Boeing 747-400 Flight Management System Pilot’s Guide

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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.

3.4-43

2R LONGITUDE – Displays the longitude of the navaid, waypoint,

airport (reference point), or runway threshold entered in 1L .

3L MAG VAR or LENGTH – The header displays MagneticVariation (MAG VAR) from true North when the identifier is a

navaid. The magnetic variation is for the navaid.

If the identifier in 1L is a runway, this field displays the runway

length and the header displays LENGTH.

For any other entries in 1L , this field and header line

remain blank.

3R ELEVATION – This field displays the elevation of the navaid,

airport (reference point), or runway threshold entered in 1L .

Waypoint entries in 1L causes the field and header line at 3R

to remain blank.

4L NAVAID INHIBIT – This field displays dash prompts initially.

4R The pilot may inhibit, or blackball, up to two VORs, VOR/DMEs,

VORTACs, or DMEs contained in the nav data base, from FMC

radio updating. This is done by using the NAVAID INHIBIT

fields in 4L and 4R . Once a valid entry is made, the entered

navaid is inhibited from use by the FMC for radio updating.

Entry of a different navaid over an existing entry re-enables the

existing identifier and inhibit the newly entered navaid.

Overwriting or deleting an entry clears the previously selected

navaid and removes the inhibition of the navaid. Selections are

automatically cleared at flight completion or long-term power

interrupt.

NOTE: Navaids blackballed from this line are not inhibited from

route tune, manual tune, or procedure tune capability.

Entry of a navaid identifier on this line inhibits the use

of the whole navaid for navigational updating.

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.

3.4-44

5L VOR ONLY INHIBIT – Initially dash prompts are displayed

5R in this field. The pilot may inhibit up to two VORs contained

in the nav data base for navigational updating. Only the VOR

portion of the navaid is inhibited from use by the FMC for

updating. Entries are cleared at flight completion. Deleting or

overwriting an entry clears the previous navaid and removes

the inhibition.

NOTE: VORs inhibited from this line are not inhibited from

route tune, manual tune, or procedure tune capability.

If the inhibited VOR is paired with a DME, the DME is

not inhibited from being autotuned or from being used

for DME/DME mode position updating.

6L – Pressing this

REF INDEX page.

6R VOR/DME NAV – When the INHIBIT> prompt is displayed,

pushing 6R inhibits VOR/DME radio position updating and

changes the prompt to ENABLE>. When the ENABLE> prompt

is displayed, ALL is displayed in 5L and 5R in SMALL font.

This overwrites any existing navaid identifier displayed in 5L

and 5R .

The INHIBIT> prompt is the default display, and the display

returns to this default at flight completion and long-term power

interrupts.

NOTE: The VOR/DME NAV function does not affect DME/

DME radio position updating.

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.

3.4-45

STEP: 6R INHIBIT> prompt

G3641-21-093#

Figure 3.4-28

REF NAV DATA – ENABLE>

6R ENABLE> – Selection of the ENABLE> prompt at 6R enables

VOR/DME updating, returns the prompt to INHIBIT> and

returns 5L and 5R to dash prompts.

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.

3.4-46

3.4.8 SELECT DESIRED WPT The SELECT DESIRED WPT (Waypoint) page is automatically

accessed when an ambiguity occurs in the entry of a nav data base

fix, such as, multiple waypoints, NDBs and VORs existing with the

same identifier. The SELECT DESIRED WPT page is displayed to

allow the pilot to select the desired nav data base fix.

Displayed waypoints are generally displayed by increasing distance

from the aircraft. However, if the entry is made on the RTE or RTE

LEGS pages, the waypoints are displayed by increasing distance

from the fix prior to the entry position.

CAUTION

If the entry is distance ordered from the aircraft and aircraft

position is not valid, the waypoints appear in the order they

are stored in the Nav Data Base.

Selection of a waypoint is made by pushing the adjacent line select

key, either left or right. Line selection results in returning to the page

from which this page was accessed. The selected desired waypoint is

inserted where the pilot had previously attempted to do so.

If more than six non-unique identifiers exist, the remaining fixes may

be accessed using the

NEXT

PAGE or

PREV

PAGE mode keys. Failure to select a fix

cancels the entry.

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.

3.4-47

STEPS:

A. Type NN in SP

B. 1L on the REF NAV DATA page

G3641-21-094#

Figure 3.4-29

SELECT DESIRED WPT – Page 1/2

STEP:

NEXT

PAGE or

PREV

PAGE

G3641-21-095#

Figure 3.4-30

SELECT DESIRED WPT – Page 2/2

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.

3.4-48

Identifier/Fix Type

The fix identifier and fix type are displayed in the header lines. Fix

types may be any of the following:

APRT ILS NDB MLS

WPT ILSDME VOR VORTAC

TACAN MLSDME LOC

Frequency

The fixes which are navaids, the frequency is displayed in

1L through 6L as appropriate.

Position

The position of each of the fixes is displayed in the 1R through 6R

data fields.

CAUTION

If the desired navaid waypoint is stored in the FMC under

its NAME rather than its coded identifier it will not appear

on the SELECT DESIRED WPT CPU page at all. A more

distant, probably undesired navaid, will appear at the top of

the screen.

Before executing the selection at the top of the screen,

extreme care should be taken to compare the LAT/LON

taken from the Nav Data Base against the LAT/LON shown

by the chart and check that the proposed routing shown on

the map display looks reasonable.

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.

3.4-49

3.4.9 DESCENT FORECASTS The DESCENT FORECASTS page is used to enter forecast winds

and the altitude where thermal anti-icing is turned on to more

accurately define the descent path. The page is access via the

FORECAST> prompt at 5R on the DES page, which is page 3/3

when the VNAV

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mode key is selected.

STEPS:

A. VNAV

B.

NEXT

PAGE to display DES page 3/3

C. 5R FORECAST> prompt

G3641-21-096#

Figure 3.4-31

DESCENT FORECASTS Page

The pilot enters the appropriate descent forecast winds by typing the

winds in the SP and pushing a line select key. The forecast values

may also be uplinked if ACARS is available.

1L TRANS LVL – The Transition Level (TRANS LVL) for the

descent phase of flight defaults to FL180. The value may be

changed by pilot-entry. The value changes automatically when

entering a destination or arrival procedure with a stored transition

level, if a pilot-entry has not already been entered.

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.

3.4-50

This field is used to change descent FMS-MCDU displays

between FLs and feet. Deletion of the transition level is not

allowed.

2L ALT – The wind Altitude (ALT) line permits entry of descent

3L wind altitudes in standard altitude format. An altitude which is

4L equal to one of the altitudes in 2L through 5L is not permitted,

5L that is, only one wind direction is allowed for a given altitude.

The delete function selected into fields 2L through 5L

causes the ALT and WIND DIR/SPD fields to return to dash

prompts.

6L – Pushing the

prompt displays the OFFPATH DES PAGE.

1R TAI/ON ALT – The Thermal Anti-Ice (TAI) field is for a pilotentered altitude below which the use of thermal anti-ice is

expected to be used. The FMC performance function uses the

TAI altitude to make adjustments in the descent profile for a

more cost-effective and accurate descent. Deletion of a pilotentered value returns the field to dash prompts.

2R WIND DIR/SPD – The pilot-entered wind direction and speed,

3R which correspond to the altitudes displayed in 2L through 5L ,

4R and displayed in fields 2R through 5R . Valid entries consist

5R of a wind direction and speed separated by a slash ( / ). Wind

direction is entered in true and is a three-digit value. Valid wind

speed entries, in knots, consist of one- to three-digit values

ranging from 0 to 250.

Leading zeros are optional for speed but required for wind

direction. Initial entries must consist of both speed and direction;

however, subsequent entries may be partial and only the

entered portion is changed. A wind direction only entry must be

followed by a slash ( / ).

6R DES> – Pushing the Descent (DES>) prompt at 6R returns

the display to the DES 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.

3.4-51

3.4.10 Altitude Intervention Altitude intervention is the function of incorporating the MCP altitude

window and knob-push operation with the FMC VNAV flight planning

for “heads-up” operation. For cruise, altitude intervention allows the

pilot to raise or lower the current cruise altitude without using the

MCDU and without confirmation using the

EXEC

key.

3.4.10.1 Cruise Altitude Modification If the MCP altitude is set to an altitude above the current cruise

altitude, pressing the altitude knob changes the current cruise

altitude to the MCP selected altitude.

If the MCP altitude is set to an altitude below the current cruise altitude

but above the first descent constraint, and the aircraft is greater than

50NM from the top-of-descent point, the cruise altitude is lowered to

the MCP selected altitude. If the aircraft is within 50NM of the top-ofdescent, an early descent is initiated consisting of a 1250 fpm

descent until the descent path is intercepted.

3.5-1

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.

3.5 DESCENT The FMS Descent (DES) phase of flight begins when the aircraft

departs the CRZ ALT at the T/D or begins the deceleration segment

prior to reaching the T/D. The DES phase extends to the last

constraint in the descent, known as the End-of-Descent (E/D) point.

The descent path is computed starting at the E/D and projects up to

the cruise altitude. The descent vertical path is calculated to satisfy

decelerations, configuration changes, altitude and airspeed

constraints, forecast winds, preselected descent speeds and other

constraining factors.

The FMS creates a deceleration segment at the T/D point when the

cruise speed is greater than the descent speed. An acceleration

segment is created also to meet speed constraints during the

descent.

A descent path can be one of two types. The first type is an ECON

Descent in which the path is constructed for an optimal descent

speed, subject to defined airspeed/altitude constraints. The second

type is a SEL SPD Descent where the path is constructed to fly a pilotentered speed and still subject to defined airspeed/altitude constraints.

The descent speed is maintained until the intermediate deceleration

point when the aircraft begins to slow to the speed transition altitude,

or speed restriction altitude airspeeds. The FMS default is a speed

transition of 240 kts (a 10 kt buffer so as not to exceed 250 kts) below

10,000 ft. The aircraft decelerates to 240 kts upon reaching the

intermediate deceleration point prior to 10,000 ft.

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The FMC continuously updates the appropriate deceleration distance

from the destination to slow to approach speeds. The approach

phase normally begins at the last descent constraint in the flight plan.

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.

3.5-2

3.5.1 DES Page The DES page is accessed by pressing VNAV

mode key when the

descent mode is active. If the descent mode is not active then the

DES page 3/3 of the vertical navigation pages is displayed by either

pressing

NEXT

PAGE or

PREV

PAGE after the VNAV

key has been selected.

The DES page is used by the pilot to evaluate or revise the descent

path. Available speeds are economy and selected speeds. The DES

page is blank with DES as the title only when there are no altitude

constraints below the cruise altitude.

STEP: VNAV

G3641-21-097#

Figure 3.5-1

ACT ECON DES

Page Title

• Displays the active descent speed. XXXKT if target is a fixed

speed, M.XXX if target is a fixed Mach, or ECON if target is

economy speed which is based on cost index set on PERF INIT

page.

• MCP SPD is displayed if speed intervention is selected on the MCP.

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

placard.

• END OF DES is displayed when E/D waypoint is reached if not

followed by a climb segment.

3.5-3

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.

1L E/D AT – The End-of-Descent (E/D) AT line displays the

altitude and waypoint with the lowest altitude constraint

propagated from the LEG page. Figure 3.5-1 shows the

descent ending at the threshold of runway 34 at YSSY.

If no constraint exists, the page is blank with DES as the page

title. If the E/D constraint is a window constraint the lower

altitude is displayed. The altitude may be followed by “A” at or

above, “B” at or below, or an altitude window.

2L SPD LINE – The speed line displays the command speed

used above all waypoint speed constraints, speed restrictions,

and speed transition altitudes.

Speed and/or Mach may be entered by the pilot and when it is

entered the line title changes to SEL SPD if done manually.

The aircraft flies the constraint speed or the current performance

speed, whichever is less.

The flight scenario displays an ECON speed of 306 at this

stage of the descent into Sydney.

3L SPD TRANS – The Speed Transition (SPD TRANS) displays

10 knots less than the nav data base speed limit at the

destination airport to ensure that the speed limit is not exceeded.

The displayed value is 240/10000 and is automatically shown

if a different value is not in the data base for the destination.

If aircraft is below the SPD TRANS altitude the field is blank.

Deleting this field causes the aircraft to fly an economy or

selected speed if not limited by a waypoint constraint or speed

restriction.

4L SPD RESTR – The Speed Restriction (SPD RESTR) line is

displayed if a valid speed retriction has been entered and the

speed restriction altitude has not been crossed. The data field

contains the restriction speed followed by the speed restriction

altitude.

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.

3.5-4

The altitude must be below the cruise altitude and above the

E/D constraint in 1L and below the current aircraft altitude.

The Calibrated Air Speed (CAS) must be less than the CAS

speed of the first remaining descent segment and be in the

range of 100 to 400 kts. Speed restriction entries that conflict

with the speed transition causes the speed transition displayed

in 3L to be blanked. If an entered speed restriction is then

deleted, a blanked speed transition may be redisplayed.

1R AT – This is the waypoint constraint line that displays the next

descent waypoint constraint. Constraints entered on a RTE

LEGS page by procedure selection or pilot-entry.

The constraints can be deleted here at 1R or on the RTE

LEGS page. The label line may also display HOLD AT (name

of fix), AT VECTORS or AT (INTC).

5R FORECAST> – Selection of this prompt displays the

DESCENT FORECAST page.

6R DES LINE – The Descent (DES) line may display the DES

NOW> prompt or the Descent Direct (DES DIR>) prompt.

DES DIR> – The Descend Direct (DES DIR>) is displayed

when the descent is active and an altitude constraint exists in

the flight plan between the current altitude and the E/D.

Selection of the DES DIR> prompt results in the illumination of

the

EXEC

. Selection deletes all descent constraints above the

MCP altitude window and initiates a descent to reach the MCP

altitude. Upon reaching the MCP altitude, the vertical guidance

function captures the computed vertical path for the selected

mode of descent and meet any remaining descent constraints.

This is illustrated in Figure 3.5-2.

3.5-5

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.

E/D

4000

6000

T/D

DES DIR

EXECUTED

(MCP ALT = 4000)

G3641-21-098#

DIRECT DESCENT (DES DIR)

INITIATED BY:

1. DIALING CLEARANCE ALT

2. PRESSING ’DES DIR’

3. EXEC

RESULTS IN:

1. DIRECT DESCENT TO MCP ALT

2. THROTTLES DORMANT

10,000

Figure 3.5-2

Descend Direct Vertical Path

DES NOW> – The Descend Now (DES NOW>) prompt is

displayed on the descent page when the aircraft is not in active

descent. Pushing 6R with the DES NOW> prompt illuminates

the

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EXEC

key. Pressing the

EXEC

key subsequent to pressing

DES NOW activates the displayed descent profile.

Selection of DES NOW> deletes all climb and cruise constraints and initiates an early descent, that is a descent before

reaching the computed top-of-descent. The vertical path,

which is illustrated in Figure 3.5-3, consists of an approximate

1250 fpm descent rate until reaching the computed path. The

autothrottles go into Throttle Hold (THR HOLD) mode upon

reaching the 1250 fpm descent rate to allow the pilot to readjust

the throttles to change the rate of descent. Upon intersecting

the original descent path, the vertical guidance function captures

the computed vertical path for the selected mode of descent.

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.

3.5-6

EARLY DESCENT (DES NOW)

INITIATED BY:

1. DIALING CLEARANCE ALT

2. PRESSING ’DES NOW’ OR PRESSING THE

ALTITUDE KNOB IF WITHIN 50NM OF T/D

3. EXEC

RESULTS IN:

1. 1250 FPM DESCENT (APPROX)

2. THROTTLES DORMANT

(UNTIL REACHING NEW T/D,

OR TARGET ALTITUDE)

DISPLAYED T/D WHEN

FORCED TO INITIATE

EARLY DESCENT

10,000

E/D

4000

G3641-21-099#

NORMAL T/D (LOCATED AT THE

BEGINNING OF THE DECELERATION

SEGMENT IF ONE EXITS)

T/D

Figure 3.5-3

Descend Now Vertical Path

6L – The Offpath Descent page is displayed

when this prompt is pushed.

3.5-7

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.

3.5.2 OFFPATH DES Page The OFFPATH Descent (DES) page displays information relevant to

a clean or speed brake descent direct to a defined point.

This page can be accessed by using the DES page or the DESCENT

FORECAST page and pushing the 6L .

STEPS:

A. VNAV

Access DES page

B. 6L

G3641-21-100#

Figure 3.5-4

OFFPATH DES 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.

3.5-8

1L DES TO – The Descend To line displays the End-of-Descent

point propagated from the DES page. This line also permits

pilot-entry of any valid nav data base waypoint. Pilot-entries

may be deleted causing the descent fix to return to the DES

page propagated fix.

The center field displays the direct distance to the waypoint

in 1L .

When the aircraft altitude is within 150 ft of the altitude

displayed in 1R , the display defaults to the new End-ofDescent point propagated from the DES page or to box prompts.

2L Speed Line – The ECON or SEL SPD label is displayed with

the appropriate speed in the field. Mach and/or speed can be

entered. A pilot-entered speed causes the label to change to

SEL SPD. Whenever SEL SPD is displayed, an ECON>

prompt is displayed in 5L .

3L SPD TRANS – The Speed Transition (SPD TRANS) displayed

is the transition speed and altitude propagated from the DES

page. This data may be deleted on either the DES page or this

page. Deletion causes this field and header line to blank on

both pages and illuminates the

EXEC

key. Once deleted, the

speed transition is only redisplayed by entering a new cruise

altitude above the nav data base stored altitude.

The field automatically displays 240/10000 if a different value

is not in the nav data base. Deleting causes the aircraft to fly

ECON or SEL SPD if not limited by a waypoint constraint or

speed restriction.

4L SPD RESTR – The Speed Restriction (RESTR) line displays

dashes before a pilot-entry is made. It permits entry of a speed

limit at an altitude higher than E/D altitude. When transitioning

to the limiting speed, dashes are again displayed. The header

and field blank when a valid E/D target is not displayed

in 1L .

3.5-9

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.

5L ECON – ECON is displayed only when SEL SPD is displayed

in 2L .

1R SPD/ALT – The speed/altitude displays the restriction for the

fix in the DES TO line.

2R CLEAN CIRCLE – This displays the distance from the aircraft

to the clean idle descent path displayed in 2C. “Clean” represents the energy circle with no speed brakes, flaps, or gear

down which allows the pilot to reach the constraint flying direct

to the fix displayed in 1L .

Prior to reaching the clean circle the descent can be made

without losing excess energy. Once the clean circle is crossed,

some degree of drag or path extension is necessary to meet

the entered constraint. A negative distance is indicated when

the aircraft has passed the clean energy circle.

3R DRAG CIRCLE – The drag circle displays the distance from

the aircraft to the computed top-of-descent point at the current

altitude for a full speed brake idle descent. The computed

descent path is calculated direct to the fix displayed in

1L , crossing the fix at the speed and altitude displayed in

2L through 4L .

“Drag” represents the energy circle with full speed brakes

applied, no flaps or gear extended, which allows the airplane

to make the constraint at the offpath descent fix. The distance

to the drag circle is not displayed until the aircraft has crossed

the clean energy circle. The constraint speed and/or altitude

can not be met once the aircraft has entered into the drag circle,

without additional drag or path extension.

5R FORECAST> – Selection displays the DESCENT

FORECAST 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.

3.5-10

6R DISPLAY – In the field, the SELECT ON> or SELECT OFF>

prompts are activated by the 6R key.

With the SELECT ON> prompt, the clean circle is displayed on

the ND. After the aircraft penetrates the clean circle the drag

circle is displayed.

SELECT OFF> prompt selection removes the energy circles

from the ND.

3.5.3 A ARRIVALS RRIVALS Page The ARRIVALS page is used to select the desired Standard Terminal

Arrival Route (STAR) or profile descent, approach and transitions

stored in the nav data base. Leaving and returning to the ARRIVALS

page results in a display of all items.

When using the

DEP

ARR key to access the ARRIVALS page, and less

than 400NM from the departure airport or less than halfway along the

active route, whichever is less, arrivals for the departure airport are

displayed. Otherwise, arrivals for the destination are displayed.

The flight scenario to Sydney (YSSY) is used to show the ARRIVALS

page. Since the duration of the flight is well over halfway, the

ARRIVALS page is accessed directly by selection of the

DEP

ARR key.

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STEP:

DEP

ARR

G3641-21-101#

Figure 3.5-5

YSSY ARRIVALS Page

Rev 1 12/96

3.5-11

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.

Page Title

The page title displays the arrival airport identifier and route number.

The scenario displays YSSY Arrivals and RTE 1.

1L STARS – The Standard Terminal Arrival Routes (STARS)/

Profile Descent lines are listed for the YSSY airport. If NONE

is displayed, as it is in this case, then there are no STARS in

the nav data base.

If STARS are listed, pushing the desired line select key selects

a STAR. Once selection is complete a is displayed

beside the selected arrival procedure. All other arrival

procedures are no longer displayed and transitions for the

selected procedure are displayed.

Selecting a procedure deletes any previously selected

procedure.

6L – This prompt allows selection of the DEP/ARR index.

1R APPROACHES – A complete numerical list of approaches

and a complete list of the runways contained in the nav data

base for the arrival airport are listed under Approaches header.

Selection of an approach is made by pushing the adjacent line

select key. The selected approach is then indicated by

or labels. Figure 3.5-6 illustrates the selection of ILS34.

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.

3.5-12

STEP: 3R YSSY Arrivals page 1/3

G3641-21-102#

Figure 3.5-6

YSSY ARRIVALS – ILS34

2R TRANS – The approach Transitions (TRANS) for a selected

approach are now displayed in the right data fields beginning

in 2R on page 1. Selection of an approach transition is made

by selecting the adjacent line select key. The selected approach

transition is indicated by .

The flight scenario selects no approach transition.

6R APPROACH INTERCEPT> – An approach intercept fix is

displayed in flight when an arrival runway or procedure is

selected or is in the active flight plan. Selection of the

APPROACH INTERCEPT> prompt selects the intercept leg to

the approach fix or runway.

It displays a waypoint or approach course for the selected

approach or approach transition. The waypoint sequences

along the approach route as the flight progresses.

The field is blank if no arrival runway or procedure has been

selected, or exists in the active flight plan. The field is blank for

the ARRIVALS page if the arrival airport displayed does not

match the selected approach.

Rev 1 12/96

3.5-13

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.

Following selection of the APPROACH INTERCEPT> prompt,

the RTE LEGS page is displayed and the creation of a flight

plan modification with the intercept approach fix as the active

flight plan waypoint, with a defined intercept course TO the fix.

The LEGS page displays the routing with the approach intercept

fix waypoint as the active waypoint. The intercept in-bound

course to the fix is the same as the course outbound from the

fix to the next fix/runway in the procedure.

For runway only selections, the intercept course is the same as

the nav data base runway heading.

The RTE COPY and ABEAM waypoint prompts are not

displayed on the RTE LEGS page following selection of the

APPROACH INTERCEPT> prompt. Any previously existing

flight plan waypoints are deleted.

NOTE: If a transition exists between a STAR and an approach,

it is entered into the arrival route automatically once

both the STAR and the approach/Initial Approach Fix

(IAF) have been selected.

The YSSY ARRIVALS page shows the C134 INTC> prompt located

at 6R for the approach intercept to the ILS34.

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.

3.5-14

STEPS:

A. 6R YSSY ARRIVALS page.

B. Display changes to MOD RTE 1 LEGS page.

C.

EXEC

G3641-21-103#

Figure 3.5-7

ACT RTE 1 LEGS – C134

The intercept leg into C134 is now the active leg in the flight plan. If

the aircraft is not on the intercept heading an appropriate message

is displayed, “NOT ON INTC HDG”.

Approach Intercept Function – Additional Information

The approach intercept function selection is enabled for the following:

• All published and tailored approaches defined in the nav data base

for the selected destination airport.

• All runway selections with a VFR Approach for the selected

destination airport.

• All runways with an entered Runway Extension Fix distance for the

selected destination airport.

• Arrivals with only the runway selected at the destination airport.

Rev 1 12/96

3.5-15

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.

The default approach fix is determined as follows:

• For published and tailored approaches, the default approach fix is

the first fix for the selected approach.

• For runway selections with a VFR approach, the default approach

fix is the FMC created final approach fix for the selected runway.

• For runway selections with an entered Runway Extension Fix, the

default approach fix is the FMC created runway extension fix for the

selected runway.

• For runway only selections, the runway is considered the default

approach fix.

CAUTION The Approach Intercept Function autotunes the ILS

frequency for the new approach ONLY if the ILS tuning

mode is Auto. If the ILS tuning mode is Manual, then

autotuning is inhibited.

3.5.3.1 VFR Approach A runway can be enabled for VFR approach capability by airline

selection in the nav data base, based upon compatibility with obstacle

clearance limits or procedural requirements. The VFR APPR> prompt

is displayed when a runway is selected without an approach and has

been VFR-enabled in the nav data base.

VFR APPR provides path generation for LNAV and/or VNAV guidance

to the entered runway as an aid to the pilot during a VFR approach.

The FMS creates a path in line with the runway centerline beginning

at a point 50 feet above the runway threshold and extending upward

at the specified flight path angle until it intercepts a plane 2,000 feet

above the runway threshold.

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.

3.5-16

The flight path angle has a default value of 3° but can be varied

between 2.4° and 3.7° by pilot-entry. The path then extends level from

the intersection point at 2,000 feet above runway threshold to a point

8NM from the runway threshold. This point is identifed as the Final

Approach Fix, FAXXX where XXX is the designated runway. This

profile is illustrated in Figure 3.5-8.

帅哥

8 NM

FAXXX

2000 FT

RWXXX

PREVIOUS

WAYPOINT

CONSTRAINT

THRESHOLD 50 FT

FPA

G3641-21-104#

Figure 3.5-8

VFR Approach Profile

Guidance is given to arrive at the Final Approach Fix at a speed of 170

kts, along the path to the 50-foot point above the runway threshold.

The speed can be varied by the crew through the speed intervention

mode or by line selecting the desired speed.

3.5.3.2 Runway Extension Runway extension fixes are pilot-defined waypoints which are in line

with the runway centerline at a specified distance. When a runway is

selected, without an accompanying approach procedure, a runway

extension distance may be entered into 3R “RWY EXT / – –.–NM”

on the destination airport arrivals page. Valid entries are one- or twodigit distances (NM), optionally followed by tenths, ranging from 1.0

to 25.0. Upon entering a distance, the FMC creates a flight plan fix

along the runway centerline at the entered distance. The fix is named

RXYYY where YYY is the designated runway, for example RX34.

3.5-17

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.

The purpose of creating the Runway Extension Fix when a runway is

selected is to provide for entry of an end-of-descent target for VNAV

guidance, particularly when radar vectoring is expected. VNAV

optimizes the descent to arrive at the Runway Extension Fix, in

position for final approach, regardless of vectoring. VNAV guidance

also results in descent to the required crossing altitude followed by

level flight at the specified speed.

3.5.4 Descent Profile The default descent profile is an economy descent to 10,000 feet

followed by a 240 kt CAS speed descent. The pilot may, however,

change the default descent profile by entering any speed and/or

altitude restrictions required to meet ATC clearances. If the airplane

reaches the limit speed, such as an unforeseen tailwind, the aircraft

departs the vertical path (VNAV PATH mode) and command a speed

target (VNAV SPD). The DRAG REQUIRED and THRUST

REQUIRED messages are displayed to advise the pilot of speed

changes required to maintain the descent path. Figure 3.5-9 illustrates

a descent profile.

DRAG REQUIRED

MESSAGE DISPLAYED

IF AIRPLANE REACHES AIRSPEED

LIMIT, AIRPLANE LEAVES PATH

AT NEAR LIMIT SPEED (VNAV SPD) TAILWIND

T/D

ECON SPD

DECEL SEGMENT

240 KT

4000A

10,000 FT

170/1800

E/D

T/C

G3641-21-105#

MISSED

APPROACH ALT

VNAV

PATH

VNAV

SPD

VNAV

PATH

Figure 3.5-9

Descent Profile

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.

3.5-18

3.5.5 Altitude Intervention Altitude intervention is the function of incorporating the MCP altitude

window and knob-push operation with the FMC VNAV flight planning

for heads-up operation. For descent, altitude intervention allows the

pilot to delete constraints, perform altitude level offs, and resume

descent.

3.5.5.1 Constraint Deletion If the aircraft is actively descending, the pilot may dial the MCP

altitude window to an altitude below the current altitude and delete

descent constraints. Each time the MCP altitude knob is pushed the

next descent constraint below the current altitude and above the MCP

altitude is deleted.

3.5.5.2 Altitude Level Of Off/ f/ Resumption If the altitude window is set to an altitude between the current aircraft

altitude and the end-of-descent constraint, the aircraft levels off at the

MCP altitude. The descent may be resumed by dialing the altitude

window to a lower altitude and pressing the altitude knob on the MCP.

Rev 1 12/96

3.6-1

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.

3.6 APPROACH The approach section describes the reference information available

for approach. This information consists of the APPROACH REF page

and Navigation Radio tuning on the NAV RADIO page.

3.6.1 APPROACH REF Page The APPROACH REF page is accessed by pressing

INIT

REF when the

aircraft is airborne or via the

INDEX page.

The APPROACH REF page provides data relative to the

approach profile.

STEP:

INIT

REF

G3641-21-106#

Figure 3.6-1

APPROACH REF – YSSY

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.

3.6-2

1L GROSS WT – The Gross Weight (WT) line displays FMC

instantaneous computed aircraft gross weight, or a pilotentered gross weight value. Manually entered gross weight is

replaced by instantaneous computed gross weight upon leaving

the page.

The weight is displayed in thousands of pounds or metric tons,

based upon the kilogram PERF FACTORS option code.

Pilot-entered gross weights to 1L are for approach reference

speed computation only and does not affect the airplane gross

weight or the values displayed on the PERF INIT page.

4L Runway Length Line – The origin or destination airport and

runway are displayed in the 4L header. The orgin runway

information is displayed until the aircraft is more than halfway

to the destination or the aircraft is more than 400NM from the

orgin runway, at which point the destination runway information

data is displayed.

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The 4L data field contains the runway length in feet and

meters. The flight scenario illustrates this by displaying a

landing in YSSY on runway 34 which is 12,999 feet long or

3962 meters long.

NOTE: No data can be entered, selected, or deleted from 4L

and the display is cleared at flight completion.

6L – Pushing it displays the INIT/REF INDEX page.

1R FLAPS/VREF – The reference speeds (VREF) for up to three

2R flap settings can be displayed in 1R through 3R . The refer3R ence speeds are computed from the performance data base

on the gross weight in 1L . If the performance data base

contains less than three flap references, fields 2R and/or 3R

are blank. Although these VREF values are not displayed on

the speed tape, they may be down-selected and entered into

4R to provide a speed tape reference. Entry and deletion of

fields 1R through 3R are not permitted.

Rev 1 12/96

3.6-3

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.

4R FLAP/SPEED – The field initially displays dashes until data is

entered. The pilot may enter a speed or flap setting/speed to

indicate which speed is to be used for landing.

The 30°/136 kt was selected in 4R for the YSSY landing using

the following steps on the APPROACH REF page.

STEPS:

A. 2R down-selects into SP

B. 4R up-selects information from SP

Deletion of a pilot-entered value returns the display to dashes

at 4R .

6R THRUST LIM – Pushing this LSK displays the Thrust Limit

(LIM) page.

3.6.2 Radio Tuning The radio tuning function is handled automatically by the FMC, or

may be operated manually using the radio tuning control panel on the

NAV RADIO page. Tuning capabilities are provided for VOR, ADF,

ILS, and MLS receivers. In the event of FMC failure, radio tuning is

handled by the MCDU using pilot-selected stations or frequencies.

Additional information on Degraded Performance is in Section 4.

3.6.3 NAV RADIO Page The NAV RADIO page is accessed by pressing

NAV

RAD mode key, when

the FMC is the tuning source. The purpose of the NAV RADIO page

is to display current radio information and provide tuning capability for

TACAN, VOR, ADF, ILS, and MLS receivers.

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.

3.6-4

STEP:

NAV

RAD

This step displays a typical NAV RADIO page with the TACAN tuning

feature disabled.

G3641-21-107#

Figure 3.6-2

NAV RADIO Page

1L VOR L/VOR R – The VOR frequency information for the cur1R rently tuned stations is displayed in 1L and 1R respectively.

Valid entries are VOR and non ILS DME station identifiers or

VOR frequencies or identifier (frequency)/course.

Tunes the associated DME frequency in the respective radio.

The field displays frequency, identifiers, and the tuning status.

The tuning status are indicated by the following:

• “A” – Auto. The navaid has been selected by the FMC for

the best position updating geometry.

• “M” – Manual. The displayed station or frequency is pilotentered.

• “R” – Route. The FMC selected navaid is the next VOR,

previous VOR, or a downpath VOR on the active route and

within 250NM of the current aircraft position. This feature is

only operational when enabled on the PERF FACTORS

page.

3.6-5

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.

• “P” – Procedure. The FMC selected navaid is required by

the active flight plan procedure.

• All tuning status symbols are displayed in SMALL font.

• Deletion of a manual tuned frequency and/or station results

in the corresponding channel reverting to autotuning in both

FMCs and the corresponding VOR course being cleared.

2L CRS/RADIAL L/R – The VOR Course (CRS)/Radial line

2R displays VOR course and radial for the selected VORs. Valid

entries are course or VOR identifier (frequency)/course.

The VOR course may be entered when a course or dashes are

displayed. Course information is not displayed for autotuned

navaids. Deletion of field 2L or 2R while a course is displayed

clears the displayed course.

The actual VOR radial received from the corresponding VOR

receivers are displayed in 2C. If a VOR radial is invalid, the

corresponding radial display is blank. Entries or deletions are

not possible.

3L ADF L/ADF R – ADF tuning information is displayed in 3L

3R and 3R . Frequency display is followed by BFO or ANT for the

corresponding tuning modes of BFO or ANT. For the ADF

mode, no suffix is displayed, and it is also the default mode.

Valid entries are three- or four-digit values optionally followed

by a decimal point and tenths-digit. Entries are allowed into

dash prompts or over existing ADF frequencies. The ADF

frequency may optionally be followed by “A” to indicate ANT

mode, or by “B” to indicate BFO mode. Likewise, if the current

mode is BFO, “A” may be entered without a frequency to

change the mode to ANT. If the mode is either ANT or BFO, a

deletion causes the mode to return to ADF (no suffix displayed).

Any other attempt to delete an ADF frequency is not allowed.

NOTE: ADF frequencies are NOT tuned automatically. The

frequency must be manually entered.

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.

3.6-6

4L ILS – MLS – Valid entries displayed in 4L are ILS frequency

and front course, or front course with frequency already

entered, or the MLS channel and azimuth, depending on which

is being used.

The display is initialized to PARK. When an ILS, LOC, Back

Course approach or an ILS/LOC runway is entered in the active

flight plan, the appropriate frequency/course is displayed in

SMALL font with a caret followed with PARK This display

becomes active when the aircraft is within 200NM of the topof-descent or the aircraft is more than halfway along the active

route, whichever represents the lesser distance to destination.

When a valid frequency is manually or autotuned, PARK is

removed and the frequency/course display appears in LARGE

font. The pilot may select the SMALL font display in order to

manually tune the ILS.

The FMC autotunes the ILS/MLS associated with the active

flight plan destination runway when the aircraft is within 50NM

of top-of-descent or within 150NM direct distance of the

runway threshold (whichever is greater) or when active in

descent.

Remember PARK indicates that the ILS tuning is not active, it

is in a standby condition waiting for the proper conditions to

become active.

The tuning status following the frequency/course is “A” for

autotuning, “M” for manual tuning , and “PARK” for selected but

standby condition.

帅哥

NOTE: Autotuning will NOT override manual tuning and deletion

of a manual tune frequency allows autotuning.

3.6-7

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.

ILS receivers are inhibited from manual or automatic tuning

when any of the following conditions occur:

• An autopilot engaged and either the localizer or glideslope

is captured.

• No autopilot engaged and a flight director engaged, either

localizer or glideslope captured, and the aircraft is below 500

feet RA.

• On the ground and localizer is alive, with airplane heading

within 45 degrees of localizer front course, and ground

speed greater than 40 knots.

NOTE: Autotuning is inhibited for ten minutes after takeoff.

6L PRESELECT – The tuning preselect fields in 6L and 6R

6R allow the pilot to preselect an entry for any field on the NAV

RADIO page. This preselection process allows the pilot to prestore an entry prior to actually making the tuning change. Once

preselected, the entry may be down-selected into the SP and

then entered in the appropriate field on the NAV RADIO page.

Valid entries are any valid tuning entry.

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.

3.6-8

3.6.4 Autotuning The autotuning portion of the FMC navigation function reduces

cockpit workload required to tune navigation stations. The FMC

calculates its position in a manner that yields the most accurate

position. Autotuning, in conjuction with the IRS system, selects

position updating in the following order of preference:

• IRS/LOC or IRS/MLS (on approach only)

• IRS/DME/DME (RHO-RHO)

• IRS/DME/VOR (RHO-THETA)

• IRS only

The autotuning (radio update) mode is indicated in the lower right

corner of the ND in MAP and MAP CTR selections. The following

abbreviations are used on the ND:

• DD for DME/DME updating

• VD for VOR/DME updating

• LOC for Localizer updating

3.6.4.1 DM DME/ E/ DME DME/DME (RHO-RHO) updating uses the distance values obtained

from two DME stations and the navigation data base stored positions

for the stations to triangulate the airplane position. The FMC selects

the two best DME/DME pairs from the nav data base (based on

desired geometry with the airplane) and tunes the stations in four of

the directed-scan DME channels. The scanning function of the DME

radios is used to validate signals from DME stations prior to tuning.

3.6.4.2 VO VOR/ R/ DME VOR/DME (RHO-THETA) updating uses the distance and bearing

information from a single VOR/DME station. The bearing and distance

information, along with the nav data base stored position for the

station, are used to calculate the aircraft position.

Rev 1 12/96

3.6-9

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.

3.6.4.3 IL ILS/ S/ MLS ILS updating uses the localizer centerbeam to update the aircraft

position. ILS/MLS autotuning is only available on approach, and only

when the active flight plan destination runway and approach procedure

is appropriate for the ILS/MLS station. In addition, autotuning only

takes place when the aircraft is within 25NM (direct distance) of the

localizer, or within 10NM of the approach leg if it is less than 40NM

from the runway.

Section 4

4-1

Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.

ADVANCED FLIGHT

PLANNING

This section contains, Waypoints, FMC Waypoint Abbreviations,

Polar Operations, Holding Patterns, and Use of Wind Information in

the FMC.

4.1 PILOT PILOT--DEFINED W WA A AYPOINTS YPOINTS Waypoints are specified as: navigation data base waypoints or pilotdefined (non-nav data base) waypoints.

Pilot-defined waypoints include the following:

• Place Bearing/Distance

• Place Bearing/Place Bearing

• Along Track

• Latitude/Longitude

• Course Intersection

Generally, waypoints are entered in the SP, then moved to the

desired location by pressing the appropriate LSK. If a waypoint entry

is line selected in an invalid format, the “INVALID ENTRY” message

is displayed. If a waypoint entry referring to an identifier is not present

in the nav data base line selected, the message “NOT IN DATA

BASE” is displayed.

4.1.1 PBD/PBD and PB/PB Waypoints entered as a Place Bearing/Distance (PBD) or Place

Bearing/Place Bearing (PB/PB) are identified by the first three

characters of the entry followed by a two-digit sequence number.

Example:

SEA330/10 becomes SEA01

SEA330/OLM020 becomes SEA02

4 ADVANCED FLIGHT PLANNING

4-2

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 4.1.2 Along Track Along track waypoints are entered using the waypoint name followed

by a slash ( / ) and minus (–) sign or no sign, then the mileage offset

for the newly defined waypoint. The created waypoint is then inserted

over the original waypoint. The distance offset must be less than the

distance between the original waypoint and next (positive value) or

preceding (negative value) waypoint. Latitude and longitude waypoints

cannot be used to create along track waypoints.

Example:

ELN/25 would be 25 miles after ELN on the present route.

ELN/–30 would be 30 miles before ELN on the present route.

4.1.3 Latitude/Longitude Waypoints entered as a latitude and longitude are displayed in a

seven-character format. Latitude and longitude waypoints are entered

with no space or slash between latitude or longitude entries. Leading

zeroes must be entered. All digits and decimal points (to one-tenth

minute) must be entered unless the latitude or longitude is in full

degrees. Example: N47° W008° would be entered as N47W008 and

displayed as N47W008. Example: N47°15.4" W008°3.4" would be

entered as N4715.4W00803.4 and displayed

as N47W008.

Latitude or Longitude reporting waypoints are entered as latitude or

longitude followed by a dash, then the increment chosen for the

multiple waypoints. Example: W060-10 adds waypoints starting at

W060 in ten-degree increments from that point to the destination.

The entry must be made on a RTE LEGS page on the line prior to the

first desired reporting point. Normally, this entry is made on the active

waypoint line and proper sequencing is performed by the FMC.

Rev 1 12/96

4-3

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.

4.1.4 Airway Crossing Fixes Airway crossing fixes are entered as a five-character waypoint name

or by entering consecutive airways on the RTE page. In the latter

case, the display is an X followed by the second airway name. For

example: entering J70 on the VIA line of the RTE page causes box

prompts to display opposite on the same line. Leaving the box

prompts empty and entering J52 on the next VIA line, directly below

J70, causes the FMC to compute the intersection of the two airways

and replace the boxes with the waypoint identifier, XJ52.

4.1.5 Summary of Pilot Waypoint Construction Table 4.1-1

Pilot Waypoint Construction

TYPE OF

WAYPOINT

CDU PAGE AND

VALID ENTRY

INVALID

ENTRY

EXAMPLES

Navigation

Data Base

RTE or LEGS

Navaid, Airport,

Waypoint, Runway

NOT IN

DATA BASE

Navaid: BAE, TOTNB

Airport: YSSY

Waypoint: AUGER

Runway: RW30R

RTE or LEGS

Navaid, Waypoint

Runway Fix, LOM,

MM, Lat/Long

DEN090/70

OBK274/61

Place Bearing/

Distance

Place Bearing/

Place Bearing

RTE or LEGS

Navaid, Waypoint

Lat/Long, Distance

Greater than 700 NM

From Either Fix

ORD125/CGT097

SFO360/CCR090

Latitude/Longitude RTE or LEGS

Leading Zeros

Required

If Lat or Long Contains

Minutes, Both Lat and

Long Must Have

Trailing Zeros

N45W165

N3728.0W13309.0

N3750.0W12500.0

Along Track

Waypoint

LEGS

Waypoint Must Exist

on LEGS Page.

(-) is Prior to

Waypoint

Cannot Coincide or

Extend Beyond

Another Existing

Waypoint

SFO/-35

DEN/30

Crossing

Lat or Long

LEGS

Route Crosses

that Lat/Long

Route Does Not

Cross the Lat/Long

W123, N05

Interval

Lat or Long

LEGS

Route Crosses that

Lat or Long

An Interval Greater

than 20 Degrees

W130-5

S05-10

Airway

Intersection

RTE

Airways that

Intersect

Airways that

Do Not Intersect

VIA TO

J70

J70

J204

LWT

XJ204

MLS

G3641-21-108#

Rev 1 12/96

帅哥

4-4

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 4.2 CONDITIONAL W WA A AYPOINTS YPOINTS Conditional waypoints are automatically entered in a route as a result

of selecting a procedure on a DEPARTURES or ARRIVALS page.

Conditional waypoints cannot be manually entered. These waypoints indicate when an event occurs and are not at a geographically

fixed position.

There are five types of conditions: passing an altitude, flying a

heading to a radial or DME distance, intercepting a course, and

heading vectors. Altitude and course intercept conditional waypoints

are displayed on the MCDU inside parenthese ( ) marks.

The legend VECTORS on a LEGS page denotes a conditional leg

under ATC heading instructions. When released from ATC vector

control, the FMS uses LNAV HEADING HOLD to intercept the active leg.

4-5

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.

180 HDG

TO

1000 FT

140 HDG

TO

ABC 180

CDE

ABC

180

280

310 FOR

VECTORS

TO CDE

20 NM

090 HDG TO 20 DME

FROM ABC

BCD

020 HDG

TO INTC

340 TO BCD

G3641-21-109#

o

o

o

o

o

o

o

o

o

Figure 4.2-1

Conditional Waypoints

4-6

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 4.3 FMC ABBREVIA ABBREVIATIONS TIONS Waypoints located at un-named runway-related fixes are identified

by adding a two-letter prefix to the runway number. The following

abbreviations are used with the runway number if a single approach

exists to that runway:

A (+ an alpha) Step Down Fix

BM Back Curve Marker

CF Final Approach Course Fix

IF Initial Approach Fix

FA VFR Approach Fix

FF Final Approach Fix

OM Outer Marker

MM Middle Marker

IM Inner Marker

RX Runway Extension Fix

RW Runway Threshold

MA Missed Approach Point (not runway)

MD Minimum Descent Altitude

TD Touchdown Point Inboard of Threshold

Examples:

(ILS 28L)

CF28L, FF28L, RW28L

Rev 1 12/96

4-7

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.

The following abbreviations are used with the runway number if

multiple approaches exist to that runway (parentheses under the

waypoint type are included to compare with abbreviations above):

WAYPOINT TYPE NDB (N) MLS RNAV

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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 4.4 POLAR OPERA OPERATION TION This section identifies operation unique to the polar region for the

magnetic/true reference and for the IRS mode.

4.4.1 Magnetic/True Reference Selection of magnetic or true reference is normally selected by the

HDG TRUE/NORM switch located above the upper EICAS display.

However, the reference is automatically changed to true, independent

of the position of the HDG TRUE/NORM switch, when the aircraft is

operating in the region above N73° or below S60° latitude. Upon

leaving this region, the heading reference is again determined by the

position of the HDG TRUE/NORM switch. When operating in the true

reference mode, bearing information entered by the pilot is assumed

to be a true bearing reference.

4.4.2 Polar IRS Navigation This section describes FMC navigation using the IRS when entering

or leaving the polar region. For the purpose of navigation, the FMC

position is considered to be in the polar region if its latitude is greater

than 84°, or if its latitude is greater than 83.5° after having been

greater than 84°.

When the computed aircraft position enters the region above N84°,

or the region below S84°, each FMC downmodes from the triple-mix

IRS position to a single IRS position. The “SPLIT IRS OPERATION”

message is displayed to inform the pilot the FMC has changed from

triple-mix to split IRS position updating.

Each FMC selects the corresponding valid IRS. For the left FMC, the

order of selection is left, center, and right. For the right FMC, the order

is right, center, and left. The IRS selection may be checked on the

POS REF page. The two IRS positions chosen are those exhibiting

the least distance between them following comparison of each IRS

position with the other two.

4-9

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.

The FMC navigation function gradually changes the computed FMC

position from the triple-mix position to the single IRS position to

prevent sudden position jumps. Ultimately the FMC position is equal

to the single IRS position. The rate at which the position difference is

eliminated is chosen to minimize aircraft maneuvers and map “jumps”

while still ensuring all differences are eliminated upon reaching the

pole for the worst case condition of flying directly North or South at

maximum ground speed.

When the computed aircraft position of both FMCs is between N83.5°

and S83.5° latitude, the FMC returns to triple-mix IRS position

updating. There is no instantaneous change in either FMC position

when returning to triple-mix mode. Any differences existing between

the mixed IRS position and either FMC position is washed out at the

same rate used for previous 84° latitude crossing.

If the triple-mix is not available (i.e., only one or two IRUs are valid),

the “SPLIT IRS OPERATION” message is displayed. The POS REF

page indicates the single or triple-mix IRS position.

If there is a detected IRS failure while the FMC position is greater than

89° North or South latitude, the FMC position immediately becomes

the IRS position.

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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 4.5 HOLDING P PA A ATTERNS TTERNS This section is an in-depth look at holding patterns and how the FMC

computes and calculates the holding pattern.

4.5.1 Types of Holding Patterns There are three types of holding patterns:

1. Patterns terminated by reaching a specific altitude (referred to as

altitude terminated).

2. Patterns terminated by crossing the hold fix the first time after

entering the hold (referred to as fix terminated).

3. Patterns terminated manually (referred to as manually terminated).

All three types may exist in terminal area procedures extracted from

the navigation database and thus can be accessed by the pilot. Only

manually terminated holds may be created via the FMC HOLD page.

Altitude terminated and fix terminated holds cannot be created via the

FMC HOLD page.

The altitude for altitude terminated holds is an AT or ABOVE

constraint; therefore, altitude terminated holds only occur in climb.

The FMC remains in the holding pattern until the AT or ABOVE

constraint is met. If the aircraft is already at or above the specified

altitude upon reaching the holding fix, the hold is not flown. Upon

reaching the altitude constraint, the FMC enters the exit armed state,

adjust the holding pattern size to provide the shortest route to the hold

fix, and exits the hold the next time the hold fix is crossed.

Fix terminated holds are allowed in all flight phases but are usually

encountered in descent. This type of hold consists of only one loop

(or partial loop) around the pattern and the FMC exits the hold upon

crossing the hold fix the first time after entering the hold. No special

displays are used to alert the pilot the hold is terminated.

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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.

Manually terminated holds are allowed in all flight phases. The pilot

must manually terminate this hold by selecting line 6R (EXIT HOLD

prompt) on the FMC HOLD page. Upon selecting line 6R , the FMC

enters the exit armed state, adjusts the holding pattern size to provide

the shortest route back to the hold fix, and exits the hold the next time

the hold fix is crossed.

If a direct-to is executed while in any type of hold, the FMC exits the

hold immediately.

4.5.2 Creation and Modification of Holding Patterns Pilot-generated holding patterns are created on the ACT RTE HOLD

page which can be accessed by selecting the HOLD

mode key on the

CDU. If a hold does not already exist in the flight plan, this action

displays the ACT RTE LEGS HOLD AT page which allows the pilot

to specify a desired fix for the hold by entering the fix in line 6L or to

define a present position hold by selecting line 6R (PPOS prompt).

If one or more hold(s) already exists in the flight plan when the HOLD

mode key is pressed, the ACT RTE HOLD page is displayed which

shows the characteristics of the nearest hold in the flight plan. The

pilot may access the ACT RTE LEGS HOLD AT page, by selecting

line 6L (NEXT HOLD prompt). If more than one hold exists, the pilot

may access the next nearest hold in the flight plan by selecting the

NEXT

PAGE key.

Line 1L of the hold page displays the fix at which the hold is defined.

The holding quadrant and radial are displayed in line 2L of the hold

page. The quadrant abbreviations are N, NE, E, SE, S, SW, W, NW.

Line 3L of the hold page defines the inbound course and turn

direction of the hold. For manually terminated holds, the inbound

course defaults to the leg course of the leg preceding the hold fix and

the turn direction defaults to right. The holding pattern’s straight leg

size is defined by either its length or the time spent flying wings level.

Line 4L defines the leg time and line 5L defines leg distance. Leg

time and leg distance are mutually exclusive; an entry in either erases

the value in the other. The FMC defaults to leg time. The leg time

defaults to 1 minute at or below 14,000 feet and 1.5 minutes above

14,000 feet. The altitude used to compare to 14,000 is determined as

follows: