Boeing 747-400 Flight Management System Pilot’s Guide

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3.2-23

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.

G3641-21-032#

Figure 3.2-20

RTE 1 – Route Entry Completed

Rev 1 12/96

3.2-24

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 3.2.6 Departure Selection The departure and arrival pages can be accessed any time during the

preflight phase by pushing the

DEP

ARR key on the MCDU.

The following rules apply in determining which page is displayed

when pressing the

DEP

ARR key:

• If there is no active route, or displaying as inactive RTE, or inactive

LEGS page, the DEP/ARR INDEX is displayed.

• If a provisional or pending activation exists but no origin airport has

been defined, the ARRIVALS pages for the destination for that

route 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 provisional

or pending activations exist, the ARRIVALS pages for the destination

are displayed. If no destination has been defined, the DEP/ARR

INDEX is displayed.

• If the aircraft is on the ground and there is an active route, the

DEPARTURES pages for the origin are displayed. If the aircraft is

airborne with no destination defined, the ARRIVALS for the origin

pages 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 aircraft

is more than halfway along the route, the ARRIVALS pages for the

destination are displayed.

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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.

The DEP/ARR INDEX (Figure 3.2-21) gives the pilot access to

departures and arrivals for the origin and destination airports of both

flight planned routes (assuming two routes have been defined). In

this case, only RTE 1 has been defined at this time.

STEPS:

Route 1 has not be activated (inactive)

A.

DEP

ARR

If Route 1 was active, then

B. 6L

G3641-21-033#

Figure 3.2-21

DEP/ARR INDEX

RTE 1 and RTE 2, both in SMALL font, appear as labels above the first

and third data fields, respectively. The originating airports are displayed

in the center of the first and third lines (assuming two routes have

been defined). The destination airports appear in the center of the

second 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, appears

next to the RTE 1 or RTE 2 line.

2. If RTE 1 and/or RTE 2 have not been defined, the data fields

below the respective labels are blank.

Rev 1 12/96

3.2-26

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 A prompt appears in 1L and/or 3L allowing access to SIDs

and runways of the defined departure airport(s). ARR> prompts

appear for the departure and arrival airports of both routes in lines 1R

and 2R and/or 3R and 4R .

The DEP/ARR INDEX also allows the pilot to access departure and

arrival information of airports not defined in one of the two routes. The

title 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 or

RTE 2 by entering its identifier via the SP and LSK 6L . Likewise,

arrivals of an airport may be reviewed by entering its identifier through

the SP and LSK 6R . Entries must be four-character ICAO identifiers

and 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 DEPARTURES

page is not already displayed after pressing the

DEP

ARR key, press the

correct LSK, 1L in this case. KLAX DEPARTURES appears as the

title of the page (see Figure 3.2-22). Figure 3.2-22 shows both page

1 and page 2 for KLAX DEPARTURES, which is displayed by

pressing

NEXT

PAGE or

PREV

PAGE . The left data fields display the available SIDs

and the right data fields display the available departure runways.

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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.

G3641-21-034#

Figure 3.2-22

KLAX DEPARTURES

NOTE: If a runway was defined through the RTE pages, an

(or if the route has not been activated)

legend is displayed next to that runway. The following

steps must still be performed in order to enter a SID.

Select the appropriate runway by pressing the adjacent LSK. The

flight plan uses runway 07L. The selected runway is indicated by

and is displayed on RTE page 1.

NOTE: Selection of a departure runway before selection of a

SID causes only the SIDs applicable to the selected

runway to be displayed. For airports with numerous

SIDs, selection of the runway first can reduce effort in

locating a particular SID on the DEPARTURES pages.

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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 To select a SID, press the appropriate LSK, in this case the SID is

SXC5. After selecting SXC5 by pressing the adjacent LSK, is

displayed to the right of the SID identifier (SXC5). Once a SID is

selected, only those runways and transitions compatible with the SID

are displayed.

After a SID is selected, any applicable departure Transitions (TRANS)

are displayed in the left data fields beginning in 2L on page 1. A

transition may be selected by pressing the adjacent LSK, and is

indicated by .

STEPS: See Figure 3.2-22

A. 3R Runway 07L page 1/2

B. 2L SXC5 page 2/2

Figure 3.2-23 shows the KLAX DEPARTURES page after all the

correct selections have been completed for the flight departure from

KLAX.

G3641-21-35#

Figure 3.2-23

KLAX DEPARTURES – SID/RWY Selected

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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.

3.2.7 Route Discontinuity A ROUTE DISCONTINUITY is created whenever there is no defined

path between successive waypoints in a flight plan. Discontinuities

may be created by waypoint deletion, line selection, or procedure

stringing. Figure 3.2-24 illustrates a route discontinuity when the SID

(SXC5) was selected and entered on RTE 1.

STEP: 6R ROUTE> KLAX DEPARTURES Page

G3641-21-036#

Figure 3.2-24

ROUTE DISCONTINUITY on RTE 1 Pages

Rev 1 12/96

3.2-30

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 The FMC does not automatically bridge discontinuities by inserting

route legs into the flight plan. Insertion of legs is a direct result of pilot

action. Whenever LNAV is engaged and the aircraft enters a route

discontinuity, the message “DISCONTINUITY” is displayed in the

SP, and the aircraft maintains its existing track.

NOTE: Many route modifications result in a ROUTE DISCONTINUITY after activation. The pilot should always

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check for this situation and correct it when necessary.

Discontinuities can normally be cleared by entering the next waypoint

after the ROUTE DISCONTINUITY into the SP by line selecting the

appropriate LSK. The pilot then presses the LSK next to the

discontinuity box prompts, followed by the

EXEC

key, thus clearing the

ROUTE DISCONTINUITY. Figures 3.2-25, 3.2-26, and 3.2-27

illustrate this process on the RTE 1 pages.

STEP: 1R (ROSIN)

G3641-21-037#

Figure 3.2-25

Clearing ROUTE DISCONTINUITY – Page 2/5

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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.

STEPS:

A.

PREV

PAGE

B. 5L (ROSIN from SP into box prompts)

G3641-21-038#

Figure 3.2-26

Clearing ROUTE DISCONTINUITY – Page 1/5

Rev 1 12/96

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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 3.2.8 Flight Plan Route Activation STEP: 6R ROUTE> KLAX DEPARTURES Page

G3641-21-039#

Figure 3.2-27

RTE 1 – Route Entry Completed

6L If there is no provisional or pending activation, the alternate

route prompt is displayed (RTE 1 or RTE 2) allowing for pilot

access to that route.

If the route is pending activation or a modification is in progress

(MOD displayed in the title), then an ERASE prompt is

displayed in this data field. Selection of the ERASE prompt

deletes any lateral or vertical route modifications or pending

activations.

6R An ACTIVATE> prompt must be pressed once the route has

been entered and verified correct. After selecting ACTIVATE,

the

EXEC

key illuminates. Also the ERASE prompt is displayed

in 6L . Pressing the

EXEC

key activates the flight plan and

changes 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. LNAV

is available once the route is activated.

Rev 1 12/96

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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.

STEP: 6R (ACTIVATE)

G3641-21-40#

Figure 3.2-28

RTE 1 – Route ACTIVATE

Once the route has been activated and executed the PERF INIT>

prompt appears in this data field, allowing access to that page while

on the ground when performance initialization is incomplete. The

TAKEOFF> prompt is displayed if on the ground, on the active pages

when the performance initialization is complete.

STEP:

EXEC

G3641-21-041#

Figure 3.2-29

ACTIVE RTE 1

Rev 1 12/96

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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 3.2.9 Performance Initialization Once the flight plan has been activated and executed, the PERF

INIT> prompt appears in line 6R of the RTE pages. Pressing this key

gives 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 engine

shutdown after flight. Figure 3.2-30 illustrates the PERF INIT page.

NOTE: The PERF INIT page may also be accessed by pressing

the prompt at LSK 3L of the INIT/REF INDEX.

Also, pressing the

INIT

REF key on the ground after the

aircraft position has been initialized displays the PERF

INIT page.

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STEP: 6R (PERF INIT>) on RTE page.

G3641-21-042#

Figure 3.2-30

PERF INIT Page

1L GR WT – The Gross Weight (GR WT) is displayed in thousands

of pounds (or metric tons when the kilogram option code is

selected). The gross weight is always the sum of the Zero Fuel

Weight (ZFW) 3L and the fuel weight 2L . If the fuel quantity

indicating system is inoperative, the gross weight field is blank

until a manual fuel entry is made.

Rev 1 12/96

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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.

Before engine start and prior to entry of any weights in 1L or 3L , the

gross weight computed by the Weight and Balance System (WBS)

is displayed in SMALL font as a prompt, in this case <851.5 (See Figure

3.2-31). For aircraft not equipped with a WBS (or the WBS is

inoperative), LARGE font boxes are displayed for gross weight and

zero fuel weight. Once the gross weight has been entered into 1L

either by entry or by confirming the WBS prompt value, the gross

weight is displayed in LARGE font. If equipped with a WBS, the WBS

gross weight is displayed as a reference to the right of the entered

gross weight in SMALL font and the header line displays DUAL to

indicate that both WBS weight calculations are in agreement (dual

WBS only), or ADV to indicate that the value is Advisory only.

Valid entries for gross weight are three-digit values, optionally

followed by a decimal point and tenths. A pilot-entered value is

verified using the performance data base to determine if the entry is

reasonable for the airframe configuration.

Deletion of gross weight is only allowed when the gross weight is

displayed in LARGE font and a DUAL or ADV weight and balance

system value is also displayed in SMALL font.

G3641-21-043#

Figure 3.2-31

PERF INIT Page – WBS

NOTE: If the WBS Gross Weight is not valid, the header shall

be GR WT.

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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 2L FUEL – This line normally displays the FMC Calculated (CALC)

fuel quantity. Prior to engine start, the FMC Calculated fuel

quantity is set equal to the aircraft Fuel Totalizer System value.

If at any time after engine start the fuel flow values become

invalid for greater than two minutes, the calculated value is

invalid and the Fuel Totalizer System value is then used for

FMC 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 as

a MANUAL value. The MANUAL entry is then updated by

integrated fuel flow as for the CALC value. MANUAL entry of

a fuel quantity value causes the FMC to ignore the Fuel

Totalizer System input until the flight is completed.

Figures 3.2-30 and 3.2-31 show the fuel total (370.8 CALC) for

the flight from KLAX to YSSY. The fuel quantity is displayed in

thousands of pounds. It can be displayed in metric tons if the

kilogram option is selected.

3R ZFW – Zero Fuel Weight (ZFW) is displayed in thousands of

pounds (or metric tons when the kilogram option is selected).

Box prompts are displayed until a valid gross weight and fuel

quantity are displayed. Entry results in the calculation and

display of Gross Weight. Zero Fuel Weight is displayed as a

result of entering Gross Weight if fuel weight is valid.

If the WBS prompted gross weight is displayed, the

corresponding 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 other

and display the result in the applicable data field.

4L RESERVES – The fuel reserves (RESERVES) weight is

displayed in thousands of pounds (or thousands of kilograms

when the kilograms option is selected). The reserves weight is

used in determining an insufficient fuel condition, and in

calculating performance predictions. If no fuel reserve is

entered a default value of 4,000 pounds is assumed.

Rev 1 12/96

3.2-37

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.

Valid RESERVE entries are one- to three-digit weights which

may optionally be followed by tenths or hundredths (if the entry

is less than 100). The allowable entry range is determined by

the performance data base and entries violating this range

result in the “INVALID ENTRY” message.

5L COST INDEX – The Cost Index line is used in computations

of Economy (ECON) speed values. The Cost Index is

determined by dividing aircraft operating cost ($/hour) by fuel

cost (cents/pound). Only those portions of operating costs

affected by trip time should be included in the calculation. A

Cost Index of zero results in minimum trip fuel operation,

including cruise at maximum range cruise and a slow speed

descent. Higher Cost Index entries result in higher climb,

cruise, and descent speeds which increase trip fuel costs, but

decrease trip time costs.

Valid entries for Cost Index are one- to four-digit values

ranging from 0 to 9999. Attempted entries within 10 miles of

the Top-of-Descent point result in the “INVALID ENTRY”

message. Upon a valid entry of Cost Index, the performance

predictions on the ACT RTE LEGS page are cleared and

recomputed.

Company routes may enter the Cost Index automatically. The

values used are determined by the operater. See Section 7.2

for more detailed information on Cost Index.

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6L INDEX – Selects the Index which displays the INIT/REF

INDEX page.

1R CRZ ALT – The desired Cruise Altitude (CRZ ALT). Valid

entries for Cruise Altitude while on the ground are standard

altitude entries above the current aircraft altitude. While

airborne, standard altitude entries may be entered into box

prompts, but not allowed over existing Cruise Altitudes. An

altitude entry greater than the maximum certified altitude is

rejected and “INVALID ENTRY” is displayed in the SP.

3.2-38

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 Entry is propagated to or from the Climb or Cruise pages and

may be changed by Approach Procedure entry or by

transitioning into the Missed Approach. The CRZ ALT display

is cleared at flight completion and long-term power interrupts.

4R CRZ CG – The Cruise Center of Gravity (CRZ CG) displays

a default value or pilot-entered Cruise CG value. The CRZ CG

is used by the FMC to calculate MAX ALTITUDE and maneuver

margin to buffet. The valid entry range is within and includes

the CGMIN and CGMAX values specified in the Performance

Data Base.

The CRZ CG allows a pilot-enterable Cruise CG to more

accurately reflect the current CG of the aircraft.

5R STEP SIZE – The altitude step size displays the climb

increment used for planning optimum step climb profile. The

default value is the ICAO step size. The pilot may choose a

different 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. The

pilot-entered value may be deleted, in which case the step size

returns to the default ICAO.

NOTE: If no step climbs are made, it is important to enter zero

for the step size so that the performance calculations

computes the most fuel efficient solution and make

accurate fuel predictions. Otherwise, the performance

calculations assume the computed optimum steps are

made, possibly resulting in nonconservative predictions

of fuel at destination.

6R THRUST LIM> – Allows access to the Thrust Limit (THRUST

LIM) page.

3.2-39

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.

Figure 3.2-32 illustrates a completed PERF INIT page for the flight

using the data from Section 3.1.

STEPS:

Enter the Flight Data into the SP and press the

appropriate LSKs.

A. Type 480.7 in SP

B. 3L

C. Type 30.0 in SP

D. 4L

E. Type100 in SP

F. 5L

G. Type 310 in SP

H. 1R

I. 4R

G3641-21-044#

Figure 3.2-32

PERF INIT Page – Complete

3.2-40

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 3.2.10 Thrust Limit Data The Thrust Limit (THRUST LIM) page provides a means of manually

selecting Thrust Limit modes. The Thrust Limits are displayed on the

THRUST LIM page as illustrated in Figure 3.2-33.

NOTE: The THRUST LIM page may also be accessed by

pressing the <THRUST LIM prompt at LSK 4L of the

INIT/REF INDEX.

STEP: 6R (THRUST LIM) on PERF INIT page.

G3641-21-045#

Figure 3.2-33

THRUST LIM Page

STEPS:

A. 2L (Select TO)

B. 2R (Select CLB)

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The above two steps are the preflight selections for the takeoff and

climb out of KLAX for the flight scenairo to YSSY.

NOTE: In the data fields the annunciation is always

displayed for the current thrust limit mode as displayed

on the EICAS, except during reverse thrust operation.

The annunciation is always displayed for the

appropriate climb thrust limit mode when a takeoff

thrust limit is .

Rev 1 12/96

3.2-41

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.

1L SEL and OAT – The pilot-entered assumed temperature SEL

is displayed at this location. This entry is for the thrust limit

derate. Valid entries are one- to two-digit Celsius temperature

values or two- to three-digit Fahrenheit temperature values

followed by an “F”. Assumed temperature entry is inhibited

after takeoff is initiated via the TOGA switch.

The Outside Air Temperature (OAT) is displayed in field 1C in

either °C or °F, as appropriate. The OAT is received from the

same Air Data Computer (ADC) used for the Thrust Limit

Calculations and EICAS Total Air Temperature (TAT) display.

The OAT default display is in Centigrade. If the assumed

temperature is entered on 1L in Fahrenheit, OAT will also

reflect Fahrenheit.

G3641-21-046#

Figure 3.2-34

THRUST LIM Page – Derate

2L – Is the default thrust limit mode which is the normal

takeoff thrust limit.

3L – Derated takeoff thrust limits may be

4L selected, if enabled, by choosing TO 1 or TO 2 derate

percentage. Selecting a derate in 3L and 4L clears an entered temperature in 1L .

Rev 1 12/96

3.2-42

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 NOTE: Takeoff derates are optional and may not be enabled,

in which case 3L or 4L are blank. Airlines may be

authorized to use a Variable Takeoff Rating (VTR)

option that allows variable takeoff derate percentages,

where the derate percentages displayed are the FMC

default values or those chosen by the airline.

5L – Refers to Takeoff Bump. Takeoff bump thrust limits

may be selected, if enabled, by choosing

increases the takeoff thrust limit above normal TO values.

NOTE: Takeoff Bump is an airline option and may not be

enabled, in which case, 5L is blank.

6L INDEX – Selects the Index which displays the INIT/REF

INDEX page.

1R TO EPR – Reference to Figure 3.2-33 shows the field TO

EPR. This field displays N1 when the Performance Data Base

indicates an N1 aircraft. The EPR (or N1) displays current EPR

(or N1) mode limit calculated by the thrust management

function. Figure 3.2-34 illustrates the N1 mode field, as well as

the use of an assumed temperature derate, which shows the

mode prefixed by “D”.

2R CLB> – Climb thrust limit is selected by choosing the

CLB> prompt.

3R CLB 1>/CLB 2> – Climb thrust derates are selected by

4R choosing the CLB 1> prompt for a 10% derate or the CLB 2>

prompt for a 20% derate. Prior to transitioning into climb,

is displayed adjacent to the armed climb thrust limit

mode. When the thrust limit mode is active, is displayed.

The FMC automatically selects a climb thrust limit mode for a

takeoff derate, including consideration for any assumed

temperature derate. The following is how it is done: CLB is

armed for takeoff derates up to 5%, CLB 1 is armed for takeoff

derates between 5% and 15%, and CLB 2 is armed for takeoff

derates greater than 15%. The FMC selected climb thrust limit

may be changed by pilot-selection of a different mode.

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3.2-43

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.

NOTE: Climb derates are an airline option and may be not be

enabled, in which case 3R and 4R are blank.

6R TAKEOFF> – The TAKEOFF> prompt selects the TAKEOFF

REF page, which is the next page to be completed during the

preflight.

3.2.10.1 Thrust Lim Page – Airborne When the aircraft is airborne the THRUST LIM page displays the

information as illustrated in Figure 3.2-35. This page is automatically

displayed upon thrust reduction from the takeoff mode.

G3641-21-047#

Figure 3.2-35

THRUST LIM Page – Airborne

2L – The Go-Around <(GA) prompt selects the go-around

thrust limit. The

during final approach.

3L – This prompt, Continuous <(CON), is used to select

maximum continuous thrust limit.

4L – Cruise thrust limit is selected by pushing the Cruise

<(CRZ) LSK. If it is designated on the PERF FACTORS page,

transition at top-of-climb if VNAV is engaged.

3.2-44

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 6L INDEX – Selects the Index which displays the INIT/REF

INDEX page.

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6R APPROACH – This page is selected to display the

APPROACH REF page while the aircraft is airborne.

3.2.11 Takeoff Data Entry After completing the data entry and selections of all the information

on the THRUST LIM page, the pilot needs to access the TAKEOFF

REF page.

NOTE: The TAKEOFF REF page may also be accessed by

pressing the 5L of the

INIT/REF INDEX page.

STEP: 6R (TAKEOFF>) on THRUST LIM page.

G3641-21-048#

Figure 3.2-36

TAKEOFF REF Page

The TAKEOFF REF page allows access to information pertaining to

takeoff V-speeds, the origin runway, trim/CG, and the vertical profile.

3.2-45

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.

1L FLAP/ACCEL HT – This line displays the takeoff flap setting

and 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 for

which QRH speeds are contained in the performance data

base. The Acceleration Height (flap retraction height) at VNAV

guidance decreases pitch and begins acceleration toward the

target 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 value

entered on the PERF FACTORS page. Also any deletion

of the FLAP/ACCEL HT that are pilot-entered values

returns the flap box prompts and restores the default

height.

2L E/O ACCEL HT – The Engine Out Acceleration Height (E/O

ACCEL HT) is the height where acceleration begins for flap

retraction for engine out operation. The Engine Out Acceleration

Height may be changed by entering a three- or four-digit value

ranging from 400 to 9,999.

NOTE: The SMALL font default Engine Out Acceleration Height

is 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 be

reduced 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, if

valid. The CLB mode is displayed because it was selected on

the preflight of the Thrust Lim page.

4L WIND/SLOPE – If the QRH speeds are enabled on the PERF

FACTORS page, this line displays the pilot-entered runway

wind and slope. The display shows default values of H00/U0.0

in SMALL font unless overwitten by the pilot-entry.

3.2-46

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 The first component is the Headwind (H) or Tailwind (T),

followed by the wind magnitude. The second component is the

runway slope, Uphill (U) or Downhill (D), followed by the slope

percentage. Valid entries for wind are one- or two-digit values

preceded by an optional “H” or “T”. Entries that do not specify

wind direction are assumed to be headwinds. Valid entries for

runway slope are one- to three-digit values ranging from 0.0 to

2.0, optionally preceded by a “U” or “D” from the runway

threshold. If no direction is specified, uphill from the runway

threshold is assumed.

The values of wind and runway slope are used in the calculation

of the V1 reference speed.

5L RWY COND – This line displays the Runway Condition (RWY

COND) in LARGE font, when the CAA Flight Rules option is

selected. Pilot-entry of “W” or “WET” results in the display of

WET 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 because

the CAA Flight Rules are not selected in this example.

6L INDEX – Selects the Index which displays the INIT/REF

INDEX page.

1R V1-VR-V2 – V1, VR, and V2 Reference Speeds

2R respectively are displayed in the data fields. The speeds may

3R be overwritten by the pilot. The displays are dashes until

valid gross weight, ZFW, OAT, and runway identifier are

received, along with flap entry and thrust selection.

The FMC calculates and displays (via prompted values) a

recommended set of V-speeds based on gross weight, runway

condition, derates, altitude, temperature, and other performance

factors. “REF” is displayed in the header field for each speed

if 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 enters

a speed that is less than the minimum value allowed for that

speed, the minimum speed is displayed and preceded by a

SMALL font indication to indicate a minimum value.

Rev 1 12/96

3.2-47

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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), gross

weight or planned takeoff flap clears any pilot-entered or

prompt selected V1, VR, or V2 speeds.

NOTE: Reference speeds are not displayed when a spare

(fifth) engine is attached, or when the takeoff bump

thrust 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 are

blanked when airborne. For aircraft with a WBS (Weight and

Balance System) the CG computed by the WBS is displayed

in SMALL font followed by %>. For aircraft without a WBS, “– –

%” is displayed. The prompted value may be selected by the

pilot, or a one- or two-digit CG may be entered in the range of

0 to 40.

When a CG value has been confirmed or entered, and a valid

stabilizer trim setting can be computed, the TRIM is displayed

in SMALL font to the left of the CG.

NOTE: A deletion of GR WT on the PERF INIT page also

deletes LARGE font CG. Deletion of GR WT on the

PERF INIT has no effect on SMALL font CG.

5R POS SHIFT – Displays the runway identifier and pilot-entered

bias (shift) distance of the takeoff brake release point from the

runway threshold. The runway number automatically transfers

from the ACT RTE page. When a runway number appears in

this field, it is followed by either – –00FT or – –00M. A position

shift (the distance that the aircraft is past the runway threshold)

may be entered to be used for a position update at takeoff. The

position update function uses exact latitude/longitude position

for the runway threshold, as stored in the navigation data base.

The optional pilot-entered offset from the threshold updates

the aircraft position when the TO/GA button is pressed. Valid

pilot-entries of the runway shift must be one or two numbers

preceded by a minus or plus sign in the range of –99 to +99

hundreds of feet or –30 to +30 hundreds of meters.

Rev 1 12/96

3.2-48

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 6R THRUST LIM – Selects the THRUST LIM page.

NOTE: The header line to this field displays PREFLT until all of

the preflight sequence entries have been completed. If

the preflight is complete, the header displays dashes

thereafter.

To complete the preflight on the TAKEOFF REF page for the flight

from KLAX to YSSY, follow the steps below:

STEPS:

A. Type 20 in SP (takeoff flap setting)

B. 1L

G3641-21-049#

Figure 3.2-37

TAKEOFF REF Page – Flap Entry

Rev 1 12/96

3.2-49

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.

STEPS:

A. 1R Verify

B. 2R Verify

C. 3R Verify

D. 4R Activation computes trim setting

G3641-21-050#

Figure 3.2-38

TAKEOFF REF Page – Completed

Rev 1 12/96

This page was intentionally left blank.

3.3-1

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.

3.3 T TAKEOFF/AKEOFF/CLIMB Prior to the start of the takeoff roll, the Before Takeoff Checklist must

be 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 approximately

1.10 EPR and allow EGTs to stabilize. Once the EGTs are stablized,

push the Takeoff/Go-Around (TO/GA) switch. This allows the FMC to

advance the throttles, if all required conditions are satisfied, to the

takeoff EPR reference bugs by 65 knots. The throttles are advanced

to the thrust level selected on the THRUST LIM page, which for the

flight scenairo is

Once the FMC has set the thrust level and the aircraft reaches a

speed of 65 knots, control of the throttles is relinquished (HOLD) until

400 feet AGL. This is observed by THR REF being illuminated on the

PFD until 65 knots, then HOLD replaces THR REF above 65 knots.

The pilot has command of the throttles throughout the takeoff

process, and can terminate the HOLD mode and cancel any derate

thrust 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 set

to ARM position.

• Indicated Airspeed (IAS) is less than 50 knots.

3.3-2

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 The FMC (if VNAV is armed) automatically reduces takeoff thrust to

the 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 feet

AGL. If VNAV is not engaged, the thrust may be reduced to the CLB

thrust limit by pressing the THR button on the MCP. If operating with

an engine out, then the maximum Continuous (CON) thrust limit is set

rather than CLB.

帅哥

3.3.2 Climb Phase During the takeoff phase of flight, from takeoff thrust through gear

and flap retraction, airspeed is controlled at V2 +10 kts (to a maximum

of V2 +25kts) until the thrust reduction altitude, where the aircraft

maintains flap limit speeds. The CLB phase of flight starts once the

flaps are retracted and lasts until Top-of-Climb (T/C). Once CLB

phase begins, airspeed begins to increase to the default speed limit

of 250 kts or VREF + 100, whichever is higher, below 10,000 ft (and/

or other pilot-entered speed restrictions). Above 10,000 ft, the FMS

target speed for the active performance mode is selected for the

remainder of the climb. Airspeed and altitude constraints are observed

during the climb if constraints do exist.

If an altitude conflict exists between the FMS target altitude and the

MCP selected altitude, the message RESET MCP ALT is displayed

in the SP. This condition can occur when the MCP altitude is set at or

below aircraft altitude in CLB, or at or above aircraft altitude in

descent.

3.3.3 CLB Page The Climb (CLB) page is accessed by pressing VNAV

(VNAV mode

key). CLB is the first of the three (Page 1/3) vertical navigation pages.

NOTE: The VNAV

mode key is used for selecting climb,cruise

and descent performance modes. Upon pushing VNAV

,

the MCDU displays the active performance mode.

The

PREV

PAGE or

NEXT

PAGE are used to display pages corresponding to any currently inactive performance modes.

3.3-3

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.

The CLB page (Figure 3.3-1) provides access to current and upcoming

climb profile conditions, with the active climb speed mode displayed

in the title line. During the takeoff phase, the title reflects the limit

speeds for the flap position of the aircraft. Following takeoff

acceleration, the legend changes to ACT 250KT CLB (or reflects any

speed restrictions). In this case, the aircraft in a clean configuration

is subject to a minimum speed based on gross weight. The flight

scenario displays a CLB legend of ACT 280KT CLB. When the

aircraft reaches the speed transition altitude, the legend changes to

ACT ECON CLB (or the selected climb mode).

STEP: VNAV

G3641-21-051#

Figure 3.3-1

CLB Page

Page Title

• Displays active climb speed. XXXKT if controlling to a fixed speed,

the figure above shows 280KT. M.XXX is displayed if controlling to

a fixed Mach, or ECON if controlling to economy speed based on

the cost index entered on the PERF INIT page.

• VREF+100 is displayed when an engine failure occurs during the

takeoff phase. Engine out is not selected and speed is not

restricted by LIM (Limit) speed (for example, flap placard speed).

• Engine Out (E/O) is displayed if engine out is selected.

3.3-4

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 • MCP SPD (Speed) is displayed if speed intervention is selected on

the MCP.

• LIM SPD is displayed if controlling to a limit speed, such as flap

placard speed.

1L CRZ ALT – The cruise altitude entry on the PERF INIT page

is propagated to this line. Valid entries to the cruise altitude field

are standard altitude entries. The FMC automatically lowers

the cruise altitude to the maximum engine out altitude when

Engine Out (ENG OUT>) is selected and the current cruise

altitude is above the maximum engine out altitude.

2L SPD LINE – The Economy (ECON SPD), Selected (SEL

SPD), or Engine Out (E/O) speed are displayed in this line, as

appropriate. In the ECON mode the command speed is a FMC

computed value. Pilot-entry of speed and/or Mach results in a

change to Selected Speed Climb (SEL SPD). Valid entries to

this field require a three-digit CAS value ranging from 100 to

400, a one- to three-digit Mach number preceded by a decimal

point ranging from .100 to .990, and finally a CAS/Mach or

Mach/CAS schedule where the CAS and Mach are separated

by a slash and each conform to the entry format and range

requirements.

The flight scenario displays ECON SPD, which has a computed

value of 358kts and a Mach of .853.

3L SPD TRANS – The speed transition, speed/altitude value, is

defined in the nav data base, the default value of 250/10000,

or the CAS/altitude value required by performance computed

limits. The flight scenario displays a value of 280/10000, which

is due to performance limits.

The speed transition is blanked upon climbing through the

speed transition altitude. Pilot-entry to the SPD TRANS is not

permitted; however, the speed transition may be deleted.

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3.3-5

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.

4L SPD RESTR – The Speed Restriction field allows for entry of

a CAS speed restriction to an altitude less than the cruise

altitude. Valid entries for speed restriction consist of a valid

speed followed by “ / ” and a valid altitude. Valid altitude entries

are standard altitude format entries that are at or above the

current aircraft altitude and below the cruise altitude.

G3641-21-052#

Figure 3.3-2

ACT 190KT CLB Page

1R Next Climb Constraint – Figure 3.3-2 illustrates the ACT

190KT CLB page on takeoff from KLAX. The next climb

waypoint constraint is in the header line that displays “AT”

followed by the fix identifier for all leg types except holding

patterns in which case “HOLD AT” is displayed followed by the

holding pattern fix identifier. In this example, the identifier is

called VECTORS. The data line contains the altitude constraint

in standard altitude format, which is 530A. Entries to the next

climb constraint are not allowed; however, the constraint may

be deleted, which causes the altitude constraint to be deleted

from the lateral route.

Constraints displayed here are entered on the RTE LEGS

page by procedure selection or pilot-entry. The constraints can

also be deleted also on the RTE LEGS page. This area is

blank if no constraint exists, (see Figure 3.3-1).

3.3-6

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 2R ERROR – The ERROR at waypoint displays the predicted

undershoot for the next waypoint constraint. It displays altitude

discrepancy and distance past the waypoint where altitude is

reached. “LO” resolution is to 10 feet, and “LONG” resolution

is to 1NM.

3R TRANS ALT – The Climb Transition Altitude is displayed

here in MSL format. If defined, the navigation data base

transition altitude for the origin airport is applied. If not, then a

default value of 18,000 feet is used but may be changed with

a standard altitude entry. This line is also used to change

descent FMS-MCDU displays between Flight Levels (FLs)

and feet.

4R MAX ANGLE – The Maximum Climb Angle speed is displayed

here normally. This speed may be downselected into the SP

and entered at 2L to initiate a maximum angle climb. If the

engine out mode has been selected, the 4R displays the

maximum engine out altitude. Pilot-entries into this line are not

allowed.

5R ENG OUT – Selection of the ENG OUT> prompt, when

displayed, results in engine out speed schedules, performance

predictions and guidance. If the FMC detects that all engines

are operating, the predictions are based on a single outboard

engine being inoperative. If one or more engines are actually

inoperative, the predictions are based on the detected engine

configuration. 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 it

results in an economy mode with performance and guidance

based on all engine operation. See Figure 3.3-3 for the ALL

ENG> on the ACT E/O CLB page.

3.3-7

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.

6R CLB DIR – Climb Direct (CLB DIR) is displayed when climb is

active and an altitude constraint exists in the climb phase of the

flight plan between the current altitude and the cruise altitude.

Line selection of 6R results in the deletion of all altitude

constraints at waypoints between the current altitude and the

MCP displayed altitude, except that an altitude constraint

occurring at the MCP displayed altitude is retained.

The speed/altitude constraints not related to waypoints are not

affected. If the MCP altitude is higher than the cruise altitude

in 1L , the cruise altitude is not changed.

G3641-21-053#

Figure 3.3-3

ACT E/O CLB

3.3-8

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 3.3.4 Climb Profile The normal default climb profile is a 250 knot climb to 10,000 feet

followed by an economy climb to cruise altitude. The pilot may alter

the default climb profile by entering any speed and/or altitude

restrictions required to meet ATC clearances. If flaps are extended,

the 250 knot climb is limited by the maximum speed allowed for flaps

selected (LIM SPD CLB). The “UNABLE NEXT ALT” message is

displayed when the aircraft is not able to make the next defined

constraint using the current mode, such as ECON.

Figure 3.3-4 illustrates a climb profile. In this example, the 18000A (at

or above) constraint is not possible at ECON speed and that the

“UNABLE NEXT ALT” message is displayed upon crossing the 6000

ft constraint.

UNABLE NEXT ALT

MESSAGE DISPLAYED

(CANNOT MAKE

18,000’ CONSTRAINT)

250 KTS

VNAV ENGAGEMENT (400 FT AGL)

LNAV ENGAGEMENT (50 FT AGL)

250 KTS

4000A

250 KTS

6000

ECON SPD

10,000’

18,000A

T/C

ECON CRZ

G3641-21-134#

VNAV

ARMED

VNAV

SPD

VNAV

PATH

VNAV

SPD

VNAV

PATH

Figure 3.3-4

Climb Profile

3.3-9

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.

3.3.5 Climb Performance Change The climb may be changed on the CLB page by entering a different

airspeed. In order to climb at 320 kts, the speed is entered via SP and

LSK 2L . Entering 320 in the SP and pressing LSK 2L enters the

modified speed. Pressing the illuminated

EXEC

key activates the new

speed and changes the page title to ACT 320KT CLB. The new label

for line 2L becomes SEL SPD. Figure 3.3-5 illustrates the process.

STEPS:

A. Type 320 in SP

B. 2L

C.

EXEC

G3641-21-054#

Figure 3.3-5

Climb Page – SEL SPD

3.3-10

帅哥

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 and

pertinent information about each waypoint of each leg on the route.

The first waypoint listed on the LEGS pages of an active route is the

waypoint toward which the aircraft is navigating, also referred to as

the active waypoint. The pages are accessed through the LEGS

key as

viewed in Figure 3.3-6.

STEP: LEGS

G3641-21-055#

Figure 3.3-6

ACT RTE LEGS Page

The active waypoint displayed in Figure 3.3-5 is SXC (Santa Catalina).

The computed leg length for the active waypoint (SXC) displayed is

14NM and this Distance-To-Go (DTG) is dynamic. The FMC projects

the aircraft will cross over SXC at an airspeed of 352 knots at an

altitude of 11,370 feet. As the aircraft passes over SXC, the RTE

LEGS display set moves upward, deleting the waypoint that has been

passed (SXC), and inserting the next active waypoint (ROSIN) at the

top of the page.

NOTE: No DTG is displayed for conditional waypoints.

3.3-11

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.

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 pending

activation or modification exists.

3.3.6.1 RTE DATA Each RTE LEGS page has a corresponding RTE DATA page that can

be selected through the RTE DATA> on line 6R . The purpose of the

RTE DATA page is to display additional leg data, ETA (Estimated

Time of Arrival), fuel remaining at the different waypoints, and to

provide access to the waypoint wind page.

STEP: 6R (RTE DATA) on ACT RTE 1 LEGS Page.

G3641-21-056#

Figure 3.3-7

ACT RTE 1 DATA Page

To enter the forecast winds and OAT at FOOTS, a waypoint in the

flight scenario, push the right LSK adjacent to the waypoint with the

> prompt.

Rev 1 12/96

3.3-12

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 STEP: 5R ACT 1 RTE DATA page (FOOTS)>

G3641-21-057#

Figure 3.3-8

FOOTS WINDS

As illustrated in Figure 3.3-8, this page provides entry and display of

forecast winds and temperatures at specified altitudes. A maximum

of four altitudes may be entered. Refer to the Wind Summary chart

on 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 this

field. Dashed prompts ( ) are displayed if fewer than

four altitudes have been previously entered. Entries into this

field are sorted into ascending order and displayed in fields 4L

through 1L of all WIND pages. Dashed prompts are replaced

by the fourth altitude entry and require deletion of an existing

altitude before another entry can be made.

OAT – Only Outside Air Temperature (OAT) values are

displayed in this field and are derived from entries into 5R .