Boeing 747-400 Flight Management System Pilot’s Guide

帅哥

4-12

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

B747-400 FMS PILOT’S GUIDE • If the holding pattern is in the FMC climb or descent segment, use

the constraint altitude on the hold. If a constraint altitude does not

exist on the hold, use the constraint altitude on the flight leg prior

to the hold. If neither exist, use 1 minute.

NOTE: If a window constraint is defined, the upper altitude is

used for comparison.

• If the holding pattern is in the FMC cruise segment, use the cruise

altitude. If the cruise segment is undeterminable because the

PERF INIT data has not been entered, use 1 minute.

Line 1R displays the speed and altitude targets for the hold. If the

values are SMALL font, they are the FMC predicted values for the hold.

If the values are LARGE font, they are the constraint values defined

for the hold. For manually terminated or fix terminated holds, the pilot

may enter both an altitude and speed constraint for the hold. Speed

only constraints are not allowed but an altitude only constraint may be

defined. If an altitude constraint already exists, a speed constraint

may be added separately. Line 2R displays the predicted time the

aircraft is to cross the next holding fix. Line 3R allows entry of an

Expected Further Clearance (EFC) time; entry time and line 5R

displays the FMC computed best hold speed. Hold available time is

only computed for manually terminated holding patterns.

4.5.3 Display of Holding Patterns There are two types of displays for holding patterns: a SMALL symbol

which does not change size as aircraft dynamics (e.g., aircraft speed,

wind direction and magnitude, etc.) change and a LARGE symbol

which changes size as aircraft dynamics change. The SMALL symbol

is used when the map scale is greater than 80NM or anytime the hold

fix is not the TO fix (i.e., the holding fix is WHITE). The LARGE symbol

is used when the hold fix is the TO fix (i.e., the holding fix is

MAGENTA) and the map scale is less than or equal to 80NM.

The displayed holding pattern size may change when crossing the

holding fix. This is especially true of the first hold fix crossing during

descent flight phase patterns without a deceleration segment

(reference section on deceleration segments for a description of

FMC commanded deceleration segments).

4-13

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.

4.5.4 Calculation of Holding Pattern Size The holding pattern size is first calculated when the holding pattern

fix becomes the TO fix (i.e., the fix changes from WHITE to MAGENTA).

If the FMC performance function is initialized (i.e., data has been

entered on the PERF INIT page), the holding pattern turn radius is

calculated by assuming a 25° bank angle at the aircraft’s current

ground speed plus the absolute magnitude of the wind vector. If the

FMC performance function is not initialized, the speed used is the true

airspeed from the ADC plus the absolute magnitude of the wind

vector. After the initial computation, the pattern size is computed

again each time the aircraft crosses the holding fix; the holding

pattern turn radius is calculated by assuming a 25° bank angle at a

ground speed equal to the true airspeed equivalent of the FMC

holding command speed plus the absolute magnitude of the wind

vector. The FMC holding command speed is determined using the

following priority:

• If speed intervention is being used, the FMC command speed is

the MCP speed. Otherwise, if the pilot has entered a constraint

speed for the hold on either the ACT RTE HOLD page or the ACT

RTE LEGS page, the lesser of the pilot-entered constraint speed

or best hold speed limited by Vgmin is used. Otherwise, the FMC

computed best hold speed limited by Vgmin is used.

NOTE: Upon initial entry of a holding pattern while in descent,

the FMC command speed may be the active descent

speed (e.g., ECON speed) if a deceleration segment

has not been constructed (reference section on

deceleration segments).

The hold turn radius is limited to ensure compliance with protected

airspace limitations as defined by the FAA and ICAO.

If a leg time is used, the leg distance is calculated using the leg time

divided by 60, times a ground speed (equal to the true airspeed

equivalent of the FMC holding command speed plus the wind vector

along the inbound course) or times the true airspeed from the ADC

plus the wind vector along the inbound course if the FMC performance

function is not initialized.

Rev 1 12/96

4-14

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 4.5.5 Deceleration Segments While in climb or cruise, the FMC decelerates to the FMC holding

command speed prior to entering the hold. While in decent,

deceleration to the FMC holding command speed prior to entering the

hold only occurs when there is an altitude constraint on the hold.

Therefore, if the hold does not already have an altitude constraint, the

pilot must manually enter one via line 1R on the ACT RTE HOLD

page or on the holding pattern fix on the ACT RTE LEGS page for

FMC commanded deceleration to occur prior to entering the hold.

4.5.6 Holding Pattern Entry Types The aircraft must cross the hold fix before the FMC proceeds with

guidance commands to enter the hold. The FMC uses three types of

holding pattern entry: parallel, teardrop, and direct entry. The type of

entry is determined by the aircraft course when crossing the holding fix.

Parallel entries are constructed with a leg parallel to the inbound

course and a 180° turn towards the hold fix. After the turn, LNAV

captures the inbound course. The length of the parallel leg is 2.41

times the turn radius; the cross track distance of the leg is determined

by LNAV control using course angle error and ground speed when the

hold fix is crossed.

Teardrop entries are constructed with a leg from the hold fix on a

course 40° offset from the reciprocal of the inbound course and a

180° turn toward the inbound course. The distance of the teardrop leg

is 2.95 times the turn radius. After the turn, LNAV captures the

inbound course.

帅哥

Direct entries do not have defined segments. LNAV captures the

inbound course or the outbound leg depending on aircraft course

when crossing the hold fix.

4-15

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.

4.5.7 Holding Pattern Guidance in Climb During the climb phase, the FMC does not issue guidance commands

to descend. While in the holding pattern, LNAV guidance commands

up to 30° of bank angle to track the lateral path. All types of holding

patterns are allowed in the climb flight phase. For altitude terminated

holding patterns, the hold is flown until the AT or ABOVE constraint

is met. If the aircraft is already above the constraint before reaching

the hold fix, the hold is not to be flown.

The remainder of this discussion concerning holding pattern guidance

in the climb flight phase is focused on fix terminated and manually

terminated holding patterns.

If the hold is constrained by an AT or BELOW constraint, the FMC

climbs until reaching the constraint or the MCP altitude, whichever is

lowest. If the aircraft is already above the constraint or the MCP

altitude when VNAV is engaged, the FMC levels off at the current

aircraft altitude. If the hold is constrained by a window constraint, the

FMC climbs until reaching the upper altitude constraint or the MCP

altitude whichever is lowest. If the aircraft is already above the upper

altitude constraint or the MCP altitude when VNAV is engaged, the

FMC levels off at the current aircraft altitude. If the hold is constrained

by an AT or ABOVE constraint, the FMC climbs until reaching the

cruise altitude, the next AT constraint, the next AT or BELOW

constraint, or the MCP altitude, whichever is lowest. If the hold is not

constrained, the FMC climbs until reaching the cruise altitude, the

next AT constraint, the next AT or BELOW constraint, or the MCP

altitude, whichever is lowest.

4.5.8 Holding Pattern Guidance in Cruise While flying holding patterns in the cruise flight phase, LNAV guidance

commands up to 30° of bank angle to track the lateral path. Only fix

terminated and manually terminated holding patterns are allowed in

the cruise flight phase. The hold is always at the cruise altitude and

all types of altitude constraints are allowed but cannot be above the

cruise altitude. However, if a constraint is entered on the hold which

is below the cruise altitude, the FMC enters the descent flight phase.

4-16

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 4.5.9 Holding Pattern Guidance in Descent While flying in the descent flight phase, the FMC does not issue

guidance commands to climb. While in the holding pattern, LNAV

guidance commands up to 30° of bank angle to track the lateral path.

Only fix terminated and manually terminated holding patterns are

allowed in the descent flight phase. The following discussion assumes

the MCP altitude is set below the descent path altitude and all

constraint altitudes. While in descent, the FMC always captures the

MCP altitude when descending from above the MCP altitude and

levels off at the current aircraft altitude if VNAV is engaged when the

aircraft is below the MCP altitude.

If the hold is constrained by an AT or BELOW constraint, the FMC

descends until reaching the constraint or the descent path altitude

whichever is lowest; if the aircraft is already below the constraint and

the descent path altitude when VNAV is engaged, the FMC levels off

at the current aircraft altitude. If the hold is constrained by a window

constraint, the FMC descends until reaching the lower altitude

constraint or the descent path altitude whichever is highest. If the

aircraft is already below the lower altitude constraint when VNAV is

engaged, the FMC levels off at the current aircraft altitude. If the

descent path altitude at the hold fix is above the upper altitude

constraint, the FMC descends until reaching the upper altitude

constraint. If the hold is constrained by an AT or ABOVE constraint,

the FMC descends until reaching the constraint altitude or the

descent path altitude whichever is highest. If the aircraft is already

below the constraint when VNAV is engaged, the FMC levels off at the

current aircraft altitude. If the hold is not constrained, the FMC

descends until reaching the descent path altitude. If the aircraft is

already below the descent path altitude when VNAV is engaged, the

FMC levels off at the current aircraft altitude.

4-17

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.

4.6 FMC FLIGHT PLAN WIND USAGE This section covers wind entry and propagation, effect of flight plan

wind modifications, wind mixing, and winds and step climbs.

4.6.1 Entry and Propagation of Forecast Winds To ease the discussion of wind propagation, this paper references a

typical flight plan. The flight plan consists of the origin, ten waypoints

and the destination. The climb flight phase contains waypoints A and

B. The cruise flight phase contains waypoints C, D, E, F, G, and H.

The descent flight phase contains waypoints I and J. First, the

discussion addresses the initial entry and propagation of wind data.

Propagation and entry of wind values are the same for climb and

cruise flight waypoints. While in EFIS map mode, selecting line 6R

(RTE DATA) on any RTE LEGS page provides access to the RTE

DATA page. Selecting a waypoint on the RTE DATA page provides

access to the WIND page. The WIND page provides wind entry

capability for up to four altitudes. The same four altitudes are applied

to all waypoints in the flight plan. Winds entered on this page are

propagated forward through the flight plan to the next wind entry. The

first wind entry at each respective altitude is also propagated backward

to all preceding waypoints in flight plan. Considering these rules for

entry and propagation of wind data, reference Figure 4.6-1 for an

example of a typical flight plan.

帅哥

Rev 1 12/96

4-18

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 FL400

FL350

FL300

FL250

ORIG

200/120

180/110

100/85

050/60

T/C T/D

DEST

1 2

3 4

A B

200/120

180/110

100/85

050/60

200/120

180/110

100/85

050/60

200/120

180/110

100/85

050/60

200/120

150/120

080/90

050/60

200/120

150/120

080/90

050/60

200/120

150/120

120/95

050/60

200/120

150/120

120/95

050/60

200/120

150/120

120/95

050/60

200/120

150/120

120/95

050/60

WPT A WPT B WPT C WPT D WPT E WPT F WPT G WPT H WPT I WPT J

G3641-21-112#

LARGE FONT (200/120)

SMALL FONT (180/110)

= PILOT ENTRY OF WIND

= PROPAGATION OF WIND ENTERED BY PILOT

Figure 4.6-1

Entry & Propagation of Winds in Climb & Cruise Phase

The wind entry at FL400 is entered on waypoint H. Although this wind

is entered at the end of the cruise flight phase, it is the only wind

entered at FL400; therefore, the wind entry is propagated backward

to waypoints A, B, C, D, E, F, and G and forward to waypoints I and

J. At FL350 there are two wind entries. The first one is at waypoint B

and is propagated backward since it is the first wind entry at FL350;

it is also propagated forward to waypoint D. The wind entry at

waypoint E is propagated forward to the remaining waypoints. At

FL300 there are three wind entries. The first, at waypoint B, is

propagated backward to the beginning of the flight plan forward to

waypoint D; the second, at waypoint E, is propagated forward until

reaching waypoint F. The wind entry at waypoint G is propagated

forward to the remaining waypoints. The single wind entry at the first

waypoint in the flight plan for FL250 is propagated to all the waypoints

in the flight plan.

4-19

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.

Note the cruise altitude for the typical flight plan in Figure 4.6-1 lies

between the entered wind altitudes. The FMC uses an interpolation

factor based on the wind values bracketing the point of interest to

determine the wind at that point. For example, if the FMC is at point

A and needs to predict the wind at point B, it uses the winds at points

1, 2, 3, and 4 to estimate the wind at point B. If all forecast wind entries

are above the cruise altitude, the FMC interpolates from the lowest

(altitude) entered wind value to a wind magnitude of zero at the origin

altitude if in climb or the destination altitude if in cruise. If either the

origin or destination altitude is not defined (e.g., no destination is

specified), zero altitude is used. If all forecast wind entries are below

the cruise altitude, the FMC distributes the highest (altitude) wind

entry up to the cruise altitude.

The DESCENT FORECAST page provides access to enter forecast

wind entries for the descent flight phase. Selecting line 5R

(FORECAST) on the DES page provides access to this page. This

page allows entry of up to four wind/altitude pairs. The winds entered

on this page are mixed with the cruise winds to provide a smooth

transition from cruise to descent flight phase. If no cruise winds exist

and descent forecast winds have been entered, the highest (altitude)

entered winds are distributed up to the cruise altitude. The lowest

(altitude) descent wind is interpolated to a magnitude of zero at the

destination altitude. If the destination altitude is not defined (i.e., a

destination has not been specified), zero altitude is used.

4-20

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 4.6.2 Effect of Flight Plan Modifications on Wind Propagation For the most recent 747-400 FMC software (commonly known as

load 10.2), deletion of flight plan waypoints with the single wind entry

for a given flight level does not affect the wind profile propagation.

However, for pre-load 10.2 747-400 software, deletion of flight plan

waypoints that have single pilot-entered wind for a given flight level

affects the wind profile propagation. For example, if waypoint H in

Figure 4.6-1 is deleted, then all wind data for FL400 is deleted as well.

If one needed to retain the wind entry at FL400 after deleting waypoint

H, this could be done by simply placing the wind that was on waypoint

H on any other waypoint. Since a single wind entry at any flight level

is propagated both forward and backward through the flight plan, the

effect is the same. Similarly, if waypoint A in Figure 4.6-1 is deleted,

all wind data for FL250 is deleted as well. If, on the other hand,

waypoint E is deleted from the flight plan in Figure 4.6-1, the wind

propagation is redistributed as shown in Figure 4.6-2. This redistribution

is applicable to all 747-400 FMCs.

FL400

FL350

FL300

FL250

ORIG

200/120

180/110

100/85

050/60

T/C T/D

DEST

200/120

180/110

100/85

050/60

200/120

180/110

100/85

050/60

200/120

180/110

100/85

050/60

200/120

180/110

100/85

050/60

200/120

180/110

120/95

050/60

200/120

180/110

120/85

050/60

200/120

180/110

120/85

050/60

200/120

180/110

120/85

050/60

WPT A WPT B WPT C WPT D WPT F WPT G WPT H WPT I WPT J

G3641-21-113#

LARGE FONT (200/120)

SMALL FONT (180/110)

= PILOT ENTRY OF WIND

= PROPAGATION OF WIND ENTERED BY PILOT

Figure 4.6-2

Effect of Flight Plan Changes on Wind Propagation

Rev 1 12/96

4-21

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.

Since waypoint E was deleted in this example, the entered wind at

FL350 for waypoint B is now propagated to waypoint F, G, H, I, and

J. In addition, the entered wind at FL300 for waypoint B is now

propagated to waypoint F. In addition, for pre-load 10.2 747-400

FMCs, the wind propagation from waypoints behind the aircraft

becomes zero upon a flight plan modification. For example, if the

aircraft has passed waypoints A and B when waypoint E is deleted,

the wind propagation from waypoints A and B become zero. If

retention of the propagation effects from wind entries on waypoint A

and B are desired, the pilot must enter the wind values which were on

waypoints A and B on some waypoint in front of the aircraft. 747-400

FMCs with load 10.2 software retains wind propagation on all

waypoints after flight plan modifications.

The effect of adding waypoints to the flight plan is the same in all 747-

400 FMCs. The added waypoints comply with the wind propagation

rules outlined in the Entry and Propagation of Wind Data section

above. If, for example, a waypoint is added between waypoints C and

D in Figure 4.6-1 and wind values are placed at FL400 and FL300, the

wind entry placed at FL400 is propagated backward to waypoints A,

B, and C and forward to waypoints D, E, F, and G. The pre-existing

wind entry at waypoint H are now only propagated to waypoints I and

J. Similarly, the wind entry at FL300 is propagated forward to

waypoint D. The wind entry at FL300 on waypoint B remains

propagated backward to waypoint A and forward to waypoint C.

When using the abeam function, the pilot-entered winds are retained

on the new waypoints resulting from the abeam calculation.

帅哥

4-22

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 4.6.3 Mixing of Measured Winds with FMC Propagated/Forecast Winds The FMC uses a mixing algorithm to determine the predicted wind at

points in front of the aircraft. Figure 4.6-3 provides a graphical

representation of the mixing effect. In the example shown in Figure

4.6-1, the predicted wind at point B is a mix of the forecast wind at

point B (interpolated from winds around point B) and the measured

wind at the aircraft position at point A. One can see from Figure 4.6-

3 the FMC is using 100% of the measured wind vector at the aircraft

position; at 200NM in front of the aircraft the FMC uses 50% of the

measured wind vector and 50% forecast wind; at distances over

200NM in front of the aircraft, the FMC uses successively less

measured wind until the wind used is very near 100% forecast wind.

In the climb and descent flight phases, the wind is mixed the same

way except the equal weight distance is 5,000 feet rather than

200NM and the “Distance from Aircraft” axis is in feet rather than

nautical miles.

0

0

100

2500

200

5000

300

7500

400

10000

500

12500

600

15000

100

80

60

40

20

0

MEASURED WIND

PREDICTED WIND = % MEASURED + % FORECAST

FORECAST WIND

DISTANCE FROM AIRCRAFT

PRECENT (%) OF WIND

(NM FOR CRUISE)

(FEET FOR CLIMB/DESCENT)

G3641-21-114#

Figure 4.6-3

Mixing of Measured Wind with FMC Propagated/Forecast Winds

Rev 1 12/96

4-23

B747-400 FMS PILOT’S GUIDE Use or disclosure of the information on this page is subject to the restrictions on the title page of this document.

4.6.4 Step Climbs The FMC calculated step climb points are based on the aircraft

optimum altitude such that the optimum cruise profile matches the

optimum altitude profile (reference Figure 4.6-4). The FMC computes

optimum altitude as a function of the selected cruise mode (Economy

(ECON), Long-Range Cruise (LRC), Selected CAS (SEL CAS), or

Selected MACH (SEL MACH)), cost index, and gross weight. The

FMC calculated step points result in minimum trip cost (cost index is

used) for ECON mode and minimum trip fuel consumption (cost index

is not used) for LRC, SEL CAS, and SEL MACH modes. Pilot-entered

forecast winds and temperature are considered when the FMC

calculates fuel and ETA predictions; these predictions also assume

all FMC calculated and pilot-entered step climbs are completed on

schedule. If a step point is passed without executing the step, the

FMC fuel and ETA predictions are calculated assuming the step climb

is initiated immediately.

FL370

FITES UPMAN

G3641-21-115#

T/C

FL350

STEP TO

FL370

FL370

STEP TO

FL390

FL390 T/D

OPTIMUM

ALTITUDE

FL390

FL350

S 24

E 160

S 26

E 158

Figure 4.6-4

Optimum Vertical Flight Path

4-24

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

B747-400 FMS PILOT’S GUIDE 4.6.5 Using the Step Climb Feature to Evaluate Wind Trade Figure 4.6-5 provides an example of a LEGS page for an FMC

recommended step to FL390 from FL350.

The performance initialization (PERF INIT) information for this

example is:

Zero Fuel Weight: 500,000 lbs.

Fuel On-board: 100,000 lbs.

Reserves: 5,000 lbs.

Cost Index: 80

Initial Cruise Alt: 35,000 feet

G3641-21-116#

Figure 4.6-5

LEGS Pages for Wind Trade Step (Step Climb) Example

4-25

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.

Initially, there are no winds entered and the FMC predicts destination

ETA of 0633Z and fuel at destination of 14,200 lbs. The FMC

recommends a step to FL390 and these predictions assume the pilot

makes the step. Next, a wind value of 120 knots at 234 bearing is

added on waypoints OAK, DYBLO, LIN, MELTS, SONNY, BAM,

BVL52, BVL, and SLC at FL350; and a wind value of 120 knots at 054

bearing is added for the same waypoints at FL390. No other winds are

added. These wind values provide a substantial tailwind at FL350 (the

initial cruise altitude) and a substantial headwind at FL390. With

these added wind values, the FMC now predicts a destination ETA of

0648Z and fuel at destination of 9,500 lbs; but, keep in mind the FMC

is basing these predictions on the assumption the step climb to FL390

is completed. To do a wind trade calculation to see the FMC

predictions if the aircraft stays at FL350, one can enter a STEP SIZE

of zero on the CRZ page and allow the FMC to calculate the

destination ETA and fuel remaining. With a zero STEP SIZE, the

FMC step climb predictions are disabled and the FMC calculates

performance parameters assuming the aircraft stays at FL350.

These new predictions are a destination ETA of 0627Z and fuel at

destination of 16,800 lbs. So, the FMC can show the savings of

staying at a lower altitude but with a substantial tailwind.

As a further example, consider the flight plan with winds given above

except the headwind is at FL350, the tailwind is at FL390, and the

initial cruise altitude is 37,000 feet. In this case, the FMC is

recommending a step climb to 41,000 feet 1,243NM into the flight;

this step point is approximately half-way between BVL52 and BVL.

The ETA and fuel at destination for this step climb are 0632Z and

16,000 lbs. However, this step climb recommendation is calculated

based on the no-wind optimum altitude curve. To determine if it may

be more beneficial to take the step earlier in the flight, the pilot may

use the specified step point function. Entering a 410S altitude

constraint on the BVL52 waypoint inserts the step climb at BVL52

rather than the point initially calculated by the FMC. There is no need

to execute the flight plan modification; the FMC recalculates the ETA

and fuel at destination and displays them “W/MOD” on the PROG

page.

With this modification, the ETA is 0634Z and the fuel at destination

is 15,800 lbs; so, taking the step at this point actually results in a time/

fuel penalty rather than a savings. However, this flight plan modification

can be erased and the process can be repeated on other waypoints

4-26

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

B747-400 FMS PILOT’S GUIDE in the flight plan. Through this method, the best step point with flight

plan entered winds is found at the waypoint POWEL. When the 410S

constraint is placed on this waypoint, the FMC predicts an ETA of

0629Z and a fuel at destination of 16,800 lbs; in addition, the step

point is approximately 975NM sooner in the flight. Now the flight plan

modification can be executed and the pilot can plan for early ATC

request for clearance to 41,000 feet at POWEL. Specified step points

can also be entered on pilot-generated waypoints (e.g., along track

waypoints) so the step may be specified between route waypoints

such as POWEL and LKV.

So, by using a STEP SIZE of zero and/or the specified step point

function, the FMC can be used to plan and evaluate wind trade steps.

When changing step size values, the FMC does not temporarily blank

the speed/flight level predictions on the LEGS

page but does temporarily

blank ETA and fuel at destination predictions on the PROGRESS

page; however, the specified step point entries temporarily blank

displays on both the LEGS

帅哥

and PROG

pages. The ETA and fuel at

destination predictions are more accurate with as much reliable wind

data as possible in the wind matrix discussed in Figure 4.6-1.

NOTE: The step size zero technique eliminates all down-path

step climbs. So, in situations where multiple step

climbs are forecast, planning should account for the

fact all down-path step climbs are eliminated.

Rev 1 12/96

Section 5

5-1

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

BACKUP FUNCTIONS

This section describes the reference information available for the

backup functions supported by the MCDU.

5.1 EFIS CONTROL P PANEL ANEL If an EFIS control panel fails, the alternate EFIS control panel is

accessed through the MCDU MENU page. The SELECT> prompt is

only displayed when a control panel fails.

STEP: MENU

G3641-21-117#

Figure 5.1-1

MENU Page

5 BACKUP FUNCTIONS

5-2

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 5.1.1 EFIS CONTROL Page The EFIS CONTROL page provides an alternate means of EFIS

control for the PFD and ND, if an EFIS control panel fails.

STEPS:

A: 1R on MENU page at SELECT>

or

B. 6R CONTROL> on EFIS OPTIONS page.

G3641-21-118#

Figure 5.1-2

EFIS CONTROL Page

NOTE: For all fields on the backup control panel pages, values

displayed are the values last received from the control

panel before the failure.

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 BARO SET – The backup altimeter barometer setting (BARO

SET) is displayed in 1L . The default value is the last value of

barometer setting received from the EFIS control panel.

Valid entries consist of valid inches of mercury or valid

hectopascals. A valid inches of mercury entry is a value

between 22.00 and 32.00, 22 and 32, or 2200 and 3200. A valid

hectopascals entry is a three- or four-digit integer between 745

and 1084. Valid entries are displayed with the suffix determined

by the entry range, “IN” for inches of mercury or “HPA” for

hectopascals.

“I”, “H”, “S”, or “STD” can also be entered into 1L . Entry of an

“I” results in the display changing to inches of mercury. Entry

of an “H” results in the display format changing to hectopascals.

Entry of “S” or “STD”, or deletion of an entered value, returns

the display to the standard value (29.92 inches of mercury or

1013 hPa).

2L DH SET – The Decision Height (DH) backup setting is

displayed in this field. If a decision height has not been entered

or received before the control panel failure, 200FT is displayed.

Valid entries consist of one- to three-digit heights in the range

of –20 to 999.

3L – Selection of the

DH alert on the respective PFD.

4L MDA SET – The Minimum Decision Altitude (MDA) setting

indicates the selected barometric minimum decision altitude.

The MDA may be changed by keyboard entry. The default

value is the last value of the RA MDA setting received from the

EFIS control panel. Valid entries are –1,001 ft to 15,000 ft.

5-4

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 5L – The Range Increase (INCR) prompt is

used for the display range on the ND to increase up to the next

range by pressing 5L . The default value is the last value of the

display range received from the EFIS control panel.

Display range is incremented in value by pressing 5L for 10,

20, 40, 80, 160, 320, and 640NM selections. The increase

increment wraps around from 640 to 10NM.

6L – The Range Decrease (DECR) prompt is

used to decrease the selected ND range. The step decrements

are 640, 320, 160, 80, 40, 20 and 10NM. The decrement wraps

around from 10 to 640NM.

1R These LSKs contain the available EFIS modes and the mode

2R selected. The selected mode shows the (SEL) symbol adjacent

3R to the mode field. Only one mode can be active at a time

4R among these modes. The operation is the same as the ND

5R selector and CTR switch.

Selection of the following prompts duplicates the corresponding

EFIS control panel modes:

MAP> (Map)

PLN> (Plan)

APP> (Approach)

VOR> (VOR)

CTR> (Center)

6R OPTIONS> – Selection displays the EFIS OPTIONS page.

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.

5.1.2 EFIS OPTIONS Page The EFIS OPTIONS page provides an alternate means of PFD and

ND control if an EFIS control panel fails. This page is displayed by

selection of 6R on the EFIS CONTROL page.

STEP: 6R on EFIS CONTROL page.

G3641-21-119#

Figure 5.1-3

EFIS OPTIONS Page

Selection of the LSKs 1L / 1R through 5L / 5R are used to select

any or all of the display options. The selected option(s) display

adjacent to the option data field. Deselection of each option is done

by pressing the respective LSK again.

Selection of 5L results in the selection of the left and right VORs, and

the deletion, if previously selected, of the ADFs. Selection of 5R

results in selection of the left and right ADFs, and the deselection of

previously selected VORs. Deselection of either 5L or 5R results in

the OFF state when neither VORs or ADFs are selected.

5-6

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 Selection of the following prompts duplicates the corresponding EFIS

control panel:

1L

2L

3L

4L

5L

1R WPT> (Waypoint Location)

2R STA> (Navigation Station Location)

3R APRT> (Airport Location)

4R DATA> (Flight Plan Data)

5R ADF> (ADF Display)

6R CONTROL> – The CONTROL> prompt when selected

displays the EFIS CONTROL page.

帅哥

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.

5.2 EICAS CONTROL P PANEL ANEL If an EICAS control panel fails, the alternate EICAS control panel may

be accessed through the MCDU MENU page at 2R.

5.2.1 EICAS MODES Page The EICAS MODES page is used to provide an alternate means of

EICAS control.

STEP: 2R on MENU page at SELECT>

G3641-21-120#

Figure 5.2-1

EICAS MODES Page

1L These line select keys provide display and selection of the

1R following prompts which duplicates the corresponding EICAS

2L control panel modes.

2R

The prompt selections are:

FUEL> (Fuel)

GEAR> (Landing Gear)

5-8

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

B747-400 FMS PILOT’S GUIDE 5L – The Cancel (CANC) prompt causes the EICAS

display unit to erase up to 11 of the last messages stored in

memory. If there are more than 11 messages, subsequent

button pushes of 5L results in their erasure, 11 at a time.

5R RCL> – Selection of Recall (RCL) causes the EICAS display

unit to display the last group of messages that were deleted

from memory, up to 11.

6R SYNOPTICS> – Selection of the SYNOPTICS prompt displays

the EICAS SYNOPTICS page.

5.2.2 EICAS SYNOPTICS Page The EICAS SYNOPTICS page provides an alternate means of

EICAS control in the event of an EICAS control panel failure.

STEP: 6R on the EICAS MODES page.

G3641-21-121#

Figure 5.2-2

EICAS SYNOPTICS Page

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.

Selection of the following prompts duplicates the corresponding

EICAS control panel synoptics:

1L

2L

3L

1R HYD> (Hydraulics)

2R DOORS> (Doors)

3R RCL> (Recall)

6R MODES – Selection of the MODES> displays the EICAS

MODES page.

5-10

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

B747-400 FMS PILOT’S GUIDE 5.3 ST STANDBY ANDBY NA NAVIGA VIGA VIGATION TION This section contains a description of the Standby Navigation System

(SNS). Information is limited to that which is unique to the SNS.

Information which is common with the Flight Management System is

not repeated.

The SNS is an IRS based system which provides lateral navigation

capability independent of the FMC. The IRS combined with the FMCMCDU is the SNS. In the event of a dual FMC failure, the SNS

provides a backup mode of operation.

The SNS has three separate systems: Left, Center, and Right. Each

system is independent of the other, consisting of its own FMS-MCDU

and IRS.

During normal FMS operation, memory and computing capabilities

are contained within the FMC. During SNS operation, each FMSMCDU uses its own internal memory and computing capabilities.

Since each FMS-MCDU performs its own computations based on

inputs from its own IRS, the information available for display is

independent of the other FMS-MCDU.

The SNS has no performance or nav data base. The FMS-MCDUs

have temporary memory which stores the current active route cross

loaded from the FMS. All conditional waypoints are deleted. Waypoints

on the cross loaded route may be referenced by either their identifier

or latitude and longitude.

If during flight both FMCs fail, each FMS-MCDU may be used to

navigate with its respective IRS. Only the IRS LEGS page, IRS

PROGRESS page, and Alternate Navigation Radio page are available

in standby navigation. Discussion of these three MCDU pages now

follows.

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.

5.3.1 IRS LEGS Page The IRS LEGS page provides a means for entering flight plan

waypoints and displaying data relative to each leg of the MCDUs

alternate navigation flight plan in the event of an FMC failure. The IRS

LEGS page is accessed by pressing the LEGS

mode key when either

selected or the master FMC is failed.

STEP: LEGS

when FMCs are failed.

G3641-21-122#

Figure 5.3-1

ACT IRS LEGS – FMC Failure

The FMC automatically sends the current active route to the MCDU

when a change occurs to the active route, so that following a FMC

failure, the MCDU contains the same route as the FMC. These

changes include leg sequencing, activating a route, and execution of

a modification made to the active route.

Only two types of fix entries are allowed into fields 1L through 5L

on the ACT IRS LEGS page: Fix identifiers that are already in the

flight plan (flight plan waypoints) and latitude/longitude waypoints.

When a flight plan waypoint is entered, the route is searched for the

entered identifier. If the identifier is not found and the entry is not a

latitude/longitude waypoint, the “INVALID ENTRY” message is

displayed.

5-12

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

B747-400 FMS PILOT’S GUIDE Course/Heading

The computed course information is displayed in 1L through 5L

header lines for each flight plan leg. The current desired course on

the IRS LEGS page displays relative to magnetic North (designated

by “M”). Computed course for other than active waypoint is relative to

true North. The MCDU also uses the same manual/automatic MAG/

TRUE selection as the FMC.

Leg Distance

The distance from the previous waypoint to the leg termination is

displayed in 1C through 5C header lines. No distance is displayed

for the active leg.

Latitude/Longitude

Fields 1R through 5R contain the latitude and longitude of the corresponding fix identifier in degrees, minutes, and tenths of minutes.

5.3.2 IRS PROGRESS Page The IRS PROGRESS page displays the current dynamic flight

information relative to the progress of the flight. Access to this page

is by pressing the PROG

mode key when the FMCs are failed.

STEP: PROG

when FMCs are failed

G3641-21-123#

Figure 5.3-2

IRS PROGRESS Page

Rev 1 12/96

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.

1L LAST – Displays information about the last (LAST) waypoint

sequenced. The waypoint identifier is displayed in 1L . The

crossing altitude at the time of the leg sequence is displayed in

standard MSL altitude format in field 1C.

2L TO – Displays information relative to the active leg in

2C the route. The fix identifier is displayed in field 2L and the

2R Distance-To-Go (DTG) is displayed in 2C. The distance

represents the distance along the flight plan to the point at

which the next leg sequence occurs.

If the aircraft is off path, then the distance is measured from the

point abeam the aircraft and on the flight plan. Time-To-Go

(TTG) is based on the current ground speed and is displayed

in field 2R . The format is shown in hours and minutes. The

TTG field is blank if the ground speed or the aircraft position

goes invalid.

3L NEXT – Line 3L contains information relative to the leg

3C following the active waypoint. The DTG displayed in 3C is

3R the distance-to-go to the active waypoint plus the great circle

distance between the active and next active waypoints.

4L DEST – Line 4L contains information relative to the

4C Destination (DEST) waypoint. The DTG 4C and the TTG 4R

4R are displayed for the waypoint identifier located in 4L .

A flight plan waypoint or LAT/LON waypoint may be entered

into 4L . The header line of 4L displays one of the following

to indicate the information displayed for the destination:

• DEST – The route is not modified and no alternate destination

has been selected. The data is relative to the along path

distance from the aircraft to the displayed fix.

• MOD – A flight plan modification is in progress and the

predicted data is relative to the modified flight plan. Following

the

EXEC

of the modification, line 4L changes to

the destination of the active route.

帅哥

5-14

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 • DIR TO ALTERNATE – A waypoint entry not in active flight

plan displays DIR TO ALTERNATE. The predictions are

relative to flying direct from the aircraft’s present position to

the alternate destination. Leaving the IRS PROGRESS page

causes any alternate destination waypoint entered at 4L to

be cleared. Also modification of the route after entering an

alternate destination clears the alternate destination.

• ENROUTE WPT – If the alternate destination is in the

active flight plan, the predictions are relative to flying the

active flight plan to the en route waypoint. Sequencing an en

route alternative destination waypoint that was entered into

4L causes the display to revert to the destination of the

active route.

NOTE: If the en route waypoint exists more than once in the

route, the predictions for the first occurrence in the

route are used.

5L IRS – Displays the position information received from the

IRS. The header indicates which IRS the MCDU is using (either

L, C, or R). If the current IRS position is not valid then this field

is blank.

5R GS – Displays current Ground Speed (GS). If the ground

speed goes invalid the field goes blank.

6L XTK ERROR – Displays Cross Track (XTK) Error. This error

indicates the computed distance in nautical miles that the

aircraft is left or right of the active flight path.

6C DTK – The Desired Track (DTK) displays the desired track

angle relative to the selected magnetic reference setting (“M ”

Magnetic or “T” True).

6R TK – The Track (TK) field displays the current track angle

relative to the selected magnetic or true reference setting.

Rev 1 12/96

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.

5.3.3 ALTN NAV RADIO Page The Alternate Navigation (ALTN NAV ) Radio page provides alternate

or backup means of navigation radio tuning. The backup radio tuning

is handled by the MCDU using pilot-entered frequencies in the event

of either a master FMC failure or the failure of both FMCs. There is

NO autotuning capability. All information is entered and displayed on

the ALTN NAV RADIO page.

The FMC sends radio information to the MCDU each time a tuning

change occurs. This allows the MCDU to initially tune the same

stations the FMC was tuning at the time the failure occurred.

The ALTN NAV RADIO page is accessed by the

NAV

RAD mode key when

both FMCs have failed.

STEP:

NAV

RAD when both FMCs are failed.

G3641-21-124#

Figure 5.3-3

ALTN NAV RADIO Page

5-16

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 1L VOR – Displays VOR information for currently tuned

frequencies. A valid entry is the VOR frequency or VOR

frequency/course. This entry will also tune the associated DME

frequency in the respective radio. Entry of a valid frequency

results in the manual “M” tuning of that frequency.

The default value is the last selected frequency. This display is

blank on the center FMS-MCDU. Deletion of a displayed

frequency results in the field display returning to dashes.

2L CRS – Displays VOR Course (CRS). Valid entries are course

or VOR frequency/course. Deletion while a course is displayed

clears the displayed course. The display is blank on the center

FMS-MCDU.

3L ADF – Displays ADF tuning data and the tuning mode status.

Valid frequencies are followed by the tuning mode status ANT

or BFO, if the frequency entry is followed by “A” or “B”, or if “A”

or “B” is entered with a frequency already displayed.

Deletion of 3L while the ADF tuning mode is active returns the

display to dashes.

4L ILS-MLS – Displays ILS or MLS tuning information. PARK is

displayed if the ILS/MLS is not tuned. Valid entries are ILS

frequency, frequency and front course, of front course with

frequency already entered or MLS channel and azimuth.

The default value is the last selected frequency/front course or

PARK. The front course defaults to runway course if runway is

on active route and only the frequency entered. Otherwise,

front course defaults to 000° or the last entered front course

when only the frequency is entered.

Park is no longer displayed when the radio is tuned.

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.

6L PRESELECT – The PRESELECT fields allow the pilot to

6R preselect an entry for any field on the ALTN NAV RADIO page.

This allows the pilot to validate entry prior to making the entry.

Once preselected, the entry may be downselected and then

entered to the appropriate field on the ALTN NAV RADIO page.

Valid entries are any tuning entry valid on any line of the ALTN

NAV RADIO page.

Rev 1 12/96

帅哥

Section 6

6-1

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

FMS-MCDU MESSAGES

Messages are generated by the FMC when a condition exists which

degrades the operation of the system. Certain messages have a

higher priority than others.

Higher priority messages appear in the Scratchpad (SP) regardless

of the prior contents on the line. As messages are activated, they are

displayed in the SP if no high priority message is displayed; otherwise

they are inserted below the list of higher priority messages.

As the CLR

key is pushed, the list is displayed sequentially from the top

to the bottom. Only higher priority messages cause the EICAS

advisory message “FMC MESSAGE” to be displayed. All messages

illuminate the FMS-MCDU Message (MSG) annunicator light.

Two groups of messages are covered: first, messages which cause

the “FMC MESSAGE” to be displayed on EICAS and illuminate the

FMS-MCDU message annunicator light; and second, the messages

which illuminate the MSG light, but do not display an EICAS message.

6 FMS-MCDU MESSAGES

B747-400 FMS PILOT’S GUIDE 6-2

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

6.1 MCDU ALER ALERTING TING MESSAGES The following list contains messages which cause “FMC MESSAGE”

to be displayed on EICAS and illuminate the FMS-MCDU message

annunicator light.

CHECK ALT TGT VNAV is engaged when the airplane is between the

MCP and FMC target altitudes. VNAV holds level flight.

CYCLE IRS OFF-NAV FMC determines IRS needs to be selected OFF

then back to NAV.

DESCENT PATH

DELETED

VNAV engaged and all waypoint altitude constraints

defining descent path are deleted.

DISCONTINUITY LNAV engaged and airplane entered route discontinuity.

AFDS maintains last heading.

DRAG REQUIRED VNAV engaged and additional drag is required or

Autothrottles off and less thrust required to maintain

descent path.

END OF OFFSET LNAV engaged and end of active route offset overflown.

AFDS maintains last heading.

END OF ROUTE LNAV engaged and end of active route overflown.

AFDS maintains last heading.

ENTER IRS POSITION FMC detects IRS in align mode and position required.

FMC L/R OUTPUT

DATA LOSS

Some information used by systems other than the

FMS is not available.

MESSAGE CAUSE

G3641-21-125#

FUEL DISAGREE-PROG

2

Fuel totalizer and calculated values disagree by

9000 lbs (4080 Kg) or more.

ILS TUNE

INHIBITED - MCP

Flight Control Computers are inhibiting changes

in ILS tuning, and either a manual operatoin in the

ILS-MLS tuning field is attempted or a new arrival

ILS equipped runway is activated.

INSUFFIENT FUEL Estimating fuel at destination is less than entered

RESERVES value.

IRS NAV ONLY FMC is vavigating without continouos radio updating.

IRS POS/

ORIGIN DISAGREE

Valid IRS position differs from active origin airport.

LIMIT ALT FLNNN VNAV engaged and cruise altitude greater than VNAV

limit altitude.

Rev 1 12/96

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.

MESSAGE CAUSE

G3641-21-126#

NAV DATA OUT

OF DATE

Clock calendar date exceeds Navigation data base

valid (active) calendar cycle.

NAV INVALID-TUNE AAA

(AAA = Required navaid)

Signals not being received from navaid required for

approach procedure.

NO ACTIVE ROUTE LNAV selected, but no route activated.

PERF/VNAV

UNAVAILABLE

VNAV selected without gross weight, cost index,

or cruise altitude entered.

PURGE UPDATES

POS 2/2

FMC position is such that raw radio data is being

rejected due to DME reasonableness checks.

RESET MCP ALT Approaching T/D point with MCP not set to altitude

below cruise altitude.

RESYNC FAIL -

SINGLE FMC

Resynchronization is unsuccessful and one FMC

has shutdown.

RESYNCHING

OTHER FMC

FMC synchronization in progress.

RW/ILS FREQ ERROR Selected ILS frequency does not match frequency

for destination runway in active route.

RW/LS CRS ERROR Selected ILS course does not match course for

destination runway in active route.

SINGLE FMC

OPERATION

One FMC synchronization in progress.

SPLIT IRS OPERATION FMCs have selected single IRS position updating

for an IRS failure, due to a significant difference

in IRS positions, or while operating polar latitudes.

THRUST REQUIRED VNAV engaged, Auto Throttles disengaged, and

additional thrust required to track descent path

maintain speed.

UNABLE NEXT ALT VNAV engaged and climb gradient not great enough

to comply with waypoint altitude constraint.

VERIFY POSITION Computed radio, mixed IRS, or FMC positions differ.

B747-400 FMS PILOT’S GUIDE 6-4

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

6.2 MCDU MESSAGES The following list contains messages which illuminate the MSG light,

but does NOT display an EICAS message.

MESSAGE CAUSE

G3641-21-127#

ARR N/N FOR RUNWAY Selected arrival and runway not compatible.

CRS REVERSAL AT

FA FIX

Entered route contains a course reversal at final

approach fix and does not contain a course

reversal procedure.

DELETE DELETE key pushed.

INVALID DELETE Delete function attempted were not allowed.

INVALID ENTRY The entry has an incorrect format, range,

or is not allowed.

KEY/FUNCTION INOP Function selected is not available in existing

FMC data base.

MAX ALT FLNNN Entered cruise altitude greater than performance

maximum altitude.

NOT IN DATA BASE Data not in system.

NOT ON INTERCEPT

HEADING

LNAV selected and airplane outside active leg

capture criteria and current heading will not

intercept active leg.

ROUTE FULL The last route modification fills the FMC beyond

its waypoint capacity. Last selection not entered in route.

RUNWAY N/A FOR SID Runway not compatible with SID.

STANDBY ONE The FMC requires more than 6 seconds to display data.

TIME OUT-RESELECT Communications with the selected system have

failed - reselect the system.

UNABLE CRZ ALT Entered cruise altitude results in the climb intersecting

the descent path or the time in cruise prior to Top of

Descent being less than minimum allowable.

帅哥

Section 7

7-1

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

ADDITIONAL INFORMATION

This section describes in more detail the use of Cost Index and how

it is calulated for airline use. This section also covers the maintenance

MCDU pages and how they are accessed.

7.1 COST INDEX The FMS normally flies the aircraft in the Economy (ECON) mode.

The computed Econ speed results in minimum cost per mile flown or

maximum distance per pound of fuel. Econ mach is calculated within

the performance data base and is a function of gross weight, selected

altitude, temperature, and Cost Index (CI). Cost Index is a number

that governs the speed the aircraft flies, the higher the number the

faster the speed, which saves time; the lower the number the slower

the speed, which saves fuel. Valid entries are “0” to “9999”.

COST INDEX – is defined as a RATIO of the flying time to the cost

of fuel. It is determined by dividing the dollar cost per hour to operate

the aircraft excluding fuel, by the cost of fuel in cents per pound.

Example:

1200 dollars per hour for flying time

10 cents per pound, cost of fuel

Equals = a CI of 120

If the cost of fuel increases to 20 cents per pound the CI is 60. The

aircraft would fly slower to save fuel.

If in the example, flying time per hour increased to 1500 dollars per

hour, the CI would then be 150. The faster speed would save time.

7 ADDITIONAL INFORMATION

B747-400 FMS PILOT’S GUIDE 7-2

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

Determining an airlines’ cost of flying time per hour depends on the

airline’s economic situation and how they figure operating expenses.

It can include insurance, crew costs, maintenance, passenger

handling, etc. Each airline must decide its particular priorities and use

a cost index that achieves the desired results. Segment costs can

vary with the direction of flight over a specific route, and whether the

flight is domestic or international.

If an airline is not certain what cost index to use over a “new” route

segment, a good starting point is to select a CI that produces a cruise

mach number close to Long-Range Cruise (LRC). This can be

determined prior to departure by first entering a CI on the PERF INIT

page and then checking the ACT CRZ page for the resultant Mach

number. After flying the route several times, the CI can then be

adjusted as needed to better fit the route segment in question.

Cost Index is only associated with Econ speed mode. When flying

Econ speed, CI may vary the speed slightly due to changing wind

conditions. This is a normal function of Cost Index since its major

purpose is to constantly optimize economy of flight.

7-3

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.

7.2 MAINTENANCE P PAGES AGES Access to the maintenance pages is only permitted while the aircraft

is on the ground. These pages allow navigation data base cross load,

performance factor changes and IRS drift error checking.

7.2.1 MAINTENANCE INDEX Page The MAINTENANCE INDEX page is accessed by selecting the

MAINT> at 6R on the INIT/REF INDEX page. Remember the INIT/

REF page is accessed by the

INIT

REF mode key.

STEPS:

A.

INIT

REF on the ground

B. 6R MAINT> prompt on INIT/REF INDEX

G3641-21-128#

Figure 7.2-1

MAINTENANCE INDEX Page

The MAINTENANCE INDEX page provides access to pages of data

by maintenance personnel to cross load the FMC nav data base,

examine and change FMC performance factors and evaluate IRS

integrity.

Selection of one of the line select keys results in displaying the

selected format.

Rev 1 12/96

B747-400 FMS PILOT’S GUIDE 7-4

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

7.2.1.1 The

page by pressing 1L on the MAINTENANCE INDEX page.

STEP: 1L

INDEX page

G3641-21-129#

Figure 7.2-2

NAV DATA CROSSLOAD Page

The NAV DATA CROSSLOAD page provides for the initiation and

status display of a transfer of the navigation data base over the

intersystem bus from one FMC to the other in a dual installation. The

page is static until the code is typed into 6R .

Rev 1 12/96

7-5

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.

7.2.1.2 PERF FACTORS The Performance (PERF) FACTORS page is accessed by pressing

2L next to the

page.

STEP: 2L

Index page.

G3641-21-130#

Figure 7.2-3

PERF FACTORS Page

The PERF FACTORS page provides for display and entry of

performance factors to tailor performance optimization and takeoff

performance/guidance to individual airline policy or aircraft

characteristics.

The PERF FACTORS page is a static display until a code is line

selected into 6R to enable data entry.

1L PERF CODE – The performance code displayed in 1L

corresponds to program pin wiring. This field cannot be deleted

or changed by the pilot.

Rev 1 12/96

帅哥

B747-400 FMS PILOT’S GUIDE 7-6

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

2L DRAG/F-F – This field displays the correction factors applied

to drag and fuel flow computations, expressed as percentages.

These percentage correction factors are applied to the nominal

airplane drag and engine fuel flow data contained in the FMCs

performance data base. Values may be entered to correct for

individual airplane differences form the nominal data.

Valid entry range is ± 9.9. Default value is the last entered

value. If no value has been previously entered +0.0/+0.0 is

displayed. Fuel flow only entries require a leading slash ( / ),

whereas drag factor has a optional slash entry.

3L TO 1/TO 2 – Takeoff Derates (TO 1/TO 2) are displayed in

this field if the Variable Rating (VTR) option is enabled, if not

then the field is blank. Valid entries are one- to nine-character

entries, and may consist of Takeoff Derate 1 and/or Takeoff

Derate 2 within the range contained in the performance data

base. Entry of only Takeoff Derate 2 must be preceded by a

slash ( / ). Entry of both derates are separated by a slash ( / ).

The field is in LARGE font and any deletion to this field is nonoperational.

4L MNVR MARGIN – The Maneuver (MNVR) Margin is used for

flight envelope and bank angle limit computations. Valid entry

is 1.20 to 1.30 for FAA configuration. Valid entry range is 1.30

to 1.30 for CAA (JAR) configuration. The default value is the

last entered value. If no value has previously been entered,

then 1.20 is displayed for FAA configuration and 1.30 is

displayed for CAA configuration.

5L MIN CRZ TIME – The Minimum Cruise Time (MIN CRZ) (in

minutes) is used as a lower limit to the minimum cruise time

extracted from the performance data base for optimum altitude

calculations. It is used only in the computation of the optimum

altitude for short trips. The entry forces the displayed optimum

altitude to be lower, if required, to provide the entered minimum

cruise time. Valid entry is 1 to 20 minutes. Default value is the

last entered value. If no value has been previously entered 1 is

displayed.

7-7

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.

6L – Pushing the 6L selects the

MAINTENANCE INDEX page.

1R OPTION CODE – The option code in 1R displays the current

option configuration authorized for use by the airline. This

pilot’s guide covers all available options, therefore, it contains

functions which are not available on all B747-400 model

aircraft. Availability of additional options is coordinated through

the Boeing Commercial Airplane Company.

NOTE: Entry of an option code not supported by the FMC

results in a FMC latched failure. This means the entry

causes the FMC to fail and power must be cycled off for

at least 6 seconds to restore the FMC to operation.

2R R/C CLB – The Minimum Rate of Climb for Climb (R/C CLB)

is displayed in this field. This is the residual rate of climb

capability desired by the airline in a CLB mode at the thrust

limited maximum altitude based on climb speed and climb

thrust limits. The default value is 100 feet per minute, and may

be changed by entering a one- to three-digit rate ranging from

0 to 500. Default value is the last entered value. If no value has

been previously entered 100 is displayed.

3R THR/CRZ – The first entry in 3R Thrust (THR) may be set to

CLB/ or CRZ/ to indicate what default thrust limit is to be set by

the FMC at cruise altitude capture. The default CLB/ results in

maximum climb thrust being set as the thrust limit during allengine cruise. The second entry in 3R R/C CRZ is the residual

rate of climb capability desired by the airline at the thrust limited

maximum altitude based on cruise speed and the specified

cruise thrust limit (CLB or CRZ as previously defined). The

default value is 100 feet per minute, and is changed by entering

0 to 500. Partial entries THR or R/C CRZ only changes the

entered half.

Rev 1 12/96

B747-400 FMS PILOT’S GUIDE 7-8

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

4R THR RED – The Thrust Reduction (THR RED) altitude (AGL)

or flap setting corresponding to the point at which the thrust

limit is automatically reduced from takeoff thrust to the selected

climb thrust, when VNAV and A/T are engaged, is displayed in

this field. The default value for thrust reduction height is 1500

and the field is in LARGE font. This value is propagated to the

TAKEOFF REF page. Valid entries are three- or four-character

values greater than 399 and up to 9,999.

The only valid flap setting entry is “5” resulting in the display

showing “FLAPS 5”.

5R ACCEL HT – Acceleration Height (ACCEL HT) displays

engine out and all engine flap retraction heights (AGL) where

acceleration begins in VNAV for flap retraction. The display is

only present if the option code has been enabled; if not the

header and field are blank.

The ACCL HT value is propagated to the TAKEOFF REF page.

The engine out value is displayed in the inner field. The two

values are separated by a slash ( / ). Entry of an engine out or

an all engines flap retraction height only is not allowed. Valid

entries are from 400 to 9,999. The default value is the last

entered value. If no value has been previously entered, 1500/

1500 is displayed.

6R (– – –) – Selection of the typed in code is required to enable

data entry on this page. Leaving the page deletes the code

word.

7-9

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.

7.2.1.3 The IRS MONITOR page is accessed by pressing 3L next to the

STEP: 3L

G3641-21-131#

Figure 7.2-4

IRS MONITOR Page

The IRS MONITOR page provides at flight completion the computed

IRS position error rate (drift) for each IRS.

2L IRS L, C, R – Displays position error rate, in nautical miles

3L per hour, for each IRS Position error rate for the flight com4L puted by dividing the computed distance from the FMC position

to the IRS position occurring during the flight (liftoff to flight

completion), by the total flight time. This value is computed

upon flight completion. Display is cleared when aircraft is

airborne.

6L – Pushing the 6L selects the

MAINTENANCE INDEX page.