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J61334BB - 00
USER'S MANUAL
FLIGHT MANAGEMENT SYSTEM
FMS220
Name
Function
Established by
L. PAILLET
FMS 220
System Manager
Approved by
C. HARLEZ
FMS220
Design Authorithy
Approved by
FX. LEGRAND
FMS220 Work
Package Manager
Approved by
P.
BLANCHEMAISON
Authorized by
F. MONDESERT
Product : FMS220
Date
Visa
FMS220
Quality Manager
CCMF / FMS200
Department Leader
Date :
Language :
Pages :
15-MAR-12
English
346
J61334BB - 00
Page 2
PROPRIETARY NOTICE
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
J61334BB - 00
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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)
BA01
15/10/2010
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
15/03/2012
L. PAILLET
AMS/10/003757
AMS/10/006591
AMS/10/006184
ABL V265 Issue
04
AMS/11/006800
ABL V315 Issue
03
J61334BB - 00
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TABLE OF CONTENTS
1
SCOPE.............................................................................................................. 13
1.1
Document overview.............................................................................................................. 13
1.2
1.3
System interfaces................................................................................................................. 15
1.3.1
General ............................................................................................................................ 15
1.3.2
1.3.3
1.3.4
GPS configuration............................................................................................................ 16
1.3.5
1.4
1.5
Conventions ......................................................................................................................... 17
Text format....................................................................................................................... 17
1.5.1.1
1.5.1.2
1.5.2
Supplementary information.............................................................................................. 18
1.5.3
Foreword.......................................................................................................................... 18
1.5.4
Terminology ..................................................................................................................... 18
OPERATIONAL PRINCIPLES.......................................................................... 19
2.1
Definitions............................................................................................................................. 19
2.1.1
Flight Area........................................................................................................................ 19
2.1.2
2.1.3
VNAV section................................................................................................................... 23
2.1.4
Departure procedure........................................................................................................ 24
2.1.5
2.1.6
Airways ............................................................................................................................ 25
2.1.7
2.1.8
Direct to............................................................................................................................ 28
2.1.8.1
2.1.8.2
2.1.8.3
Direct to / Intercept.................................................................................................. 31
2.1.8.4
2.1.9
2.1.10
Offset ........................................................................................................................... 35
2.1.11
2.1.12
2.1.13
Mark............................................................................................................................. 36
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1.5.1
T
2.1.14
Page 5
2.1.14.1
2.1.14.2
2.2
2.2.1
Dual Mode........................................................................................................................ 40
2.2.2
Independent Mode........................................................................................................... 41
2.2.3
2.3
2.3.1
Database.......................................................................................................................... 43
2.3.1.1
Standard data.......................................................................................................... 43
2.3.1.2
2.3.1.3
2.3.2
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
2.3.2.1
2.3.2.2
2.3.2.3
2.3.2.4
2.3.2.5
2.3.3
Predictions ....................................................................................................................... 49
2.3.3.1
PRAIM ..................................................................................................................... 50
2.3.3.2
2.4
2.4.1
2.4.1.1
2.4.1.2
2.4.2
2.4.2.1
2.4.2.2
2.4.2.3
2.4.2.4
2.4.2.5
2.4.2.6
Altitude .................................................................................................................... 57
2.4.2.7
2.4.2.8
2.4.3
2.5
2.4.3.1
2.4.3.2
2.4.3.3
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2.5.1
2.5.2
2.5.3
MCDU interface.................................................................................................................... 70
3.1.1
3.1.2
3.1.3
3.1.4
Colors meaning................................................................................................................ 75
3.1.5
3.1.6
3.1.7
3.1.8
3.2.1
3.2.2
INITIALIZATION .............................................................................................................. 80
3.2.3
FLIGHT PLAN.................................................................................................................. 83
3.2.4
PROGRESS..................................................................................................................... 90
3.2.5
DIRECT TO...................................................................................................................... 92
3.2.6
PERFORMANCES .......................................................................................................... 93
3.2.7
3.2.8
MESSAGE ....................................................................................................................... 97
3.2.9
MARK............................................................................................................................... 98
3.2.10
DATA ........................................................................................................................... 98
3.2.11
3.3
3.3.1
3.3.1.1
3.3.1.2
3.3.1.3
3.3.1.4
3.3.1.5
3.3.1.6
3.3.2
3.3.2.1
3.3.2.2
3.3.2.3
3.3.2.4
3.3.2.5
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3.2
Page 7
3.3.2.6
3.3.2.7
3.3.2.8
3.3.2.9
3.3.2.10
3.3.2.11
3.3.2.12
3.3.2.13
3.3.2.14
3.3.2.15
3.3.3
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PROGRESS................................................................................................................... 145
3.3.3.1
3.3.3.2
3.3.3.3
3.3.3.4
3.3.3.5
3.3.3.6
3.3.3.7
3.3.3.8
3.3.3.9
3.3.3.10
3.3.4
3.3.4.1
3.3.4.2
3.3.4.3
3.3.4.4
3.3.5
3.3.5.1
3.3.5.2
3.3.5.3
3.3.5.4
3.3.5.5
3.3.5.6
3.3.6
3.3.6.1
3.3.6.2
3.3.6.3
3.3.7
3.3.7.1
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3.3.8
MARK............................................................................................................................. 178
3.3.8.1
3.3.9
3.3.9.1
3.3.9.2
3.3.9.3
3.3.9.4
3.3.9.5
3.3.9.6
3.3.9.7
3.3.9.8
3.3.9.9
3.3.9.11
3.3.9.12
3.3.9.13
3.3.9.14
3.3.9.15
3.3.9.16
3.3.9.17
3.3.9.18
3.3.9.19
3.3.10.1
3.3.10.2
3.3.10.3
3.3.10.4
3.3.10.5
3.3.10.6
4.1.1
4.1.1.1
4.1.1.2
4.1.1.3
4.1.1.4
4.1.1.5
4.1.1.6
4.1.2
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3.3.9.10
3.3.10
T
4.1.2.1
Page 9
4.1.2.1.1
4.1.2.1.2
4.1.2.1.3
4.1.2.1.4
4.1.2.1.5
4.1.2.2
4.1.2.3
4.1.2.3.1
4.1.2.3.2
4.1.2.3.3
4.1.3
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4.1.3.1
Initialization............................................................................................................ 236
4.1.3.2
4.1.3.3
4.1.3.4
4.1.3.5
4.1.3.6
4.1.4
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.4
4.4.1
4.4.2
4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
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4.5
4.5.1
4.5.2
4.5.3
4.6
4.6.1
4.7
5.1.1
5.1.1.1
5.1.1.2
5.1.1.3
5.1.1.3.2
5.1.1.4
5.1.1.5
5.1.1.6
5.1.2
5.1.2.1
5.1.2.2
5.1.2.3
5.1.2.4
5.1.2.5
5.1.2.6
5.1.3
5.1.4
5.1.4.1
5.1.4.2
5.1.4.3
5.1.4.4
5.1.5
5.1.5.1
5.1.5.2
5.1.6
5.1.6.1
J61334BB - 00
5.1.6.1.1
5.1.6.1.2
The "TO" WPT does not belong to the FPLN .................................................. 288
5.1.6.1.3
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5.1.1.3.1
5.1.6.3
5.1.6.4
5.1.7.1
5.1.7.2
5.1.8
5.1.9
5.1.9.1
Launching the RAIM prediction along the flight plan ............................................ 297
5.1.9.2
5.2
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Page 11
5.1.6.2
5.1.7
5.2.1
5.2.2
5.2.3
5.2.4
5.3
5.3.1
5.3.1.1
5.3.1.2
5.3.1.3
5.3.1.4
5.3.2
5.3.2.1
5.3.2.2
5.3.2.3
5.3.2.4
5.3.2.5
Failures............................................................................................................................... 316
6.1.1
6.1.2
6.1.2.1
6.1.2.2
6.1.2.3
6.1.2.4
CFG....................................................................................................................... 319
6.1.2.5
6.1.2.6
6.1.2.7
6.1.2.8
FAL........................................................................................................................ 323
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6.1.2.9
6.1.2.11
6.1.2.12
6.1.2.13
6.1.2.14
6.1.2.15
6.1.2.16
6.1.2.17
6.1.2.18
6.1.2.19
R/N.................................................................................................................... 328
6.1.2.20
6.1.2.21
VAR................................................................................................................... 329
6.1.2.22
WGT.................................................................................................................. 330
6.2.1
6.2.2
6.2.2.1
6.2.2.2
6.2.2.3
7.1.1
7.2
7.2.1
7.2.2
7.2.3
7.2.3.1
7.2.3.2
7.2.3.3
7.3
7.3.1
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7.1
FFF........................................................................................................................ 324
6.1.2.10
6.2
Page 13
SCOPE
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System
Abbreviation
Program
P/N FMS 220
Title
Object
SCOPE
OPERATIONAL
PRINCIPLES
PILOT INTERFACE
ABNORMAL
PROCEDURES
MAINTENANCE
PROCEDURES
GLOSSARY
Glossary
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Multi-sensor localisation.
Flight planning.
Guidance (lateral & vertical).
Database management.
Radio navigation.
Performances management.
Predictions.
Pilot interfaces:
Note:
OPERATIONAL DOMAIN
Coordinates:
Temperature: [-60 C, 99 C]
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Page 15
PFD1
MFD1
MFD2
PFD2
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ARINC 661
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.
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:
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The active FMC features the FMC coupled with the autopilot.
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GPS source is the own side GPS if GPS parameters are valid, the opposite side otherwise.
Page 17
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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 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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Page 18
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.
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):
The term "Waypoint" is not used only for the database fixes but also to describe the pseudowaypoints or temporary waypoints computed by the FMC to built path, flight plan, and vertical
profile.
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Page 19
OPERATIONAL PRINCIPLES
2.1 DEFINITIONS
2.1.1 FLIGHT AREA
The FMC manages the following flight areas:
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Enroute
Terminal
Approach
Terminal area
En route area
Terminal area
Approach area
FAF
Terminal area
Go-around
2Nm
Departure airport
Destination airport
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Page 20
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:
The flight area becomes "approach" when all the following conditions are met:
A Final Approach Fix (FAF) exists in the flight plan (either an approach procedure has been
selected or the fix preceding destination is located less than 10NM in direct distance from
destination), 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.
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 airport 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 airport 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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Page 21
Take-off
phase
Ground
phase
Climb
phase
Cruise
phase
Descent
phase
Approach
phase
Go-around
phase
TOD
TOC
Go-around
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1500ft
Approach
procedure
Departure airport
Destination airport
10Nm
WOW = Ground
Radio Alt. < 5m
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Page 22
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 "descent" when the aircraft is located at or after the Top Of Descent (TOD) in
the flight plan.
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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Page 23
Climb
Cruise
Cruise
climb
Cruise
Cruise
descent
TOC
Cruise
AP go-around
Descent
After TOC
Climb
Cruise
TOD
TOC
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Go-around
Departure
WOW = GND
Or Before TOC
Destination
After TOD
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Page 24
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
search
search
RWY
SID
ROUTE
CAUTION:
Before clearing a discontinuity, the leg stringing has to be checked to avoid
having inconsistent FPLN.
Example: After clearing a discontinuity, a go back to the previous trajectory could exist in the FPLN.
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RWY
Page 25
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).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
ROUTE
STAR
search
APP
search
RWY
search
TRANS
VIA
CAUTION:
Before clearing a discontinuity, the leg stringing has to be checked to avoid
having inconsistent FPLN.
Example: After clearing a discontinuity, a go back to the previous trajectory could exist in the FPLN.
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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Page 26
AWY
D
FPLN
FPLN
A
B
F
Discontinuity
FPLN
FPLN
A
B
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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AWY
Page 27
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FMS:
GLS:
GPS:
IGS:
ILS:
LBC:
LDA:
LOC:
MLS:
NDB:
NDM:
RNV:
SDF:
TAC:
VDM:
VOR:
The 3 following characters describe the runway identification: runway axis in tens of degrees
followed by a character.
Example: 04R
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Page 28
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.
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.
If the distance from the Turn Center to the specified waypoint is lower than the turn radius and if
|Xf - A/C track| < 60 deg (see next figure), the trajectory computed is a segment from the A/C
position to the specified waypoint position.
where Xf is the bearing from A/C position to the specified waypoint position.
Else if the current speed does not allow to complete the turn before reaching the TO waypoint
(see next figure), the trajectory is computed with a "delayed" turn.
Else the "direct" trajectory is computed with a "direct" turn of track variation angle.
Segment from
A/C to WPT
Else,
Direct turn
PPOS
Turn Radius
Turn
Center
Delayed turn
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Page 29
Direct To WPT1
WPT1
WPT1
PPOS
PPOS
WPT1
PPOS
Direct turn
Delayed turn
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Direct To W3
PPOS
New FPLN
W3
W1
W4
W2
Original FPLN
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Direct To Abeam W3
PPOS
ABW1
New FPLN
ABW2
W3
W1
W4
W2
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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 companys prior written approval.
Original FPLN
Page 31
E
S
Intercept
Distance
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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TAS
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Rallying
WPT
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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 companys prior written approval.
Depending on the holding inbound course and the previous leg heading or track, there are three types
of entry procedure in a holding pattern.
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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 companys prior written approval.
If the discontinuity after the holding has been cleared, the holding pattern is sequenced when the
Entry point is overflown a second time, if all the holding sections have been sequenced.
Page 35
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
TO+1
TO+1
TO
TO
FROM
FROM
No offset
TO+1
TO
Right offset
OFST
FROM
OFST
Left offset
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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
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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Page 37
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The Required Navigation Performance (RNP) is a statement of the navigation performance accuracy,
integrity, continuity and availability necessary for operations 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:
Note: The Required Navigation performance (RNP) default value is set to 5 Nm after a long power
interruption
2.1.14.1
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
True Position
Position
Estimation Error
Estimated
Position
True
Position
Estimated Position
Error (EPE)
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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 companys prior written approval.
T
2.1.14.2
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 companys prior written approval.
Page 39
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
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FMC2
MCDU1
MCDU2
At initialization, the Cross Talk INIT synchronizes the both FMC. Then, the Cross Talk monitoring is
done to send the data updated on one FMC to the other one.
Note:
a) Both 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).
c) A short power interruption is transparent to the operator from a functional point of view.
But, if a short power interruption occurs during a Cross Talk INIT, a new Cross Talk INIT has
to be launched manually or the MFD has to be restarted (long power interruption).
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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 companys prior written approval.
FMC1
Page 41
Data are not exchanged between the two FMC. Each FMC works independently, and takes into
account entries of the connected MCDU only.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
FMC1
FMC2
MCDU1
MCDU2
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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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
FMC1
Page 43
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)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
FMC
COMPACT FLASH
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
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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" )
CAUTION:
The compact flash has to be included in the FMS. If the compact flash is
missing, the save function is degraded.
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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 companys prior written approval.
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).
Page 45
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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 :
CAUTION:
The impact of modifications on TMPY FPLN has to be checked before
pressing the EXEC key.
When the active flight plan is sequenced, the temporary flight plan is automatically sequenced if the
first leg of the temporary flight plan 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 activation command is rejected with the following scratchpad
message:
NOT ALLOWED
When a temporary exists, it can be cancelled in the following cases:
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.
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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 companys prior written approval.
As soon as a temporary flight plan is created and as long as this temporary flight plan exists, the
EXEC green annunciator is lighting on and the user can activate it from any page by pressing the
EXEC key on MCDU.
Page 47
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 :
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
Note: 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.
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").
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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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:
FPLN
TMPY
Revision, >UNDO
SWAP<
>COPY
ACTIVATE<
SEC
Revision
Revision
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2.3.3 PREDICTIONS
The FMS computes various prediction and updates them continually during flight:
Pseudo waypoints:
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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.
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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Page 51
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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FL4
FL3
FL2
Wind speed
Example of a vertical wind profile
The vertical wind profile are propagated along the flight plan:
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
Page 53
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
TO:
TO waypoint.
DTK:
Desired Track to reach the TO waypoint, course between the FROM wapoint
and the TO waypoint.
BRG:
Bearing between the FMS position and the TO waypoint.
DIST:
Direct Distance between the FMS position and the TO waypoint.
TK:
Track angle provided by the selected navigation mode.
GS:
Ground Speed provided by the selected navigation mode.
TAS:
True Air Speed.
DRIFT:
Drift angle.
XTK:
Cross Track Error
TKE:
Track Angle Error.
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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
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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 companys prior written approval.
Level
interception
Altitude
Constraints
Page 55
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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").
COCKPIT: TOC, TOD, Step and level interception points data are
provided to be displayed on the Navigation Display.
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TOD
VZ
Vertical
flight plan
Selected Altitude
Selected Altitude
capture point
Profile
Intercept point
TOD
Horizontal
flight plan
TOD
VZ
Vertical
flight plan
Selected Altitude
Selected Altitude
capture point
WPT
Airport or
runway
Profile
Intercept point
7 NM
Horizontal
flight plan
TOD
Note: If there is a Holding pattern with Manual termination (HM leg) in the descent profile, the
descent slope assigned to the HM leg is null: the computed altitude is constant on a HM leg in the
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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 companys prior written approval.
WPT
Page 57
descent profile. As soon as the discontinuity is cleared, the HM leg becomes a HF leg and the descent
slope is not null.
2.4.2.6 Altitude
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
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
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.
CEILING
The FMS computes a cruise ceiling according to the aircraft performances. This ceiling is used to limit
the cruise altitudes insertable by the crew (including step altitudes). If the A/C is flying above the
computed ceiling, all parameters computed according to performance database (predictions, speed
targets and speed bugs) are invalidated.
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LANDING ELEVATION
The Elevation of the landing runway is computed as following:
If the direct distance from A/C to departure is lower than 10NM,
Landing Elevation is filled with the elevation of the active flight plan departure runway or helipad
if selected, with the elevation of the departure airport otherwise.
Else, if the active flight plan destination is defined,
Landing Elevation is filled with the elevation of the active flight plan destination runway or helipad if
selected, with the elevation of the destination airport otherwise.
If temperature compensation is active, the runway or helipad geometric elevations are corrected.
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
Note: Vertical profile error message is not displayed if step waypoint is located on climb, cruise
climb, descent or cruise descent section.
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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
During the vertical navigation profile computation, inconsistencies may appear in the following cases :
Page 59
CLIMB SECTION
TGT IAS is equal to a speed value computed by the FMC (Managed Speed function)
TGT VS is invalid.
VDEV is computed by comparison the A/C altitude with the minimum between the selected
altitude and the next altitude constraint defining the vertical profile.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
CRUISE SECTION
TGT VS is invalid (as long as A/C current altitude is within 300ft from the cruise altitude).
VDEV is computed by comparison the A/C altitude with the selected altitude when Cruise altitude
is not frozen, or with the cruise level when the cruise altitude is frozen (refer to "Step and level
interception" part).
CAUTION:
Before clearing a discontinuity, the leg stringing has to be checked to avoid
having inconsistent FPLN.
Example: After clearing a discontinuity, a go back to the previous trajectory could exist in the FPLN.
TGT VS is invalid
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DESCENT SECTION
TGT IAS is equal to a speed value computed by the FMC (Managed Speed function)
VDEV is computed by comparison the A/C altitude with the descent profile.
CAUTION:
VDEV switch from the previous FPA to the next FPA reference can be
displayed when sequencing legs on the FPLN. Indeed VDEV is computed in comparison with
the FPA constraint which can change when a leg is sequenced.
Example: In the following figure, when WPTA is sequenced, VDEV is computed in comparison with
the FPA constraint of WPTB. VDEV discontinuity appears when WPTA is sequenced.
FPA constraint
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
VDEV
Vertical
flight plan
Horizontal
flight plan
WPTB
WPTA
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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 companys prior written approval.
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
Icing condition: Normal / Icing
A/C AT the selected altitude if AFCS mode is ALT and selected altitude - 50ft < A/C
altitude < selected altitude + 50ft.
A/C altitude above the selected altitude if A/C is AT the selected altitude and A/C
altitude > selected altitude + 300ft.
A/C altitude below the selected altitude if A/C is AT the selected altitude and A/C
altitude < selected altitude - 300ft.
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GA phase is "ACTIVE"
APP phase is "ACTIVE"
STD phase is "ACTIVE".
If T/O phase is "ACTIVE" and A/C is On Ground, Ground T/O phase is "ACTIVE" and Flight T/O
phase is "NOT ACTIVE".
STD phase switches from "NOT ACTIVE" when one of the following conditions is met:
GA phase is "ACTIVE"
APP phase is "ACTIVE"
T/O phase is "ACTIVE".
Manual activation by pressing APP SPD Lsk on the APPROACH MCDU page
AFCS mode switches to LOC (LOCalizer engaged or armed) and [A/C is not below the
selected altitude or vertical speed is lower than -300 ft/mn]
Flight phase switches to APPROACH (refer to "Definitions / Fight phase")
Landing gear switches to down and [A/C is not below the selected altitude or vertical
speed is lower than -300 ft/mn].
APP phase switches from "NOT ACTIVE" when one of the following conditions is met:
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Else if T/O phase is "ACTIVE" and A/C is In Flight, Flight T/O phase is "ACTIVE" and Ground T/O
phase is "NOT ACTIVE".
Page 63
GA phase is "ACTIVE"
STD phase is "ACTIVE"
T/O phase is "ACTIVE".
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
If power management is "Take Off" and A/C altitude is below the selected altitude and
AFCS mode is not ALT and flaps lever is 15:
Managed speed = V2 + 5kt with V2 computed by the FMC according to icing conditions,
flaps unlocked or entered by the crew.
If A/C altitude is below the selected altitude and AFCS mode is not ALT:
Otherwise:
Managed speed = Climb speed (170kt on ATR72 and 160kt on ATR42) upper limited by
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Page 64
If A/C altitude is below the selected altitude and AFCS mode is not ALT:
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Else if power management is MCT and conditions are normal (not icing):
Managed speed = Final Take-Off speed (VFTO) computed for 0 flap s lever
within normal conditions.
Else if A/C altitude is below the selected altitude and AFCS mode is ALT:
Otherwise:
Managed speed = Climb speed (170kt on ATR72 and 160kt on ATR42) upper
limited by the next constraint encountered on climb section (if any).
4 NM before entry on Holding Pattern or if Holding Pattern is active:
Managed speed = Entered IAS on HOLDING page if one exists else Managed
speed is upper limited by min (170kt, next constraint encountered on climb section if
any (including holding leg)).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Page 65
If flaps lever is 0:
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 companys prior written approval.
If flaps lever is 0:
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Note: The Aircraft Performances Monitoring (APM) does not detect degraded performances when
one engine is out.
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Page 67
If flaps lever is 0:
Note: VmHB is increased by 10kt if degraded performances are detected by the Aircraft
Performances Monitoring (APM), if no engine is out. The Aircraft Performances Monitoring (APM)
does not detect degraded performances when one engine is out.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Otherwise:
Managed speed = VmHB + 5kts + Wind Factor with VmHB computed for flaps lever
0 according to icing conditions.
Otherwise:
Managed speed = MAX(VmHB, VMCL) + Wind Factor with:
VmHB computed for flaps lever 15 according to icin g conditions.
VMCL computed for flaps lever 15.
Otherwise:
Managed speed = MAX(VmHB, VMCL) + Wind Factor with:
VmHB computed for flaps lever 25 according to icin g conditions.
VMCL computed for flaps lever 25.
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GA PHASE IS "ACTIVE":
Note: Managed speed is increased by 10kt if degraded performances are detected by the Aircraft
Performances Monitoring (APM), if no engine is out. The Aircraft Performances Monitoring (APM)
does not detect degraded performances when one engine is out.
Note: The computed managed speed range is [minimum operating speed (Vmin ops); maximum
speed (Vmax)]
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T
Note:
Page 69
The roll command is limited to +/- 25 with a maxi mum variation of +/- 3/s
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Note:
CAS
AFCS Maximum Roll authorized (if valid)
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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, to display alerts, and Primary
Flight Display (PFD), to display targets and speed bugs, are not described in this document. Only the
MCDU interface is described in the present chapter.
Trajectory, composed by the first 3 legs and transitions, and FPLN data are provided to be displayed
on the MFD (ND format and PFD format in case of outer PFD failure).
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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ANNUNCIATORS
Page 71
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Example of MENU page with MCDU connected to two FMS subsystems and FMS1 active.
The names of the subsystems (e.g. FMS 1, FMS 2) connected to the MCDU are displayed, followed
by one of the following tags:
<ACT>,
display.
<OFF>,
<REQ>,
(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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MESSAGE ANNUNCIATORS
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.
EXEC : The EXEC key is active. To confirm the execution of a command, press it.
CAUTION:
Annunciators are only refreshed when the FMC is active on the MCDU (RMS
is not managed by the FMC). If FMC are in single mode and desynchronized, when the
MCDU is switching from one FMC to the other one, the annunciators are not automatically
refreshed.
+/-, the first press displays - in the scratchpad and the next press displays alternatively + and
-.
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)
FUNCTION KEYS
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Page 73
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Pressing a function key enables displaying a new MCDU page and accessing to the corresponding
function:
FPLN: Accessing to the FPLN pages (for instance: active, secondary flight plan 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.
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 permutation.
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.
RETURN PROMPT
When a <RETURN prompt is present on a MCDU page, a push on the Lsk beside this prompt allows
to return to the previously displayed page, except when explicitly described.
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The title line is composed of 5 different fields, which are displayed on every page (except Power On
and MENU pages):
Active Navigation
Mode
BCP
GPS
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Meaning
Display
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
---
GPS
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
TITLE LINE
Page 75
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
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
MCDU COLOR
WHITE
DATA
CYAN
GREEN
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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MCDU COLOR
AMBER
DATA
Targets
TO waypoint features
MAGENTA
YELLOW
Temporary data.
Temporary FPLN.
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.
J61334BB - 00
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Page 77
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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:
MESSAGE NAME
CLEAR
MEANING
CLEAR ?
YES
RANGE ERROR
YES
FORMAT ERROR
YES
NO ACTION DEFINED
YES
NOT ALLOWED
YES
NOT IN DATABASE
YES
OFFSET CANCELLED
YES
OFFSET DELAYED
YES
FPLN FULL
YES
SEC FULL
YES
MEMORY FULL
YES
YES
ALREADY DESELECTED
YES
ERASING DATA
NO
NO
XFER FAIL
YES
INCONSISTENT NAV DB
YES
CROSSTALK INIT
YES
YES
YES
YES
- a "secondary activation", or
- a "secondary init as copy", or
- a "secondary swap" command is received.
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MESSAGE NAME
CLEAR
MEANING
YES
ADJUST DESCENT
YES
RTA MISSED
YES
YES
INCORRECT PASSWORD
YES
NO VALID INTERSECTION
YES
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:
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.
GEO DMH coordinates: Entry of the indication N/S or E/W can begin or end the value.
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PARAMETER
LATITUDE
LONGITUDE
ALTITUDE
WIND
WIND GROUP
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
ENTRY
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
069Y
080X
-20
40
L02
2.5
S0502.00
N0502.00
E00502.00
W01234.50
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
069Y
080X
-20
+40
L02
2.5
Page 79
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Page 80
INITIALIZATION
FLIGHT PLAN
PROGRESS
DIRECT-TO
PERFORMANCE
RADIO NAVIGATION
Radio-navigation management
MESSAGE
MARK
DATA
STATUS
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
UNITS
DATUM
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Volume
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Page
Function
GEO DATUM
Display/selection of a geodetic data.
Page 81
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Page 82
FMC
POWER ON
>INIT Lsk
(DATA MENU page)
WEIGHT page
Initialization volume
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Page 83
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Function
IFR FPLN
Displays flight plan legs and allows lateral or vertical revision on the
active or temporary flight plan
TMPY FPLN
SEC FPLN
DEPARTURE
LTRL REV
AIRWAY
AIRWAY LIST
AIRWAY TO LIST
ARRIVAL
VERT REV
WIND
FPLN INIT
SEC INIT
ROUTE SELECT
HOLDING
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Page 84
See
SEC-FPLN
Empty scratchpad
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FPLN Page
EXEC
J61334BB - 00
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FPLN
AIRWAY page
J61334BB - 00
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T
FMS220 - USER'S MANUAL
TABLE OF CONTENTS
Page 86
FPLN
If amber box
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EXEC
Page 87
FPLN
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J61334BB - 00
T
FMS220 - USER'S MANUAL
TABLE OF CONTENTS
Page 88
FPLN
EXEC
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Page 89
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Page 90
FPLN
EXEC
FPLN
3.2.4 PROGRESS
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
VNAV 2/2
PROG 2/3
PROG 3/3
BCP NAV
GPS NAV
PRAIM 1/2
PRAIM 2/2
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
SEC INIT
RESULT
Page 91
PROG
PREV
PREV
PROG / NEXT
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PROG / NEXT
1
PREV
and
PROG volume
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Page 92
PREV
NEXT
VNAV
PREV
NEXT
VNAV
VNAV pages
3.2.5 DIRECT TO
The DIRECT TO volume contains the following pages:
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Page
Function
DIRECT TO (AIRPORTS)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PRAIM pages
DTO ABEAM
DIRECT TO
Page 93
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DTO
Identification insertion
FPLN waypoint selection
Airport selection
DIRECT TO volume
3.2.6 PERFORMANCES
The PERFORMANCES volume contains the following pages:
Page
Function
PERF INIT
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Page 94
TAKE OFF
CRUISE
APPROACH
SEC PERF
WEIGHT
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Page 95
PERF
(2)
(1)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
(2)
PERFORMANCES volume
Page
Function
NAV FRQ
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Page 96
NEAREST NAVAIDS
DESELECTED NAVAIDS
Cf next
page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
J61334BB - 00
Page 97
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Cf NAV FRQ
3.2.8 MESSAGE
The MESSAGE volume contains the following page:
Page
Function
MSG
MSG
Previous Page
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Page 98
MESSAGE volume
3.2.9 MARK
The MARK volume contains the following page:
Page
Function
MARK
Previous Page
MRK
MARK volume
3.2.10 DATA
The DATA volume contains the following pages:
Page
Function
DATA MENU
DATABASE
STANDARD AIRPORT
STANDARD NAVAID
STANDARD WAYPOINT
STANDARD NDB
J61334BB - 00
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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 companys prior written approval.
Page 99
Page
Function
PILOT AIRPORT
PILOT NAVAID
PILOT WAYPOINT
ROUTE
NAV DATA
DATA LIST
NEW DATA
DUPLICATE
DATA
INIT Volume
DATABASE page
STATUS Volume
UNITS page
DATA volume
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Page 100
DATA / DATA
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Previous page
J61334BB - 00
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DATA / DATABASE
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Page 102
PLT ROUTE
page (*)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PLT WPT
page (*)
PLT NAVAID
page (*)
PLT APT
page (*)
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Page 103
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 companys prior written approval.
PILOT DATA
page (navaids)
PILOT DATA
page (airports)
3.2.11 STATUS
The STATUS volume contains the following pages:
Page
Function
STATUS
AIR/RA
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Page 104
Page
Function
HDG/ATT
FUEL FLOW
FMS BITE
SENSOR STATUS
DISCRETES
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 (*)
SENSOR STS
Page (*)
FUEL FLOW
Page
DISCRETES
Page (*)
Previous page
CONF DATA
Page (*)
J61334BB - 00
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HDG/ATT
Page
Page 105
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STATUS page
STATUS page
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Page 106
STD DATA: Identification of the used Standard database with its expiration date
Note:
If no standard database has been uploaded in the FMC, the data are green dashed.
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.
J61334BB - 00
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Page 107
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
DATE:
UTC:
(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 and can be overridden.
Note:
If no standard database has been uploaded in the FMC, the data are amber dashed.
CAUTION:
When the database is expired, the use of the standard database is possible
but has to be avoided.
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Page 108
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 (L indicator), except when explicitly indicated in Zulu time (Z indicator).
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.
d) T/O TIME insertion is not allowed while a predictive RAIM along flight plan computation is
running.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
J61334BB - 00
Page 109
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The user accesses to 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) Initialization by a position is only allowed on GROUND and when the corresponding position is
valid (not dashed). Otherwise, no prompt is displayed beside the Lsk and an attempt to press
the Lsk will display the message NO ACTION DEFINED in the scratchpad line.
b) GPS position is dashed if GPS EPE is lower than 0.1Nm. One can refer to the PROG 3/3 page
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 (INIT POS), the SENSORS INIT< prompt is displayed.
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SENSORS INIT <: This prompt allows initializing the BCP (Best Computed Position) and the GPS
sensor position.
SENSORS STS >: This prompt allows checking the sensors status.
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.
J61334BB - 00
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Refer to "PILOT INTERFACE / MCDU Pages description / STATUS / SENSOR STS page" for more
details about the sensors status checking.
Page 111
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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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Page 112
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.
CAUTION:
The spheroid data should be modified with care ; the ranges of the data are
not monitored.
> 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).
J61334BB - 00
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The following parameters of the DATUM and the SPHEROID are displayed :
Page 113
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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 to 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
FROM
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
TO
TO not fix
FROM
TO
Direct to fix
FROM
TO
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The page provide the following data depending on the selected view (ETA/SPD/ALT or ETE/EFOB):
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.
ETE: Estimated Time En route = remaining flight time until the corresponding fix.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
Leg termination
Procedure name
Indicator
Leg path
Leg length
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INDICATOR FIELD
: this symbol appears when the status of the overfly is YES on this waypoint or when the
waypoint is a rallying waypoint (1) (an overfly is set on a rallying waypoint)
* : this symbol appears when the designated waypoint is a rallying 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.
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 fix is defined as a part of an airway, the procedure name field displays the airway
identification.
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Page 117
XXX: course from the starting waypoint to the term inating waypoint of the leg, measured at the
starting waypoint
CXXX: indicates that the A/C follows a constant co urse (track angle) towards the leg termination.
HXXX: indicates that the A/C follows a constant he ading 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:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
b) On FPLN, SEC, TMPY and PROG 1/3 pages, following the degree symbol, a T is displayed
if the north reference is set to MAG and if the magnetic variation of the navaid or airport
associated to the leg is not defined (usually for navaids or airports in polar zone).
c) For the active leg (between FROM and TO waypoints) and if the format is XXX, the path
field contains the bearing to go.
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.
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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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
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: Speed (IAS) constraint on the leg. It can be modified by accessing to the VERT REV page.
SPD field is displayed in green.
ALT: Altitude constraint on the leg. The Altitude value or "FL" char followed by the Flight Level
value are displayed in ALT field.
If the altitude constraint is AT or ABOVE, the ALT value is followed by the char "A". If the altitude
constraint is AT or BELOW, the ALT value is followed by the char "B". Else if the altitude
constraint is AT, only the ALT value is displayed.
If an altitude constraint, except window altitude constraint, is corrected with the temperature
compensation (refer to "PROGRESS / VNAV page 2/2"), the char "c" is added before the first
character of the ALT constraint displayed.
ALT field is displayed in amber if it is a missed constraint, in magenta if the waypoint is the active
TO waypoint, and in green otherwise.
Altitude constraint can be modified by accessing to the VERT REV page.
Note:
a) WINDOW indicates a window altitude constraint.
b) SPD and ALT field could be linked without space character. Ex: "120c10651" represents a
speed constraint of 120 kt and an altitude constraint compensated of 10651 ft.
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.
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Page 119
UNDO CAPABILITY
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> 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:
a) DATA ERASE
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
PREV
FPLN
-MA1
-MA2
-MA3
-MA4
-5
NEXT
-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
-MA4
NEXT
Active FPLN in
PLAN mode
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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Page 121
Note: When display mode transitions from PLAN to another mode, the first FPLN page (FPLN 1/x) is
displayed.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The FPLN INIT page allows selecting the flight plan to initialize among:
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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 STD DATA page (CO-ROUTE) 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 STD DATA page (CO-ROUTE) to access
PILOT DATA page (ROUTE), 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). The default direct route from selected
departure to selected destination is added to the list of company and pilot routes in last position
with
an
empty
IDENT
field.
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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Page 123
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
c) The default direct route from selected departure to selected destination is only composed by
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.
CAUTION:
If the selected route contains a waypoint that does not belong to the selected
standard database, the reverse of the route is possible but has to be avoided. The reverse
route would be inconsistent.
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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. The airways identifiers are displayed in
reverse video, between FROM and TO fixes.
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).
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Pressing < NEW FPLN Lsk from the SEC FPLN page.
< ROUTE: 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 is displayed
in the scratchpad line:
TMPY EXIST
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 is displayed
in the scratchpad line:
TMPY EXIST
J61334BB - 00
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ACTIVATE <: This prompt allows activating the secondary flight plan.
CANCEL SEC <: This prompt allows cancelling the secondary flight Plan.
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Note: The secondary flight plan is also cancelled when a DATA ERASE 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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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< 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:
NEW FPLN >: This prompt allows accessing to the FPLN INIT page to select a new flight plan
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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Page 129
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The page is composed of several fields which are described here below :
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.
Note: HOLDING and OVERFLY fields are present only if able to be activated at the revised
waypoint.
< 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 inserting a next waypoint in the flight plan 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.
This field is avalaible only if a waypoint can be inserted after the revised fix.
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.
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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.
This field is not available for manual termination legs, and at FROM and destination. Thus, to
change destination when the TO waypoint is the destination, perform a DIRECT TO an airport
(refer to "DIRECT TO / DTO page)
Note:
A discontinuity is inserted between the revised waypoint and the new destination.
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.
The AIRWAY field is not present when the revised waypoint does not belong to any airway in the
standard database.
Note:
NOT IN DATABASE
b) If the Lsk next to the AIRWAY field with bracket is pressed with an empty scratchpad, the
AIRWAY LIST page is displayed.
> NEW FPLN: This prompt allows accessing to the FPLN INIT page to select a new flight plan.
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.
J61334BB - 00
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a) 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:
Page 131
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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.
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ALT CNSTR: Altitude constraint at the revised point. The user can insert a new constraint or
modify an existing one.
CAUTION:
If the altitude constraint of a leg in altitude termination is modified, the altitude
constraint is updated and the altitude leg termination is kept, as defined in the database.
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) If the altitude constraint is corrected with the temperature compensation (refer to "PROGRESS
/ VNAV page 2/2"), the char "c" is added before the first character of the ALT CNSTR
displayed.
Example: "c3000" is displayed after the altitude constraint insertion and "3000" after the deselection
of the temperature compensation.
RTA L/Z ETA : Required Time of Arrival at the revised point (Local or Zulu) / discrepancy time.
Note: If a leg sequencing or a flight plan modification happens, when this page is displayed, then the
first FPLN page is automatically displayed.
< WIND: This prompt allows accessing to the WIND page for vertical wind profile management.
J61334BB - 00
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c) If the altitude constraint is inserted while the temperature compensation is selected (refer to
"PROGRESS / VNAV page 2/2"), as the value of the altitude is compensated the value of ALT
CNSTR is not updated with the temperature compensation and the char "c" is added before
the first character of the altitude displayed. If the temperature compensation is becoming
deselected (rare operational case), the value of ALT CNSTR is not updated without the
temperature compensation and the char "c" is erased.
Page 133
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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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3.3.2.10
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ARRIVAL page
The user accesses 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 companys 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.
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.
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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.
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".
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3.3.2.11
Page 137
AIRWAY page
The user accesses to the AIRWAY page through one of the following sequences:
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 document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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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3.3.2.12
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:
This field allows entering the TO fix identifier or going to the TO LIST page by pressing it with
empty scratchpad.
a) If the entered TO fix ident does not belong to the selected airway, the entry is rejected and the
following message is displayed 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 to the AIRWAY LIST page and choose
another airway.
J61334BB - 00
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Note:
Page 139
Note:
a) Up
to
5
airway
segments
can
be
inserted.
If more than 5 segments have to be inserted, PRESS EXEC on the FPLN page then add the
other segments.
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 is displayed in
the scratchpad line:
NOT IN DATABASE
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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3.3.2.13
TO LIST page
The user accesses to the TO LIST page through one of the following sequences:
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.
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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Sequence order
T
3.3.2.14
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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)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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 key 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 cannot 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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
T
3.3.2.15
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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 companys 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.
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".
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.
The user inserts the holding pattern in the active flight plan by pressing the EXEC key.
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Note:
Page 145
3.3.3 PROGRESS
3.3.3.1 PROG 1/3 page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
< 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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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
DIST: Direct Distance between the FMS position and the TO waypoint.
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".
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Page 147
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 companys prior written approval.
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 retrieved from standard
database if defined. The displayed RNP value is the minimum value between default value and
database value. In that case, it is displayed in small cyan font.
For more details about the default values, refer to "OPERATIONAL PRINCIPLES / Definitions /
Required Navigation Performance (RNP)"
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 (displayed in green).
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Note: In BCP dead reckoning backup mode, or when TAS is invalid or lower than 30kt, 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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Page 149
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The following parameters provided by the GPS and moni-tored by the FMS are displayed:
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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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.
A 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
deselected, the following message is displayed in the scratchpad line:
ALREADY DESELECTED
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Page 151
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)
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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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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The results displayed in the RESULT page depend on the selected RNAV/RNP prediction:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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.
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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.
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Page 155
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
If a step exists, the step waypoint ident with its ETA, and the level interception corresponding to
the step altitude (
AAAAA or AAAAA) with its ETA.
If a second step exists, the step waypoint ident with its ETA, and the level interception
corresponding to the step altitude (
AAAAA or AAAAA) with its ETA.
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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3.3.3.10
The user accesses to the VNAV page 2/2 by pressing PREV/NEXT key or VNAV key from the VNAV
1/2 page.
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.
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.
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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This page displays the temperature compensation function information and allows entering the
following parameters at destination airport
Page 157
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 companys 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.
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.
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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.
Note:
Missed approch waypoints (ex: MA1) are displayed in cyan, as in the FPLN page.
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.
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Page 159
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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). A value can be
inserted only if an inbound course exists.
ALT CNSTR: This field allows entering an altitude constraint (if required).
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.
c) If the altitude constraint is corrected with the temperature compensation (refer to "PROGRESS
/ VNAV page 2/2"), the char "c" is added before the first character of the ALT CNSTR
displayed.
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Missed approach waypoints (ex: MA1) are displayed in cyan, as in the FPLN page.
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 activates the temporary flight plan by pressing the EXEC key.
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Page 161
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):
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
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BRG / DIST: Bearing and distance from the current position to the "TO" moving waypoint
Note:
a) Only one moving waypoint per flight plan is allowed.
b) No revision (lateral and vertical) is allowed on interception waypoint.
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.
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Page 163
DFLT FPA: Default Flight Path Angle used for the descent profile computation and descent
predictions (refer to "OPERATIONAL PRINCIPLES / Flight Guidance principles / Vertical
Navigation").
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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 (computed using Zero Fuel
Weight), 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 ; Computed ceiling of the A/C majored by 5000] FT
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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.
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).
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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Note:
Page 165
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
ZFW: Zero Fuel Weight which includes the weight of the empty aircraft, equipments, cargo and the
crew/passengers.
GW: Gross weight is equal to ZFW + FOB. The user can also directly insert the GW then ZFW is
recomputed as GW - FOB.
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 - 25000] 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).
d) When T/O CG is inserted or invalidated, it invalidates the take-off speeds and take-off trim
objective for cockpit displays.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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 companys prior written approval.
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:
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:
Field
RWY LNG
Range ATR42
Range ATR72
[1000 - 15000] ft
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Field
Range ATR42
Range ATR72
[80 - 160] kt
[70 - 160] kt
V1
VR
[70 - 160] kt
with V1 VR < V2
[80 - 160] kt
V2
[70 - 160] kt
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:
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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This function provides predictions of ETA, GWT, EFOB at the active destination and at an alternate
destination.
The following parameters are computed and displayed for the selected alternate and destination
airports:
ETA:
GWT:
EFOB:
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1EO CEIL: One-engine out ceiling (normal conditions) / one-engine out ceiling (icing conditions),
in flight level format.
If the Engine Boost is installed and set to ON, 1EO CEIL displayed is replaced by:
1EO CEIL BST:
One-engine out ceiling boost (normal conditions) / one-engine out ceiling
boost (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. A CLEAR action
enables to return to the default value.
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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DEST RWY: Destination airport with the runway ident of the selected approach.
TRANS ALT: Transition altitude of the destination airport, provided by the navigation database or
entered.
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 database value. When the TRANS ALT has been inserted, it is displayed in large font.
CAUTION:
QNH is necessary to compute destination transition levels for baro-setting
alarm management.
Note:
a) If it is required, the QNH is displayed in amber boxes and shall be inserted for transition levels
computation.
b) When aircraft is below the transistion level in DESCENT section, QNH can not be entered
anymore and 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:
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> APP SPD ACT: Deselecting the approach speed by pressing the >DESELECT Lsk.
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.
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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The user accesses to the SEC PERF page by pressing the SEC PERF Lsk from the SEC INIT page.
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The user accesses to the NAV FRQ page by pressing DATA key then NAV FREQ Lsk.
NAV1:
The identification, frequency, tuning mode and bearing/distance raw data of
the navaid tuned by the VOR/ILS 1 receiver and the DME channel 1.
CH3:
DME channel 3.
NAV2:
The identification, frequency, tuning mode and bearing/distance raw data of
the navaid tuned by the VOR/ILS 2 receiver and the DME channel 2.
The identification, frequency and distance raw data of the navaid tuned by the
Note: The DME channel 3 is always tuned automatically by the FMS so the CH3 identifier is
displayed in green font. The other navaids can be tuned manually so their identifiers are displayed in
cyan font.
Note: When the DME channel is held on an other frequency that the one used by the associated
VOR/ILS receiver, a "H" indication is displayed beside NAV1/NAV2 field.
The identification of the NAV1 (resp. NAV2) tuned navaid corresponds to:
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
The frequency of the NAV1 (resp. NAV2) tuned navaid corresponds to one frequency for both
VOR/ILS1 (resp. VOR/ILS2) and DME channel 1 (resp. DME channel 2). This frequency is selected
among valid tuned frequencies according to the following rule:
Note:
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CAUTION:
NAV1 (resp. NAV2) frequency is displayed in amber when NAV1 (resp. NAV2)
tuning mode is AUTO and if the VOR/ILS1 (resp. VOR/ILS2) frequency is different from the
DME channel 1 (resp. channel 2) frequency or not valid.
AUTO/MAN <: This prompt allows selecting the tuning mode between:
AUTO: Frequency is tuned automatically by the FMS. Default mode at power on.
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 / Radio Navigation / 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.
a) If a frequency is manually tuned (RMS or VCP) or a navaid manually selected (FMS), the FMS
automatically selects 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 at cockpit level, 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 line:
NOT ALLOWED
d) When NAV1 or NAV2 are in the AUTO mode, if corresponding DME tuned frequency is
inconsistent with FMS command (invalid or other value), 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 defined in the active leg (if applicable).
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Note:
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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. Each line displays the navaid identifier, its frequency and the
bearing/distance from the FMS position.
The user can access to the other elements of the list by pressing NEXT / PREV key to scroll
up/down the list.
The NEAREST (VHF NAVAIDS) page is also called up when user performs navaid manual tuning
(refer to "MULTI PHASE RELATED PROCEDURES / Other functions / Radio Navigation / Navaid
Manual Tuning"). In that case, all field are displayed in cyan font and page title is NAV1 TUNE or
NAV2 TUNE according to selected equipment.
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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
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The user accesses to the MESSAGE page by pressing the MSG key
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.
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 alert 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" :
SAVE >: Accessing to DATA MENU page to save the user data
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3.3.8 MARK
3.3.8.1 MARK page
The user accesses to the MARK page 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
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
After update, the position of updating point (LAT/LON) and the discrepancy (POS) from this point to
the frozen position are displayed.
CAUTION:
It is recommended to check carefully the discrepancy between the frozen and
update position, because the update is irreversible.
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
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3.3.9 DATA
3.3.9.1 DATA MENU page
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.
SAVE <: This prompt allows saving the user data (pilot and company databases) and the
secondary flight plan in compact flash memory on both FMC in order to recover them after a power
off.
During saving, the following message is displayed in reverse video in the scratchpad line:
XFER DATA IN PROGRESS
Note: If for any reason the data save fails (missing or damaged compact flash...), the following
message is displayed in the scratchpad line:
XFER FAIL
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Page 181
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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 company database last date of modification
and the pilot database last date of mod-ification.
The company database name displayed is "CORTEBID00" and the pilot database name displayed is
"PLTDTBID00".
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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After selecting or inserting an IDENT, the features of the airport are displayed :
IDENT:
NAME:
When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard
airports filter.
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After selecting or inserting an IDENT, the features of the navaid are displayed :
IDENT: Standard navaid identification and country code.
TYPE: Standard navaid type : VOR, VORDME, VORTAC, DME, ILS, ILSDME, ILSTAC, LOC,
LOCDME, TACAN.
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).
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Page 185
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.
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The user accesses to the STD WPT page by pressing <WAYPOINT Lsk from the DATABASE page.
After selecting or inserting an IDENT, the features of the waypoint are displayed :
IDENT:
TYPE:
WPT:
TWPT:
Enroute waypoint.
Terminal waypoint.
APT:
LAT/LONG:
When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard
waypoints filter.
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After selecting or inserting an IDENT, the features of the NDB are displayed :
IDENT:
FREQ:
TYPE:
APT:
LAT/LONG:
When IDENT Lsk is pressed with empty scratchpad, the DATA LIST page is displayed with standard
NDB filter.
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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.
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.
The authorized user only can rename a route by pressing the Lsk beside the desired route
identifier to display the CO-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:
data.
After renaming or erasing a company route, the DTA alert is triggered to perform a save of
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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 to access to the PLT APT page with empty parameters (amber
boxes), in order 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
The user can delete a data by 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 DTA alert is triggered to perform a save of data.
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3.3.9.10
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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.
The user can call up this page with empty parameters by pressing NEW Lsk from PILOT DATA page
(AIRPORTS) to create a new pilot airport.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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.
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.
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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3.3.9.11
The user accesses to the PILOT DATA page (NAVAIDS) by pressing NAVAID> Lsk from the
DATABASE page.
The PILOT DATA page (NAVAIDS) 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.
The user can select a data to consult, modify or rename by pressing the Lsk near the desired
identifier. The corresponding PLT NAVAID 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 NAVAID page.
NEW >: This prompt allows to access to the PLT NAVAID page with empty parameters (amber
boxes), in order to create a new pilot navaid.
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
The user can delete a data by 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 navaid, the DTA alert is triggered to perform a save of data.
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3.3.9.12
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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 call up this page with empty parameters by pressing NEW Lsk from PILOT DATA page
(NAVAIDS) to create a new pilot navaid.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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.
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.
FOM: Pilot navaid figure of merit : TERM (Terminal), LOW (Low Altitude), HIGH (High Altitude),
EXT (Extended range).
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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3.3.9.13
The user accesses to the PILOT DATA page (WAYPOINTS) by pressing the WAYPOINT> Lsk from
the DATABASE page.
The PILOT DATA page (WAYPOINTS) displays the list of the navaids identifiers. The displayed list is
limited to the the waypoints 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 WPT 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 WPT page.
NEW >: This prompt allows to access to the PLT WPT page with empty parameters (amber
boxes), in order to create a new pilot waypoint.
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
The user can delete a data by performing a CLEAR action on the identifier of the data to delete,
then pressing EXEC to confirm the deletion.
Note:
data.
After modifying or clearing a pilot waypoint, the DTA alert is triggered to perform a save of
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3.3.9.14
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The user accesses to the PLT WPT page by selecting a pilot waypoint among the displayed list from
the PILOT DATA page (WAYPOINTS) or from the DATA LIST page.
The user can call up this page with empty parameters by pressing NEW Lsk from PILOT DATA page
(WAYPOINTS) to create a new pilot waypoint.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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.
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: 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 entering a 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
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The user accesses to the PILOT DATA page (ROUTE) by pressing the ROUTE> Lsk from the
DATABASE page.
The PILOT DATA page (ROUTE) 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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
PLT ROUTE page then entering the new name preceded by "-" in the IDENT field.
Note:
After renaming or erasing a pilot route, the DTA alert is triggered to perform a save of data.
< CO-ROUTE: This prompt allows accessing to the STD DATA page (CO-ROUTE).
NEW >: This prompt allows to access to an empty PLT ROUTE page in order 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.
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3.3.9.16
The user accesses to the PLT ROUTE page by pressing Lsk beside the desired route identifier from
the PILOT DATA page (ROUTE).
The user can call up this page with empty parameters by pressing NEW Lsk from PILOT DATA page
(ROUTE) to create a new pilot route.
The PLT ROUTE page contains the following fields:
IDENT:
List of elements of the route (with FROM and TO airports) and the path between elements (*).
(*) 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.
Note: When the arrival procedure contains "VIA / APP" and "TRANS / STAR", a blank line separates
the identifiers (see second page example herebelow)
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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 companys prior written approval.
(*) 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.
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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.
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).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The user can scroll left or right within the list of elements of the route by pressing the < - - - - or
- - - - > Lsk.
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 DTA alert 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.
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3.3.9.17
Page 199
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 companys 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.
ALL
APT
VHF NAV
WPT
NDB NAV
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 user can display the standard or pilot database page corresponding to the selected item by
pressing the right Lsk next to the desired item.
3.3.9.18
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.
This page allows creating a new pilot data (waypoint, airport or navaid) by pressing the Lsk beside the
desired type of data to create.
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 to the PLT WPT page in order
to allow the crew to create this point. The first character of the waypoint identifier cannot be "-". The
char "-" is used to modify the identifier of an existing data.
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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 companys prior written approval.
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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DUPLICATE page
This page is displayed when several data with the same identifier are found.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
This page contains up to 20 fixes sorted out by growing distance with the following information :
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 user can select a data by pressing the Lsk next to the desired data identifier.
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3.3.10 STATUS
3.3.10.1
The user accesses to the FUEL FLOW page by pressing the data key, then STATUS Lsk, then FUEL
FLOW Lsk. The user can also call up this page by pressing the DATA key, then INIT Lsk, then
WEIGHT Lsk, then FUEL FLOW Lsk.
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 consumption computed per hour and per nautic mile. if one of
the fuel flow is unknown (dashed) the total consumption is also dashed.
If missing (or if required), the crew can override the fuel flow value(s).
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 is 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 is automatically canceled 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.
Note:
Without engine fuel flow (dashed), fuel predictions (EFOB) are not available (dashed).
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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 companys prior written approval.
Entered values are displayed in large font whereas values from the fuel flow meters are displayed
in small font.
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3.3.10.2
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The user accesses to the SENSOR STS page by pressing the DATA key, then STATUS Lsk, then
SENSOR STS Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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3.3.10.3
The user accesses to the FMS BITE page by pressing the DATA key, then STATUS Lsk, then FMS
BITE Lsk
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 1
Bit number
1
2
3
4
5
6
7
8
9
10
11
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bit 12
Function
Pilot database integrity test
Used standard database integrity test
Bit for provision always set to 0
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Bit number
12
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Function
Additional standard database integrity test
> 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 intialization. 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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Note: This command is different from the command CTK INIT (Lsk Ri) that may be possible on
active FMC (refer to "ABNORMAL PROCEDURES / Failures / Meaning of alert messages / CTK"): In
this case, the CTK is initialized on the active FMC and doesnt power off any FMC.
000000000000000000
bit 1
Bit number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
bit 17
Function
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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3.3.10.4
DISCRETES page
The user accesses to the DISCRETES page by pressing the DATA key, then STATUS Lsk, then
DISCRETES Lsk.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
0000000000000000000
bit 1
Bit number
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
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bit 16
Definition
Bit for provision
Bit for provision
Bit for provision
IAD side
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Bit for provision
Weight On Wheel
Status
0
0
0
0: Side 1 / 1: Side 2
0
0
0
0
0
0
0
0
0
0
0
0: in flight / 1: on ground
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3.3.10.5
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AIR / RA page
The user accesses to the AIR/RA page by pressing the DATA key then STATUS Lsk then AIR/RA
Lsk.
This page displays the following data from the ADU1 (or ADU2) and Radio Altimeter 1 (or Radio
Altimeter 2):
IAS:
TAS:
VZ:
ZP:
ZC:
SAT:
TAT:
RHT:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
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3.3.10.6
The user accesses to the HDG/ATT page by pressing the DATA key then STATUS Lsk, then
HDG/ATT Lsk.
Following the heading parameter value, an indication displays the heading reference used :
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.
IGRF2010 stands for the International Geomagnetic Reference Field model of Year 2010.
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Page 209
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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4.1 PREFLIGHT
4.1.1 FMS INITIALIZATION
4.1.1.1 Power-on
INSERT a Compact Flash with the desired data in the compact Flash reader.
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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
Page 211
Verify carefully the A/C configuration, the ident and validity of the used Standard
Database.
Note:
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):
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
PRESS the LSK next to the INIT> prompt to access to the INIT page.
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In case date and time are displayed in cyan font (provided by the internal clock of the FMC),
those values can be adjusted if necessary:
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 (L indicator), except when explicitly indicated in Zulu time (Z indicator).
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
T/O TIME is the starting time used for the predictions computation.
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GPS position:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
Once the initialization position is valid (INIT POS), the SENSOR INIT< prompt is displayed.
PRESS SENSOR INIT Lsk to initialize the BCP (Best Computed Position) and the
GPS sensor position.
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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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
Page 215
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
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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 (displayed in green).
North
GPS Position
0.22Nm
0.10 Nm
FMS1 BCP
N4512.34
E00221.44
Discrepancy between FMS1 and GPS
positions (Bearing / Distance)
Note:
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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 companys prior written approval.
FMS2 Position
Page 217
On the PROG 3/3 page, PRESS the Lsk near the desired navigation mode
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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 companys prior written approval.
Otherwise:
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PRESS SEC INIT Lsk to access to the secondary flight plan initialization
page
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Refer to "MULTI PHASE RELATED PROCEDURES / Lateral functions / Secondary flight plan /
Initialization".
From a route:
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IDENT
Enter, on the IDENT field, the identifier of the route stored in database.
FROM/TO
Enter, on the FROM/TO Lsk, the departure and arrival airport ICAO
identifiers of the route.
a) The FMC will search in pilot and company database all routes beginning with the FROM
airport and joining the TO airport and all routes with no departure or arrival procedures
beginning with the TO airport and joining the FROM airport (reversed routes).
b) The default direct route from selected departure to selected destination is added to the list of
company and pilot routes in last position. The identifier field is empty and no indication is
displayed in the bottom line.
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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 companys prior written approval.
Note:
Page 221
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
CAUTION:
If the selected route contains a waypoint that does not belong to the selected
standard database, the reverse of the route is possible but has to be avoided. The reverse
route would be inconsistent.
Note: REVERSE< prompt is not available for routes which contain departure and/or arrival
procedure.
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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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Page 223
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The departure page is then displayed, with the list of runways and their lengths.
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Before inserting the departure 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 departure procedure and access to the first FPLN
page.
COCKPIT: After activation, the selected departure procedure is
inserted into the active flight plan displayed on the navigation
display
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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 companys prior written approval.
The TRANS field is then completed with the selected TRANS identifier and no more list is displayed.
Page 225
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The arrival page is displayed, with for each approach, its identifier.
Note: A specific field displays the recommended navaid ident and frequency for the selected
approach.
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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 companys prior written approval.
The VIA field is completed with the selected VIA identifier and the list of compatible TRANS appears.
Page 227
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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Otherwise:
PRESS the AIRWAY Lsk with empty scratchpad to go to the AIRWAY LIST
page.
Otherwise:
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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 companys prior written approval.
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.
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Page 229
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Otherwise:
PRESS the VIA Lsk with empty scratchpad to go to the AIRWAY LIST
page. (1)
PRESS the Lsk next to the selected airway to insert it into the VIA field
(here UM976).
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.
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Otherwise :
PRESS the TO Lsk with empty scratchpad to go to the TO LIST page. (2)
PRESS the Lsk next to the selected TO fix to insert it into the TO field
(here OKRIX).
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Page 231
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
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PRESS the EXEC key to insert the airway segment into the active flight
plan
Link:
Note:
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To copy the active flight plan into the secondary flight plan.
Note: If a temporary flight plan exists, no copy is performed and the following message is displayed
in the scratchpad line:
TMPY EXIST
To swap the active flight plan and the secondary flight Plan.
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Page 233
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 is displayed
in the scratchpad line:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
TMPY EXIST
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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 / Radio Navigation / Navaid Manual Tuning").
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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 companys prior written approval.
PRESS AUTO/MAN Lsk beside the desired radio to change the tuning mode
between:
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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 companys prior written approval.
ENTER on the Lsk near the brackets the identifier of the desired navaid.
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.
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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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DFLT FPA: Default Flight Path Angle used for the descent profile computation and descent
predictions (refer to "OPERATIONAL PRINCIPLES / Flight Guidance principles / Vertical
Navigation").
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 (computed using zero fuel
weight), FMC cannot compute predictions and predicted data (ETA, EFOB and ETE) are
dashed on MCDU.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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).
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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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.
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Page 239
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
CHECK the departure runway length and its axis, provided by the navigation
database.
WRITE in the scratchpad the length / axis of the departure airport runway.
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.
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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WRITE the take off decision speed V1 in the scratchpad (here 106).
WRITE the take off rotation speed VR in the scratchpad (here 110).
WRITE the take off safety speed V2 in the scratchpad (here 115).
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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 companys prior written approval.
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.
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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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).
The default destination cruise mean wind is the current wind origin (in True reference) and speed
provided by the navigation sensors.
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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PRESS the Lsk beside the empty cyan bracket to insert a new wind group or
beside an existing group to modify it.
PRESS PREV / NEXT Lsk to CHECK the wind profile of the previous/next leg.
Note:
PRESS EXEC key to validate the vertical wind profile and display the FPLN page.
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Page 247
PRESS the right Lsk next to the ETA/SPD/ALT< prompt at the bottom of the page to
display .
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
FLPN with ETA/SPD/ALT page with ETA (Estimated Time of Arrival), speed constraint and altitude
constraint for each waypoint is displayed:
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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.
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.
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Page 249
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The key parameters for monitoring the vertical guidance during climb are the vertical deviation (VDEV)
and the target airspeed (TGT IAS) displayed on MCDU VNAV 1/2 Page.
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.
Note: During the CLIMB flight phase, CRZ ALT is always insertable (displayed in cyan) within the
following range: [Selected altitude ; Computed ceiling of the A/C majored by 5000] FT.
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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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 speed and altitude constraints 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 or in green otherwise. If the ALT constraint, except window altitude
constraint, is corrected with the temperature compensation, the char "c" is added before the first
character of the ALT constraint displayed.
Note:
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Page 251
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
4.3 CRUISE
The FMS switches automatically from Climb to Cruise phase when A/C reaches the cruise altitude.
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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 changes to or below the FAF altitude
- 100ft.
CHECK ETE values (Estimated Time Enroute predicted over the legs terminations).
ETE is underlined when a RTA is defined for this waypoint. If ETE is displayed in amber, RTA is
missed.
CHECK EFOB values (Estimated 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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Page 253
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:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
CHECK ETA values (Estimated Time of Arrival predicted over the legs
terminations).
ETA is underlined when a RTA is defined for this waypoint. 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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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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This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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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.
Note: The alert is switched off as soon as the step waypoint is sequenced or the selected altitude is
modified.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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.
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.
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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 companys prior written approval.
If the transition altitude at the destination airport is known into the database, the TRANS ALT is
displayed in small font. If the transition altitude at the destination 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.
MONITOR the vertical track when approaching 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.
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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ADJUST the selected vertical speed on the FGCP according to the target vertical
speed (TGT VS).
The aircraft is considered to be on the descent profile when it is within 50ft of it.
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.
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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), 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 c7000 at
MURRO), in magenta if the waypoint is the active TO waypoint, in green otherwise.
If an ALT constraint, except window altitude constraint, is corrected with the temperature
compensation, the char "c" is added before the first character of the ALT constraint displayed
(here c7000 at MURRO, c7200B at VNE and c814A 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.
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Page 261
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PRESS the left Lsk next to the desired waypoint on which the holding
pattern shall be inserted: the LTRL REV page is displayed.
The LTRL REV (at WPT) page is displayed.
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ENTER the new value of the inbound course ("10" for example) in the
scratchpad.
ENTER the new value of the inbound leg duration ("1.5" for example) in
the scratchpad.
ENTER the new value the inbound leg length ("/6.5" for example) in the
scratchpad.
ENTER the new value of the holding speed ("180" for example) in the
scratchpad.
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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Page 263
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
CAUTION:
The use of not co-located VOR-DME navaids is not compliant with PRNAV
and US-RNAV regulations standards in terminal area ("V-D" is displayed in amber in MCDU
title line).
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.
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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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by
FMC,
approach
phase
is
automatically
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Note:
Page 265
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.
The aircraft is considered to be on the descent profile when it is within 50ft of it.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
COCKPIT: The Elevation of the landing runway is provided to
allow displaying an analog indication in the altitude tape during
landing.
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4.6 GO AROUND
The flight phase is "go around" when the crew has engaged the go around mode on auto pilot.
Note: On the DIRECT TO page, the missed approach is activated by pressing the Lsk beside the
desired fix identifier. If the IDENT field is filled with the identifier of one of a missed approach waypoint,
the direct to the waypoint is performed but the missed approach is not activated.
ENGAGE LNAV or TURN the HDG selector knob to set a heading in order
to follow the horizontal guidance from the FMS.
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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 companys prior written approval.
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 approach 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:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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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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.
Before updating the new 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.
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Page 269
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PRESS the Lsk beside the new desired elements as for an insertion.
Before updating the new arrival procedure in the active flight plan.
CHECK the new arrival procedure by pressing the Lsk next to the TMPY>
prompt.
PRESS EXEC key to insert the new arrival procedure and access to the first FPLN
page.
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.
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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 approach or the STAR.
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Page 271
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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 companys prior written approval.
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Note:
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 to the airport procedures.
e) Moving waypoints can only be inserted using DIRECT TO.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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.
WAYPOINT IDENTIFICATION:
The identification of a waypoint entered by the user can be:
The identifier which is created by the FMS for a temporary waypoint when:
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Nxx
Sxx
Exxx
Wxxx
C
S5200
S52
A
D
B
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:
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.
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.
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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 companys prior written approval.
/S5200
insertion
Page 275
TOU
Insertion of
/-12
Insertion of
/8 or /+8
TOU08
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
TOU12
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:
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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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)
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A fix is created in the FPLN after the inserted discontinuity 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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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 discontinuity following a HM leg is cleared, the holding is ended at next overfly of the
holding waypoint.
d) If the same fix exists on each side of the discontinuity, only one fix will remain after the
discontinuity deletion.
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Note:
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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 companys prior written approval.
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: If a temporary flight plan exists, no activation is performed and the following message is
displayed in the scratchpad line:
TMPY EXIST
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Page 281
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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 PROG 2/3 page.
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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Page 283
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The exit is then performed at the next overfly of the holding 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.
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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.
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).
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Page 285
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
OFFSET REJECTED
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)
(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.
CAUTION:
If a new offset is set when the current offset is delayed, the offset is cancelled
(see "OFFSET CANCELLED" part). The new offset has to be set again to be inserted.
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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,
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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Page 287
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".
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If the "TO" WPT is an airport, a navaid, or a waypoint belonging to the standard or the pilot
database:
PRESS IDENT Lsk with empty scratchpad to display the DATA LIST page
with filter ALL.
SELECT a fix
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Page 289
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Rallying
*WPT
DIR TO
A/C
TAS
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Page 291
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Note: Only airports within a radius of 240 NM of the aircraft position belong to the list of nearest
airports.
PRESS DTO key twice (or PRESS ABEAM Lsk from the DIRECT TO page)
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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):
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 located in the curve transition or less than 0.5 NM from the end of the curve
transition.
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Page 293
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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, store it in the pilot database and display 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 MENU page and perform a DATA SAVE to
keep the waypoint in memory after a power off
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Page 295
Identifier:
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Position:
ENTER the fix identifier / bearing / distance (from this point) in the
scratchpad.
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) and the discrepancy (POS) from the update point to the
frozen position are displayed.
CAUTION:
It is recommended to check carefully the discrepancy between the frozen and
update position, because the update is irreversible.
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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 line. For PRNAV, enter RNP = 1 Nm.
The current RNP is computed by the FMC according to the used sensors, the flight area and the RNP
value provided by standard database (if defined).
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).
J61334BB - 00
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ENTER the desired value in the scratchpad then PRESS the Lsk next to the field
RNP.
Page 297
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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
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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Note:
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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.
Page 301
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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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PRESS EXEC key to insert the constraint in the flight plan and access to the FPLN
page.
If the altitude constraint is inserted while the temperature compensation is selected (refer to
"PILOT INTERFACE / MCDU pages description / PROGRESS / VNAV page 2/2 page"), as the
value of the altitude is compensated the value of ALT CNSTR is not updated with the temperature
compensation and the char "c" is added before the first character of the altitude displayed. If the
temperature compensation is becoming deselected (rare operational case), the value of ALT
CNSTR is not updated without the temperature compensation and the char "c" is erased.
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Page 303
Ex: "c3000" is displayed after the altitude constraint insertion and "3000" after the deselection of
the temperature compensation.
The user can delete the altitude constraint (respectively speed constraint) by performing a CLEAR
action on the ALT CNSTR Lsk (respectively SPD CNSTR Lsk.).
CAUTION:
If the altitude constraint of a leg in altitude termination is modified, the altitude
constraint is updated and the altitude leg termination is kept, as defined in the database.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PRESS the right Lsk beside the desired waypoint: the VERT REV page is
displayed.
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.
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.
J61334BB - 00
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To delete a wind group, perform a CLEAR action on the desired wind group Lsk.
Page 305
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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.
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If AUTO is displayed in large green font for the desired navaid, autotuning is already in
progress.
WAIT few seconds then CHECK that AUTO is still displayed in large green
font.
Note: If a radio is selected as a nav source at cockpit level, 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 line:
NOT ALLOWED
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Page 307
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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, PRESS the Lsk near the desired identifier.
The corresponding PLT APT / PLT NAVAID / PLT 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)
From PLT APT / PLT NAVAID / PLT WPT page, PRESS PREV / NEXT key to access
to the previous/next pilot data.
From PILOT DATA page, PRESS NEW Lsk, or from PLT APT / PLT NAVAID
/ PLT WPT page INSERT a new identifier.
To delete a data:
From PILOT DATA or PLT APT / PLT NAVAID / PLT WPT page, PERFORM
a CLEAR action on the identifier.
To rename a data:
From PLT APT / PLT WPT / PLT 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 DTA alert is
triggered to perform a save of data.
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Page 309
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
The insertion of the departure and arrival airport of the Standard or Pilot database is optional.
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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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 DTA alert is
triggered to perform a save of data.
PRESS RETURN Lsk twice to return to the DATA page then 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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Note: If a route contains fixes, airways or procedures that are no more in the Standard Database,
the route identifier is displayed in amber.
Page 313
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Note: If
the
compact
flash
is
missing,
the
save
function
is
degraded.
If for some reasons the data save fails (missing or damaged compact flash...), the following message
is displayed in the scratchpad line:
XFER FAIL
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PRESS EXEC key to confirm the selection (or PRESS any other key to cancel and
clear the message).
CAUTION:
In dual mode, after the additional database selection, check that the selected
database is the same on both FMS. In case of a short power interruption during swapping,
after the power up the databases selected may be different. If the selected databases are
different, restart the FMC to get the same used database.
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During the load, the message XFER DATA IN PROGRESS appears in the scratchpad line. Once
finished, the former additional standard database becomes the used standard database.
T
Note:
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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 independent 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 independent mode.
b) Consistency test of navigation database. Refer to"FLIGHT PHASE RELATED PROCEDURE /
Preflight / FMS Initialization / Checking navigation database" for consistency test details.
Note:
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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
CFG
Y
Y
Y
Y
WGT
CTK
Y
Y
Y
Y
-
Y
Y
Y
Y
5s
5s
5s
5s
5s
5s
5s
Y
Y
INI
AIR
HDG
POS
FAL
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TYPE OF
ALERT
T
TYPE OF
ALERT
FFF
DTA
VAR
FPL
GPS
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
LAB
R/N
AIM
HIL
APP
RNP
FMS
ISA
MASK
(Y/N)
CLEAR
(Y/N)
DELAY
Y
Y
Y
-
30 s
30 s
-
Y
Y
Y
Y
Y
5s
5s
8s
Y
Y
Y
Y
-
30 s
10 s
10 s
10 s
300 s
Y
Y
20 s
Y
Y
Y
Y
5s
-
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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.
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.
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Possible actions:
Page 319
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).
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 companys prior written approval.
Possible actions:
PRESS CHECK Lsk to display the PROG 2/3 page. CHECK the values of
TKE and XTK.
When GPS is used in A/C position computation, CHECK the values of GPS
HIL. Current HIL is available in GPS NAV page whereas destination HIL is
available in PRAIM page (FAF and MAP HIL can be requested in this
page).
6.1.2.4 CFG
CONF A/C TYPE
INCONSISTENCY
Explanation:
A/C type from system configuration is inconsistent with Input A/C type
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Possible action:
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6.1.2.5 CMD
CROSS TALK
COMMAND REJECT
Explanation:
The opposite FMC has rejected the command transmitted by the own side FMC.
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Possible actions:
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.
The CROSS TALK communication is stopped; each FMC remains then in independent
mode.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Possible actions:
If only one IAD side is powered on, POWER ON the other IAD side.
Use CTK INIT command in FMS BITE page to resynchronize the FMC (refer
to "Performing FMS resynchronization" paragraph in "ABNORMAL
PROCEDURES / Operational Checking" chapter)
USED STANDARD
DATABASE DISCREPANCY
Explanation:
The two FMC do not have the same used standard database in their compact flash memory
or the database or compact flash is damaged (on one side or both sides).
CAUTION:
While this standard database discrepancy exists, the two FMC remains in
independent mode.
Possible actions:
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The power on has occurred in flight. 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.
Note: This command is different from the command CTK INIT (Lsk L5) that may be possible on
inactive FMC (refer to "PILOT INTERFACE / MCDU pages description / STATUS / FMS BITE page"):
In this case, the CTK INIT makes a long power interruption of the inactive FMC.
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
independent mode.
Possible actions:
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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 companys prior written approval.
Explanation:
Page 323
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
independent mode.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Possible actions:
6.1.2.7 DTA
NAV DATA MODIFIED
SAVE DATA
Explanation:
Two causes are possible:
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.
Note:
Only modifications of secondary flight plan made on ground raises the DTA alert.
Possible actions:
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.
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Possible actions:
NRP ALERT
Explanation:
The Non Return Point will be reached within 1 minute.
Possible actions:
PRESS INSERT Lsk to display the FUEL FLOW page. ENTER the
corresponding value.
6.1.2.10
FMS
FMS BITE FAILURE
Explanation:
An error in the internal test of the FMS, or MCDU is detected.
Possible actions:
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6.1.2.9 FFF
T
6.1.2.11
Page 325
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:
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
6.1.2.12
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.
6.1.2.13
HDG
HEADING INPUT NOT VALID
INSERT NAV HEADING
Explanation:
The navigation heading provided by the IRS is invalid.
Possible action:
6.1.2.14
HIL
GPS HORIZONTAL
INTEGRITY ALERT
Explanation:
The GPS fault detection status is raised.
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Possible actions:
6.1.2.15
INI
CHECK INITIAL POSITION
AND INIT SENSORS
Explanation:
Possible action:
6.1.2.16
ISA
TEMP COMPENSATION
RECOMMENDED
Explanation:
If the temperature compensation is inactive and destination TDEV is valid and less than 15C or destination TDEV is invalid and current TDE V is valid and less than -15C.
Possible actions:
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.
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Page 327
Possible actions:
6.1.2.18
POS
SELECTED POS NOT VALID
CHANGE NAV MODE
Explanation:
The position of the selected navigation mode is invalid.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Possible action:
POSITION DISCREPANCY
Explanation:
Two causes are possible:
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.
In dual mode, the position discrepancy between both FMC selected positions is greater
than RNP.
Possible actions:
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6.1.2.19
R/N
RADIO NAV EPE > RNP
OR INVALID
Explanation:
The Radionavigation EPE is invalid or greater than RNP
Possible actions:
Explanation:
During autotuning, the tuned frequency returned by at least one of the radio navigation
equipments is different from the commanded frequency or DME hold status returned by the
DME equipment on at least one channel is different from the commanded status.
Possible actions:
Note:
6.1.2.20
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:
J61334BB - 00
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Page 329
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Possible actions:
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.
6.1.2.21
VAR
INSERTED/COMPUTED
VAR DISCREPANCY
Explanation:
The difference between the calculated magnetic variation and the entered magnetic
variation value is greater than 2.
Possible action:
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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 alert is
triggered)
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
This command is only available on the FMS not coupled with the autopilot.
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Page 331
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Note: The upload of the system configuration database (FMS CONF) and the performance database
(PERF DATA) is managed at IAD level.
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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.
These data are used only for THALES AVIONICS analysis, and do not include maintenance
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
Page 333
MAINTENANCE PROCEDURES
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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.
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PRESS PLT ROUTE Lsk to access to the PILOT DATA page (ROUTE).
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).
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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.
Page 335
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
On STD DATA page (CO-ROUTE), PRESS Lsk beside the desired company route
identifier.
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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 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).
Example of company route section with departure procedure (SID and TRANS) and airway
segments.
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
(*) 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.
Page 337
Example of company route section with arrival procedure (TRANS, STAR, VIA and APP).
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.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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).
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.
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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To display or to select this route, PRESS ROUTE SELECT Lsk to go to the ROUTE
SELECT page.
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
On STD DATA page (CO-ROUTE), PRESS Lsk beside the desired route identifier.
Page 339
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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 DTA
alert 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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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, damaged data...), the
following message is displayed in the scratchpad line:
XFER FAIL
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
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
Page 341
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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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)
J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
DTK
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys 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
MCT
MDA
MFD
MGRS
MOT
MRK
MSG
NAV
NAVAID
ND
NDB
NRP
NM
OFST
PBD
PEE
PFD
PI
POS
PPOS
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J61334BB - 00
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
PPS
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
This document and any data included are the property of Thales Avionics. They cannot be reproduced, disclosed or utilized without the companys prior written approval.
T
VFR
VI
VM
VNAV
VNE
VOR
VORDME
VORTAC
VR
VRC
WGS
WND
WPT
XTK
Z
ZC
ZFW
ZP
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