3.2-23B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.G3641-21-032#Figure 3.2-20RTE 1 – Route Entry CompletedRev 1 12/963.2-24Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 3.2.6 Departure Selection The departure and arrival pages can be accessed any time during thepreflight phase by pushing theDEPARR key on the MCDU.The following rules apply in determining which page is displayedwhen pressing theDEPARR key:•
If there is no active route, or displaying as inactive RTE, or inactiveLEGS page, the DEP/ARR INDEX is displayed.•
If a provisional or pending activation exists but no origin airport hasbeen defined, the ARRIVALS pages for the destination for thatroute are displayed. If no destination has been defined, the DEP/ARR INDEX is displayed.•
If no origin has been defined on the active route and no provisionalor pending activations exist, the ARRIVALS pages for the destinationare displayed. If no destination has been defined, the DEP/ARRINDEX is displayed.•
If the aircraft is on the ground and there is an active route, theDEPARTURES pages for the origin are displayed. If the aircraft isairborne with no destination defined, the ARRIVALS for the originpages are displayed.•
If there is an active route and the aircraft present position is invalid,or the aircraft is greater than 50NM from the origin, or the aircraftis more than halfway along the route, the ARRIVALS pages for thedestination are displayed.3.2-25B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.The DEP/ARR INDEX (Figure 3.2-21) gives the pilot access todepartures and arrivals for the origin and destination airports of bothflight planned routes (assuming two routes have been defined). Inthis case, only RTE 1 has been defined at this time.STEPS:Route 1 has not be activated (inactive)A.DEPARRIf Route 1 was active, thenB. 6L
<INDEX on DEPARTURES PageG3641-21-033#Figure 3.2-21DEP/ARR INDEXRTE 1 and RTE 2, both in SMALL font, appear as labels above the firstand third data fields, respectively. The originating airports are displayedin the center of the first and third lines (assuming two routes havebeen defined). The destination airports appear in the center of thesecond and fourth lines (assuming two routes have been defined).Remember only RTE 1 has been defined in this scenario at this time,and RTE 1 is still inactive.NOTES:1. If a route has been Activated (ACT), in SMALL font, appearsnext to the RTE 1 or RTE 2 line.2. If RTE 1 and/or RTE 2 have not been defined, the data fieldsbelow the respective labels are blank.Rev 1 12/963.2-26Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE A <DEP prompt appears in 1L
and/or 3L
allowing access to SIDsand runways of the defined departure airport(s). ARR> promptsappear for the departure and arrival airports of both routes in lines 1Rand 2R and/or 3R and 4R .The DEP/ARR INDEX also allows the pilot to access departure andarrival information of airports not defined in one of the two routes. Thetitle OTHER, in LARGE font, appears in the center of the sixth line.The pilot may review departures of an airport not defined in RTE 1 orRTE 2 by entering its identifier via the SP and LSK 6L
. Likewise,arrivals of an airport may be reviewed by entering its identifier throughthe SP and LSK 6R . Entries must be four-character ICAO identifiersand in the nav data base for departures or arrivals to be displayed.3.2.6.1 SID and Departure Runway E Entry ntry To enter a departure runway and SID, if the appropriate DEPARTURESpage is not already displayed after pressing theDEPARR key, press thecorrect LSK, 1L
in this case. KLAX DEPARTURES appears as thetitle of the page (see Figure 3.2-22). Figure 3.2-22 shows both page1 and page 2 for KLAX DEPARTURES, which is displayed bypressingNEXTPAGE orPREVPAGE . The left data fields display the available SIDsand the right data fields display the available departure runways.3.2-27B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.G3641-21-034#Figure 3.2-22KLAX DEPARTURESNOTE: If a runway was defined through the RTE pages, an<ACT> (or <SEL> if the route has not been activated)legend is displayed next to that runway. The followingsteps must still be performed in order to enter a SID.Select the appropriate runway by pressing the adjacent LSK. Theflight plan uses runway 07L. The selected runway is indicated by<SEL> and is displayed on RTE page 1.NOTE: Selection of a departure runway before selection of aSID causes only the SIDs applicable to the selectedrunway to be displayed. For airports with numerousSIDs, selection of the runway first can reduce effort inlocating a particular SID on the DEPARTURES pages.3.2-28Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE To select a SID, press the appropriate LSK, in this case the SID isSXC5. After selecting SXC5 by pressing the adjacent LSK, <SEL> isdisplayed to the right of the SID identifier (SXC5). Once a SID isselected, only those runways and transitions compatible with the SIDare displayed.After a SID is selected, any applicable departure Transitions (TRANS)are displayed in the left data fields beginning in 2L
on page 1. Atransition may be selected by pressing the adjacent LSK, and isindicated by <SEL>.STEPS: See Figure 3.2-22A. 3R Runway 07L page 1/2B. 2L
SXC5 page 2/2Figure 3.2-23 shows the KLAX DEPARTURES page after all thecorrect selections have been completed for the flight departure fromKLAX.G3641-21-35#Figure 3.2-23KLAX DEPARTURES – SID/RWY Selected3.2-29B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.3.2.7 Route Discontinuity A ROUTE DISCONTINUITY is created whenever there is no definedpath between successive waypoints in a flight plan. Discontinuitiesmay be created by waypoint deletion, line selection, or procedurestringing. Figure 3.2-24 illustrates a route discontinuity when the SID(SXC5) was selected and entered on RTE 1.STEP: 6R ROUTE> KLAX DEPARTURES PageG3641-21-036#Figure 3.2-24ROUTE DISCONTINUITY on RTE 1 PagesRev 1 12/963.2-30Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE The FMC does not automatically bridge discontinuities by insertingroute legs into the flight plan. Insertion of legs is a direct result of pilotaction. Whenever LNAV is engaged and the aircraft enters a routediscontinuity, the message “DISCONTINUITY” is displayed in theSP, and the aircraft maintains its existing track.NOTE: Many route modifications result in a ROUTE DISCONTINUITY after activation. The pilot should always
check for this situation and correct it when necessary.Discontinuities can normally be cleared by entering the next waypointafter the ROUTE DISCONTINUITY into the SP by line selecting theappropriate LSK. The pilot then presses the LSK next to thediscontinuity box prompts, followed by theEXECkey, thus clearing theROUTE DISCONTINUITY. Figures 3.2-25, 3.2-26, and 3.2-27illustrate this process on the RTE 1 pages.STEP: 1R (ROSIN)G3641-21-037#Figure 3.2-25Clearing ROUTE DISCONTINUITY – Page 2/53.2-31B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.STEPS:A.PREVPAGEB. 5L
(ROSIN from SP into box prompts)G3641-21-038#Figure 3.2-26Clearing ROUTE DISCONTINUITY – Page 1/5Rev 1 12/963.2-32Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 3.2.8 Flight Plan Route Activation STEP: 6R ROUTE> KLAX DEPARTURES PageG3641-21-039#Figure 3.2-27RTE 1 – Route Entry Completed6L
If there is no provisional or pending activation, the alternateroute prompt is displayed (RTE 1 or RTE 2) allowing for pilotaccess to that route.If the route is pending activation or a modification is in progress(MOD displayed in the title), then an ERASE prompt isdisplayed in this data field. Selection of the ERASE promptdeletes any lateral or vertical route modifications or pendingactivations.6R An ACTIVATE> prompt must be pressed once the route hasbeen entered and verified correct. After selecting ACTIVATE,theEXECkey illuminates. Also the ERASE prompt is displayedin 6L
. Pressing theEXECkey activates the flight plan andchanges the page title to ACT RTE N (where N is 1 or 2).Figures 3.2-25 and 3.2-26 illustrate the route activation. LNAVis available once the route is activated.Rev 1 12/963.2-33B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.STEP: 6R (ACTIVATE)G3641-21-40#Figure 3.2-28RTE 1 – Route ACTIVATEOnce the route has been activated and executed the PERF INIT>prompt appears in this data field, allowing access to that page whileon the ground when performance initialization is incomplete. TheTAKEOFF> prompt is displayed if on the ground, on the active pageswhen the performance initialization is complete.STEP:EXECG3641-21-041#Figure 3.2-29ACTIVE RTE 1Rev 1 12/963.2-34Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 3.2.9 Performance Initialization Once the flight plan has been activated and executed, the PERFINIT> prompt appears in line 6R of the RTE pages. Pressing this keygives the pilot access to the Performance Initialization (PERF INIT)page. This page is used to initialize the FMC performance calculations.Any entered values clear with loss of electrical power or at engineshutdown after flight. Figure 3.2-30 illustrates the PERF INIT page.NOTE: The PERF INIT page may also be accessed by pressingthe <PERF prompt at LSK 3L
of the INIT/REF INDEX.Also, pressing theINITREF key on the ground after theaircraft position has been initialized displays the PERFINIT page.
STEP: 6R (PERF INIT>) on RTE page.G3641-21-042#Figure 3.2-30PERF INIT Page1L
GR WT – The Gross Weight (GR WT) is displayed in thousandsof pounds (or metric tons when the kilogram option code isselected). The gross weight is always the sum of the Zero FuelWeight (ZFW) 3L
and the fuel weight 2L
. If the fuel quantityindicating system is inoperative, the gross weight field is blankuntil a manual fuel entry is made.Rev 1 12/963.2-35B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.Before engine start and prior to entry of any weights in 1L
or 3L
, thegross weight computed by the Weight and Balance System (WBS)is displayed in SMALL font as a prompt, in this case <851.5 (See Figure3.2-31). For aircraft not equipped with a WBS (or the WBS isinoperative), LARGE font boxes are displayed for gross weight andzero fuel weight. Once the gross weight has been entered into 1Leither by entry or by confirming the WBS prompt value, the grossweight is displayed in LARGE font. If equipped with a WBS, the WBSgross weight is displayed as a reference to the right of the enteredgross weight in SMALL font and the header line displays DUAL toindicate that both WBS weight calculations are in agreement (dualWBS only), or ADV to indicate that the value is Advisory only.Valid entries for gross weight are three-digit values, optionallyfollowed by a decimal point and tenths. A pilot-entered value isverified using the performance data base to determine if the entry isreasonable for the airframe configuration.Deletion of gross weight is only allowed when the gross weight isdisplayed in LARGE font and a DUAL or ADV weight and balancesystem value is also displayed in SMALL font.G3641-21-043#Figure 3.2-31PERF INIT Page – WBSNOTE: If the WBS Gross Weight is not valid, the header shallbe GR WT.3.2-36Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 2L
FUEL – This line normally displays the FMC Calculated (CALC)fuel quantity. Prior to engine start, the FMC Calculated fuelquantity is set equal to the aircraft Fuel Totalizer System value.If at any time after engine start the fuel flow values becomeinvalid for greater than two minutes, the calculated value isinvalid and the Fuel Totalizer System value is then used forFMC computations and is displayed as a SENSED value.Pilot-entry is allowable at any time, if CALC value is displayed.Pilot-entry results in the entered fuel value being displayed asa MANUAL value. The MANUAL entry is then updated byintegrated fuel flow as for the CALC value. MANUAL entry ofa fuel quantity value causes the FMC to ignore the FuelTotalizer System input until the flight is completed.Figures 3.2-30 and 3.2-31 show the fuel total (370.8 CALC) forthe flight from KLAX to YSSY. The fuel quantity is displayed inthousands of pounds. It can be displayed in metric tons if thekilogram option is selected.3R ZFW – Zero Fuel Weight (ZFW) is displayed in thousands ofpounds (or metric tons when the kilogram option is selected).Box prompts are displayed until a valid gross weight and fuelquantity are displayed. Entry results in the calculation anddisplay of Gross Weight. Zero Fuel Weight is displayed as aresult of entering Gross Weight if fuel weight is valid.If the WBS prompted gross weight is displayed, thecorresponding ZFW is displayed in SMALL font.NOTE: Enter gross weight or zero fuel weight, but not both.Either entry enables the FMC to calculate the otherand display the result in the applicable data field.4L
RESERVES – The fuel reserves (RESERVES) weight isdisplayed in thousands of pounds (or thousands of kilogramswhen the kilograms option is selected). The reserves weight isused in determining an insufficient fuel condition, and incalculating performance predictions. If no fuel reserve isentered a default value of 4,000 pounds is assumed.Rev 1 12/963.2-37B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.Valid RESERVE entries are one- to three-digit weights whichmay optionally be followed by tenths or hundredths (if the entryis less than 100). The allowable entry range is determined bythe performance data base and entries violating this rangeresult in the “INVALID ENTRY” message.5L
COST INDEX – The Cost Index line is used in computationsof Economy (ECON) speed values. The Cost Index isdetermined by dividing aircraft operating cost ($/hour) by fuelcost (cents/pound). Only those portions of operating costsaffected by trip time should be included in the calculation. ACost Index of zero results in minimum trip fuel operation,including cruise at maximum range cruise and a slow speeddescent. Higher Cost Index entries result in higher climb,cruise, and descent speeds which increase trip fuel costs, butdecrease trip time costs.Valid entries for Cost Index are one- to four-digit valuesranging from 0 to 9999. Attempted entries within 10 miles ofthe Top-of-Descent point result in the “INVALID ENTRY”message. Upon a valid entry of Cost Index, the performancepredictions on the ACT RTE LEGS page are cleared andrecomputed.Company routes may enter the Cost Index automatically. Thevalues used are determined by the operater. See Section 7.2for more detailed information on Cost Index.
6L
INDEX – Selects the Index which displays the INIT/REFINDEX page.1R CRZ ALT – The desired Cruise Altitude (CRZ ALT). Validentries for Cruise Altitude while on the ground are standardaltitude entries above the current aircraft altitude. Whileairborne, standard altitude entries may be entered into boxprompts, but not allowed over existing Cruise Altitudes. Analtitude entry greater than the maximum certified altitude isrejected and “INVALID ENTRY” is displayed in the SP.3.2-38Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE Entry is propagated to or from the Climb or Cruise pages andmay be changed by Approach Procedure entry or bytransitioning into the Missed Approach. The CRZ ALT displayis cleared at flight completion and long-term power interrupts.4R CRZ CG – The Cruise Center of Gravity (CRZ CG) displaysa default value or pilot-entered Cruise CG value. The CRZ CGis used by the FMC to calculate MAX ALTITUDE and maneuvermargin to buffet. The valid entry range is within and includesthe CGMIN and CGMAX values specified in the PerformanceData Base.The CRZ CG allows a pilot-enterable Cruise CG to moreaccurately reflect the current CG of the aircraft.5R STEP SIZE – The altitude step size displays the climbincrement used for planning optimum step climb profile. Thedefault value is the ICAO step size. The pilot may choose adifferent step size by entering the step size (in feet) as a fourdigit multiple of 1,000 feet, up to a maximum of 9,000 feet. Thepilot-entered value may be deleted, in which case the step sizereturns to the default ICAO.NOTE: If no step climbs are made, it is important to enter zerofor the step size so that the performance calculationscomputes the most fuel efficient solution and makeaccurate fuel predictions. Otherwise, the performancecalculations assume the computed optimum steps aremade, possibly resulting in nonconservative predictionsof fuel at destination.6R THRUST LIM> – Allows access to the Thrust Limit (THRUSTLIM) page.3.2-39B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.Figure 3.2-32 illustrates a completed PERF INIT page for the flightusing the data from Section 3.1.STEPS:Enter the Flight Data into the SP and press theappropriate LSKs.A. Type 480.7 in SPB. 3LC. Type 30.0 in SPD. 4LE. Type100 in SPF. 5LG. Type 310 in SPH. 1RI. 4RG3641-21-044#Figure 3.2-32PERF INIT Page – Complete3.2-40Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 3.2.10 Thrust Limit Data The Thrust Limit (THRUST LIM) page provides a means of manuallyselecting Thrust Limit modes. The Thrust Limits are displayed on theTHRUST LIM page as illustrated in Figure 3.2-33.NOTE: The THRUST LIM page may also be accessed bypressing the <THRUST LIM prompt at LSK 4L
of theINIT/REF INDEX.STEP: 6R (THRUST LIM) on PERF INIT page.G3641-21-045#Figure 3.2-33THRUST LIM PageSTEPS:A. 2L
(Select TO)B. 2R (Select CLB)
The above two steps are the preflight selections for the takeoff andclimb out of KLAX for the flight scenairo to YSSY.NOTE: In the data fields the <SEL> annunciation is alwaysdisplayed for the current thrust limit mode as displayedon the EICAS, except during reverse thrust operation.The <ARM> annunciation is always displayed for theappropriate climb thrust limit mode when a takeoffthrust limit is <SEL>.Rev 1 12/963.2-41B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.1L
SEL and OAT – The pilot-entered assumed temperature SELis displayed at this location. This entry is for the thrust limitderate. Valid entries are one- to two-digit Celsius temperaturevalues or two- to three-digit Fahrenheit temperature valuesfollowed by an “F”. Assumed temperature entry is inhibitedafter takeoff is initiated via the TOGA switch.The Outside Air Temperature (OAT) is displayed in field 1C
ineither °C or °F, as appropriate. The OAT is received from thesame Air Data Computer (ADC) used for the Thrust LimitCalculations and EICAS Total Air Temperature (TAT) display.The OAT default display is in Centigrade. If the assumedtemperature is entered on 1L
in Fahrenheit, OAT will alsoreflect Fahrenheit.G3641-21-046#Figure 3.2-34THRUST LIM Page – Derate2L
<TO – Is the default thrust limit mode which is the normaltakeoff thrust limit.3L
<TO 1 or <TO 2 – Derated takeoff thrust limits may be4L
selected, if enabled, by choosing TO 1 or TO 2 deratepercentage. Selecting a derate in 3L
and 4L
clears an entered temperature in 1L
.Rev 1 12/963.2-42Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE NOTE: Takeoff derates are optional and may not be enabled,in which case 3L
or 4L
are blank. Airlines may beauthorized to use a Variable Takeoff Rating (VTR)option that allows variable takeoff derate percentages,where the derate percentages displayed are the FMCdefault values or those chosen by the airline.5L
<TO B – Refers to Takeoff Bump. Takeoff bump thrust limitsmay be selected, if enabled, by choosing <TO B. Takeoff bumpincreases the takeoff thrust limit above normal TO values.NOTE: Takeoff Bump is an airline option and may not beenabled, in which case, 5L
is blank.6L
INDEX – Selects the Index which displays the INIT/REFINDEX page.1R TO EPR – Reference to Figure 3.2-33 shows the field TOEPR. This field displays N1 when the Performance Data Baseindicates an N1 aircraft. The EPR (or N1) displays current EPR(or N1) mode limit calculated by the thrust managementfunction. Figure 3.2-34 illustrates the N1 mode field, as well asthe use of an assumed temperature derate, which shows themode prefixed by “D”.2R CLB> – Climb thrust limit is selected by choosing theCLB> prompt.3R CLB 1>/CLB 2> – Climb thrust derates are selected by4R choosing the CLB 1> prompt for a 10% derate or the CLB 2>prompt for a 20% derate. Prior to transitioning into climb,<ARM> is displayed adjacent to the armed climb thrust limitmode. When the thrust limit mode is active, <SEL> is displayed.The FMC automatically selects a climb thrust limit mode for atakeoff derate, including consideration for any assumedtemperature derate. The following is how it is done: CLB isarmed for takeoff derates up to 5%, CLB 1 is armed for takeoffderates between 5% and 15%, and CLB 2 is armed for takeoffderates greater than 15%. The FMC selected climb thrust limitmay be changed by pilot-selection of a different mode.Rev 1 12/963.2-43B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.NOTE: Climb derates are an airline option and may be not beenabled, in which case 3R and 4R are blank.6R TAKEOFF> – The TAKEOFF> prompt selects the TAKEOFFREF page, which is the next page to be completed during thepreflight.3.2.10.1 Thrust Lim Page – Airborne When the aircraft is airborne the THRUST LIM page displays theinformation as illustrated in Figure 3.2-35. This page is automaticallydisplayed upon thrust reduction from the takeoff mode.G3641-21-047#Figure 3.2-35THRUST LIM Page – Airborne2L
<GA – The Go-Around <(GA) prompt selects the go-aroundthrust limit. The <GA thrust limit is automatically selectedduring final approach.3L
<CON – This prompt, Continuous <(CON), is used to selectmaximum continuous thrust limit.4L
<CRZ – Cruise thrust limit is selected by pushing the Cruise<(CRZ) LSK. If it is designated on the PERF FACTORS page,<CRZ is automatically Selected (SEL) after FMC modetransition at top-of-climb if VNAV is engaged.3.2-44Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 6L
INDEX – Selects the Index which displays the INIT/REFINDEX page.
6R APPROACH – This page is selected to display theAPPROACH REF page while the aircraft is airborne.3.2.11 Takeoff Data Entry After completing the data entry and selections of all the informationon the THRUST LIM page, the pilot needs to access the TAKEOFFREF page.NOTE: The TAKEOFF REF page may also be accessed bypressing the <TAKEOFF prompt at LSK 5L
of theINIT/REF INDEX page.STEP: 6R (TAKEOFF>) on THRUST LIM page.G3641-21-048#Figure 3.2-36TAKEOFF REF PageThe TAKEOFF REF page allows access to information pertaining totakeoff V-speeds, the origin runway, trim/CG, and the vertical profile.3.2-45B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.1L
FLAP/ACCEL HT – This line displays the takeoff flap settingand the height at which acceleration begins for flap retraction.If the QRH speeds are inhibited on the PERF FACTORS page,then only the Acceleration Height (ACCEL HT) is displayed.Valid entries for flap setting (10 or 20) are two-digit entries forwhich QRH speeds are contained in the performance database. The Acceleration Height (flap retraction height) at VNAVguidance decreases pitch and begins acceleration toward thetarget speed. It can be changed by entering a three- or fourdigit value ranging from 400 to 9,999 feet Above Ground Level(AGL).NOTE: The SMALL font default acceleration height is the valueentered on the PERF FACTORS page. Also any deletionof the FLAP/ACCEL HT that are pilot-entered valuesreturns the flap box prompts and restores the defaultheight.2L
E/O ACCEL HT – The Engine Out Acceleration Height (E/OACCEL HT) is the height where acceleration begins for flapretraction for engine out operation. The Engine Out AccelerationHeight may be changed by entering a three- or four-digit valueranging from 400 to 9,999.NOTE: The SMALL font default Engine Out Acceleration Heightis the value selected on the PERF FACTORS page.3L
THR REDUCTION – The Thrust Reduction (THR REDUCTION) displays the Altitude (AGL) or flap settings corresponding to the point at which the thrust limit is automatically bereduced from takeoff thrust to the selected climb thrust rating,provided VNAV and Auto Throttles (A/T) are engaged.The field at 3C
displays the armed climb thrust limit mode, ifvalid. The CLB mode is displayed because it was selected onthe preflight of the Thrust Lim page.4L
WIND/SLOPE – If the QRH speeds are enabled on the PERFFACTORS page, this line displays the pilot-entered runwaywind and slope. The display shows default values of H00/U0.0in SMALL font unless overwitten by the pilot-entry.3.2-46Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE The first component is the Headwind (H) or Tailwind (T),followed by the wind magnitude. The second component is therunway slope, Uphill (U) or Downhill (D), followed by the slopepercentage. Valid entries for wind are one- or two-digit valuespreceded by an optional “H” or “T”. Entries that do not specifywind direction are assumed to be headwinds. Valid entries forrunway slope are one- to three-digit values ranging from 0.0 to2.0, optionally preceded by a “U” or “D” from the runwaythreshold. If no direction is specified, uphill from the runwaythreshold is assumed.The values of wind and runway slope are used in the calculationof the V1 reference speed.5L
RWY COND – This line displays the Runway Condition (RWYCOND) in LARGE font, when the CAA Flight Rules option isselected. Pilot-entry of “W” or “WET” results in the display ofWET in 5L
. Entry of “D” or “DRY” causes DRY to be displayed.The display returns to the default value after flight completion.In Figure 3.2-36 the header and data fields are blank becausethe CAA Flight Rules are not selected in this example.6L
INDEX – Selects the Index which displays the INIT/REFINDEX page.1R V1-VR-V2 – V1, VR, and V2 Reference Speeds2R respectively are displayed in the data fields. The speeds may3R be overwritten by the pilot. The displays are dashes untilvalid gross weight, ZFW, OAT, and runway identifier arereceived, along with flap entry and thrust selection.The FMC calculates and displays (via prompted values) arecommended set of V-speeds based on gross weight, runwaycondition, derates, altitude, temperature, and other performancefactors. “REF” is displayed in the header field for each speedif the value displayed is not pilot-entered or prompt selected.Valid entries are three-digit numbers ranging from 100 to 300,and may be entered over the existing values. If the pilot entersa speed that is less than the minimum value allowed for thatspeed, the minimum speed is displayed and preceded by aSMALL font indication to indicate a minimum value.Rev 1 12/963.2-47
B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.Changes to runway condition (wet/dry, wind, slope), grossweight or planned takeoff flap clears any pilot-entered orprompt selected V1, VR, or V2 speeds.NOTE: Reference speeds are not displayed when a spare(fifth) engine is attached, or when the takeoff bumpthrust limit has been selected.4R TRIM/CG – The Stabilizer Trim (TRIM) and Center of Gravity(CG) data is shown in this line. Center of gravity values areblanked when airborne. For aircraft with a WBS (Weight andBalance System) the CG computed by the WBS is displayedin SMALL font followed by %>. For aircraft without a WBS, “– –%” is displayed. The prompted value may be selected by thepilot, or a one- or two-digit CG may be entered in the range of0 to 40.When a CG value has been confirmed or entered, and a validstabilizer trim setting can be computed, the TRIM is displayedin SMALL font to the left of the CG.NOTE: A deletion of GR WT on the PERF INIT page alsodeletes LARGE font CG. Deletion of GR WT on thePERF INIT has no effect on SMALL font CG.5R POS SHIFT – Displays the runway identifier and pilot-enteredbias (shift) distance of the takeoff brake release point from therunway threshold. The runway number automatically transfersfrom the ACT RTE page. When a runway number appears inthis field, it is followed by either – –00FT or – –00M. A positionshift (the distance that the aircraft is past the runway threshold)may be entered to be used for a position update at takeoff. Theposition update function uses exact latitude/longitude positionfor the runway threshold, as stored in the navigation data base.The optional pilot-entered offset from the threshold updatesthe aircraft position when the TO/GA button is pressed. Validpilot-entries of the runway shift must be one or two numberspreceded by a minus or plus sign in the range of –99 to +99hundreds of feet or –30 to +30 hundreds of meters.Rev 1 12/963.2-48Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 6R THRUST LIM – Selects the THRUST LIM page.NOTE: The header line to this field displays PREFLT until all ofthe preflight sequence entries have been completed. Ifthe preflight is complete, the header displays dashesthereafter.To complete the preflight on the TAKEOFF REF page for the flightfrom KLAX to YSSY, follow the steps below:STEPS:A. Type 20 in SP (takeoff flap setting)B. 1LG3641-21-049#Figure 3.2-37TAKEOFF REF Page – Flap EntryRev 1 12/963.2-49B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.STEPS:A. 1R VerifyB. 2R VerifyC. 3R VerifyD. 4R Activation computes trim settingG3641-21-050#Figure 3.2-38TAKEOFF REF Page – CompletedRev 1 12/96This page was intentionally left blank.3.3-1B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.3.3 T TAKEOFF/AKEOFF/CLIMB Prior to the start of the takeoff roll, the Before Takeoff Checklist mustbe completed. This means that the autothrottle switch is armed,VNAV is armed and LNAV is armed, for the takeoff flight scenario.3.3.1 Autothrottle Takeoff The pilot advances the throttles slowly and smoothly to approximately1.10 EPR and allow EGTs to stabilize. Once the EGTs are stablized,push the Takeoff/Go-Around (TO/GA) switch. This allows the FMC toadvance the throttles, if all required conditions are satisfied, to thetakeoff EPR reference bugs by 65 knots. The throttles are advancedto the thrust level selected on the THRUST LIM page, which for theflight scenairo is <TO and an EPR setting of 1.52.Once the FMC has set the thrust level and the aircraft reaches aspeed of 65 knots, control of the throttles is relinquished (HOLD) until400 feet AGL. This is observed by THR REF being illuminated on thePFD until 65 knots, then HOLD replaces THR REF above 65 knots.The pilot has command of the throttles throughout the takeoffprocess, and can terminate the HOLD mode and cancel any deratethrust limits by a second press of the TO/GA switch after liftoff.Autothrottle takeoff is only allowed if the following conditions are met:•
The aircraft is on the ground.•
Flaps are set for takeoff (not in the full up position).•
Thrust limit mode is takeoff (mode set on THRUST LIM page).•
TO/GA switch is pressed.•
Autothrottle self-test has passed.•
Autothrottle ARM switch on the Mode Control Panel (MCP) is setto ARM position.•
Indicated Airspeed (IAS) is less than 50 knots.3.3-2Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE The FMC (if VNAV is armed) automatically reduces takeoff thrust tothe CLB thrust limit on the THRUST LIM page. In this flight scenario,the CLB thrust is set at the thrust reduction altitude which is 1,500 feetAGL. If VNAV is not engaged, the thrust may be reduced to the CLBthrust limit by pressing the THR button on the MCP. If operating withan engine out, then the maximum Continuous (CON) thrust limit is setrather than CLB.
3.3.2 Climb Phase During the takeoff phase of flight, from takeoff thrust through gearand flap retraction, airspeed is controlled at V2 +10 kts (to a maximumof V2 +25kts) until the thrust reduction altitude, where the aircraftmaintains flap limit speeds. The CLB phase of flight starts once theflaps are retracted and lasts until Top-of-Climb (T/C). Once CLBphase begins, airspeed begins to increase to the default speed limitof 250 kts or VREF + 100, whichever is higher, below 10,000 ft (and/or other pilot-entered speed restrictions). Above 10,000 ft, the FMStarget speed for the active performance mode is selected for theremainder of the climb. Airspeed and altitude constraints are observedduring the climb if constraints do exist.If an altitude conflict exists between the FMS target altitude and theMCP selected altitude, the message RESET MCP ALT is displayedin the SP. This condition can occur when the MCP altitude is set at orbelow aircraft altitude in CLB, or at or above aircraft altitude indescent.3.3.3 CLB Page The Climb (CLB) page is accessed by pressing VNAV(VNAV modekey). CLB is the first of the three (Page 1/3) vertical navigation pages.NOTE: The VNAVmode key is used for selecting climb,cruiseand descent performance modes. Upon pushing VNAV,the MCDU displays the active performance mode.ThePREVPAGE orNEXTPAGE are used to display pages corresponding to any currently inactive performance modes.3.3-3B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.The CLB page (Figure 3.3-1) provides access to current and upcomingclimb profile conditions, with the active climb speed mode displayedin the title line. During the takeoff phase, the title reflects the limitspeeds for the flap position of the aircraft. Following takeoffacceleration, the legend changes to ACT 250KT CLB (or reflects anyspeed restrictions). In this case, the aircraft in a clean configurationis subject to a minimum speed based on gross weight. The flightscenario displays a CLB legend of ACT 280KT CLB. When theaircraft reaches the speed transition altitude, the legend changes toACT ECON CLB (or the selected climb mode).STEP: VNAVG3641-21-051#Figure 3.3-1CLB PagePage Title•
Displays active climb speed. XXXKT if controlling to a fixed speed,the figure above shows 280KT. M.XXX is displayed if controlling toa fixed Mach, or ECON if controlling to economy speed based onthe cost index entered on the PERF INIT page.•
VREF+100 is displayed when an engine failure occurs during thetakeoff phase. Engine out is not selected and speed is notrestricted by LIM (Limit) speed (for example, flap placard speed).•
Engine Out (E/O) is displayed if engine out is selected.3.3-4Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE •
MCP SPD (Speed) is displayed if speed intervention is selected onthe MCP.•
LIM SPD is displayed if controlling to a limit speed, such as flapplacard speed.1L
CRZ ALT – The cruise altitude entry on the PERF INIT pageis propagated to this line. Valid entries to the cruise altitude fieldare standard altitude entries. The FMC automatically lowersthe cruise altitude to the maximum engine out altitude whenEngine Out (ENG OUT>) is selected and the current cruisealtitude is above the maximum engine out altitude.2L
SPD LINE – The Economy (ECON SPD), Selected (SELSPD), or Engine Out (E/O) speed are displayed in this line, asappropriate. In the ECON mode the command speed is a FMCcomputed value. Pilot-entry of speed and/or Mach results in achange to Selected Speed Climb (SEL SPD). Valid entries tothis field require a three-digit CAS value ranging from 100 to400, a one- to three-digit Mach number preceded by a decimalpoint ranging from .100 to .990, and finally a CAS/Mach orMach/CAS schedule where the CAS and Mach are separatedby a slash and each conform to the entry format and rangerequirements.The flight scenario displays ECON SPD, which has a computedvalue of 358kts and a Mach of .853.3L
SPD TRANS – The speed transition, speed/altitude value, isdefined in the nav data base, the default value of 250/10000,or the CAS/altitude value required by performance computedlimits. The flight scenario displays a value of 280/10000, whichis due to performance limits.The speed transition is blanked upon climbing through thespeed transition altitude. Pilot-entry to the SPD TRANS is notpermitted; however, the speed transition may be deleted.
3.3-5B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.4L
SPD RESTR – The Speed Restriction field allows for entry ofa CAS speed restriction to an altitude less than the cruisealtitude. Valid entries for speed restriction consist of a validspeed followed by “ / ” and a valid altitude. Valid altitude entriesare standard altitude format entries that are at or above thecurrent aircraft altitude and below the cruise altitude.G3641-21-052#Figure 3.3-2ACT 190KT CLB Page1R Next Climb Constraint – Figure 3.3-2 illustrates the ACT190KT CLB page on takeoff from KLAX. The next climbwaypoint constraint is in the header line that displays “AT”followed by the fix identifier for all leg types except holdingpatterns in which case “HOLD AT” is displayed followed by theholding pattern fix identifier. In this example, the identifier iscalled VECTORS. The data line contains the altitude constraintin standard altitude format, which is 530A. Entries to the nextclimb constraint are not allowed; however, the constraint maybe deleted, which causes the altitude constraint to be deletedfrom the lateral route.Constraints displayed here are entered on the RTE LEGSpage by procedure selection or pilot-entry. The constraints canalso be deleted also on the RTE LEGS page. This area isblank if no constraint exists, (see Figure 3.3-1).3.3-6Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 2R ERROR – The ERROR at waypoint displays the predictedundershoot for the next waypoint constraint. It displays altitudediscrepancy and distance past the waypoint where altitude isreached. “LO” resolution is to 10 feet, and “LONG” resolutionis to 1NM.3R TRANS ALT – The Climb Transition Altitude is displayedhere in MSL format. If defined, the navigation data basetransition altitude for the origin airport is applied. If not, then adefault value of 18,000 feet is used but may be changed witha standard altitude entry. This line is also used to changedescent FMS-MCDU displays between Flight Levels (FLs)and feet.4R MAX ANGLE – The Maximum Climb Angle speed is displayedhere normally. This speed may be downselected into the SPand entered at 2L
to initiate a maximum angle climb. If theengine out mode has been selected, the 4R displays themaximum engine out altitude. Pilot-entries into this line are notallowed.5R ENG OUT – Selection of the ENG OUT> prompt, whendisplayed, results in engine out speed schedules, performancepredictions and guidance. If the FMC detects that all enginesare operating, the predictions are based on a single outboardengine being inoperative. If one or more engines are actuallyinoperative, the predictions are based on the detected engineconfiguration. The ENG OUT speed is propagated to the topof-climb and into the cruise segments.If the ALL ENG> prompt is displayed in 5R and selected itresults in an economy mode with performance and guidancebased on all engine operation. See Figure 3.3-3 for the ALLENG> on the ACT E/O CLB page.3.3-7B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.6R CLB DIR – Climb Direct (CLB DIR) is displayed when climb isactive and an altitude constraint exists in the climb phase of theflight plan between the current altitude and the cruise altitude.Line selection of 6R results in the deletion of all altitudeconstraints at waypoints between the current altitude and theMCP displayed altitude, except that an altitude constraintoccurring at the MCP displayed altitude is retained.The speed/altitude constraints not related to waypoints are notaffected. If the MCP altitude is higher than the cruise altitudein 1L
, the cruise altitude is not changed.G3641-21-053#Figure 3.3-3ACT E/O CLB3.3-8Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 3.3.4 Climb Profile The normal default climb profile is a 250 knot climb to 10,000 feetfollowed by an economy climb to cruise altitude. The pilot may alterthe default climb profile by entering any speed and/or altituderestrictions required to meet ATC clearances. If flaps are extended,the 250 knot climb is limited by the maximum speed allowed for flapsselected (LIM SPD CLB). The “UNABLE NEXT ALT” message isdisplayed when the aircraft is not able to make the next definedconstraint using the current mode, such as ECON.Figure 3.3-4 illustrates a climb profile. In this example, the 18000A (ator above) constraint is not possible at ECON speed and that the“UNABLE NEXT ALT” message is displayed upon crossing the 6000ft constraint.UNABLE NEXT ALTMESSAGE DISPLAYED(CANNOT MAKE18,000’ CONSTRAINT)250 KTSVNAV ENGAGEMENT (400 FT AGL)LNAV ENGAGEMENT (50 FT AGL)250 KTS4000A250 KTS6000ECON SPD10,000’18,000AT/CECON CRZG3641-21-134#VNAVARMEDVNAVSPDVNAVPATHVNAVSPDVNAVPATHFigure 3.3-4Climb Profile3.3-9B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.3.3.5 Climb Performance Change The climb may be changed on the CLB page by entering a differentairspeed. In order to climb at 320 kts, the speed is entered via SP andLSK 2L
. Entering 320 in the SP and pressing LSK 2L
enters themodified speed. Pressing the illuminatedEXECkey activates the newspeed and changes the page title to ACT 320KT CLB. The new labelfor line 2L
becomes SEL SPD. Figure 3.3-5 illustrates the process.STEPS:A. Type 320 in SPB. 2LC.EXECG3641-21-054#Figure 3.3-5Climb Page – SEL SPD3.3-10
Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE 3.3.6 RTE LEGS Pages The RTE LEGS pages display a listing of consecutive waypoints andpertinent information about each waypoint of each leg on the route.The first waypoint listed on the LEGS pages of an active route is thewaypoint toward which the aircraft is navigating, also referred to asthe active waypoint. The pages are accessed through the LEGSkey asviewed in Figure 3.3-6.STEP: LEGSG3641-21-055#Figure 3.3-6ACT RTE LEGS PageThe active waypoint displayed in Figure 3.3-5 is SXC (Santa Catalina).The computed leg length for the active waypoint (SXC) displayed is14NM and this Distance-To-Go (DTG) is dynamic. The FMC projectsthe aircraft will cross over SXC at an airspeed of 352 knots at analtitude of 11,370 feet. As the aircraft passes over SXC, the RTELEGS display set moves upward, deleting the waypoint that has beenpassed (SXC), and inserting the next active waypoint (ROSIN) at thetop of the page.NOTE: No DTG is displayed for conditional waypoints.3.3-11B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.RTE LEGS pages are available for both routes. The RTE N LEGS(where N is 1 or 2) prompt in line 6L
allows access to the other route.NOTE: The ERASE prompt is displayed in line 6L
if a pendingactivation or modification exists.3.3.6.1 RTE DATA Each RTE LEGS page has a corresponding RTE DATA page that canbe selected through the RTE DATA> on line 6R . The purpose of theRTE DATA page is to display additional leg data, ETA (EstimatedTime of Arrival), fuel remaining at the different waypoints, and toprovide access to the waypoint wind page.STEP: 6R (RTE DATA) on ACT RTE 1 LEGS Page.G3641-21-056#Figure 3.3-7ACT RTE 1 DATA PageTo enter the forecast winds and OAT at FOOTS, a waypoint in theflight scenario, push the right LSK adjacent to the waypoint with the> prompt.Rev 1 12/963.3-12Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.B747-400 FMS PILOT’S GUIDE STEP: 5R ACT 1 RTE DATA page (FOOTS)>G3641-21-057#Figure 3.3-8FOOTS WINDSAs illustrated in Figure 3.3-8, this page provides entry and display offorecast winds and temperatures at specified altitudes. A maximumof four altitudes may be entered. Refer to the Wind Summary charton Table 3.1-1 for the forecast winds for FOOTS at FL 310.1L
ALT – Entry of a waypoint wind altitude (ALT) is made in thisfield. Dashed prompts ( ) are displayed if fewer thanfour altitudes have been previously entered. Entries into thisfield are sorted into ascending order and displayed in fields 4Lthrough 1L
of all WIND pages. Dashed prompts are replacedby the fourth altitude entry and require deletion of an existingaltitude before another entry can be made.OAT – Only Outside Air Temperature (OAT) values aredisplayed in this field and are derived from entries into 5R .
