Boeing 747-400 Flight Management System Pilot’s Guide

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3.3-13

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.

Guidelines for understanding forecast wind and temperature

information entry are:

• If there are no wind entries on any waypoint wind page, zero winds

are assumed for the wind forecast for all waypoints at all altitudes.

• Attempted entry into 2L through 4L is not possible.

• Entry of an altitude in 1L results in dash prompt fields for wind

Direction (DIR) and Speed (SPD) on the right MCDU field

corresponding to the sorted location on the altitude on the left

MCDU field.

• It is necessary for the altitude on a wind page to be deleted before

a new altitidue is entered to replace it. When the altitude is deleted

the associated winds on all pages are also deleted at all the

waypoints.

• Entry of a wind value (not altitudes) at a waypoint results in the wind

value being propagated down-path until another entered waypoint

wind at the same altitude (same field) is encountered.

• If no wind entry has been made up-path from a waypoint with a

forcast wind, the up-path waypoints display the first waypoint wind

in SMALL font.

• Propagated wind values are displayed in SMALL font.

• Pilot-entered wind values are displayed in LARGE font.

• Waypoint temperature forecasts are entered at a single altitude on

any waypoint wind forecast page. Entry of an OAT at an altitude is

displayed in 5R and this results in modification of the displayed

OATs in lines 1L through 4L .

• The OAT is entered in Celsius. Valid temperature entires are a

minimum entry limit of –80°C for all altitudes and a maximun entry

limit interpolated between –40°C at 45,100 feet and +55°C at sea

level.

• All temperatures on the page where the entry is made displays in

LARGE font and all propagated temperatures on the other pages

are in SMALL font.

• If waypoint OAT entries are not made, then standard day

temperatures are used.

3.3-14

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 Figure 3.3-9 illustrates the forecast wind and temperature entry

following the above rules for the FOOTS waypoint. The altitude, OAT,

and wind direction and speed are typed in the SP and then line

selected by the appropriate LSK.

G3641-21-058#

Figure 3.3-9

FOOTS WINDS – Entry Completed

6R RTE DATA> – Selection of the Route Data prompt on the

FOOTS WINDS page displays the RTE DATA relating to the

waypoint identified on this WIND page.

STEP: 6R Route Data> (FOOTS WINDS)

G3641-21-059#

Figure 3.3-10

ACT RTE 1 DATA – FOOTS WINDS

3.3-15

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: The forecast wind entry is noted by a “W” in the wind

column at the waypoint at which it was entered.

Pushing LSK 6R on the ACT RTE DATA page returns the display to

the ACT RTE 1 LEGS page.

On the ACT RTE LEGS page, if the Navigational Display (ND)

Selector is selected to the Plan (PLN) mode, the MCDU displays a

STEP> prompt in line 6R . This is illustrated in Figure 3.3-11. This

allows the pilot to sequence the waypoints through the center of the

PLAN mode display. A legend is displayed in the middle of

that data field which is the center of the ND display. Pressing the LEGS

key,

PREV

PAGE , or

NEXT

PAGE keys makes the center of the ND the first waypoint

of the page displayed.

G3641-21-060#

Figure 3.3-11

ACT RTE 1 LEGS – STEP>

If the ND selector is not in PLAN mode, and an inactive RTE LEGS

page is displayed, the ACTIVATE> prompt appears at 6R .

Rev 1 12/96

3.3-16

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 3.3.6.2 Climb Airspeed/Altitude Constraints When vertical altitude constraints, or deletions of them, occur during

climb, the FMC provides updated vertical guidance and performance.

Changes to waypoint altitude and airspeed constraints (via the RTE

LEGS pages), and CRZ ALT (via the CLB page) may be accomplished.

When flight plan changes are made, performance predictions become

invalid (dashed fields, ) for display purposes until the FMC

calculates new information. The initially selected CRZ ALT must be

eventually attained or changed, or the FMS does not transition into

the CRZ phase of flight.

Altitude Constraints allow the pilot to enter ATC specified constraints

at flight plan waypoints. Entry of an altitude constraint is made by

entering the restriction into the right field of the RTE LEGS page

corresponding to the waypoint with the constraint.

For example, ATC instructions call for crossing SXC At or Below

11,000 feet. At or Below 11,000 feet is inserted in the flight plan by

typing 11000B in the SP and pressing LSK 1R . Once accomplished

the modification must be activated by pressing the

EXEC

key (see

Figure 3.3-12).

STEPS:

A. Type 11000B in SP

B. 1R

C.

EXEC

G3641-21-061#

Figure 3.3-12

Altitude Constraint Entry

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3.3-17

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.

Only altitude constraints that are defined by the pilot as At, At or

Below, or a Block Altitude are restrictive in the takeoff/climb phase of

flight. If the aircraft is in a climb and a constraint is entered with an

altitude below the aircraft, the entry is accepted and if VNAV is

engaged, the aircraft levels off and holds altitude until sequencing off

the constrained leg, at which time the aircraft continues the climb. In

the flight scenario, the aircraft crosses SXC At or Below 11,000 feet,

and once the aircraft sequences SXC the aircraft continues climbing

to FL310.

Airspeed Constraints may be inserted during the climb using the

RTE LEGS pages. To enter an airspeed constraint at a waypoint,

enter the constraint (CAS is the only type of airspeed allowed) via the

SP, the appropriate LSK and the

EXEC

key. The constraint may be

entered with an altitude constraint separated by a slash ( / ). The

constraint may also be entered without an altitude as long as it is

followed by a slash (ex: 330/ ). An airspeed only constraint entered

at a predicted altitude (SMALL font) is not allowed and results in an

INVALID ENTRY message. Figure 3.3-13 illustrates an example of

maintaining 330 kts until passing SXC.

STEPS:

A. Type 330/ in SP

B. 1R

C.

EXEC

G3641-21-062#

Figure 3.3-13

Airspeed Constraint Entry

Rev 1 12/96

3.3-18

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 3.3.6.3 Rules for Airspeed/Altitude Constraints This section details all facets of airspeed/altitude constraints including

entry and display. Except where noted, the rules outlined also apply

to constraints in the cruise, descent, and approach phases of flight.

Constraints may be entered on any leg other than an altitude

termination leg (course from a fix to an altitude, holding termination

at an altitude, or a heading to an altitude).

Constraints are entered on the RTE LEGS pages, and also on the

RTE HOLD pages for holding patterns. Constraints associated with

an entered departure or arrival procedure are inserted into the route,

if the constraints are contained in the nav data base. Constraints can

be deleted via the RTE LEGS, RTE HOLD, CLB, and DES pages.

Changes to the CRZ ALT may also delete constraints in a route.

Entry Format is important when entering both an airspeed and an

altitude constraint. They must be separated by a slash ( / ) with the

speed first: airspeed/altitude. Airspeed only entries must be followed

by a slash (i.e., 330/ ). Altitudes only entries may be, but are not

required to be preceded by a slash. Altitude constraints are identified

as At, At or Above, At or Below, or Block Altitudes.

Airspeed entries are only allowed in three-digit CAS format (Mach

entries are not allowed) in the range of 100 to 400 kts. Airspeed only

entries are accepted when over an existing altitude constraint or

when entered with an altitude constraint. Airspeed only entries are

not allowed over dashes, next to a predicted altitude (SMALL font) or

at an altitude termination leg.

Altitude entries of less than 1,000 ft must be preceded with zeros. A

minimum entry of at least four digits is required (i.e., 800 ft is entered

as 0800). Negative altitude entries must be entered in the format

–NNNN, with nothing lower than –1,000 ft accepted. Altitude constraint

entries must be lower than the CRZ ALT (it may be equal to the CRZ

ALT only if the entry is made on a holding pattern leg and is not a Block

Altitude).

NOTE: All entries must be excuted via the

EXEC

key.

3.3-19

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.

An INVALID ENTRY message is displayed on the MCDU SP for any

entry not meeting this criteria.

Constraint Insertion is accomplished when new constraints are

created and entered over dashes, predicted airspeed/altitudes or

existing contraints. Old constraint airspeeds are never saved when

new constraints are entered. This is true even if an altitude only

constraint is entered.

If the aircraft is in a climb and a climb constraint is entered with an

altitude below the aircraft, the entry is accepted. With VNAV engaged,

the aircraft levels off and holds altitude until sequencing the constraint

waypoint.

Constraint Deletion is accomplished by using the DEL

key. DELETE

entered into dashes, boxes, predicted values or altitude terminations

are not accepted and result in an INVALID DELETE message.

Deleting a constraint returns dashes to the display, which are then

replaced by new predicted values.

As an example, suppose the 330 kt restriction at SXC is rescinded.

On the appropriate LEGS page press DEL

which enters DELETE into

the SP. Press LSK 1R and the

EXEC

key which deletes the constraint

as illustrated in Figure 3.3-14. Notice that the altitude constraint is

also deleted, and has to be re-entered, if required.

3.3-20

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 STEPS:

A. DEL

B. 1R

C.

EXEC

G3641-21-063#

Figure 3.3-14

Constraint Deletion

Rules for airspeed/altitude contraints in the cruise, descent, and

approach phases of flight are outlined within their appropriate sections.

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.

3.4-1

3.4 CRUISE The FMS Cruise (CRZ) is the phase of flight between the Top-ofClimb (T/C) and the Top-of-Descent (T/D). During cruise the pilot

may be required to make navigation changes, transmit position

reports, monitor flight progress, change cruise altitude, and prepare

for descent to the destination airport. Preparing for descent can

include STAR selection, descent forecast wind entry and review of

approach and missed approach data. These items are covered in the

cruise section.

3.4.1 CRZ Page The CRZ page is accessed by pressing VNAV

mode key when the

cruise mode is active. If the cruise mode is not active, the CRZ page

is 2/3 of the vertical navigation pages are displayed by either pressing

PREV

PAGE or

NEXT

PAGE after the VNAV

key has been selected.

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The CRZ page is used by the pilot to evaluate or change cruise

altitude, speed, and step climb path. The available speeds are:

economy, selected speed, long-range cruise, engine out, cruise

climb, cruise descent, and limit speed.

STEP: VNAV

G3641-21-064#

Figure 3.4-1

ACT ECON CRZ

Rev 1 12/96

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.

3.4-2

Page Title

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

M.XXX if controlling to a fixed Mach, or ECON if controlling to

economy speed based on cost index set on the PERF INIT page.

• LRC is displayed if Long-Range Cruise is selected.

• E/O is displayed if Engine Out is selected.

• LRC D/D displayed when engine out is selected and the current

aircraft altitude is greater than MAX ALT value for engine out

performance.

• MCP SPD is displayed if speed intervention is selected on

the MCP.

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

VMO/MMO.

• CRZ CLB or CRZ DES is displayed if a new cruise altitude is

entered on the active page.

1L CRZ ALT – Displays the present VNAV CRZ ALT (Cruise

Altitude). A cruise altitude entry on the PERF INIT page is

propagated to this page. An altitude entry, while the CRZ ALT

page is active, changes the page title to CRZ CLB or CRZ DES.

When a CRZ ALT entry is greater than the maximum certified

altitude, the entry is rejected and an “INVALID ENTRY” message

is displayed in the SP. When a CRZ ALT entry is greater than

the performance computed maximum altitude, the entry is

accepted and a message is displayed “MAX ALT FLXXX”.

A cruise altitude entry deletes HOLD waypoint constraints

greater than the entered cruise altitude. All other waypoint

constraints greater than or equal to the entered cruise altitude

are deleted.

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.

3.4-3

2L SPD LINE – The cruise speed target is displayed on this line

for the cruise phase of flight. The header displays ECON SPD

when the cruise mode is economy cruise which is the speed

used for the flight scenario. SEL SPD is displayed when the

cruise mode is a selected CAS or Mach number – including

engine out selected speeds. LRC SPD is displayed when the

cruise mode is Long-Range Cruise (LRC), including engine out

LRC modes.

E/O SPD is displayed when the cruise mode is engine out best

gradient speed cruise. The speed is displayed either as a

three-digit CAS, ranging from 100 to 400 knots, or a three-digit

Mach number preceded by a period ranging from .100 to .990.

3L EPR – Displayed here is the target EPR or N1 required to

maintain target airspeed at cruise altitude, when on an active

cruise, cruise climb or cruise descent page. This area is blank

when a Modification (MOD) is in progress or when the page is

inactive.

4L STEP SIZE – This is the default ICAO or pilot-entered step

size increment used for optimum step point predictions and

step climb trip predictions. Valid entries are zero and multiples

of 1,000 ft up to 9,000 ft. Entering zero causes the flight plan

predictions to be computed with no step climbs. The step size

value is propagated from the PERF INIT entry message.

Deletion of a pilot-entered step size results in returning back to

the default ICAO flight level.

5L – Displayed when speed or Mach has been manually

entered on the SPEED Line at 2L . With

displayed, the line is called the ECONOMY LSK and pushing

5L selects economy cruise speed and is displayed in 2L .

6L ERASE – ERASE is displayed only when a vertical or lateral

flight plan modification is pending. Selection results in erasing

all pending modifications.

Rev 1 12/96

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.

3.4-4

1R STEP TO – The STEP TO ALTITUDE displays the next

altitude which minimizes either the trip cost or fuel cost based

on step size; if step size ICAO, CRZ ALT is selected before

takeoff.

The STEP TO Altitude may be overwritten with an altitude

greater than CRZ ALT and remains until a new CRZ ALT is

entered.

This field displays step to altitude entered at waypoints on the

LEGS page. These altitudes may be greater or less than CRZ

ALT and cannot be overwritten on the CRZ page.

A valid entry is FLXXX or XXX (flight level), or XXXX (feet). A

blank in this field means there is no active flight plan or the

aircraft is within 200 miles of T/D.

NOTE: ICAO safe separation, step increments are additive to

the OPTIMUM ALTITUDE base on the CRZ ALT

selected before takeoff. Inflight changes to CRZ ALT

does not change this base altitude. For example, the

flight scenairo displays a CRZ ALT of FL310 selected

at takeoff and an OPTIMUM ALTITUDE of FL311. The

STEP TO altitude will be FL350.

2R AT – Displays the Estimated Time of Arrival (ETA) and

distance-to-go to the optimum step point, which in this case,

has an ETA of 1319Z and a distance of 1195NM. If a recommended step to point has passed, the field displays NOW.

The label changes to AVAIL AT if a climb is restricted by thrust

limit or buffet.

The label changes to TO T/D within 200NM of T/D. The ETA

and distance are relative to T/D.

3R DESTINATION ETA /FUEL – Displays the estimated time of

arrival and predicted fuel at destination assuming step climbs

(if displayed) are made at optimum points to STEP TO altitude.

If there are planned steps on the LEGS page, predicted values

assume step climbs are made at the planned STEP AT points.

Rev 1 12/96

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.

3.4-5

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4C OPT – This field displays Optimum (OPT) altitude which

minimizes trip cost when ECON speed is selected. It displays

the altitude which minimizes trip fuel when LRC or SEL speed

is selected.

4R MAX – Displays the present maximum altitude based on

current gross weight, current number of operating engines,

and current SPEED Line value and the aircraft climbs directly

to the altitude without regard for altitude or speed constraints.

5R ENG OUT> – Selection of the Engine Out prompt results in

displaying engine out LRC CRZ, engine out LRC CRZ DES,

engine out LRC CRZ CLB, or engine out LRC D/D as appropriate for the situation.

When an engine out mode is selected and the cruise altitude

is set above the drift down altitude, the cruise altitude is

automatically lowered to the engine out maximum altitude.

Selection of this prompt also changes the command speed to

engine out LRC speed.

6R LRC> – The Long-Range Cruise (LRC) prompt results in a

long-range cruise mode either for all engine or engine out

configuration based on the current engine out status.

3.4.1.1 Route Copy The route copy function allows the pilot to copy the active flight plan

into the alternate route, in this case, RTE 2. This function allows the

pilot to make changes to a copy of the active route, or to preserve the

active route prior to a major modification. The route copy can be

accessed on the RTE LEGS page following a direct-to entry at LSK

1L or ACT RTE page 1. Selecting the RTE COPY> prompt at LSK

5R initiates the copy function. Refer to Figures 3.4-2 and 3.4-3 for an

example using the flight scenario.

NOTE: The route copy function causes any previously entered

information in the alternate route (in this case, RTE 2),

to be replaced with a copy of the active flight plan.

Rev 1 12/96

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.

3.4-6

G3641-21-065#

Figure 3.4-2

ACT RTE 1 LEGS Page

STEPS:

A. 1L Down select FOOTS into SP

B. 1L

G3641-21-066#

Figure 3.4-3

MOD RTE 1 LEGS – RTE COPY

5R RTE COPY> – The RTE COPY prompt is selected to copy the

active unmodified route into the inactive route. The previous

inactive route is erased. After the the route has been copied the

line title at 5R changes from RTE COPY to COMPLETE

indicating the process is accomplished (see Figure 3.4-4).

Rev 1 12/96

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.

3.4-7

STEP: 5R

G3641-21-067#

Figure 3.4-4

RTE COPY – COMPLETE

Pushing 6L

RTE 2 LEGS pages.

3.4.1.2 Abeam Points The abeam points function allows the pilot to retain reference points

along a direct-to path. Flight plan waypoints on the active flight plan

which are downpath of the aircraft and prior to the direct-to waypoint

are projected onto the direct path abeam the original position. The

abeam points are inserted into the flight plan as follows:

• If the original fix is a data base waypoint, navaid, NDB, or airport,

then a Place Bearing Distance (PBD) is created on the direct path.

• If the original fix is a LAT/LON waypoint, then a new LAT/LON

waypoint is created abeam the original point.

• If the original fix is a PBD, a new PBD is created abeam the

navigation data base fix of the original PBD.

• If the original fix was a LAT/LON reporting point, the LAT/LON

reporting point is recomputed so that it accurately marks the

crossing of a particular latitude or longitude – that is, it is not

located abeam the original location.

Rev 1 12/96

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.

3.4-8

If the abeam location is within 100NM of the original location, entered

wind information is retained. However, any altitude or speed constraints

are not retained for the created abeam points. The abeam distance

limit of 700NM is applied to the abeam function such that abeam

waypoints are not generated if the distance abeam exceeds the limit.

Abeam points are not generated from procedural waypoints (i.e.,

runways, departures, arrivals, approaches, and transitions) except

for the fix terminating the last leg of any departure procedure in the

route and the fix terminating the leg immediately preceding the first

leg of any arrival procedure in the route.

The abeam point is accessed following a direct-to entry. In the flight

scenario, a direct-to ERLEY is accomplished from a point 54NM East

of the waypoint FOOTS. Figure 3.4-5 displays the ACT RTE 1 LEGS

for the waypoints involved.

G3641-21-068#

G3641-21-069#

Figure 3.4-5

ACT RTE 1 LEGS – Flight Scenario

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3.4-9

STEPS:

A. Type ERLEY in SP

B. 1L on page 1/4

G3641-21-070#

Figure 3.4-6

MOD RTE 1 LEGS – ABEAM PTS>

4R ABEAM PTS> – The ABEAM PTS> (Points) prompt is

displayed at 4R . Pushing the prompt creates abeam points on

the new route to indicate waypoints bypassed by the direct-to

function to ERLEY. Remember the abeam points are

perpendicular to the waypoints bypassed.

The line title changes to ABEAM PTS and SELECTED is

displayed when completed.

Rev 1 12/96

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.

3.4-10

STEP: 4R

G3641-21-071#

Figure 3.4-7

MOD RTE 1 LEGS – SELECTED

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.

3.4-11

STEP:

EXEC

G3641-21-072#

G3641-21-073#

Figure 3.4-8

ACT RTE 1 LEGS – Abeam Waypoints

Upon execution of the direct-to, the abeam points are inserted into the

new active route.

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.

3.4-12

3.4.1.3 Direct-T To/ o/ Intercept Course Direct-to flight plan entries allow the pilot to fly direct to a particular fix

or to intercept a course to any waypoint. The fix may be part of the

active route or modified active route, or it may be offpath.

Direct-To

A direct-to is performed by entering the desired fix into 1L on the first

ACT RTE LEGS page or MOD RTE LEGS page. The following are

allowable entries into 1L :

• Any navigational data base defined waypoint, airport, navaid,

or NDB.

• Any fix defined in the active or modified active route excluding

conditional legs.

• A valid PBD waypoint.

• An along track waypoint.

• A LAT/LON waypoint and LAT/LON reporting point.

• A course intersection waypoint.

Once an entry has been made in 1L , a Modification (MOD) is

created. After verifying the modified path on the ND, the pilot has the

option to execute or erase the direct-to operation. Using the flight

scenario, a direct-to ERLEY from a point East of FOOTS is displayed

in Figure 3.4-9.

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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.

3.4-13

STEPS:

A. Type ERLEY in SP

B. 1L

G3641-21-074#

Figure 3.4-9

Direct-To ERLEY

1L ERLEY – Displays the pilot-entered direct-to waypoint,

ERLEY, and also the inbound course to the waypoint.

6L – Is displayed only on the MOD pages and pushing

the prompt displays the previous unmodified page.

Rev 1 12/96

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.

3.4-14

STEP:

EXEC

G3641-21-075#

Figure 3.4-10

Direct-To ACTIVE

Intercept Course

An intercept course to a particular fix is similar to the direct-to

procedure. A fix is entered into 1L on the first ACT RTE LEGS page

or MOD RTE LEGS page. The pilot then enters the intercept course

in 6R into box prompts or over a prompted value. If the fix is part of

the flight plan, that is not offpath, the current course into the fix is

displayed in 6R , which in the case of this flight scenario is 222°. This

value may be selected to define the intercept course.

Once executed, the aircraft captures the intercept leg if LNAV is

engaged and the current aircraft track crosses the intercept leg. The

course displayed in the header of 1L represents the course required

to follow a great circle path which intercepts the fix at the selected

course. If the current track does not cross the intercept leg, the “NOT

ON INTERCEPT HEADING” message is displayed in the SP.

Rev 1 12/96

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.

3.4-15

Using the flight scenario to YSSY, fly direct to ERLEY and intercept

a course of 230° from a position EAST of FOOTS.

STEPS:

A. Type ERLEY in the SP

B. 1L

G3641-21-076#

Figure 3.4-11

MOD RTE 1 LEGS – INTC CRS

6R INTC CRS – The Intercept Course (INTC CRS) displays box

prompts for entry of intercept course to the selected

waypoint if the 1L entry is not in the active route.

If the selected waypoint is in the active route, the current route

course is displayed with a caret prompt selection. This is the

situation in Figure 3.4-11, the course is 222°.

Selection or entry of the intercept course line overwrites the

active waypoint course.

Selection of the intercept course line removes ABEAM PTS>

and RTE COPY> prompts.

Rev 1 12/96

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.

3.4-16

STEPS:

A. Type 230 into SP

B. 6R

C.

EXEC

G3641-21-077#

Figure 3.4-12

ACT RTE 1 LEGS – 230° Course

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.

3.4-17

3.4.2 PROGRESS Page The PROGRESS page displays information relative to the progress

of the flight. The page is accessed by the PROG

mode key containing

pages 1/2 and 2/2.

STEPS:

A. PROG

B.

PREV

PAGE if from Page 2/2

G3641-21-078#

Figure 3.4-13

PROGRESS Page 1/2

1L LAST – This is the last waypoint line and it displays the last

waypoint, altitude, and fuel remaining when that waypoint was

crossed. This line is blanked when no active route is defined,

the first leg has not been sequenced or flight completion has

occurred.

2L TO – Displays the waypoint identifier, distance-to-go,

estimated time of arrival and estimated fuel remaining at the

active waypoint. The DTG is the direct distance from the

aircraft to the termination point of the active leg.

3L NEXT – The next waypoint line displays the waypoint identifier,

distance-to-go, estimated time of arrival, and estimated fuel

remaining for the waypoint after the active waypoint. The DTG

is the distance along the flight path from the airplane to the next

leg termination point.

Rev 1 12/96

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3.4-18

4L DEST – The destination identifier is displayed on this line.

The data on this line; distance-to-go, estimated time of arrival

and estimated fuel remaining, is all relative to the destination

which is displayed.

During a flight plan modification, the predicted information is

relative to the modified route. The DEST label is replaced with

MOD. The predictions are based on the direct distance to the

active waypoint plus the en route distance to the distance to the

destination.

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The alternate destination waypoint may be entered over the

displayed destination. The DEST label is replaced by DIR TO

ALTERNATE. The predicted information shown is based on

flying direct to the alternate using the current speed target and

cruise altitude. Reset to the destination by using the DEL

key or

by both pilots leaving the page on both MCDUs.

A flight plan waypoint may be entered over the displayed

destination. The DEST label is replaced by ENROUTE WPT

and predicted information shown is relative to the current route.

If the en route waypoint exists more than once in the route,

predictions for the first occurrence in the route are used.

Sequencing an en route waypoint changes the display to the

destination of the active route or last leg identifier.

The DEST is displayed when the active route has not been

modified and an alternate destination has not been entered.

The data is relative to the en route distance from the aircraft to

the destination.

5L ECON SPD – Displays the VNAV determined active command

speed and mode.

LRC SPD or ECON SPD are displayed if active on the

performance page.

SEL SPD is displayed when a selected airspeed or mach

is active.

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.

3.4-19

LIM SPD is displayed if the speed is being limited by VMO,

MMO, Flap Limit, or ALPHA Limit.

MCP SPD is displayed when speed intervention is active and

not limited by the aircraft speed envelope.

E/O SPD is displayed when the engine out mode is active.

VREF+100 is displayed when an engine failure occurs during

the takeoff phase, engine out is not selected and speed is not

restricted by limit speed, such as flap placard speeds.

1R ATA and FUEL – The Actual Time of Arrival (ATA) displayed

is at the last active waypoint. The FUEL value is the FMC

computed total fuel onboard at the leg sequence of ROSIN.

The ETA and FUEL at 2R , 3R , and 4R are the estimated

time of arrival and estimated fuel remaining for the active

waypoint, the next waypoint, and the destination. For the flight

scenario this is FICKY, FOOTS, and YSSY.

5R TO – This field displays the ETA and DTG to various points as

the flight progresses for the following constraints:

Top-of-Climb (T/C) when climb is active.

Step Climb (STEP CLB) when remaining distance permits it.

Top-of-Descent (T/D) when cruise is active and within 200NM.

End-of-Descent (E/D) when the descent is active.

LEVEL AT when the active guidance/performance mode is

Drift Down (D/D).

The data and header for 5R always applies to the active route.

If the header is TO STEP CLB or TO T/D and the aircraft is past

that profile point, NOW is displayed. If the header is TO STEP

CLB and a step to the specified altitude on the CRZ page is not

advised, NONE is displayed.

Rev 1 12/96

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.

3.4-20

Progress Page 2/2

Progress Page 2/2 contains wind information, tracking errors, airspeed,

temperature and fuel information and selection of the fuel information

source when a discrepancy occurs.

STEPS:

A. PROG

B.

NEXT

PAGE if from Page 1/2

G3641-21-079#

Figure 3.4-14

PROGRESS Page 2/2

1L WIND – The actual wind magnitudes are displayed at 1L .

Headwinds are indicated in the header line by H/WIND and

tailwinds are indicated by T/WIND.

1C WIND – The current wind bearing in degrees TRUE and

speed information in knots are displayed in 1C.

1R X / WIND – The Crosswind (X/WIND) is displayed in this field.

The direction of the crosswind is indicated by L for left crosswind

and R for a right crosswind.

NOTE: The above winds are referenced to aircraft heading.

Rev 1 12/96

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.

3.4-21

2L XTK ERROR – Displays the Cross Track (XTK) error, which

indicates the distance the aircraft is left or right of the active route.

2R VTK ERROR – The Vertical Track (VTK) error is displayed in

this field when the aircraft is active in the descent phase. The

+ (plus) means the aircraft is above path and the – (minus)

means the aircraft is below the vertical path. The field is blank

when descent phase of flight is not active.

3L TAS – The True Air Speed (TAS) displayed is the current

TAS. The source is the same Air Data Computer (ADC) as

used for the thrust limits and Total Air Temperature (TAT)

displayed on EICAS.

3R SAT – The Static Air Temperature (SAT) is displayed here

and is from same ADC as used for thrust limits and TAT displayed on ECIAS. If the SAT in invalid, then this field is blank.

3C INDIVIDUAL/TOTAL FUEL USED – The Total (TOT) fuel

used by the four engines is displayed in field 3C. The fuel used

by each engine is displayed in line 4. FUEL USED values are

calculated by integrating inputs from the fuel flow sensors.

If a fuel flow becomes invalid, the FUEL USED for that engine,

as well as the FUEL USED TOT are blanked.

5L – The

5R 9,000 lbs or more exists between the TOTALIZER and

CALCULATED fuel quantity. A MCDU message is displayed:

FUEL DISAGREE – PROG 2. This discrepancy occurs

between the FMC computed fuel used and the Fuel Quantity

Indicating System (FQIS) totalizer fuel used.

Rev 1 12/96

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.

3.4-22

The pilot may choose one of the prompts to

select either the totalizer fuel quantity 5L or the FMC calculated

fuel quantity 5R . If no selection is made, the FMC continues

to base performance calculations and predictions on the FMC

calculated fuel quantity.

Pushing the 5L blanks the CALCULATED

and FUEL USED displays and PERF INIT page fuel quantity is

relabeled SENSED.

Pushing the USE> prompt at 5R allows the FMC to use

CALCULATED fuel quantity values and blanks the TOTALIZER

display.

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NOTE: A manual fuel weight entry on the PERF INIT page

when the USE prompts are displayed causes both

prompts to blank.

6L TOTALIZER – The totalizer fuel quantity displayed is

calculated by the FQIS. The totalizer fuel quantity is not

displayed if the FQIS is inoperative or fails in flight, or a manual

fuel entry is made on the PERF INIT page or the calculated fuel

USE> prompt 5R is selected.

6R CALCULATED – Prior to engine start, 6R displays fuel

quantity calculated by the Fuel Quantity Processor. After

engine start, it displays fuel quantity calculated by decreasing

fuel on board at engine start at EICAS fuel flow signal rate.

Calculated fuel quantity is not displayed if the fuel flow sensors

are inoperative or fail in flight, or when the totalizer fuel

prompt at 5L is selected.

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.

3.4-23

3.4.3 Altitude Step Points Planned and FMC computed step points provide advisory step points

for the pilot. A step climb is executed by dialing the step altitude on

the MCP altitude window and pressing the altitude knob. The FMC

then enters a Cruise Climb (CRZ CLB) to the step altitude. No steps

can be executed without pilot action.

All performance predictions are based on the pilot executing all

planned and/or optimum step altitudes. If a step point is crossed and

the step is not initiated, the performance predictions assumes the

pilot has initiated the step climb.

NOTE: If the planned or optimum steps are not made, zero

should be entered into 4L (STEP SIZE) to provide

accurate predictions, such as, for fuel remaining, topof-descent, and ETAs. In the cruise phase of flight this

may be accomplished on the ACT CRZ page.

Section 4 contains information on wind adjusted best Step Climb

point calculations.

3.4.3.1 Optimum Steps The FMC computes altitude step points based on the entered step

size which results in minimum trip cost for the economy cruise mode

or minimum trip fuel consumption for the LRC and selected speed

cruise modes. The STEP TO altitude is the next ICAO standard

altitude or step interval but cannot exceed the maximum altitude at

the step point. Figure 3.4-15 illustrates an optimum step cruise profile

for the flight scenario from KLAX to YSSY.

The calculated step point, which is displayed as Step Climb (S/C) on

the ND, is the position along the route at which the cruise climb should

be initiated. No steps will be predicted within 200NM of the top-ofdescent.

Rev 1 12/96

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.

3.4-24

FL400

FL300

FL100

FL200

T/C

FL310 STEP TO

FL350

FL350

STEP TO

FL390

FL390

T/D

OPTIMUM

ALTITUDE

SXC ROSIN FANTO FITES UPMAN SY LAX

G3641-21-080#

S 24

E 160

S 26

E 158

Figure 3.4-15

Optimum Step Cruise Profile

3.4.3.2 Planned Steps Planned steps allow the pilot to specify step altitudes at flight plan

waypoints. The FMC uses the pilot-entered step points in performance

calculations, and displays the planned step on the ND. Planned

steps, like optimum steps, are advisory and must be initiated by pilotaction using the MCP altitude window and knob to depart the current

cruise altitude.

A planned step point is made on the RTE LEGS page by entering the

step altitude followed by “S” adjacent to the desired step point. The

flight scenario requires a step climb to FL350 at FITES, so adjacent

to FITES the pilot would enter /FL350S.

The FMC follows planned steps from the first step to the last pilotdefined step followed by computed optimal steps. If the last step is a

step down, that step is maintained until the descent profile is

intersected.

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3.4-25

The FMC calculates a step climb from FL310 to FL350 on the KLAX

to YSSY flight at a point 41NM prior to FITES. A second step climb

is calculated from FL350 to FL390 at a point 120NM prior to 26S158.

Figure 3.4-16 illustrates the planned step cruise profile for the flight

scenario.

FL400

FL300

FL100

FL200

T/C

FL310 STEP TO

FL350 AT

FL350

STEP TO

FL390 AT

FL390

T/D

SXC ROSIN FANTO FITES UPMAN SY LAX

G3641-21-081#

S 24

E 160

S 26

E 158

120NM PRIOR

TO S24 E158

FITES

Figure 3.4-16

Planned Step Cruise Profile

Rev 1 12/96

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3.4-26

3.4.4 Lateral Offset Route The pilot may establish a parallel lateral path offset to the left or right

of the original flight path. The activation of a lateral offset can only be

accomplished on the active leg. Valid offsets are distances of 1 to 99.

Entries are made at the OFFSET prompt located at 6R on the ACT

RTE page with the aircraft airborne. Figure 3.4-17 shows the OFFSET

prompt at 6R on the ACT RTE page.

STEP: RTE

Aircraft is airborne.

G3641-21-083#

Figure 3.4-17

ACT RTE 1 – OFFSET

The pilot may initiate, change, or cancel the offset at any time using

the MCDU. When an offset is executed and becomes the active path

the LNAV mode turns the aircraft to leave the original path and

capture the offset route.

Offset entry is allowed only with the aircraft airborne and not active

in the selected SID procedure or SID transition. The offset entry

propagates through the remaining flight plan up to the end of the route

waypoint, a discontinuity, the start of a published STAR transition or

STAR or approach transition or approach procedure, a DME arc, a

heading leg, a holding pattern, or a course change of 135° or greater.

At 5NM prior to passing the last leg of the offset path, a MCDU

message “END OF OFFSET” is illuminated.

Rev 1 12/96

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3.4-27

帅哥

A valid entry first includes the direction, either left (L) or right (R) of

the active route followed by the NM offset. The flight scenario

illustrates an offset of 20NM right of the orginal path in Figure 3.4-18.

STEPS:

A. Type R20 in SP

B. 6R at the OFFSET

C.

EXEC

D. Check OFST annunicator is illuminated.

G3641-21-082#

Figure 3.4-18

OFFSET – R 20

An active offset is cancelled by pressing the DEL

key and selecting 6R .

Entering an offset of L0, 0, or R0, also cancels the offset. Using the

DIR/INTC function also automatically cancels any existing offset.

Rev 1 12/96

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.

3.4-28

3.4.5 Holding Patterns This section describes holding pattern creation, modification, and

guidance. A detailed coverage of holding is found in Section 4.5.

3.4.5.1 RTE 1 LEGS – HOLD AT – Page The RTE LEGS – HOLD AT – page provides a means of initiating a

holding pattern at a fix on path, at the aircraft’s current position or any

other geographical point. This page is accessed through selection of

the HOLD

mode key when the displayed route or RTE 1 contains no

holding pattern or through selection of NEXT HOLD on the RTE

HOLD page.

STEPS:

A. HOLD

if no holding pattern in route.

B. 6L

holding pattern in route.

G3641-21-084#

Figure 3.4-19

RTE LEGS – HOLD AT – Page

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3.4-29

6L HOLD AT – The HOLD AT line permits entry of a waypoint as

a holding fix. The waypoints displayed in Figure 3.4-19 can be

transferred to 6L . The HOLD AT leg is then created after the

leg to that waypoint and all intervening legs remain in the route

and the display goes to MOD RTE HOLD.

Pressing the

EXEC

key activates the MOD RTE HOLD page.

This causes the aircraft to enter the holding pattern at the

holding fix. The page title changes to ACT RTE 1 HOLD Page.

If on an offset path, the aircraft does not enter a pre-planned

holding pattern.

6R PPOS – Selecting the Present Position (PPOS) prompt

creates a holding pattern at the time

EXEC

is pushed. The pilot

may use the PPOS prompt when flying on an offset path.

Selecting the PPOS while on an offset path deletes the offset

path.

3.4.5.2 MOD RTE 1 HOLD Page STEP: 6R PPOS Prompt

G3641-21-085#

Figure 3.4-20

MOD RTE 1 HOLD

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3.4-30

The RTE HOLD page is used to review and change data associated

with the holding pattern contained in the route. The page is used to

display and change the holding pattern parameters and to initiate an

exit from an active holding pattern. Modifications made to a holding

pattern while active in the hold only become effective on the next

crossing of the holding fix.

1L FIX – The fix line displays the holding fix. The holding fix may

not be changed or deleted on the RTE HOLD page but may be

deleted on the RTE LEGS page.

2L QUAD/RADIAL – The Quadrant and Radial (QUAD/RADIAL)

are displayed on this line. Normally this line displays dashes.

It permits entry of holding quadrant/radial with valid entries

being three-digit radials, optionally preceded by a slash ( / ), or

a quadrant followed by a three-digit radial, optionally separated

by a slash ( / ). The FMC corrects the quadrant entry display if

the entered radial does not fall within the limits defined below.

Deletions are not permitted for this field.

Quadrant Boundaries:

N Between 337.5° and 022.5°

NE Between 022.5° and 067.5°

E Between 067.5° and 112.5°

SE Between 112.5° and 157.5°

S Between 157.5° and 202.5°

SW Between 202.5° and 247.5°

W Between 247.5° and 292.5°

NW Between 292.5° and 337.5°

An entry in the QUAD/RADIAL box prompts overrides any

entry that was made in the INBD CRS/DIR at 3L .

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.

3.4-31

3L INBD CRS/DIR – Displayed are the Inbound Course and

Turn Direction (INBD CRS/DIR). The INBD CRS/DIR are

entered through the keyboard. Valid entries for the course are

three-digit bearings optionally followed by L for left turn and R

for right turn. L and R may also be entered without the inbound

course to change the turn direction. The holding turn direction

is displayed as either L TURN or R TURN. An entry in the

INBD CRS/DIR overrides any entry that was made in 2L

QUAD/RADIAL.

NOTE: Default value in 3L is the inbound course to the

holding fix on the preceding leg with right turns.

4L LEG TIME – The length of the inbound leg of the pattern is

specified in terms of elapsed time. It displays 1.0 minute at or

below 14,000 feet and 1.5 minutes above 14,000 feet. This

time can be changed by pilot-entry.

If a LEG DIST entry at 5L is made either manually or from a

nav data base stored procedure, the LEG TIME data is blanked

and dashes are displayed.

5L LEG DIST – The LEG DIST (Distance) data field normally

displays dashes, unless a keyboard entry for leg distance is

made or a value is inserted from the nav data base stored

procedure. If an entry or leg distance is made, the LEG TIME

field displays dashes.

6L – The

HOLD page. Selecting it deletes any vertical and/or lateral

modifications that are pending, and returns the display to the

RTE LEGS page if the holding fix is deleted as a consequence.

Rev 1 12/96

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3.4-32

1R SPD/TGT ALT – The Speed/Target Altitude (SPD/TGT ALT)

line displays the fix target speed/altitude as displayed on the

Route Legs page. Dashes are displayed if no holding target

altitude has been specified and the predicted altitude at the fix

is undefined or not equal to the cruise altitude.

Predicted speeds or altitudes are displayed in SMALL font.

Large numbers are contraints that are pilot-entered or nav data

base specified. An entry of an airspeed and/or altitude is

propagated to the HOLD AT waypoint on the Route Legs page.

During cruise an entry of TGT ALT lower than cruise altitude

activates the DESCENT page and results in descent at T/D.

The DESCENT page remains active unless a new cruise

altitude is entered.

Valid entry is three-digits and a slash ( / ) for SPD and three- to

five-digits for TGT ALT. Speed entry requires altitude constraint

and an altitude entry must be below cruise altitude.

If a descent profile exists beyond a holding pattern, and the

holding pattern does not have a target altitude specified, the

hold will be in level flight and the descent will only be resumed

after exiting the hold.

2R FIX ETA – The FIX ETA line displays the next time the holding

fix is passed. No changes are allowed to this field.

3R EFC TIME – The Expect Further Clearance (EFC) Time

displays a keyboard entry for the time further clearance can be

expected. When an EFC time is entered, performance

predictions downpath of the holding pattern assume the aircraft

exits the holding pattern at the EFC time. If no EFC time is

entered, performance predictions are based on an immediate

exit from the holding pattern.

4R HOLD AVAIL – The Hold Available line displays the predicted

available holding time before exit is required to reach the destination with the required fuel reserves, as entered on the PERF

INIT page. If reserves are not entered 4,000 lbs is assumed.

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帅哥

3.4-33

5R BEST SPEED – Displays Best Speed for the holding

pattern. The best speed represents the maximum endurance

speed to provide the maximum time aloft. Best hold speeds

are flap dependent and are limited by any speed constraints

that may apply.

6R EXIT HOLD> – If the leg is the active leg of an active or

modified active route and the exit of the holding pattern is not

armed, then the EXIT HOLD> prompt is displayed.

Selection of the EXIT HOLD> prompt at 6R replaces 6R with

EXIT ARMED. This illuminates

EXEC

and pressing

EXEC

activates

the aircraft back to the fix via the inbound course and continued

flight along the active route.

Holding Exit Criteria is met in three different conditions, all of

which result in EXIT ARMED being displayed in 6R .

· When the holding pattern is terminated after a specific

altitude is reached (these patterns are only applicable in the

CLB phase of flight).

· When the holding pattern is terminated after crossing the fix

the first time.

· When the holding pattern is terminated after the pilot selects

the EXIT HOLD> prompt and pushes the

EXEC

key.

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3.4-34

3.4.5.3 ACT RTE 1 HOLD STEP:

EXEC

G3641-21-086#

Figure 3.4-21

ACT RTE 1 HOLD

The figure above displays the ACT RTE 1 HOLD for the present

position hold in the flight scenario. The present position is the fix

identifier N02W177 which is on the active flight plan route.

CAUTION

Ensure holding pattern conforms to ATC requirements.

The FMS does not automatically generate holding patterns

as published on the associated navigation chart, unless

holding pattern is part of a missed approach.

6L – The

route is not modified, that is if the

EXEC

key is not illuminated.

Selecting the

LEGS – HOLD AT – page.

Rev 1 12/96

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3.4-35

3.4.5.4 Holding Pattern Guidance The geometry of the holding pattern shown in Figure 3.4-22 is

computed upon each passage over the hold waypoint and is displayed

on the ND. The holding pattern turn radius is limited to not exceed

FAA or ICAO protected airspace and is computed based on the true

airspeed equivalent of the VNAV speed target for the hold plus the

wind magnitude and a bank angle of 25 degrees. A bank angle limit

of 30 degrees is used for all holding patterns and holding pattern

entries.

The leg length is computed using the wind component parallel to the

inbound course and the true airspeed equivalent of the FMC command

speed.

TURN

RADIUS

LEG

LENGTH

HOLDING

SIDE

(OUTBOUND)

NON HOLDING

SIDE

(INBOUND) LEG

TIME

BASE

G3641-21-087#

AVP

Figure 3.4-22

Holding Pattern Geometry

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3.4-36

Entry into a holding pattern may occur in one of four types as

illustrated in Figure 3.4-23. The entry curve is not be displayed on

the PFD.

PARALLEL ENTRY

TYPE I DIRECT ENTRY

TEARDROP ENTRY TYPE II

DIRECT ENTRY

RIGHT TURN HOLD ENTRY CURVES

G3641-21-088#

105

105

75

75

RIGHT TURN HOLD ENTRY REGIONS LEFT TURN HOLD ENTRY REGIONS

105

105

75

75 5

5

Figure 3.4-23

Holding Pattern Entry Curves

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.

3.4-37

3.4.6 FIX INFO Page The Fix Information (FIX INFO) pages provide the pilot with a means

of creating waypoint fixes and waypoints from the intersection points

between the present flight plan and selected radials or distances from

known waypoints for display on the ND. The bearing data is magnetic

or true depending on the position of the Heading Reference Switch.

The bearing data is true above 73°N or below 60°S.

STEP: FIX

帅哥

G3641-21-089#

Figure 3.4-24

FIX INFO Page

Valid entries into the box prompts at 1L are airports, navaids or

waypoint identifiers contained in the nav data base. Entry is through

keyboard action or line selection from another page. Entry of a fix

identifier results in the fix being displayed on the ND with a small circle

encompassing the navaid, waypoint, or airport identifier.

The crew on the flight scenario to YSSY wants to know the bearing

and distance to Nadi, as well as, when the aircraft is abeam Nadi. The

identifier for Nadi is NFFN.

Rev 1 12/96

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3.4-38

STEPS:

A. Type NFFN in SP

B. 1L

C. 5L

G3641-21-090#

Figure 3.4-25

FIX INFO – Nadi

1L FIX – The fix displayed is NFFN and the bearing and distance

to NFFN. The bearing is 006° and a great circle distance of

1,393NM from the fix to the aircraft. A new fix may be entered

over the existing fix, or the fix may be downselected, but the

fix can only be erased by selecting the

in 6L .

2L BRG/DIS – Bearing and/or Distance (BRG/DIS) references

3L are entered into 2L through 4L into the field or over an

4L existing entry.

Valid bearing (radial) entries are three digits ranging from 000

to 360 degrees. The entered radial appears on the ND relative

to the current map display as a radial. If the entered radial

intersects the active flight plan within 512NM of the reference

fix, the intersecting distance is displayed inSMALL font following

the slash ( / ). If no intersection is found, the distance portion

of the display remains blank.

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3.4-39

If radial lines or distance circles intersect the active flight path,

distance along the flight path to the intersection, ETA, and

estimated altitude at the intersection is displayed.

5L – The

it displays the bearing and distance from the fix perpendicular

to the nearest intersection on the flight plan path. It also

displays distance along the path to the abeam point, ETA, and

altitude at the point.

If an abeam reference can not be found with respect to the

active or active offset flight path, “INVALID ENTRY” is displayed

in the SP.

A valid intersection may be downselected as a PBD waypoint

for insertion into the route. An abeam reference may be

removed by deleting the distance/bearing value.

6L – Selection of 6L removes all FIX data from that

page (excluding a 6R entry), as well as, from the MCDU and ND.

6L is blank if no entry has been made in 1L .

NOTE:

NEXT

PAGE key allows the pilot to select three radials and/or

distances and a point abeam from a second fix and a

second ETA-ALT entry.

2C ETA / DTG – The ETA and DTG are displayed in 2C

3C through 5C for bearing, distance, or abeam references for

4C which an intersection with the active flight plan exists. If the

5C aircraft crosses a predicted intersection, the DTG is displayed

as the distance back to the intersection, signified by a negative

value. If no intersection exists, the corresponding ETA and

DTG fields are blank.

2R ALT – The predicted Altitude (ALT) at the intersection is

3R displayed in 2R through 5R for bearing, distance, or

4R abeam references for which an intersection with the active

5R flight plan exists. If no intersection exists, the corresponding

altitude field is blank.

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.

3.4-40

6R PRED ETA – ALT – An ETA or altitude may be entered into

6R to provide an FMC predicted crossing point at the entered

ETA or altitude. The crossing point is displayed on the ND as

a profile circle located on the lateral flight path.

ETA entries consist of a four-digit time value followed by “Z”.

The FMC then estimates the aircraft position at the entered

time and displays the distance to the position. The entered time

is displayed adjacent to the profile circle on the ND.

Altitude entries consist of three- to five-digit values in standard

altitude format. The FMC estimates the aircraft’s lateral position

at which point the aircraft reaches the altitude.

For either ETA or altitude entries, if the predicted position does

not occur on the flight path, the distance portion of the 6R

display remains blank. Once a valid predicted position is

passed, the entry is returned to dashes and the distance is

blanked. A predicted entry may be overwritten with another

valid entry or may be deleted.

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.

3.4-41

3.4.7 REF NAV DATA Page The Reference Navigation Data (REF NAV DATA) Page provides

information for waypoints, navaids, airports, and runways in the nav

data base. The page is also used to select navigation aid inhibit and

to inhibit VOR/DME FMC radio update mode.

The REF NAV DATA page is accessed by selecting the NAV DATA>

prompt at 1R on the INIT/REF INDEX page. Remember the INIT/

REF INDEX page is accessed by the

INIT

REF key and then pushing the

6L .

STEPS:

A.

INIT

REF

B. 6L

C. INIT/REF INDEX page is displayed

D. 1R NAV DATA>

G3641-21-091#

Figure 3.4-26

REF NAV DATA

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.

3.4-42

1L IDENT – This is the Identification (IDENT) line in which a valid

entry is accomplished. A valid entry is any waypoint, navaid,

airport, or destination runway in the nav data base.

Changing the page causes the waypoint to be replaced with

dashes and associated data is removed. Deletion of a 1L

entry is not permitted.

On the flight from KLAX to YSSY, the pilot is interested in the

reference nav data for Honolulu (HNL).

STEPS:

A. Type HNL in SP

B. 1L

G3641-21-092#

Figure 3.4-27

REF NAV DATA – HNL

1R FREQ – If the identifier displayed in 1L represents a navaid,

then the field in 1R displays the navaid Frequency (FREQ). In

this example, the frequency for HNL is 114.80.

2L LATITUDE – This field displays the latitude of the navaid,

waypoint, airport (reference point), or runway threshold which

is entered in 1L .