the MCDU
If the "TO" WPT is an airport, a navaid, or a waypoint belonging to the standard or the pilot database :
ENTER on IDENT Lsk the identifier of the fix, If the "TO" WPT is a temporary waypoint :
ENTER its coordinates (latitude/longitude)
Example: N4512.03 / W00514.06 OR
ENTER its position relative to another fix (place/bearing/distance)
Example: AGN / 130 / 12 OR
ENTER its position defined by the intersection of 2 radials relative to 2 fixes (place/bearing/place/bearing)
Example: SAURG / 20 / TOU / 12.
If the "TO" WPT is unknown :
PRESS IDENT Lsk with empty scratchpad to display the DATA LIST page with filter “ALL”.
SELECT a fix
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PRESS EXEC to confirm the DIRECT TO. The selected waypoint becomes the TO waypoint and a discontinuity is inserted after this waypoint.
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COCKPIT: The flight plan is updated on the Navigation Display.
5.1.6.1.3 The "TO" WPT is moving The rally navigation mode consists in a "DIRECT-TO a moving waypoint” which goal is to follow a “rally navigation” to guide the aircraft towards a computed waypoint (interception point). Example: DIR TO "BISBI".
PRESS DTO key on the MCDU. PRESS the Line Select Key next to "BISBI". A specific SPD VECTOR field is displayed in case of a moving waypoint and indicates the track and speed of the moving waypoint. Moving Speed vector WPT
Computed *WPT
DIR TO
A/C
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PRESS EXEC to confirm the DIRECT TO. In the Flight Plan page, the computed waypoint is named with the ident of the moving waypoint to reach, followed by an asterix. A discontinuity is inserted after the moving waypoint.
COCKPIT: The flight plan is updated on the Navigation Display.
Example: DIR TO "MARG".
PRESS the DTO key on the MCDU. PRESS the ABEAM Line Select Key. PRESS the AIRPORTS Line Select Key. The 20 nearest airports belonging to standard or pilot database are displayed in increasing distance order.
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5.1.6.2 Direct to closest airport
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PRESS the Lsk next to "MARG" :
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PRESS EXEC key to confirm the DIRECT TO :
Note: Only airports within a radius of 240 NM of the aircraft position belong to the list of nearest airports.
5.1.6.3 Direct to abeam point Example: DIR TO "JULEE".
PRESS DTO key twice on the MCDU (or PRESS ABEAM Lsk from the DIRECT TO page)
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PRESS the Lsk next to "JULEE" TMPY page is displayed with computed abeam points (here ABTANCA & ABBECHU):
PRESS EXEC key to validate and display the FPLN page.
RESTRICTIONS When performing a DIRECT TO ABEAM on a waypoint, the following actions are not allowed in the TMPY page on all computed abeam points (including Direct To waypoint):
Lateral and vertical revision
Insertion and deletion of a waypoint
'Direct to' or 'Direct to abeam' operations
No abeam points are computed for the following elements:
Existing abeam points
Along Track Offset points
Lat/Lon crossing points
Moving waypoints
Non fix terminations (CA, CD, CI, FA, FD, FM, HA, VA, VD, VI, VM, VR) plus Procedure Turn (PI) and holding pattern (HM and HF).
No abeam points are inserted in the flight plan in the following cases:
The abeam point is located at less than 2 NM from the previous abeam point.
The abeam point is upstream a previously created abeam point.
The abeam point is located in the curve transition or less than 0.5 NM from the end of the curve transition.
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COCKPIT: The flight plan is updated on the Navigation Display.
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5.1.6.4 Direct to / Intercept PRESS DTO key on the MCDU.
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PRESS the Line Select Key next to "JULEE"
ENTER the desired INBOUND COURSE through the Lsk next to INBND CRS ENTER the desired INTERCEPT DISTANCE through the Lsk next to INTCP DIST Note: If no distance is entered, a FMS computed distance, which depends on TAS and altitude will be used.
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ENTER the desired ALTITUDE CONSTRAINT through the Lsk next to ALT CNSTR (if required) PRESS EXEC key to validate and display the FPLN page. The FMS inserts an intercept leg (Course to Fix) before the Direct To fix:
5.1.7 MARK 5.1.7.1 Marking the present position PRESS MRK key to mark the position , stores it in the pilot database and displays the MARK page. The present position is stored into newly created pilot waypoint. The new waypoint ident is the first available MKxxx (MK001, MK002,…). The position and time (L for local, Z for UTC), at the moment when the user pressed the MRK key, are displayed in the page.
PRESS DATA key to access to the DATA page a DATA SAVE to keep the waypoint in memory after a power off
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COCKPIT: The flight plan is updated on the Navigation Display.
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5.1.7.2 Updating the position PRESS MRK key, then the position is frozen and the MARK page is displayed. The position of the updated position which has been overflown can be defined by an identifier of the fix, a position or a position relative to a fix.
Identifier :
ENTER the identifier in the scratchpad.
PRESS the Lsk next to UPD AT.
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Position :
ENTER the latitude / longitude in the scratchpad.
PRESS the Lsk next to LAT/LON.
Position relative to a fix
ENTER the fix identifier / bearing / distance (from this point) in the scratchpad.
PRESS the Lsk next to UPD AT / BRG / DIST.
Note: When UPD AT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with filter “ALL”. The position of updating point (LAT/LON), the discrepancy (∆POS) from the update point to the frozen position are displayed.
PRESS exec key to confirm the update.
CAUTION: It is recommended to check carefully the discrepancy between the frozen and update position, because the update is irreversible.
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5.1.8 RNP INSERTION PRESS PROG key PRESS NEXT key to display the PROG 2/3 page.
CAUTION: If the inserted value is larger than the computed value (default value or database value if exists), an alert will be generated. Note: If flight area is enroute or terminal, the range of the inserted value of RNP is between 0.2 NM and 20 NM. If flight area is approach, the range of the inserted value is between 0.2 NM and 0.3 NM. If the range is not respected, the entry is rejected and the message RANGE ERROR is displayed in the scratchpad. For PRNAV, enter RNP = 1 Nm. The current RNP is computed by the FMC according to used sensors and the flight area. For more details about the default values, refer to "OPERATIONAL PRINCIPLES / Definitions / Required Navigation Performance (RNP)".
To cancel the RNP insertion, perform a CLEAR action on the RNP Lsk. The deletion is effective for inserted RNP, and without effect otherwise. When the inserted RNP is cleared, the value returns to its computed value (default value or database value).
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ENTER the desired value in the scratchpad then PRESS the Lsk next to the field RNP.
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5.1.9 PREDICTIVE RAIM 5.1.9.1 Launching the RAIM prediction along the flight plan PRESS START PREDICTION Lsk on PRAIM 2/2 page. CAUTION: This action is only allowed if A/C is on ground and the selected flight plan (active or secondary) is not empty or if the selected flight plan duration is less than 23H55. Otherwise the message NOT ALLOWED appears in the scratchpad. The scratchpad line displays the "PRESS EXEC TO CONFIRM" message.
PRESS EXEC key to start prediction.
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Note:
The user can clear the message without confirming by pressing any other key than EXEC.
The FMC is requesting to the GPS the RAIM prediction along the flight plan. During the process, a progression status is displayed. Note: During the computation, ACT/SEC selection, Criterion selection, T/O TIME insertion and deselected satellite insertion or deletion are not allowed.
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Once the prediction computation is complete, “RESULT OK” is displayed if the computation data is compliant with the selected prediction criterion. As soon as a predicted data is not compliant with the selected prediction criterion, “RESULT FAIL” is displayed even if the computation is still in progress. The prediction computation is still going on unless it is cancelled.
PRAIM OK
Once the prediction computation is complete
If RESULT FAIL:
Note:
PRESS the Lsk next to the RESULT > prompt to access to the RESULT page and get detailed results.
The last computed RESULT (OK/FAIL) remains displayed until a new prediction is started.
CAUTION: During the process, any modification that may occur on the computed flight plan (active or secondary) is not taking into account for the prediction in progress. So, the pilot has to cancel the process in progress and start a new prediction after flight plan modification.
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PRAIM KO
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5.1.9.2 Canceling the predictive RAIM computation PRESS CANCEL PREDICTION Lsk on PRAIM 2/2 page. The scratchpad line displays the "PRESS EXEC TO CONFIRM" message.
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PRESS EXEC key to confirm the prediction canceling.
Note:
The computation is automatically cancelled when the A/C is no more on GROUND.
5.2 VERTICAL FUNCTIONS 5.2.1 MONITORING THE VERTICAL GUIDANCE Refer to the "FLIGHT PHASE RELATED PROCEDURES" to monitor the vertical guidance.
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5.2.2 RTA INSERTION OR MODIFICATION The insertion/modification of a RTA is possible on the VERT REV page of a flight plan waypoint.
PRESS FPLN key. PRESS the right Lsk beside the desired waypoint : the VERT REV page is displayed. ENTER the desired value of RTA in the scratchpad. The insertion format must be : − − −
AXXXXXX for “AT or AFTER” required time of arrival. BXXXXXX for “AT or BEFORE” required time of arrival. XXXXXX for “AT” required time of arrival.
PRESS the Lsk beside the RTA field.
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The RTA value appears in that field. the ETA field displays the error between specified RTA and computed ETA for the waypoint, in large amber font if the RTA is declared missed, in large green font otherwise.
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Note: a) The RTA value is limited to local time + 24H00. b) Only one RTA can be defined for a flight plan. If a RTA already exists in the flight plan, the following message is displayed in reverse video in the scratchpad line:
DELETE OTHER RTA ? c) No RTA can be defined on a moving waypoint.
PRESS EXEC key to insert the RTA constraint in the flight plan and display the FPLN page. If a RTA is entered on a waypoint, the ETA (resp. ETE) of the corresponding leg is underlined on FPLN and PROG 1/3 pages.
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If RTA is respected, the ETA (resp. ETE) is displayed in green (or yellow for temporary flight plan) otherwise it is displayed in amber. Note: If the RTA on a waypoint is or becomes missed, the following message is displayed in the scratchpad line.
RTA MISSED
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5.2.3 CONSTRAINT INSERTION OR MODIFICATION PRESS FPLN key. PRESS the right Lsk beside the desired waypoint : the VERT REV page is displayed. ENTER the desired Altitude constraint value in the scratchpad. The insertion format must be: (HHHHH represents the value of the altitude constraint) − − −
HHHHHA for “AT or ABOVE” altitude constraint. HHHHHB for “AT or BELOW” altitude constraint. HHHHH for “AT” altitude constraint.
PRESS the Lsk beside the ALT CNSTR field. The entered value is displayed in that field.
The allowed range of the entered value is [1°; 9°].
PRESS the Lsk beside the FPA field. The entered value is displayed in that field.
ENTER the desired speed constraint value (IAS) in the scratchpad. PRESS the Lsk beside the SPD CNSTR field. The entered value is displayed in that field.
PRESS EXEC key to insert the constraint in the flight plan and access to the FPLN page. The user can delete the altitude constraint (respectively speed constraint) by performing a CLEAR action on the ALT CNSTR Lsk (respectively SPD CNSTR Lsk.).
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ENTER the Flight Path Angle (FPA) in the scratchpad.
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5.2.4 VERTICAL WIND PROFILE MODIFICATION PRESS FPLN key (one or two times) to display the desired flight plan page (active or secondary). PRESS the right Lsk beside the desired waypoint : the VERT REV page is displayed.
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PRESS WIND Lsk to display WIND page.
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Note: a) TRUE WIND / ALT is displayed in large font when the vertical wind profile is defined at the revised waypoint. b) TRUE WIND / ALT is displayed in small font when the vertical wind profile is propagated.
ENTER a wind group value in the scratchpad (wind origin/wind speed/wind altitude) PRESS the Lsk beside an existing group to modify it.
Note: c) When deleting the last wind group of a wind profile, the wind profile is filled with upstream or downstream wind profile according to propagation rules. d) last wind group of a propagated wind profile can not be deleted
PRESS EXEC key to validate the modified vertical wind profile and display the FPLN page.
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To delete a wind group, perform a CLEAR action on the desired wind group Lsk.
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5.3 OTHER FUNCTIONS 5.3.1 NAVIGATION FREQUENCY MANAGEMENT This function enables to activate navigation frequencies autotuning and to display radio navigation raw data used by the localisation function.
5.3.1.1 Navaid Manual Tuning Navaids can be manually tuned via the MCDU by pressing the corresponding Lsk. When NAV1 (resp. NAV2) Lsk is pressed, the NAV1 (resp. NAV2) TUNE page is displayed with the nearest VHF navaids.
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The selection of a navaid sends a manual tuning command with the frequency of the selected navaid and the display reverts to NAV FRQ page.
On NAV FRQ page, select NAV1 (resp. NAV2), NAV1 (resp. NAV2) TUNE page is displayed, On NAV1 TUNE page (resp. NAV2 TUNE page), select an ident to perform a manual tuning.
5.3.1.2 Navaid Autotuning PRESS DATA key then NAV FREQ Lsk.
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If AUTO is displayed in large green font for the desired navaid, autotuning is already in progress.
If AUTO is displayed in small cyan font for the desired navaid:
PRESS AUTO/MAN < to engage the autotuning mode AUTO is displayed in large green font for the desired navaid.
WAIT few seconds then CHECK that AUTO is still displayed in large green font.
Note: If a radio is selected as a nav source on the FGCP, the FMS selects automatically the MAN mode and the AUTO mode is forbidden. An attempt to select AUTO displays the following message in the scratchpad:
NOT ALLOWED
Refer to "FLIGHT PHASE RELATED PROCEDURES / Other functions / Navigation frequency management / Deselecting navaids".
5.3.1.4 Reselecting navaids Refer to "FLIGHT PHASE RELATED PROCEDURES / Other functions / Navigation frequency management / Reselecting navaids".
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5.3.1.3 Deselecting navaids
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5.3.2 DATABASE OPERATION 5.3.2.1 Creation, modification, deletion, rename of pilot point PRESS DATA key. PRESS DATABASE Lsk. PRESS AIRPORT/ NAVAID / WAYPOINT Lsk.
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The PILOT DATA page corresponding to the chosen type is displayed with the list of the data identifier and the number of remaining slots.
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To consult, modify or rename a data, on PILOT DATA page, PRESS the Lsk near the desired identifier. The corresponding PLT APT/NAVAID/WPT page is displayed, and its content can be modified. Note: a) If the data is used in the active, temporary or secondary flight plan, the modification or deletion is impossible. The symbol used appears in reverse video in the associated page (respectively PLT APT / PLT NAVAID / PLT WPT - see examples below) b) If the data is used in a route, its deletion is impossible. The symbol USED appears in the associated page (respectively PLT APT /PLT NAVAID / PLT WPT)
On PLT APT/NAVAID/WPT page, PRESS PREV / NEXT key to access to the previous/next pilot data.
To create a new data:
From PILOT DATA page PRESS NEW Lsk, or on PLT APT/ NAVAID/WPT page insert a new identifier.
FILL IN the displayed page.
To delete a data:
From the PILOT DATA or PLT APT/NAVAID/WPT page, PERFORM a CLEAR action on the identifier.
PRESS EXEC key to confirm
To rename a data:
From the PLT APT/WPT/NAVAID page, ENTER the new name preceded by “-“ in the IDENT field
Note: a) It is forbidden to create two data with the same type and the same identifier. In this case, the following message is displayed in the scratchpad line:
IDENT ALREADY USED b) After modifications, in order to recover the same pilot data after a power off, the alarm DTA is triggered to perform a save of data.
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5.3.2.2 Pilot route creation PRESS successively DATA key, DATABASE Lsk and ROUTE Lsk to display the PILOT DATA ROUTE page.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRESS NEW Lsk.
ENTER the route identifier on IDENT Lsk. Note:
The insertion of the departure and arrival airport of the Standard or Pilot database is optional.
INSERT fixes, airways, departure and arrival procedures as described in the previous paragraph. Note: To create a route as a copy of another route, display this route (PLT ROUTE page) then enter the new name preceded by "+" in the IDENT field. Example: Example of pilot route construction: ROUTE1 from LFBO (AFRI5A) to LFLL (ARBON/I18L) via FILOU, UN260/ECHO and BECHU.
ENTER "ROUTE1" in the scratchpad then PRESS the IDENT field on Lsk L1 ENTER "BECHU" waypoint in the scratchpad then PRESS the Lsk L2
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ENTER "FILOU" in the scratchpad then PRESS the Lsk L2 ENTER "LFBO/LFLL" in the scratchpad then PRESS the Lsk R1
ENTER "UN260/ECHO” in the scratchpad then PRESS the Lsk L4 This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
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PRESS the Lsk L2 to display the DEPARTURE page. PRESS the relevant Lsk to select the runway. PRESS the relevant Lsk to select the SID "AFRI5A" PRESS the RETURN > Lsk to return to the PLT ROUTE page. PRESS the Lsk R4 to display the ARRIVAL page. PRESS the relevant Lsk to select the runway "I18L". PRESS the relevant Lsk to select the VIA "ARBON"
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRESS the RETURN > Lsk to return to the PLT ROUTE page.
After the route creation, in order to recover the same pilot route after a power off, the alarm DTA is triggered to perform a save of data.
PRESS RETURN Lsk twice to return to the DATA page and PRESS SAVE Lsk. CAUTION: All created or modified Pilot Route shall be checked carefully by the pilot directly on MCDU before use.
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5.3.2.3 Modifying a pilot a route PRESS DATA key. PRESS DATABASE Lsk. PRESS ROUTE Lsk. The PILOT DATA ROUTE page is displayed with the list of the route identifiers and their optional departure and arrival airports.
PRESS PREV / NEXT key to access the previous/next routes identifiers, by circular permutation. INSERT characters in the scratchpad line to only display the routes which identifiers begin with these characters. The whole list is displayed when the scratchpad is empty. To erase a route, PRESS CLR key, then PRESS the Lsk beside the desired route identifier, and PRESS EXEC key to confirm this deletion. To rename a route, PRESS the Lsk beside the desired route identifier to display the PILOT DATA ROUTE page then ENTER the new name preceded by "-" in the IDENT field. PRESS CO-ROUTE Lsk to access the standard data company route page (refer to "MAINTENANCE PROCEDURES / Company routes maintenance"). Note: After renaming or erasing, in order to recover the same pilot data after a power off, the alarm DTA is triggered to save the modified data.
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Note: If a route contains fixes, airways or procedures that are no more in the Standard Database, the route identifier is displayed in amber.
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5.3.2.4 Saving data PRESS DATA key. PRESS SAVE Lsk to save the user data (pilot and company databases) and the secondary flight plan. During saving, the following message is displayed in reverse vide in the scratchpad.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
XFER DATA IN PROGRESS
Note: If for some reasons the data save fails (missing compact flash, corrupted data...), the following message is displayed in the scratchpad line:
XFER FAIL
5.3.2.5 Standard database selection The FMS allows to manage up to two standard databases (typically two AIRAC cycles). Only one database is selected at a same time (called used database). The crew has the capability to select the other one (called additional database). Note:
Standard database selection is only possible on ground.
PRESS DATA key. PRESS NAV DATA Lsk.
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PRESS STD DATA Lsk to pre-select the additional standard database.
PRESS EXEC Key to confirm the selection (or PRESS any other key to cancel and clear the message).
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During the load, the message XFER DATA IN PROGRESS appears in the scratchpad. Once finished, the former additional standard database becomes the used standard database.
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After selection, FMC performs the following tests:
a) Integrity test of navigation database. In case a FMC detects that its database is corrupted, it raises a "cross talk data discrepancy alert" (CTK) and switches in independant mode. The other FMC will detect the loss of communication and will raise the "cross talk failure no communication FMS1/2" (CTK) alert and also switches in independant mode. b) Consistency test of navigation database. Refer to"FLIGHT PHASE RELATED PROCEDURE / Preflight / FMS Initialisation / Checking navigation database" for consistency test details. Note:
Standard database selection has the following consequences:
a) Active and temporary FPLN are cancelled. b) Secondary FPLN is cancelled. It can possibly be replaced by the secondary FPLN in Compact Flash if this one is consistent with the uploaded standard database.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
c) Nearest navaids and nearest airports lists are updated. When the two FMC has not the same used standard database, CTK alert is raised and the FMC remains in independant mode. In case the two FMC has common additional standard database, select it on one FMC and restart the other FMC to retrieve the two FMC in dual mode. In case one FMC has its additional standard database common with the used standard database of the other FMC, restart the FMC to retrieve the two FMC in dual mode.
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ABNORMAL PROCEDURES
6.1 FAILURES 6.1.1 LIST OF MESSAGE CODES The following table lists the FMS alerts in decreasing priority. Clear means the alert can be cleared, mask means the alert can be masked and then can be unmasked by a MSG RECALL command. The delay represents the time between cause coming and the alert triggering. MASK (Y/N)
CLEAR (Y/N)
DELAY
CAUSE, ALERT DESCRIPTION
CFG
Y Y Y Y
-
-
WGT
-
Y
-
CTK
Y
-
-
Y
-
-
Y Y Y
Y -
-
Y
-
-
Y Y Y Y
-
5s 5s 5s 5s 5s 5s 5s
FM Conf DB / A/C type inconsistency PerfDB / A/C type inconsistency (RAM) Current FM Conf DB discrepancy (resident) Configuration databases discrepancy (Magvar DB, Perf DB, FM Conf DB) Active weight updated with secondary flight plan parameters Cross talk failure (no communication FMS1/2 or application SW discrepancy) Cross talk data discrepancy (used Standard DB) Cross talk init Cross talk init request (transmitter) Rejected command Cross talk data discrepancy (additional Standard DB) Cross talk data discrepancy (Company DB) Initial position invalid on ground ZBC invalid CAS invalid TAT invalid Heading failure Selected position invalid Reinit BCP Position discrepancy
Y Y
-
-
-
Y
-
INI AIR
HDG POS
FAL
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TYPE OF ALERT
T TYPE OF ALERT
MASK (Y/N)
CLEAR (Y/N)
DELAY
FFF
Y Y
-
30 s 30 s -
Y Y Y Y Y
-
5s 5s 8s
Y Y Y
Y -
30 s 10 s 10 s
Y
-
10 s
Y
-
300 s
Y Y
-
20 s
Y
-
-
Y
-
-
Y
-
-
Y
-
-
Y Y
-
-
Y
-
-
Y Y
-
5s -
DTA VAR FPL GPS LAB R/N
AIM This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
FMS220 - USER'S MANUAL ABNORMAL PROCEDURES / Failures
HIL
APP
RNP
FMS ISA
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CAUSE, ALERT DESCRIPTION
Flowmeter 1 failure Flowmeter 2 failure Save data request Variation discrepancy (inserted/computed) IFR flight plan discontinuity GPS status fault GPS navigation fault Fuel unit failure Radionavigation EPE invalid or greater than RNP Radionavigation autotuning failure GPS position invalid in enroute area GPS position invalid in terminal area GPS position invalid in approach area (before FAF) GPS data degraded in approach area (after FAF) GPS position invalid in approach area (after FAF) HIL at FAF or MAP is invalid GPS fault detection or GPS position out of range, in enroute area GPS fault detection or GPS position out of range, in terminal area GPS fault detection or GPS position out of range, in approach area Approach condition not met (guidance condition) Approach condition not met (GPS or radio conditions) Navigation accuracy degraded RNP RNAV type inconsistent with the current airspace Navigation integrity degraded during RNP APCH Bite function failure FMC Cold Temperature compensation recommended
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6.1.2 MEANING OF ALARM MESSAGES Hereafter are described in alphabetic order, the list of the alerts defined with their code, text, meanings and the possible actions.
6.1.2.1 AIM NO GPS RAIM Explanation : GPS HIL is invalid in enroute, terminal or approach flight area before FAF or GPS HIL is invalid & GPS HDOP is degraded or invalid, in approach area after FAF or GPS HIL is invalid & GPS HDOP is valid, in approach area after FAF. Possible actions :
PRESS CHECK Lsk to display the GPS NAV page.
PRESS CLEAR Lsk to mask the alert.
GPS PRAIM NOT VALID AT FAF OR MAP Explanation : Predicted HIL at FAF or MAP is invalid or degraded Possible actions :
PRESS CHECK Lsk to display the PRAIM 1/2 page.
PRESS CLEAR Lsk to mask the alert.
6.1.2.2 AIR AIR DATA FAILURE INSERT BACKUP PARAMETERS Explanation : The Indicated Air Speed, or Barometric Corrected altitude, or Total Air Temperature is invalid. Possible actions :
PRESS INSERT Lsk to display the AIR/RA page. Enter the Indicated Air Speed (IAS), Barometric Corrected altitude (ZC), and Total Air Temperature (TAT).
PRESS CLEAR Lsk to mask the alert
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6.1.2.3 APP APPROACH NOT ENABLE CHECK TKE OR XTK Explanation : The TKE or XTK approach condition is not met.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Possible actions :
PRESS CHECK Lsk to display the PROG 2/3 page. CHECK the values of TKE and XTK.
PRESS CLEAR Lsk to mask the alert.
APPROACH NOT ENABLE CHECK POS EPE OR GPS HIL Explanation : The GPS or radionav approach conditions are not met. Possible actions :
PRESS CHECK Lsk to display the PROG 3/3 page.
PRESS CLEAR Lsk to mask the alert.
6.1.2.4 CFG CONF A/C TYPE INCONSISTENCY Explanation : A/C type from system configuration is inconsistent with Input A/C type Possible action :
PRESS CLEAR Lsk to clear the alert.
PERFDB A/C TYPE INCONSISTENCY Explanation : A/C type from performances database is inconsistent with Input A/C type Possible action :
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PRESS CLEAR Lsk to clear the alert.
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CURRENT FM CONF DATA DISCREPANCY Explanation : A CRC dicrepancy has been found for Conf FM Database in RAM Each FMC remains then in independent mode. Possible action :
PRESS CLEAR Lsk to clear the alert.
CONF DATA DISCREPANCY Explanation :
A CRC discrepancy has been found for FM configuration or performances database in Flash PROM. Each FMC remains then in independent mode. Possible action :
PRESS CHECK Lsk to display the CONF DATA page.
PRESS CLEAR Lsk to clear the alert.
6.1.2.5 CMD CROSS TALK COMMAND REJECT Explanation : The opposite FMC has rejected the command transmitted by the own side FMC. Possible actions :
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PRESS CLEAR Lsk to clear this alert.
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A CRC discrepancy has been found for Magnetic variation model in Compact Flash
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6.1.2.6 CTK CROSS TALK FAILURE NO COMMUNICATION FMS1/2 Explanation : Two causes are possible: − −
There is no activity on CROSS TALK bus, for more than 15s. In this case, on page PROG 3/3 the position discrepancy between the two FMC is invalid. The software version is different between the two FMC.
Each FMC remains then in independent mode.
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Possible actions :
PERFORM maintenance actions: UPLOAD the FMC software and CHECK the ARINC bus.
PRESS CLEAR Lsk to mask the alert.
USED STANDARD DATABASE DISCREPANCY Explanation : The two FMC do not have the same used standard database in their compact flash memory or the databases are corrupted (on one side or both sides).
CAUTION: While this standard database discrepancy exists, the two FMC remains in independant mode. Possible actions :
PRESS CHECK Lsk to display the NAV DATA page. In case of corrupted database, the FMS BITE page is displayed.
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PRESS CLEAR Lsk to mask the alert.
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CROSS TALK INIT CONFIRM ON THE OTHER FMS Explanation : The power on has occurred in flight or the first CROSS TALK initialization has not been correctly executed. Each FMC remains then in independent mode until the CROSS TALK INIT confirmation. Possible actions :
CONFIRM the transfer on the other FMC.
PRESS CLEAR Lsk to mask the alert.
CROSS TALK INIT PRESS CTK TO CONFIRM
The power on has occurred in flight or the first CROSS TALK initialization has not been correctly executed. Each FMC remains then in independent mode until the confirmation. Possible actions :
PRESS CTK Lsk to confirm the CROSS TALK INIT on the FMS. The CROSS TALK INITIALIZATION process locks the keyboard of the MCDU, except BRT/DIM and MENU key during up to 2 min.
PRESS CLEAR Lsk to mask the alert.
Note: This command is different from the command CTK INIT (Lsk L5) that may be possible on inactive FMC (refer to "FMS BITE page"): In this case, the CTK INIT makes a long power interruption of the inactive FMC.
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Explanation :
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ADDITIONAL STANDARD DATABASE DISCREPANCY Explanation : The two FMC do not have the same additional standard database in their compact flash memory.
CAUTION: While this standard database discrepancy exists, the two FMC remains in independant mode.
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Possible actions :
PRESS CHECK Lsk to display the NAV DATA page.
PRESS CLEAR Lsk to mask the alert.
COMPANY DATABASE DISCREPANCY Explanation : The two FMC do not have the same company database in their compact flash memory.
CAUTION: While this company database discrepancy exists, the two FMC remains in independant mode. Possible actions :
PRESS CHECK Lsk to display the NAV DATA page.
PRESS CLEAR Lsk to mask the alert.
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6.1.2.7 DTA NAV DATA MODIFIED SAVE DATA Explanation : Two causes are possible: − − Note:
Data in Pilot Database, Company Database or secondary flight plan has been modified but not saved in Compact Flash. Those modifications will be lost after the power off. Data discrepancy in Pilot Database or secondary flight plan exists between the Compact flash content of each side but no data harmonization was performed.
Only modifications of secondary flight plan made on ground raises the DTA alarm.
Possible actions:
PRESS SAVE Lsk to display the DATA MENU page.
PRESS SAVE > Lsk to perform a DATA SAVE.
PRESS CLEAR Lsk to mask the alert.
6.1.2.8 FAL DESTINATION FUEL LESS THAN RESERVE Explanation : The Estimated Fuel On Board, EFOB, at the destination, or the EFOB on the rerouting point is lower than the reserve. Possible actions:
PRESS CHECK Lsk to display the CRZ PERF page.
PRESS CLEAR Lsk to mask the alert.
NRP ALERT Explanation : The Non Return Point will be reached within 1 minute. Possible actions:
PRESS CHECK Lsk to display the PROG 1/3 page.
PRESS CLEAR Lsk to mask the alert.
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6.1.2.9 FFF FUEL FLOW FAILURE INSERT BACKUP PARAMETERS Explanation : One or more of the fuel flow values is invalid. Possible actions:
6.1.2.10
PRESS INSERT Lsk to display the FUEL FLOW page. Enter the corresponding value.
FMS FMS BITE FAILURE
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Explanation : An error in the internal test of the FMS, or MCDU is detected. Possible actions:
PRESS CHECK Lsk to display the FMS BITE page.
FIND the status set to 1, and report to "Operational Checking" paragraph.
PRESS CLEAR Lsk to mask the alert.
6.1.2.11
FPL FPLN DISCONTINUITY OR END OF ROUTE
Explanation : When a flight plan is engaged and the FMS is coupled to the autopilot, a flight plan discontinuity or the end of the flight plan (different from the destination) will be reached within 1 minute. Possible actions:
PRESS CHECK Lsk to display the FPLN page.
PRESS CLEAR Lsk to mask the alert.
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6.1.2.12
T
GPS GPS FAILURE CHECK GPS STATUS
Explanation : At least one parameter/status coming from the GPS is invalid/fault. Possible actions:
PRESS CHECK Lsk to display the SENSOR STS page. CHECK the status and mode of the GPS.
PRESS CLEAR Lsk to mask the alert.
6.1.2.13
HDG
Explanation : The navigation heading provided by the IRS is invalid. Possible action:
PRESS INSERT Lsk to display the hdg/att page.
ENTER the heading of navigation in the selected reference (MAG or TRUE).
6.1.2.14
HIL GPS HORIZONTAL INTEGRITY ALERT
Explanation : The GPS fault detection status is raised. The Horizontal Integrity Limit, HIL of the GPS is greater than : − − −
0.3 NM in APPROACH flight area. 1 NM in TERMINAL flight area. 2 NM in ENROUTE flight area.
Possible actions:
PRESS CHECK Lsk to display the GPS NAV page.
CHECK the HIL value.
PRESS CLEAR Lsk to mask the alert.
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HEADING INPUT NOT VALID INSERT NAV HEADING
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INI CHECK INITIAL POSITION AND INIT SENSORS
Explanation : The initial position is invalid. Possible action:
PRESS CHECK Lsk to display the POS INIT page.
CHECK the initial position and PERFORM the SENSORS initialization.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
6.1.2.16
ISA TEMP COMPENSATION RECOMMENDED
Explanation : If the temperature compensation is inactive and destination TDEV is valid and less than -15°C or destination TDEV is invalid and current TDEV is valid and less than -15°C. Possible actions:
PRESS CHECK Lsk to display the VNAV 2/2 page.
PRESS TEMP COMP > to activate the cold temperature compensation.
PRESS CLEAR Lsk to mask the alert.
6.1.2.17
LAB LABEL ERROR CHECK WEIGHT UNIT
Explanation : The fuel unit is invalid. Since it is used to set the weight unit, the weight unit keeps its previous value. Possible actions:
PRESS CHECK Lsk to display the UNITS page.
PRESS CLEAR Lsk to mask the alert.
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6.1.2.18
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POS SELECTED POS NOT VALID CHANGE NAV MODE
Explanation : The position of the selected navigation mode is invalid. Possible action:
PRESS CHANGE Lsk to display the PROG 3/3 page.
SELECT another navigation mode.
POSITION DISCREPANCY Explanation :
Possible actions:
PRESS CHECK Lsk to display the PROG 3/3 page.
IDENTIFY the inconsistent sources of navigation.
PRESS CLEAR Lsk to mask the alert.
BCP POSITION UPDATING IN 30S Explanation : The BCP, Best Computed Position will be re-initialized automatically within 30s, because there is a too large difference of position between the BCP position and the best sensor position. Possible action:
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PRESS CHECK Lsk to display the BCP NAV page.
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The position discrepancy between the selected navigation mode and another one is greater than max ( 0.1 Nm ; sum of each navigation mode EPE ), EPE = Estimated Position Error.
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R/N RADIO NAV EPE > RNP OR INVALID
Explanation : The Radionavigation EPE is invalid or greater than RNP
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Possible actions:
PRESS CHECK Lsk to display the NAV FRQ page.
CHECK the radio-navigation data.
PRESS CLEAR Lsk to mask the alert.
RADIO NAV AUTOTUNING FAILURE Explanation : During autotuning, the tuned frequency returned by at least one of the radio navigation equipments is different from the commanded frequency or DME holding status returned by the DME equipment on at least one channel is different from the commanded status. Possible actions:
Note:
PRESS CHECK Lsk to display the NAV FRQ page.
CHECK the radio-navigation data.
PRESS CLEAR Lsk to mask the alert.
This alarm appears only on the active FMC
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6.1.2.20
T
RNP NAVIGATION ACCURACY DEGRADED
Explanation : The ANP is greater than the current RNP or (GPS is not selected for navigation and estimated position error (EPE) is greater than 3.8NM). Possible actions:
PRESS CHECK Lsk to display the PROG 2/3 page.
CHECK ANP and RNP values.
PRESS CLEAR Lsk to mask the alert.
Explanation : The Required Navigation Performance (RNP) inserted on page PROG 2/3 is greater than the default value for the current airspace called rnp_default. Refer to "OPERATIONAL PRINCIPLES / Definitions / Required Navigation Performance (RNP)" to know the rnp_default value according to the current conditions (flight area, sensors in use). Possible actions:
PRESS CHECK Lsk to display the PROG 2/3 page.
ENTER a new RNP value.
PRESS CLEAR Lsk to mask the alert.
RNP APPROACH INTEGRITY DEGRADED Explanation : GPS Navigation precision is not good enough for RNP approach. Possible actions:
PRESS CHECK Lsk to display the PROG 2/3 page. CHECK the ANP and RNP values.
PRESS CLEAR Lsk to mask the alert.
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RNP > RNP_DEFAULT AIRSPACE INCONSISTENCY
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VAR INSERTED/COMPUTED VAR DISCREPANCY
Explanation : The difference between the calculated magnetic variation and the entered magnetic variation value is greater than 2°.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Possible action:
PRESS CHECK Lsk to display the HDG/ATT page.
ENTER a new magnetic variation value.
PRESS CLEAR Lsk to mask the alert.
6.1.2.22
WGT SEC FPLN ACTIVATED CHECK WEIGHT
Explanation : Upon secondary flight plan swap or activation command, at least one active weight parameters has been replaced by an inserted secondary take-off performances parameter. Possible action:
PRESS CHECK Lsk to display the WEIGHT page (this action clears the alert).
CHECK total fuel weight and zero fuel weight values and enter take-off center of gravity parameter if necessary (resets when this alarm is triggered)
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6.2 OPERATIONAL CHECKING 6.2.1 PERFORMING FMS RESYNCHRONIZATION CTK INIT command allows to manually synchronize both FMS. Note:
This command is only available on the FMS not coupled with the autopilot.
PRESS DATA key PRESS STATUS Lsk PRESS FMS BITE Lsk
PRESS EXEC key to confirm. The FMC restarts to process the crosstalk initialization performed at start up.
6.2.2 CHECKING PROCEDURES 6.2.2.1 Checking sensors Refer to "PILOT INTERFACE / MCDU Pages description / STATUS / SENSOR STS page" for more details about the sensors status Checking.
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PRESS > CTK INIT Lsk.
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6.2.2.2 Uploading configuration data The following configuration data can be uploaded:
the model of the earth’s magnetic field (MAG VAR)
Note: The upload of the system configuration database (FMS CONF) and the performance database (PERF DATA) is managed at IAD level.
Power off the IAD INSERT a Compact Flash with the desired type of data in the Compact Flash reader. Power on the IAD.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
CHECK the data uploaded: − − −
PRESS DATA key. PRESS STATUS Lsk. PRESS CONF DATA Lsk.
The following data are displayed:
FMS CONF, system configuration table identification and CRC.
PERF DATA, performance database identification and CRC.
MAG VAR, magnetic variation model identification and CRC.
CAUTION: Data uploaded from the compact flash are not permanent. Upload is done at each start. Thus, if the compact flash is missing or no data is present in the compact flash when starting the IAD, FMC will use IGRF2010 as magnetic variation model.
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6.2.2.3 Downloading of FMS status A Compact Flash must be inserted in the Compact Flash reader. PRESS DATA key. PRESS STATUS Lsk. PRESS CONF DATA Lsk. PRESS sAVE Status Lsk. Note: data.
These data are used only for THALES AVIONICS analysis, and do not include maintenance
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
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MAINTENANCE PROCEDURES
7.1 STANDARD DATA MAINTENANCE 7.1.1 UPLOADING NAVIGATION DATABASE The standard database (STD DATA), pilot database (PILOT DATA) and company database (CO-RTE DATA) are uploaded at cold start from the Compact Flash.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note: When the compact flash contains two standard databases, only one database is uploaded at cold start according to the expiration dates. The uploaded database is called "used standard database" and is identified with a star "*" character. The other database is called "additional standard database". Refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Database operation / Standard database selection" to upload the additional standard database.
Power off the IAD. INSERT a Compact Flash with the desired data (standard, additional standard, pilot, company) in the Compact Flash reader. Refer to "OPERATIONAL PRINCIPLES / Flight management principles / Database"
Power on the IAD. CHECK the uploaded navigation data. Refer to "FLIGHT PHASE RELATED PROCEDURES / Preflight / FMS Initialisation / Checking navigation database".
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7.2 COMPANY ROUTES MAINTENANCE 7.2.1 COMPANY ROUTE LIST PRESS DATA key. PRESS DATABASE Lsk. PRESS CO-ROUTE Lsk. The STANDARD DATA CO-ROUTE page is displayed with the list of the company route identifiers and their departure and arrival airports.
PRESS PREV / NEXT key to access to the previous/next company routes identifiers, by circular permutation. INSERT characters in the scratchpad line to only display the routes which identifiers begin with these characters. The whole list is displayed when scratchpad line is empty.
PRESS PLT ROUTE Lsk to access to the pilot data route page. Refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Database operation". Note: CODE insertion is necessary to access to the company route edition mode (refer to "Company route edition" paragraph).
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Note: If a company route contains fixes, airways or procedure parts that are not in the used standard database, the route identifier is displayed in amber.
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7.2.2 REVIEW OF A COMPANY ROUTE On STANDARD DATA CO-ROUTE page, PRESS Lsk beside the desired company route identifier.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
The CO-ROUTE page is displayed, this page contains:
IDENT, company route identifier.
FROM/TO, departure and arrival airports (optional).
List of elements of the company route (with FROM and TO airports) and the path between elements (*). (*) between two waypoints, the path displayed is "bearing/distance". (*) If the route contains a departure procedure with SID (resp. SID and TRANS), a field with the SID identifier (resp. "SID/TRANS" identifiers) is displayed in reverse video between the departure runway and the last fix of the departure procedure. The departure airport identifier is followed by the three last characters of the runway identification. (*) If the route contains airway segments, a VIA field followed by the airway identifier in reverse video is displayed between the FROM and TO fix identification. (*) If the route contains an arrival procedure with STAR (resp. TRANS and STAR), a field with the STAR identifier (resp. "TRANS/STAR" identifiers) is displayed in reverse video after the first fix of the arrival procedure. (*) If the route contains an approach procedure with APP (resp. VIA and APP), a field with the APP identifier (resp. "VIA/APP" identifiers) is displayed in reverse video after the first fix of the arrival procedure or following the "TRANS/STAR" identifier if defined.
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Note: When the arrival procedure contains "VIA/APP" and "TRANS/STAR", a blank line separates the identifiers (see second page example herebelow)
Example of company route section with departure procedure (SID and TRANS) and airway segments.
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
Example of company route section with arrival procedure (TRANS, STAR, VIA and APP).
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PRESS the Lsk beside an element of the route to display its characteristics (Standard Airport/Navaid/Waypoint/NDB page) or access to the procedure page. Note: a) Each company route may contain up to 50 elements. b) There is no discontinuity in a company route. c) If a company route contains inconsistent data (fixes, airways or procedures that do not exist in the used standard database), the route identifier and the concerned inconsistent data are displayed in amber.
CAUTION: If a company route contains airway and/or procedure portions, the crew must check that it is compliant with flight plan capacity (100 legs).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
If “< - - - -” or “- - - - >” is displayed, a PRESS on the corresponding Lsk enables to scroll left or right the element list of the company route. To select this company route, PRESS ROUTE SELECT Lsk to go to the ROUTE SEL page.
7.2.3 EDITING A COMPANY ROUTE PRESS DATA key. PRESS DATABASE Lsk. PRESS CO-ROUTE Lsk. The STANDARD DATA CO-ROUTE page is displayed.
ENTER access code "1111" in CODE - - - - Lsk. CAUTION: Company route data edition must be performed by authorized staff only. The following features are protected by an access code. CAUTION:
Company route edition can be performed on ground only.
Note: a) Edition mode ends after a long power interruption or when A/C transitions to flight. b) In case the access code inserted is not correct, the following message is displayed in the scratchpad line:
INCORRECT PASSWORD
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7.2.3.1 Deleting a company route On STANDARD DATA CO-ROUTE page, PRESS CLR key, then PRESS the Lsk beside the desired route identifier, and PRESS EXEC key to confirm this deletion. On CO-ROUTE page, PRESS CLR key, then PRESS IDENT Lsk, and PRESS EXEC key to confirm this deletion.
7.2.3.2 Modifying a company route
Perform the modifications (insertions/deletions of fixes, airways, procedures). All the pilot route procedures apply, refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Database operation / Modifying a pilot route".
To display or to select this route, PRESS ROUTE SELECT Lsk to go to the ROUTE SELECT page.
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On STANDARD DATA CO-ROUTE page, PRESS Lsk beside the desired route identifier.
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7.2.3.3 Creating a company route On STANDARD DATA CO-ROUTE page, PRESS NEW Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
ENTER the route identifier on IDENT Lsk. Note: The insertion of the departure and arrival airport of the standard database is optional (FROM/TO Lsk).
INSERT fixes, airways, departure and arrival procedures as described in the "Pilot route creation" paragraph. Note: To create a route as a copy of another route, display this route (CO-ROUTE page) then enter the new name preceded by "+" in the IDENT field.
Perform a data save: PRESS RETURN Lsk twice to return to the DATA page and PRESS SAVE Lsk. Note: a) Only fixes from standard database can be inserted in a company route. Any other insertion will be rejected with the following message displayed in the scratchpad line:
NOT ALLOWED b) After modifications, in order to recover the same company route after a power off, the alarm DTA is triggered to perform a save of data. c) When the maximum route capacity is reached, the following message is displayed in the scratchpad line:
MEMORY FULL
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7.3 USER DATA MAINTENANCE 7.3.1 ERASING USER DATA PRESS DATA key. PRESS ERASE Lsk.
This action is irreversible and erases the content of the Pilot database and secondary flight plan, on both FMC (internal memory and compact flash). Note: To allow the deletion, the active flight plan, the temporary flight plan and the secondary flight plan are cancelled. Note: If for some reasons the data erase fails (no Compact flash plugged in, corrupted data...), the following message is displayed in the scratchpad line:
XFER FAIL
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRESS EXEC key.
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
8
A/C ACARS ACS ADC ADF AF AFCS AGL AHRS ALT ALTN ALT SEL AMLCD ANP AP APCP APT AWY BCP BITE BRG CA CARP CAS CD CF CI CLR CMS CMU CO-ROUTE CR CRC CRS CRZ DA DC DCF DEST DF DIST DME
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ACRONYMS AND ABBREVIATIONS
Aircraft Arinc Communication Addressing and Reporting System Autopilot Coupled Side Air Data Computer Automatic Direction Finder Arc to Fix (ARINC-424 leg) Auto Flight Control System Above Ground Level Attitude and Heading Reference System Altitude Alternate Selected Altitude Active Matrix Liquid Crystal Display Actual Navigation Performance Auto Pilot Auto Pilot Control Panel Airport Airway Best Computed Position Built In Test Equipment Bearing Course to an Altitude (ARINC-424 leg) Computed Air Release Point Computed Air Speed Course to DME distance (ARINC-424 leg) Course to Fix (ARINC-424 leg) Course to Intercept (ARINC-424 leg) Clear Communication Management System Communication Management Unit Company Route Course to Radial interception (ARINC-424 leg) Cyclical Redondancy Check Course Cruise Drift Angle Data Concentrator Data Concentrator Function Destination Direct to Fix (ARINC-424 leg) Distance Distance Measuring Equipment
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Desired Track angle
DTO DVS EFCP EFIS EFOB EIA EPE ETA ETE EXEC FA FAF FC FCM FD FDE FDS FF FGCP FL FM FMC FMS FOB FOM FPA FPLN FPS FREQ FRQ FTE GA GCA GPIRS GPS GS GW HA HARP HDG HELI HF HFOM HGT HIL HM
Direct-To Doppler Velocity System EFIS Control Panel Electronic Flight Instrument System Estimated Fuel On Board Enhanced Interrupted Alignment Estimated Position Error Estimated Time of Arrival Estimated Time En route Execute Fix to an Altitude (ARINC-424 leg) Final Approach Fix Fix to distance on Course (ARINC-424 leg) Flight Control Module Fix to DME distance (ARINC-424 leg) Fault Detection and Exclusion Flight Display System Fuel Flow Flight Guidance Control Panel Flight Level Fix to Manual termination (ARINC-424 leg) Flight Management Component Flight Management System Fuel On Board Factor Of Merit Flight Path Angle Flight Plan Flight Planning System Frequency Frequency Flight Technical Error Go Around Gyrocompass Alignment Global Positioning + Inertial Reference System Global Positioning System Ground Speed Gross Weight Hold to an Altitude (ARINC-424 leg) High Altitude Release Point Heading Heliport Hold to Fix (ARINC-424 leg) Horizontal Figure Of Merit Height Horizontal Integrity Limit Hold to Manual termination (ARINC-424 leg)
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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
DTK
T
THALES AVIONICS 2010
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
T HSFOM IAD IAS ICAO IDENT IF IFA IFC IFR IGRF ILS INS IRS IRU KM KH KT LAT LB LCD LNAV LNG LOC LONG LSK MAG MAG VAR MCDU MDA MFD MGRS MOT MRK MSG NAV NAVAID ND NDB NRP NM OFST PBD PEE PFD PI POS PPOS PPS
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Horizontal Speed Figure of Merit Integrated Avionic Display Indicated Air Speed International Civil Aviation Organization Identification / Identifier Initial Fix (ARINC-424 leg) In Flight Alignment Integrated Flight Cabinet Instrument Flight Rules International Geomagnetic Reference Field Instrument Landing System Inertial Navigation System Inertial Reference System Inertial Reference Unit Kilometer Kilometer(s) per hour Knot Latitude Pounds Liquid Crystal Display Lateral Navigation Length Localizer Longitude Line Select Key Magnetic Magnetic Variation Multifunction Control and Display Unit Minimum Descent Altitude Multi Fonction Display Military Grid Reference System Mark On Target Mark Message Navigation Navigation Aid Navigation Display Non Directional Beacon Non Return Point Nautical Mile Offset Place Bearing Distance Position Estimation Error Primary Flight Display Procedure turn to Intercept (ARINC-424 leg) Position Present Position Precise Positioning Service
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Predictive RAIM Precise RNAV Progress Path Steering Error Radio Altimeter Receiver Autonomous Integrity Monitoring Runway Condition Reading Radius to Fix (ARINC-424 leg) Rolling Condition Index Radio Management System Radio Navigation Required Navigation Performance Resume Point Required Time of Arrival Route Runway Search And Rescue Static Air Temperature Secondary flight plan Altitude Selected Stored Heading Alignment Standard Instrument Departure Speed Standard Positioning Service Standard Terminal Arrival Route TACAN True Air Speed Total Air Temperature Terminal Track to Fix (ARINC-424 leg) Target Track angle error Take-Off Turn Point Top Of Climb Top Of Descent Transition Altitude Total System Error Time To Go Universal Time Coordinated Universal Transverse Mercator Heading to an Altitude (ARINC-424 leg) Approach speed Variation Climb Speed Virtual Control Panel Heading to DME distance (ARINC-424 leg) Visual Flight Rules
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
PRAIM PRNAV PROG PSE RA or R/ALT RAIM RCR RF RFI RMS RNAV RNP R/P RTA RTE RWY SAR SAT SEC SEL SHA SID SPD SPS STAR TAC TAS TAT TERM TF TGT TKE T/O T/P TOC TOD TRANS ALT TSE TTG UTC UTM VA VAPP VAR VCLS VCP VD VFR
T
THALES AVIONICS 2010
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the company’s prior written approval.
T VI VM VNAV VNE VOR VORDME VORTAC VR VRC WGS WND WPT XTK Z ZC ZFW ZP
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Heading to next leg Interception (ARINC-424 leg) Heading to Manual termination (ARINC-424 leg) Vertical Navigation Velocity Never Exceeded VHF Omnidirectional Range VOR/DME VOR/TACAN Heading to Radial interception (ARINC-424 leg) Recommended Climb Speed World Geodesic System Wind Waypoint Cross track error Zulu time, UTC time Barometric corrected altitude Zero Fuel Weight Standard altitude
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