11. Flight Management, Navigation Flashcards
IRS Mode Selector OFF
- All electrical power is removed from the system after a 30s shutdown cycle,
- ALIGN light illuminates during this period
IRS ON DC Light
- Related IRS is operating on DC power from the Switched Hot Battery Bus (AC power not normal),
- On the ground horn in the nose wheel sounds,
- Momentary illumination is normal during alignment self test
IRS DC FAIL Light
- DC power for the related IRS is not normal,
- If the other lights are extinguished, the IRS is operating normally on AC power
ADF Panel ADF/ANT and TONE Switches
- ADF: Bearing sent to instruments and audio reception is possible,
- ANT: Bearing not sent but audio reception optimized,
- TONE: Adds tone to the selected ADF receiver audio
PFD Marker Beacon FT Light
Flight Test
VHF NAV Panel Test
With VOR tuned and course of 000 selected:
- Shows VOR Flag,
- Deviation bar biases out of view then turns to centered position,
- Bearing pointer slews to 180 degrees,
- DME: Flag, dashes and normal DME distance shown
With ILS tuned and Course is 90 degrees within airplane heading:
- Pointers disappear and LOC & G/S Flags appear,
- Pointers appear and display one dot up / one dot left then vice versa,
- Pointers return to normal,
- DME: Flag, dashes and normal DME distance shown
Weather Radar Turbulence
- Maximum range is 40NM,
- Detects horizontal flow of precipitation with velocities of 5 or more MPS,
- Shows this areas as heavy turbulence in magenta
FMS and Components
Flight Management System comprised of:
- Flight Management Computer System (FMCS),
- Autopilot/Flight Director System (AFDS),
- Autothrottle (A/T),
- Inertial Reference System (IRS),
- Global Positioning System (GPS)
FMC Position Source Priority
- One of the GPS as the primary update,
- Radio updating can also occur,
- If all GPS data becomes unavailable, Radio or IRS updating used
Inertial Reference System and Its Outputs
- 2 IRS installed, which has 3 sets of laser gyros and accelerometers,
- IRSs are airplane’s sole source of Attitude and Heading information (except Standby Instruments),
- They provide
1-) Attitude,
2-) True and Magnetic Heading,
3-) Acceleration,
4-) Vertical Speed,
5-) Groundspeed,
6-) Track,
7-) Present Position,
8-) Wind Data
VERIFY POSITION
- Scratchpad message regarding the IRS,
- Displays when entered position is not within 4NM of the origin airport
IRS Position Entry Error
- If entered Latitude/Longitude position does not pass the internal comparison tests,
- ENTER IRS POSITION scratchpad message is displayed and ALIGN light flashes,
- If the same position reentered, the IRS will accept the position and continue alignment process,
- Second test compares the entered latitude with system computed latitude,
- If the test fails ALIGN light flash again,
- If 2 consecutive entries of the same position do not pass the second internal test, FAULT light illuminates
IRS Fast Realignment
- Takes 30s,
- Zeroes Ground Speed error,
- If airplane is moved during alignment, full alignment begins automatically
IRS Inflight Realignment
- Attitude and Magnetic heading only,
- Attitude requires: 30s straight and level flight,
- Some attitude errors may occur during acceleration, but will be slowly removed after acceleration stops,
- For heading, crew must manually enter the initial magnetic heading,
- Drift up to 15 degrees per hour can occur in the IRS heading
IRS Power Source
- Left IRS normally powered by AC Standby Bus,
- Right IRS normally powered by AC Transfer Bus 2,
- If AC power lost either or both systems powered by Switched Hot Battery Bus,
- Backup DC power to right IRS terminated if AC power is not restored within 5 minutes,
- Initial power-up requires Battery Bus power
FMS LOC Updating
Only occurs after the ILS is manually tuned
FMS DME Updating
- 2 different DME or VOR/DME pair signals provide accurate Radio Geographical Position,
- FMC autotunes DME receivers,
- Specific DME stations can be entered and inhibited on NAV OPTIONS page 2/2
ATC Transponder
- Transmissions are automatically enabled when air/ground indicates Air
- If installed ADS-B (Automatic Dependent Surveillance-Broadcast) data is downlinked to ATC,
- GPS provides position data to ADS-B,
- Altitude reporting and may also transmit: Flight #, Airpeed or GS, Magnetic Heading, GPS position etc.
Weather Radar Windshear Alert Envelope
Some aircrafts:
- Below 1200FT RA,
- On the ground and inflight below 2300FT RA radar sweep limited to 120 degrees
RDR-4000:
- 10-60s warning before encounter,
- Operates automatically below 1800FT AGL,
- Alerts available below 1200FT AGL
RDR-4000 Operation
- Multiple radar scans at pre-selected tilt angles detect short, mid and long range weather,
- This results in weather detection at all ranges and in all phases of flight,
- Additional processing provides TS tops within 5000FT of airplane remain displayed,
- Secondary weather shown with black striped through it,
- Nominal flight path weather envelope is +/- 4000FT,
- At cruise envelope floor is 25000FT MSL,
- On the ground and during departure/approach envelope ceiling fixed at 10000FT MSL
FMC Using IRS Position Only
- FMC applies automatic correction to the IRS position,
- This factor is developed by the FMC’s monitoring IRS performance during normal operation
CDU Entry Caution
Simultaneous entries should be avoided
FMC Flight Phases
- T/O: From TOGA to Thrust Reduction Altitude,
- CLIMB: Thrust Reduction Altitude to T/C (as entered on the PERF INIT),
- CRUISE: T/C to T/D
- DESCENT: T/D to Approach Phase
- APPROACH: 2NM before first waypoint of Approach or Approach Transition (ARRIVALS) or 2000FT, whichever occurs first
FMC Position Update Priority
- GPS,
- 2 or more DMEs,
- Co-located VOR and DME,
- Co-located Localizer and DME,
- 1 Localizer
TOGA Update
- If GPS UPDATE is OFF, the FMC updates position to the takeoff runway threshold,
- If GPS UPDATE is ON with valid GPS reception, TOGA update inhibited
ANP and VANP
- (Vertical) Actual Navigation Performance,
- FMC is 95% certain that actual lateral position lies within a ANP value radius,
- FMC is 99.7% certain that actual vertical position lies +/- VANP value
RNP and Alert Times
- En-route: 2NM / 30s,
- Terminal 1NM / 10s,
- Approach: 0.3NM / 10s
Default VRNP Value
400FT
Procedure Fix Waypoint Prefixes
- FA: VFR Final Approach Fix,
- CF: Final Approach Course Fix,
- IF: Initial Approach Fix,
- MD: Minimum Descent Altitude
Cost Index 0
FMC uses Maximum Range Cruise Speed
Automatic Change of VNAV SPD to VNAV PTH
- When VNAV Path is intercepted or,
- When started to fly a Vertical Angle Leg
T/D While Holding
EXIT HOLD executed and:
- If T/D does occur in the holding pattern, entire pattern will be flown,
- If not, inbound leg will be generated immediately
VNAV Airspeed Restriction Altitude
VNAV does not permit descent below until the airspeed is within 10KT
VNAV Path Final Speed Assumption
- Assumes Vref 40 + 20KT,
- At FAF or Glideslope intercept point
VNAV Overspeed Protection
- When passing T/D and using high target speed within 6KT of Vmo/Mmo,
- VNAV may revert to VNAV SPD
VNAV PTH, FMC SPD Wake Up
If the actual speed is 5-15KT (programmable) less than target speed
VNAV PTH Descent Start
- Must be initiated while within the allowable cross-track error,
- Once started, will remain regardless of cross-track,
- Except on a Vertical Angle Leg and cross track exceeds twice the RNP, while LNAV not engaged
FMC Approach Mode Differences
- If MCP altitude set at least 300FT above the current altitude, VNAV PTH remains,
- If 200FT below vertical path, VNAV commands zero V/S until path interception
Exiting FMC Approach Mode
- Selecting TOGA,
- Airplane lands,
- Waypoint cycles to the first waypoint of missed approach,
- Executing direct-to waypoint in the missed approach
Speed Intervention and FMA
- With Flaps extended it remains in VNAV PTH,
- With Flaps Up and on idle or non-idle leg, changes to VNAV SPD,
- While Vertical Angle Leg is active, remains in VNAV PTH
FMC Go Around Logic Entry
Change to this logic occurs when < 2000FT RA and:
- Pushing either TOGA switch while in descent,
- Executing direct-to in the missed approach (other than MAPt),
- Waypoint cycles to the first waypoint of missed approach,
- Airplane climbs with 600FPM or greater and Flaps retracted to 15 or 1
FMC Go Around Logic Differences
- Thrust limit changes to go-around thrust,
- All descent constraint below current altitude are deleted,
- Original Destination airport becomes new Origin airport allowing SID selection
Go Around Cruise Altitude
Highest of:
- Highest constraint in the missed approach,
- 1500FT AAL,
- MCP altitude
- If the MCP is the lowest of three, the A/P, if engaged, will level off at the MCP altitude
Driftdown Execution
- Select ENG OUT on CRZ page,
- Disengage A/T,
- Set CON thrust on operating engine,
- Set MCP speed to ENG OUT SPD,
- Set MCP altitude to MAX ALT or lower as required,
- Select LVL CHG
Engine Out Cruise Speed
- FMC Operates like normal cruise,
- If range is a factor, determine Engine Inoperative speed from the QRH
Altitude Entry
- 4 digits used,
- For lower values enter as: 50FT / 0050, 835FT / 0835 etc
FMC Databases
Performance Data Base:
- Includes: Airplane drag and engine characteristics,
- Maximum and optimum altitudes,
- Maximum and minimum speeds,
- Maintenance personnel can refine the database
Navigation Database
FMC Supplemental and Temporary Storage Capacity
- Tempo and Supp shares 40 Navaids and 6 Airports,
- Tempo and Supp shares 20 Waypoints,
- Those are first come first served basis,
- Additional exclusive storage of 20 Waypoints in Tempo
FMC Navigation Database Validity
- Contains 2 sets of navigation data,
- Each valid for 28 days,
- Each set corresponds to the normal navigation chart revision cycle
Derated Takeoff Caution
- Thrust setting is considered a limitation for T/O,
- Thrust levers should not be advanced further except in an emergency,
- Increasing thrust following an engine failure could result in a loss of directional control on the ground
Maximum Assumed Temperature Percentage
25%
Derated Thrust Climb Values
- CLB-1: 3% N1 / 10% Thrust,
- CLB-2: 6% N1 / 20% Thrust,
- Both gradually increase to full rated climb thrust by 15000FT,
- Derate and Assumed Temperature affects FMC calculation of CLB
Derated Climb Thrust Pros and Cons
- Reduces engine maintenance costs,
- Increases total trip fuel
VERIFY GW AND FUEL Message
- Displayed on scratchpad,
- Indicates Total Fuel Quantity data is invalid,
- PERF INIT / FUEL line changes dashes,
- FMC uses the last valid fuel quantity for performance and VNAV operations,
- Periodic fuel weight entry required (FMC doesn’t update) for the remainder of flight by flight crew,
- Message will be displayed every 30 minutes if no entry has been made,
- Message won’t show up during descent with Vref selected
CHECK FMC FUEL QUANTITY Message
- Displayed on scratchpad,
- Indicates an unexpected drop in fuel quantity
USING RESERVE FUEL & INSUFFICIENT FUEL
- Displayed on scratchpad,
- USING RSV FUEL: Arrival estimate is less than PERF INIT reserve value,
- INSUFFICIENT FUEL: Arrival estimate is 900KG or less
Loss of FMC Electrical Power
If less than 10s:
- LNAV & VNAV disengage,
- All data retained,
- FMC resumes normal operation when power is restored
If 10s or more:
- On the ground all entries must be done again,
- Inflight LNAV & VNAV disengage,
- All data retained but when power is restored,
- RTE LEGS page displayed with a scratchpad message SELECT ACTIVE WPT/LEG
FMC Failure
- If system inputs to the FMC fails, affected CDU blanked to prevent the display of misleading information,
- FMC alert light and FMC message light illuminates,
- VTK displayed on failed side,
- LNAV & VNAV disengages if failed side A/P is engaged,
- After 25-30s related ND displays failure information
If right FMC fails:
- SINGLE FMC OPERATION message displayed on both scratchpads
If left FMC fails:
- FMC/CDU FAIL light appears on both CDUs,
- Both CDUs display failure modes (or MENU in some aircrafts),
- Limited FMC operation may be continued (no changes on the CDU),
- Full operation restored by the FMC source select switch to BOTH ON R
Dual FMC failure:
- Same as left FMC failure except no FMC operation is possible
FMC Software Exception Handling Logic
- Software exception is the disruption in the normal flow execution (i.e. unsolvable map calculation),
- Logic prevents complete FMC restart for most exceptions,
- If performance data (CI) entered and executed, exception will result in a downgrade of FMC operation,
- If exception is related to the ACT PLAN, VNAV INVALID - PERF message is shown and VNAV disengages until CI entry
- If exception is related to the MOD/INACTIVE PLAN, INVALID MOD/INACTIVE PLAN message is shown and MOD/INACTIVE PLAN is deleted but LNAV & VNAV remain engaged
FMC Downgrade Mode
- LNAV and Map are retained,
- FMC Predictions are halted,
- VNAV is disconnected
Fleet CPDLC Equipment
- Primarily Honeywell Mark II+ CMU PM,
- Some aircraft are equipped with Boeing System
ADS-C
- Automatic Dependent Surveillance - Contract,
- FMC can simultaneously receive requests from 5 ATC centers and 1 airline center,
- Functions include: Periodic, Event and On-demand reporting
Same Type ATC Request Messages
When sent a message sent:
- It begins a dialogue which inhibits creating any other request messages of that type,
- Until the dialogue is completed
ATC Message Response Time (Pending)
- Requires a response from Flight Crew within 100s,
- If STANDBY selected as a response, it will restart 100s
ATC CONDITIONAL CLEARANCE
- Uplinked clearances monitored by the system,
- Uplinks contain conditional: Location, Altitude or Time,
- System is able to handle up to 3 accepted conditional clearances,
- If clearance executed early, “CLEARANCE CONDITION NOT MET” displayed on scratchpad
FMC Minimum Preflight Data Entry Requirements
- Inertial position,
- Origin, Destination and a route leg must be entered and executed,
- For performance: Airplane weight and Cruising Altitude
POS REF 2/3 Groundspeed Values
Displayed for FMC and each IRS
Quick Delete of the Route
Entry of a new origin erases the previous route
PLAN/FUEL Entry
- Shown in PERF INIT page 1/2,
- Entry is blanked with flaps extended or in flight
COST INDEX
- Reflects the relative impacts on Overall Trip Cost of Fuel,
- As compared to other direct Hourly Operating Costs,
- Value range is 0-500,
- 0 causes ECON speed to be MAX RANGE; 500 results in a Minimum Time Flight
TRIP/CRZ ALT
- Shown in PERF INIT page 1/2,
- Trip Altitude is the predicted Minimum Cost Altitude,
- Determined by operator constraints
ISA DEV
- Shown in PERF INIT page 1/2,
- After 5000FT AAL, FMC calculates actual ISA deviation from actual SAT,
- Then projects it up to the MAX and OPT altitude solutions,
- If T/C OAT or ISA DEV entered, it is used for preflight planning forecast of MAX/OPT altitude
TIME ERROR TOLERANCE
- Shown in the PERF LIMITS page,
- Entry range between 5-30s,
- Default value is 30s
MIN SPD/MAX SPD
- Shown in the PERF LIMITS page,
- Limits both RTA and ECON modes in flight
SEL/OAT
- Shown in the N1 LIMIT page,
- SEL Maximum allowable entry is 70,
- However FMC will limit the N1 to 25% takeoff reduction
VERIFY TAKEOFF SPEEDS
Scratchpad message shown if any of the following changed after V speeds are entered:
- Gross Weight,
- Zero Fuel Weight,
- Plan Fuel
How to Remove TO SHIFT
Reselect RWY on the RTE page
LNAV Armed to Engage During TO
At 50FT RA
VNAV OEI Takeoff
- Below OEI Acceleration height, FMC calculates and issues a speed between V2 and V2 + 20KT,
- This speed will continue to be updated until an engine failure is detected,
- After OEI Acceleration Height or VNAV level off, VNAV target speed will be Vref + 70KT,
- VNAV keeps Vref + 70KT until ALL ENG promt is selected
FMC Engine-Out Mode
- Engine out speeds are available if an engine fails on Takeoff after 60KT,
- Mode canceled when Groundspeed < 60KT,
- Predictions are blanked (Route, ETA and TOC Data),
- All Engine Acceleration and Thrust Reduction Heights ignored
ENTER EO CRZ SPD AND ALT
When the Engine-Out operation is terminated due to:
- When reaching cruise altitude or,
- ALL ENGINE prompt depressed by a pilot
MCP V2 Setting
- Cannot be changed after 60KT,
- FMC calculates climb speed of V2 + 20KT until acceleration height
XXX LIM CLIMB Page
XXX speed based on Leading or Trailing Edge Flaps limit
EO MAX ALT
- Company specified Rate of Climb (default 100FPM) achieved using one engine at CON,
- FMC accounts for wing/engine anti-ice, Air Conditioning and Engine Bleed of the operating engine
Bypass Notification
- Displayed when a normal turn cannot capture the leg into a waypoint,
- Triple bypass condition creates a Route Discontinuity
Abeam Waypoint Creation Inhibits
- For floating waypoints,
- If the abeam distance > 700NM,
- If the abeam waypoint is 10NM within the present position or direct-to waypoint,
- For 2 or more waypoints within 1NM, only 1 will be designated
Abeam Waypoint Wind Values
If the corresponding abeam distance < 100NM, wind values are carried
How to Access Supplemental NDB
- Writing SUPP on the scratchpad,
- Selecting NAV DATA on the INIT/REF page,
- Only accessible on the ground,
- DELETE ALL SUPP DATA prompt is only available before Origin Airport entry
NAV STATUS VOR/ILS and DME Lines
- Used: Large font and highlighted,
- Received but not used: Large font only,
- Tuned but not received: Small font
E/D After a Discontinuity
FMC will contruct a Great Circle path and VNAV is available
RWY EXT and FPA Entry Values
- RWY EXT: With .1NM resolution between 1-25NM,
- FPA: Default 3. 2.0-5.5 degrees can be entered,
- Dashes (-.–) on the DEP/ARR page when default is used
Maximum Hold Pattern Number in RTE LEGS
5
GPS Loss and ADS-B
Select the operational GPS side for Transponder
NO VNAV AFTER XXXXX
- An altitude restriction violated,
- NDB vertical angle is violated,
- Message diplayed 1 minute before violation,
- Re-enter CI (new or old) and execute then re-engage VNAV
OVERSPEED DISCONNECT
- During PTH descent,
- Above or below Speed Restriction Altitude,
- Airspeed exceeds FMC Speed Restriction by 15KT
TAKEOFF SPEEDS DELETED
Changing:
- Runway data,
- Thrust selection,
- Performance data
Or V Speeds fail to meet relative value check which is done when:
- After first engine start,
- Entered OAT compared with sensed OAT to check they are within 6 degrees
APPRCH VREF NOT SELECTED
- When airplane has transitioned into approach environment and,
- Vref has not been selected
BUFFET ALERT Display Criteria
Only appears if Flaps are retracted
PERF DEFAULTS DELETED
Call maintenance
PROGRAM PIN ERROR
Call maintenance
PROGRAM PIN NOT IN DB
Call maintenance
