Flight Management System

Question 1

The left and right GPS positions are displayed on POS REF page 3/3.

When the FMC is using GPS to update its position, it will be

Answer 1

displayed on the ND.

Question 2

Should the ADIRU fail during flight, an EICAS caution message NAV ADIRU INERTIAL will be displayed along with the master CAUTION light.

In this situation, the FMC will now use

Answer 2

GPS only for navigation.

Question 3

The Air Data Inertial Reference System (ADIRS) calculates airplane

Answer 3

altitude, airspeed, attitude, heading and position information.

The ADIRS supplies information to the display units,

Flight Management System,

flight controls, and engine controls.

Question 4

The ADIRU is a fault-tolerant and fully redundant system supplying

Answer 4

the primary flight data, inertial navigation and air data.

Question 5

Battery bus power is required during ADIRU initial power-up.

Before moving the airplane, a full alignment must be completed.

If electrical power is inadvertently removed from the airplane and the

BATTERY switch has been selected OFF, the ADIRU will still receive power

from

Answer 5

the hot battery bus.

The ON BAT light will illuminate.

Maintenance personnel will be alerted to this situation by the sounding of a

horn, located in the nose wheel well.

Question 6

If the ADIRU is accidentally turned OFF in flight, system logic prevents the ADIRU from becoming unpowered.

If the ADIRU switch is turned OFF on the ground, it will

Answer 6

remain powered for a few seconds.

Question 7

The scratchpad message INERTIAL / ORIGIN DISAGREE will display if the latitude / longitude position is not within

Answer 7

6 nm of the origin airport.

Question 8

If an incorrect latitude / longitude is entered by the crew and the airplane senses

a disagreement to where it thinks it should be, the scratchpad message

Answer 8

ENTER INERTIAL POSITION will display.

Question 9

The scratchpad message ALIGNMENT REINITIATED will display if a new present position entry fails twice.

This causes

Answer 9

a new alignment cycle to begin.

Question 10

If the GPS position differs greatly from the entered ADIRU position, the scratchpad message NAV UNABLE RNP will display.

This is a rare occurrence and will rectify itself when the FMC reconciles the difference between the new

Answer 10

ADIRU position and the GPS position.

Question 11

Each time the airplane is stopped for an extended period of time, the ADIRU will enter an automatic realign mode.

Position alignment will be refined until

Answer 11

the airplane starts to move again.

The ADIRU velocity and acceleration errors will be set to zero.

Question 12

With the ADIRU in the automatic realign mode, a manual position update can be accomplished.

A new position can be entered on

Answer 12

POS INIT page 1/3.

NOTE: An ADIRU alignment cannot be accomplished in flight.

If the time between alignments is expected to exceed 24 hr, a position update is recommended.

Question 13

When a ADIRU fault occurs, the SAARU will supply attitude data and will supply backup heading data for

Answer 13

3 min.

The heading is based on ADIRU heading prior to the failure.

After 3 min, heading data will be removed and a SET HDG prompt will be

displayed on the CDU POS INIT page.

Question 14

The ADIRU and SAARU receive their air data from

Answer 14

the left, center and right pitot and static systems.

Two of these three air data sources must be in agreement before the ADIRU and

SAARU use the data.

Question 15

There are 2 ADF systems installed on the airplane. Each ADF can be manually

tuned from

Answer 15

the NAV RADIO page on either CDU.

Question 16

In the event of a dual FMC failure, the ADFs can be tuned using

Answer 16

the CDU ALTN NAV RADIO page.

Question 17

There are 2 DME systems installed on the airplane. The DMEs, usually

autotuned by the FMC, may also

Answer 17

be tuned manually.

When the VOR portion of a VOR / DME is manually entered on the NAV RADIO page, the DMEs are considered to be tuned manually.

This does not inhibit FMC DME tuning.

Question 18

Two DMEs are used by the FMC for position updates.

The FMC will tune DMEs as necessary for radio position updates.

This is seen on

Answer 18

POS REF page 2/3 displays the identifiers of the DME stations used for FMC position updates.

The DME / DME updates are usually more accurate than VOR / DME updates.

Question 19

If the NAVAIDS have been inhibited on the REF NAV DATA page, the FMC

Answer 19

will be unable to tune specific DMEs.

Question 20

In the event of a dual FMC failure, the VORs can be tuned manually using

Answer 20

the CDU ALTN NAV RADIO page.

Each DME tuned will be displayed on its own CDU.

NOTE: The only exception is if the ND mode selector is set to APP, the DME displayed will be that of the ILS.

Question 22

The B777 has three ILS receivers which are usually tuned by the FMC.

They may also be manually tuned on the NAV RADIO page.

For ILS autotuning to occur, two conditions must be met.

Answer 22

he two conditions are: An ILS, LOC, back course, LDA (Localizer-type Directional Aid), or SDF (Simplified Directional Facility) approach must have been selected to the active route;

and the airplane must be within 50 nm from the Top of Descent, 150 nm of the landing runway threshold, or the FMC operating in descent mode.

Question 23

To prevent clutter on the PFD, ILS autotuning is inhibited for

Answer 23

10 min after take-off.

This inhibit does not apply if a new approach is inserted into the active Flight Plan causing the ILS to autotune to the new approach frequency;

or

to subsequent take-offs and landings on the same flight (for example, touch-and-go or stop-and-go landings).

Question 24

Unless ILS approach tuning inhibit is active, the three ILS receivers can be manually tuned from

Answer 24

the NAV RADIO page.

Question 25

ILS approach tuning inhibit is active when:

Answer 25

The autopilot is engaged and either the localizer or glideslope is captured.

Only the flight director is engaged, and either the localizer or the glideslope is captured, and the airplane is below 500 ft Radio Altitude, or

on the ground,

the localizer is alive,

airplane heading is within 45 ° of the localizer front course,

and ground speed is greater than 40 kt.

Question 26

Manual ILS tuning is again enabled when:

Answer 26

either TO/GA switch is pushed,

the autopilot is disengaged and both F/D switches are switched OFF, or

the MCP approach mode is deselected above 1,500 ft Radio Altitude.

Question 27

n the event of a dual FMC failure, the left and center ILS receivers can be tuned from

and the right ILS receiver can be tuned from

Answer 27

the left CDU ALTN NAV RADIO page

right CDU ALTN NAV RADIO page.

Question 28

In flight, with the mode selector in XPNDR, TA ONLY or TA/RA, the selected transponder activates

Answer 28

beacon and altitude reporting.

Question 29

If transponder altitude reporting fails, the ALT SOURCE selector can switch the

source from the ADIRU (NORM) to

Answer 29

SAARU (ALTN).

Question 30

On power-up, each radar sweep and when descending through 2,300 ft AGL,

the weather radar performs

Answer 30

several self tests.

Question 31

In the event of an EFIS control panel problem, the weather radar can be

controlled from the EFIS OPTIONS page

Answer 31

on the CDU.

This is only to be used during non-normal operations.

Question 32

The ND will display any operating modes and fault conditions.

Only when there is sufficient precipitation can the weather radar display turbulence.

Clear air turbulence

Answer 32

cannot be sensed by radar.

Question 33

The 322 has a multiscan radar system designed for fully automatic operation.

It collects data from different scans and merges the information into a total weather picture.

Ground clutter is eliminated from the onboard software providing clutter free viewing of significant weather out to

Answer 33

320 NM.

Question 34

In AUTO mode, multiple radar scans at pre-selected tilt angles detect short, mid, and long range weather.

The result is weather detection at all ranges and in all phases of flight.

Additional processing ensures data from a thunderstorm top within

Answer 34

5,000 ft of the aircraft remains on the radar display until it no longer poses a danger;

this enables flight around thunderstorms that may not be visible.

Tilt and gain inputs are not available when operating in AUTO.

The desired range in AUTO can be selected on the EFIS control panel.

Question 35

When AUTO is initially selected, the radar first sweeps along the aircraft’s flight path.

This will ensure that weather in front of the pilots is immediately displayed.

Four subsequent sweeps are part of the initialization process to detect weather and ground clutter.

After approximately

Answer 35

16 seconds, the initialization is complete and the ND will show an optimized

weather picture with minimal ground clutter for any range selection.

Question 37

The TEST switch tests the weather radar system operation without transmitting.

A test pattern and Predictive Windshear Systems (PWS) symbol display along

with any fault messages that result from the test provided

Answer 37

WXR is selected on any ND or PFD.

Question 38

The TFR switch transfers other ND display selections to the related ND.

Note that selecting both TFR switches at the same time results in

Answer 38

the TEST mode and the test pattern displays.

Question 39

WX displays weather radar returns. WX+T displays weather returns and threats within precipitation at the calibrated gain level.

Turbulence within 40 nm is displayed at all display ranges.

Note: that turbulence detection requires the presence of detectable precipitation. Clear air turbulence

Answer 39

cannot be detected by radar.

Question 40

MAP displays ground returns at the selected gain level. Pushing and holding GC

Answer 40

displays ground clutter.

Question 41

322 The enhanced features of this radar include

Answer 41

Threat Assessment, Predictive Overflight, Turbulence Display, and a Descent feature.

Question 42

322

The Threat Assessment feature is active in AUTO with WX+T mode selected.

This feature combines data from vertical and horizontal sweeps to predict the presence of turbulence and hail in anvil and electrified stratiform clouds.

At altitudes above 25,000 ft threats display as

Answer 42

red speckled patterns in green or yellow regions,

indicating a threat in a cell and a region where aircraft-induced lightning may occur.

Question 43

322 Predictive Overflight (POF) protection displays a cell growing into the flight path,

but not currently a threat. A POF display can be an indication of

Answer 43

clear air turbulence above a growing cell even if the visible cell may not reach the flight path.

POF displays as a red enclosure with red dots. POF is active only with AUTO and WX+T selected.

Question 44

322 When operating in AUTO,

two-level turbulence detection displays severe turbulence with solid magenta areas while light-to-moderate turbulence areas display with magenta dots. Severe turbulence is for aircraft loads 0.3g or greater; light turbulence is for aircraft loads 0.2g or less.

Answer 44

magenta dots. Severe turbulence is for aircraft loads 0.3g or greater;

light turbulence is for aircraft loads 0.2g or less.

Question 45

322 When operating in AUTO and WX+T,

threat assessment is operative for the descent profile.

It is not necessary to switch to

Answer 45

manual operation during descent.

Question 46

322 Radar - Summary

Answer 46

Question 47

In the event of a left or right CDU failure, the center CDU will automatically

Answer 47

take over the role of the failed CDU.

Question 48

When alternate navigation is active, only

Answer 48

the left and right CDUs are used to tune navigation radios.

Question 49

Left and right CDUs provide backup to the left and right EFIS control panels,

while the center CDU provides

Answer 49

EFIS control panel backup for a failed left or right CDU.

Question 50

When an altitude entry is required it may be entered into the FMC as a

Answer 50

three digit (XXX), four digit (XXXX), five digit (XXXXX), or flight level (FLXXX) number.

Question 51

Based on the transition altitude, the FMC will change the altitude or flight level entries into

Answer 51

the proper format. Some data lines may be further restricted.

Question 52

Entry of three digits represents altitude or flight levels in increments of 100 ft. Leading zeros

Answer 52

are required.

Question 53

A slash / on a CDU page is used for a data pair. Examples include wind direction / speed and waypoint airspeed / altitude constraints.

If both values of a data pair are needed, the slash is inserted between the values. The slash may not be required if it is possible to enter only one value of the pair.

If only the outboard value of a data pair is needed, the trailing or leading slash is not required, but may be entered before transferring to the data line.If only the inboard value of a data pair is needed,

Answer 53

the trailing or leading slash must be entered before transferring to the data line.

An INVALID ENTRY message normally displays if a required slash is left out.

Question 54

If the manual entry is followed by an A, for example 390.0A, the ADF uses Antenna mode.

This mode optimizes audio reception and removes ADF bearing information.

The ADF L (R) Frequencies and Tuning Status Display tuning status (white) is adjacent to left and right ADF frequencies (cyan).

The ADF receivers require

Answer 54

manual tuning and operate in three modes.

Valid entries are XXX.X or XXXX.X, followed by A (ANT), B (BFO) or none (for default).

Question 55

If the manual entry is followed by a B, the ADF is in BFO,

or Beat Frequency Oscillator mode. This is used for

Answer 55

audio identification of stations that transmit unmodulated CW signals.

Question 56

The letter R indicates route autotuning.

The NAVAIDS for the active route are selected by the FMC.

The NAVAID is

Answer 56

the previous VOR or a downpath VOR within 250 NM of the aircraft position.

Question 57

The letter M indicates manual tuning, which has priority

Answer 57

over FMC autotuning.

Question 58

When a VOR approach is selected,

the FMC procedure autotunes the VOR frequency when the IAF / FAF is

sequenced. The inbound course is selected when

Answer 58

the approach contains a runway waypoint.

Question 59

For radio position updates the FMC tunes DMEs as necessary.

Manually tuning a DME does not

Answer 59

inhibit FMC DME tuning.

Question 60

TA ONLY and TA/RA are associated with

Answer 60

TCAS operation.

Question 61

The WXR SYS switch selects the receiver / transmitter for operation.

In the L position, the radar antenna is stabilized by

Answer 61

the left and center Inertial Reference Units (IRUs),

while in the R position it is stabilized by the right and center IRUs.

Question 62

When WXR is selected off on the EFIS control panel the pattern is removed.

It also is removed when

Answer 62

another mode is selected on the mode selector, or if an actual PWS alert is detected.

Question 63

Weather returns along with turbulence are displayed by selecting WX/TURB. Ranges of 40 nm or less must be selected to display turbulence.

Clear Air Turbulence cannot be detected by radar since

Answer 63

the turbulence detection function requires the presence of detectable precipitation.

Question 64

Ground returns, at the selected gain level, are displayed by

Answer 64

selecting MAP.

Question 66

Selection of TO/GA starts the take-off phase. Thrust reduction for climb

Answer 66

terminates the take-off phase.

Question 67

The approach phase begins when the first waypoint of the procedure sequences

or when the runway is the active waypoint and the distance to the runway is

Answer 67

25 nm or less.

The FMC climb mode will activate if a go-around is initiated.

Question 68

Monitor for errors following:

Answer 68

activation of a new database,

power interruption

or ADIRU failure.

Question 69

When on a route offset, active route waypoints sequence normally.

However, during transition to or from an offset route

greater than 21 nm,

the crosstrack limit is extended

Answer 69

to 200 nm.

Question 70

When a waypoint is in the route more than once, certain route modifications

(such as DIRECT TO and HOLD) use the

Answer 70

first occurrence of this waypoint in the route.

Question 71

If the engines remain operating between flights, a new cruise altitude entry is

Answer 71

required before the next flight to recalculate the proper vertical profile.

Question 72

A new cruise altitude entry must be made if a climb to cruise altitude is

necessary after completing a descent.

This may be entered

Answer 72

on the CLB page.

Question 73

DIRECT TO courses are segments of a great circle route.

If a DIRECT TO waypoint is entered on the LEGS page,

the arrival course at the waypoint.

Answer 73

the course above the waypoint before execution is

After execution, the course displayed is the current course to fly to the

waypoint.

As a result, these courses may not be the same.

Question 74

Selecting the PURGE prompt removes all airports uplinked to

Answer 74

the ALTN LIST.

Question 75

A conditional waypoint is not associated with a land reference; it is based on

Answer 75

a time or an altitude requirement.

An example of a conditional waypoint is when

reaching 3,500 ft.

Question 76

ADIRU and / or GPS data is used on the ground to calculate

Answer 76

FMC present position.

Question 77

When a TO/GA switch is pushed for take-off,

the FMC position is updated to the landing threshold,

or, to the position shift position, if one has been entered.

Note that this only happens with

Answer 77

GPS NAV OFF.

Question 78

When the aircraft enters a polar region, a flashing white box around the word

TRU on the

Answer 78

ND indicates automatic switching to a true north reference has taken place.

Question 79

When leaving the polar region, a green box is displayed around the word MAG

to indicate the change

Answer 79

from TRU.

Question 80

An amber box appears around the word TRU if the heading reference is still in

true during

Answer 80

descent.

Question 81

In the polar region, TRUE must be selected on the HDG REF switch when

operating the autopilot in other than

Answer 81

LNAV.

Question 82

The airplane position symbol does not display while in ND plan mode and

flying

Answer 82

north of 82 °N or south of 82 °S.

Question 83

Lines 2 through 4 left on POS REF page 2 display navigation system positions.

Bearing and distances displayed are from the FMC position to each

Answer 83

navigation system position.

Question 84

Inertial and DME / DME updates cannot

Answer 84

be inhibited.

Question 85

When it is armed for take-off,

LNAV will engage at or above 50 ft, provided it is within

Answer 85

2.5 nm laterally of the active route leg.

Normally, LNAV provides great circle course guidance between waypoints.

Question 86

Conditional waypoints for altitudes and course intercepts are displayed on the CDU inside

Answer 86

parenthesis marks.

Question 87

When latitude or longitude reporting waypoints are required,

they are entered as the full latitude or longitude followed by a dash

and the increment chosen to generate the

Answer 87

subsequent multiple waypoints.

In this example,

W005 - 10 adds waypoints starting at W005 in ten degree increments

from that point to the destination.

Question 88

For an altitude constraint covering a range of altitudes two altitudes may be entered in either order.

Answer 88

The lower constraint is followed by the suffix A, with the upper constraint followed by the suffix B. Examples of such entries are shown here.

Question 89

The altitudes and speeds for SPD TRANS and SPD RESTR on the DES page will be deleted if the altitude set in the ALTITUDE window is below those altitudes.

Answer 89

These restrictions must then be maintained by flight crew action.

Question 90

VNAV will not transition to the approach phase when passing the first waypoint

of the approach if a waypoint located after the first waypoint of an FMC

database approach is

Answer 90

added and executed.

Question 91

The FMC creates an E/D point when an arrival or approach procedure is

selected on the ARRIVALS page and incorporated into the Flight Plan.

This point normally coincides with

Answer 91

a final approach fix (FAF) or runway threshold.

Question 92

Auto throttles off - Airspeed may decrease to the minimum maneuvering speed.

To stop the deceleration,

VNAV then commands the airplane to fly

Answer 92

below the path.

The pitch mode changes from VNAV PTH to VNAV SPD

if VNAV can no longer maintain the airplane within

150 ft of the path without further deceleration.

Question 93

The scratchpad message DRAG REQUIRED will display if the speed increases

to more than 314 kt. This speed is

The aircraft may accelerate up to 15 kt above the speed on the SEL SPD line (maximum 319 kt,

Answer 93

VMO / MMO minus 15 kt.

10 kt below VMO) to maintain the path.

If more correction is required, the airplane may go up to 150 ft above the

desired VNAV path.

Question 94

For any descent that starts before the calculated Top of Descent point, VNAV

will command a reduced rate of descent until

Answer 94

path interception.

Question 95

On a missed approach, LNAV will engage above 50 ft Radio Altitude if the

autopilot is not engaged, and above

Answer 95

200 ft Radio Altitude if the autopilot is engaged.

A missed approach may be accomplished by selecting either TO/GA switch.

Question 96

Driftdown

Set the MCP altitude at or below EO MAX altitude and execute the FMC modification to start the driftdown.

Another means of starting driftdown is to execute the ENG OUT modification. Then, set the clearance altitude, which must be lower than EO MAX, in the MCP and push the altitude selector.

Yet another method is to set the clearance altitude in the MCP, push the altitude selector; then, after the descent is established, execute the ENG OUT modification.

Answer 96

to execute the ENG OUT modification.

Then, set the clearance altitude, which must be lower than EO MAX, in the MCP and push the altitude selector.

set the clearance altitude in the MCP, push the altitude selector; then, after the descent is established, execute the ENG OUT modification.

Question 97

GPS POS displays the GPS present position.

During preflight, it may not display due to

Answer 97

satellite availability, performance, or unfavorable geometry.

Question 98

The page title is white when the route is active, and cyan when

Answer 98

the route is inactive.

Question 99

MAX ANGLE displays the maximum angle of climb speed.

is not allowed.Manual entry

Answer 99

is not allowed.

Question 100

Selection and execution above the engine-out maximum altitude displays

Answer 100

the ACT EO D/D page.

Question 101

CLB DIR displays when a climb altitude constraint exists between the current

altitude and

Answer 101

the FMC cruise altitude.

Selecting CLB DIR deletes all waypoint altitude constraints

between the airplane altitude and the MCP altitude or FMC cruise altitude,

whichever is lower. FMC cruise altitude is not affected.

Question 102

Engine-out VNAV climb guidance is available on the EO CLB page.

The EO

CLB page must be selected and

Answer 102

executed by the flight crew.

Question 103

CRZ ALT displays if the cruise altitude is less than MAX ALT and displays

MAX ALT if engine-out cruise altitude is less than

Answer 103

cruise altitude. Manual entry is allowed.

Question 104

MAX ALT displays the lower of maximum altitude at engine-out climb speed or

cruise speed.

Manual entry

Answer 104

is not allowed.

Question 105

During the take-off roll, the autothrottle commands the thrust and the FMC

commands acceleration to between

Answer 105

V2 + 15 kt and V2 + 25 kt, based on the rate of rotation.

Question 106

Setting an altitude below the current altitude in the MCP ALTITUDE window and pushing the ALTITUDE selector (more than 50 nm from a T/D) causes the cruise altitude to be set to the MCP ALTITUDE and the airplane to descend to the new altitude.

The CRZ page displays ACT ECON CRZ DES.

A calculated thrust value for an approximate 1,250 ft/min descent is set by the autothrottle. Pitch changes maintain the commanded cruise speed. Thrust levers can be

Answer 106

manually positioned to adjust the descent rate.

Question 107

Selecting OFF displays ALL in both locations of the VOR ONLY INHIBIT line.

DME / DME position updating

Answer 107

is not inhibited.

Question 108

OAT can be entered for any one altitude. The FMC calculates the temperature

for the entered altitudes

Answer 108

using the standard lapse rate.

Question 109

An FMC position update can be accomplished on the

Answer 109

POS REF 2/3 page in

flight.

Question 110

PROGRESS page three is used to enter data for

Answer 110

Required Time of Arrival (RTA). This may be entered or changed during

preflight or in flight.

Creating an RTA changes the CRZ page title to RTA CRZ. RTA

operates only in

cruise.

Question 111

PROGRESS page four displays concise

Answer 111

RNP information.

Question 112

Alternate airports display the identifier of the four alternate airports in ETA

order when airborne; and, in

Answer 112

distance order when on the ground.

The selected alternate is identified with an A or SEL to the right of the airport

identifier.

Usually, the closest alternate is selected and identified with A.

Question 113

An airport will not be one of the four alternate airports if entered into the

Answer 113

ALTN INHIBIT line. One or two airports can be entered.

Question 114

he FMC computes holding patterns with constant radius turns based on current

wind and

Answer 114

FMC commanded airspeed. The pattern size is limited to FAA or ICAO

protected airspace.

Question 115

Holding

Strong winds or airspeed in excess of FAA or ICAO entry speeds may result in

Answer 115

the airplane flying outside the protected airspace.

Question 116

Holding

teardrop entries use

Answer 116

a 40 degree offset angle

Question 117

Lateral guidance directs the airplane to fly-by or fly-over the holding fix and to

remain

Answer 117

on the holding side of the inbound holding course.

Question 118

Holding

The BEST SPEED line displays the best holding speed for the airplane gross

weight, altitude, and flap setting. Note that this speed may exceed

Answer 118

the ICAO limit speed.

Question 119

In ALTN NAV

Navigation radios are tuned on the ALTN NAV RADIO page and related parameters display. Autotune is

Answer 119

not available.

The CDUs operate independently for navigation radio tuning.

VNAV is not available in ALTN NAV

Question 120

In ALTN NAV

The left CDU tunes the left VOR, DME, ADF,

and left and center ILS. The right CDU tunes

Answer 120

the right VOR, DME, ADF, and right ILS.

Question 121

In ALTN NAV

Waypoint speed and altitude restrictions are not displayed because performance data is

Answer 121

is not available

Question 122

The center CDU is automatically selected after failure of

Answer 122

the left or right CDU.

Question 123

If both FMCs fail, the CDUs retain Flight Plan waypoints except for

Answer 123

conditional waypoints, offsets, and holding patterns.

Question 124

IN ALTN NAV

New waypoints can only be entered in

Answer 124

latitude and longitude.

This includes waypoints the flight crew has deleted from the copied route.

Question 125

In ALTN NAV

The ADIRU supplies magnetic variation for present position.

Only the active waypoint course can be referenced to magnetic north.

All subsequent waypoint courses

Answer 125

are true courses.

Question 126

The FMC must have continuous electrical power to operate.

When the electrical power is interrupted and returns,

the FMC restarts.

After restart, the performance data displayed on the PERF INIT page must

Answer 126

be re-entered.

The route previously in use is available but must be reactivated.

Question 127

The AFDS modes shown here are inoperative after failure of the inertial

reference portion of the ADIRU.

Answer 127

LNAV / VNAV

TO/GA

LOC / GS

TRK HOLD / SEL

HDG HOLD / SEL

Question 128

The navigation functions shown here are inoperative after failure of the inertial

reference portion of the ADIRU.

Answer 128

FMC VNAV pages

FMC Performance Predictions

ND wind direction & speed (wind arrow)

Question 129

The PFD functions shown here are inoperative after failure of the inertial

reference portion of the ADIRU.

Answer 129

Flap maneuvering speeds

PFD heading

(this is operative when heading from standby is entered on pos init page)

autobrakes inop

Question 130

If the ADIRU fails in a polar region, the EICAS message NAV ADIRU

INERTIAL displays and all

Answer 130

autopilot and AFDS roll modes fail.

Question 131

The CDU POS INIT page displays the SET HDG prompt

Answer 131

3 min after ADIRU failure.

Question 132

SAARU power-up is completely automatic at airplane power-up.

There are no SAARU

Answer 132

controls.

Question 133

A software reset may occur while in single FMC operation.

The active route becomes inactive, the performance data is erased, and

Answer 133

LNAV and VNAV (if engaged) modes fail.

To regain FMC operation,

activate and execute the Flight Plan, enter the necessary performance data,

and engage LNAV and VNAV.

Question 134

If the MENU page and the scratchpad message TIMEOUT RESELECT display,

the FMC is no longer

Answer 134

connected to the CDU.

Selecting the < FMC prompt connects the CDU to the FMC.