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Honeywell International Inc. 21111 N. 19th Ave. Phoenix, Arizona 85027-2708 U.S.A.

CAGE: 55939 Telephone: (800) 601-3099 (U.S.A./Canada) Telephone: (602) 365-3099 (International)

REVISION NO. 5 DATED OCTOBER 2009

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Please replace your copy of this guide with the attached complete revision. The Record of Revisions page shows Honeywell has already put Revision No. 5 dated October 2009 in the guide.

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Because of the extensive changes and additions throughout the guide, revision bars have been omitted and the entire guide has been reprinted.

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This guide has been revised to reflect changes and added information. The List of Effective Pages (LEP) identifies the current revision to each page in this guide.

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HIGHLIGHTS

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TO:

HOLDERS OF THE FLIGHT MANAGEMENT SYSTEM (FMS) FOR THE EMBRAER 170/175/190/195 PILOTS GUIDE, HONEYWELL PUB. NO. A28--1146--179

Highlights Page 1 of 2 October 2009

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Highlights Page 2 of 2 October 2009
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Honeywell International Inc. 21111 N. 19th Ave. Phoenix, Arizona 85027-2708 U.S.A. CAGE: 55939 Telephone: (800) 601-3099 (U.S.A./Canada) Telephone: (602) 365-3099 (International) Web site: http://portal.honeywell.com/wps/portal/aero

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Software Versions NZ 7.03 (Load 21) and NZ 7.1 (Load 23) Pilots Guide

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This document contains technical data and is subject to U.S. export regulations. These commodities, technology, or software were exported from the United States in accordance with the export administration regulations. Diversion contrary to U.S. law is prohibited. ECCN: 7E994, NLR Eligible
Printed in U.S.A. Pub. No. A28--1146--179--005 Revised October 2009 October 2003 Page T--1

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Embraer 170/175/190/195 and Lineage 1000

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for the

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Flight Management System (FMS)

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Honeywell-Confidential
THIS COPYRIGHTED WORK AND ALL INFORMATION ARE THE PROPERTY OF HONEYWELL INTERNATIONAL INC., CONTAIN TRADE SECRETS AND MAY NOT, IN WHOLE OR IN PART, BE USED, DUPLICATED, OR DISCLOSED FOR ANY PURPOSE WITHOUT PRIOR WRITTEN PERMISSION OF HONEYWELL INTERNATIONAL INC. ALL RIGHTS RESERVED.

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The documents and information contained herein (the Materials) are the proprietary data of Honeywell International Inc. and Honeywell Intellectual Properties Inc (collectively Honeywell). These Materials are provided for the exclusive use of Honeywell Service Centers; Honeywell-authorized repair facilities; operators of Honeywell aerospace products subject to an applicable product support agreement, their wholly owned-subsidiaries or a formally designated third party service provider; and direct recipients of Materials from Honeywells Aerospace Technical Publication Distribution. The terms and conditions of this License Agreement govern your use of these Materials, except to the extent that any terms and conditions of another applicable agreement with Honeywell regarding the operation, maintenance, or repair of Honeywell aerospace products conflict with the terms and conditions of this License Agreement, in which case the terms and conditions of the other agreement will govern. However, this License Agreement will govern in the event of a conflict between its terms and conditions and those of a purchase order or acknowledgement.
1. License Grant - If you are a party to an applicable product support agreement, a Honeywell Service Center agreement, or an authorized repair facility agreement, Honeywell hereby grants you a limited, non--exclusive license to use these Materials to operate, maintain, or repair Honeywell aerospace products only in accordance with that agreement.

If you are a direct recipient of these Materials from Honeywells Aerospace Technical Publication Distribution and are not a party to an agreement related to the operation, maintenance or repair of Honeywell aerospace products, Honeywell hereby grants you a limited,
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Honeywell Materials License Agreement

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non--exclusive license to use these Materials to maintain or repair the subject Honeywell aerospace products only at the facility to which these Materials have been shipped (the Licensed Facility). Transfer of the Materials to another facility owned by you is permitted only if the original Licensed Facility retains no copies of the Materials and you provide prior written notice to Honeywell. 2. Rights In Materials - Honeywell retains all rights in these Materials and in any copies thereof that are not expressly granted to you, including all rights in patents, copyrights, trademarks, and trade secrets. No license to use any Honeywell trademarks or patents is granted under this License Agreement. 3. Confidentiality - You acknowledge that these Materials contain information that is confidential and proprietary to Honeywell. You agree to take all reasonable efforts to maintain the confidentiality of these Materials. 4. Assignment And Transfer - This License Agreement may be assigned to a formally designated service designee or transferred to a subsequent owner or operator of an aircraft containing the subject Honeywell aerospace products. However, the recipient of any such assignment or transfer must assume all of your obligations under this License Agreement. No assignment or transfer shall relieve any party of any obligation that such party then has hereunder. 5. Copies of Materials - Unless you have the express written permission of Honeywell, you may not make or permit making of copies of the Materials. Notwithstanding the foregoing, you may make copies of only portions of the Material for your internal use. You agree to return the Materials and any copies thereof to Honeywell upon the request of Honeywell. 6. Term - This License Agreement is effective until terminated as set forth herein. This License Agreement will terminate immediately, without notice from Honeywell, if you fail to comply with any provision of this License Agreement or will terminate simultaneously with the termination or expiration of your applicable product support agreement, authorized repair facility agreement, or your formal designation as a third party service provider. Upon termination of this License Agreement, you will return these Materials to Honeywell without retaining any copies and will have one of your authorized officers certify that all Materials have been returned with no copies retained. 7. Remedies - Honeywell reserves the right to pursue all available remedies and damages resulting from a breach of this License Agreement.

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Honeywell, SPEX, Primus, and Epic are registered trademarks of Honeywell International Inc. All other marks are owned by their respective companies.

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Copyright 2003, 2009, Honeywell International Inc. All rights reserved.

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Copyright - Notice -

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9. Controlling Law - This License shall be governed and construed in accordance with the laws of the State of New York without regard to the conflicts of laws provisions thereof. This license sets forth the entire agreement between you and Honeywell and may only be modified by a writing duly executed by the duly authorized representatives of the parties.

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8. Limitation of Liability - Honeywell does not make any representation regarding the use or sufficiency of the Materials. THERE ARE NO OTHER WARRANTIES, WHETHER WRITTEN OR ORAL, EXPRESS, IMPLIED OR STATUTORY, INCLUDING, BUT NOT LIMITED TO, (i) WARRANTIES ARISING FROM COURSE OF PERFORMANCE, DEALING, USAGE, OR TRADE, WHICH ARE HEREBY EXPRESSLY DISCLAIMED, OR (ii) WARRANTIES AGAINST INFRINGEMENT OF INTELLECTUAL PROPERTY RIGHTS OF THIRD PARTIES, EVEN IF HONEYWELL HAS BEEN ADVISED OF ANY SUCH INFRINGEMENT. IN NO EVENT WILL HONEYWELL BE LIABLE FOR ANY INCIDENTAL DAMAGES, CONSEQUENTIAL DAMAGES, SPECIAL DAMAGES, INDIRECT DAMAGES, LOSS OF PROFITS, LOSS OF REVENUES, OR LOSS OF USE, EVEN IF INFORMED OF THE POSSIBILITY OF SUCH DAMAGES. TO THE EXTENT PERMITTED BY APPLICABLE LAW, THESE LIMITATIONS AND EXCLUSIONS WILL APPLY REGARDLESS OF WHETHER LIABILITY ARISES FROM BREACH OF CONTRACT, WARRANTY, TORT (INCLUDING BUT NOT LIMITED TO NEGLIGENCE), BY OPERATION OF LAW, OR OTHERWISE.

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Record of Revisions
For each revision, put the changed pages in your guide and discard the replaced pages. Write the revision number and date, and the date put in the guide. Put your initials in the applicable columns on the Record of Revisions. The initial H shows that Honeywell put the changed pages in the guide.

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Title T--1 T--2 T--3 T--4 Record of Revisions RR--1 RR--2 List of Effective Pages LEP--1 LEP--2 LEP--3 LEP--4 LEP--5 LEP--6 LEP--7 LEP--8 Table of Contents TC--1 TC--2 TC--3 TC--4 TC--5 TC--6 TC--7 H H H H H H H H H H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 H H Oct 2009 Oct 2009 H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009

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Operational Example (cont) F 4--3/4--4 4--5 4--6 4--7 4--8 4--9 4--10 4--11 4--12 4--13 4--14 4--15 4--16 4--17 4--18 4--19 4--20 4--21 4--22 4--23 4--24 4--25 4--26 4--27 4--28 4--29 4--30 4--31 4--32 4--33 4--34 4--35 4--36 4--38 4--37 H H H H H H H H H H H H H H H H H H H H H H H H H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009

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Performance (cont) 5--19 5--20 5--21 5--22 5--23 5--24 5--25 5--26 5--27 5--28 5--29 5--30 5--31 5--32 5--33 5--34 5--35 5--36 5--37 5--38 5--39 5--40 5--41 5--42 5--43 5--44 5--45 5--46 H H H H H H H H H H H H H H H H H H H H H H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009

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Navigation (cont) 6--31 6--32 6--33 6--34 6--35 6--36 6--37 6--38 6--39 6--40 6--41 6--42 6--43 6--44 6--45 6--46 6--47 6--48 6--49 6--50 6--51 6--52 6--53 6--54 6--55 6--56 6--57 6--58 6--59 6--60 6--61 6--62 6--63 6--65 6--64 H H H H H H H H H H H H H H H H H H H H H H H H H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009

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Navigation (cont) 6--120 6--121 6--122 6--123 6--124 6--125 6--126 6--127 6--128 6--129 6--130 6--131 6--132 6--133 6--134 6--135 6--136 6--137 6--138 6--139 6--140 6--141 6--142 6--143 6--144 6--145 6--146 6--147 H H H H H H H H H H H H H H H H H H H H H H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009

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Flight Plan 8--1 8--2 8--3 8--4 8--5 8--6 8--7 8--8 8--9 8--10 8--11 8--12 8--13 8--14 8--15 8--16 8--17 8--18 8--19 8--20 8--21 8--22 8--23 8--24 8--25 8--26 8--27 8--28 8--29 8--30 8--31 8--32 8--33 8--35 8--34 H H H H H H H H H H H H H H H H H H H H H H H H H H H H Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009 Oct 2009

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Table of Contents
Section 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Honeywell Product Support . . . . . . . . . . . . . . . . . . . . FMS Product Support . . . . . . . . . . . . . . . . . . . . . . . . . Customer Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . Global Customer Care (GCC) . . . . . . . . . . . . . . . To Register Your Publication (if Required) . . . . . Honeywell Aerospace Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 1-1 1-3 1-3 1-4 1-4 1-4 1-5 2-1 2-1 2-1 2-2 2-2 2-2 2-2 2-2 2-3 3-1 3-1 3-1 3-2 3-3 3-3 3-4 3-5 3-5 3-6 3-6 3-15 3-15 3-19 4-1 4-1 4-7 4-8 4-9 4-11

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . . Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . . Aircraft Performance Management . . . . . . . . . . . . . Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Display . . . . . . . . . . . . . . . . . . . . . . . . . . .

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Management System (FMS) . . . . . . . . . . . . . Multifunction Control Display Unit (MCDU) . . . . . . . MCDU Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alphanumeric Keys . . . . . . . . . . . . . . . . . . . . . . . . Scratchpad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line Select Keys (LSK) . . . . . . . . . . . . . . . . . . . . . Clear (CLR) Key . . . . . . . . . . . . . . . . . . . . . . . . . . Delete (DEL) Key . . . . . . . . . . . . . . . . . . . . . . . . . . Function Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accessing Any FMS Function . . . . . . . . . . . . . . . Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brightness Control . . . . . . . . . . . . . . . . . . . . . . . . .

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4. OPERATIONAL EXAMPLE . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Predeparture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Section 4. OPERATIONAL EXAMPLE (CONT) Route (cont) Waypoint Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airway Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Initialization . . . . . . . . . . . . . . . . . . . . . . Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Departure Selection . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Discontinuities . . . . . . . . . . . . . . . . . . Engine--Out Standard Instrument Departure (EOSID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine--Out Range (EO RANGE) . . . . . . . . . . . . Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternate Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Index . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Index Organization . . . . . . . . . . . . Performance Initialization . . . . . . . . . . . . . . . . . . . . . . Full Performance Method . . . . . . . . . . . . . . . . . . . Additional Definition of Optimum Altitude . . . . . Pilot Speed/Fuel Flow (SPD/FF) Method . . . . . Current Ground Speed/Fuel Flow (GS/FF) Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switching Performance Methods . . . . . . . . . . . . Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Details About Cruise Altitude . . . . . . Additional Details About Ceiling Altitude . . . . . . Performance Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind and Temperature Pages . . . . . . . . . . . . . . . Wind and Temperature Model Blending . . . . . . . Wind and Temperature Model Entries . . . . . . . . Recommended Entries . . . . . . . . . . . . . . . . . . . . . 4-13 4-14 4-24 4-35 4-38 4-42 Page

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Section 5. PERFORMANCE (CONT) Performance Plan (cont) Wind and Temperature Performance Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Details About Default Descent Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . What--if Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . What--If Performance Initialization . . . . . . . . . . . What--If Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stored Fight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stored Flight Plan Performance Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stored Flight Plan Data . . . . . . . . . . . . . . . . . . . . Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Explanation of Fuel Quantity and Fuel Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page

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6. NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Identification . . . . . . . . . . . . . . . . . . . . . . . Navigation (NAV) Index . . . . . . . . . . . . . . . . . . . . . . . Flight Plan List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Defining Stored Flight Plans . . . . . . . . . . . . . . . . Deleting Stored Flight Plans . . . . . . . . . . . . . . . . Flight Plan Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot Waypoint List . . . . . . . . . . . . . . . . . . . . . . . . . . . . Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navaids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument Landing Systems . . . . . . . . . . . . . . . . Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple Waypoints . . . . . . . . . . . . . . . . . . . . . . . . Pilot--Defined Waypoints . . . . . . . . . . . . . . . . . . . Undefined Waypoints . . . . . . . . . . . . . . . . . . . . . . FMS Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Database . . . . . . . . . . . . . . . . . . . . . . .

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Section 6. NAVIGATION (CONT) Database (cont) Custom Database . . . . . . . . . . . . . . . . . . . . . . . . . Tailored Database . . . . . . . . . . . . . . . . . . . . . . . . . Fix Information (Info) . . . . . . . . . . . . . . . . . . . . . . . . . Air Traffic Control (ATC) . . . . . . . . . . . . . . . . . . . . . . . Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Datalink Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . Datalink Flight Plan Review . . . . . . . . . . . . . . . . . Datalink Reports . . . . . . . . . . . . . . . . . . . . . . . . . . Datalink Winds . . . . . . . . . . . . . . . . . . . . . . . . . . . . Datalink Winds Aloft . . . . . . . . . . . . . . . . . . . . . . . Datalink Address Configuration . . . . . . . . . . . . . . Flight Plan Address . . . . . . . . . . . . . . . . . . . . . . . . Winds Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position Report Address . . . . . . . . . . . . . . . . . . . . Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Mode . . . . . . . . . . . . . . . . . . . . . . . . . . Position Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . FMS Position Update . . . . . . . . . . . . . . . . . . . . . . Sensor Status Pages . . . . . . . . . . . . . . . . . . . . . . Required Navigation Performance . . . . . . . . . . . Predictive Receiver Autonomous Integrity Monitor (RAIM) . . . . . . . . . . . . . . . . . . . . . . . . . . Additional Details About Pseudo Random Noise (PRN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR/DME Page . . . . . . . . . . . . . . . . . . . . . . . . . . Notices to Airmen . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensors Being Used by the FMS . . . . . . . . . . . . . . . Position Sensor Deselection . . . . . . . . . . . . . . . . Tuning NAV Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . Autotune . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Lattitude Flying . . . . . . . . . . . . . . . . . . . . . . . . . . Polar Region: IRS Equipped Aircraft . . . . . . . . . 6-33 6-33 6-34 6-36 6-38 6-39 6-41 6-43 6-44 6-46 6-47 6-48 6-49 6-50 6-51 6-59 6-71 6-76 6-76 6-76 6-79 6-83 6-93 6-102 Page

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Section 6. NAVIGATION (CONT) Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pattern Definition . . . . . . . . . . . . . . . . . . . . . . . . . . Pattern Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . Flyover Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiple Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . Failed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . True/Magnetic Selection . . . . . . . . . . . . . . . . . . . . Return to Service . . . . . . . . . . . . . . . . . . . . . . . . . . FMS Setup Pages . . . . . . . . . . . . . . . . . . . . . . . . . Crossing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Present Position (PPOS) Direct . . . . . . . . . . . . . Point Abeam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crossing Radial . . . . . . . . . . . . . . . . . . . . . . . . . . . Latitude/Longitude Crossing . . . . . . . . . . . . . . . . Equal Time Point . . . . . . . . . . . . . . . . . . . . . . . . . . Point of No Return . . . . . . . . . . . . . . . . . . . . . . . . . Data Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crossloading Custom or Aircraft Database . . . . Data Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation Database Updating . . . . . . . . . . . . . . Flight Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. REQUIRED NAVIGATION PERFORMANCE (RNP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-133 6-133 6-134 6-135 6-149 6-152 6-153 6-154 6-154 6-157 6-159 6-160 6-161 6-170 6-171 6-172 6-173 6-174 6-175 6-177 6-178 6-178 6-183 6-184 6-184 7-1 7-1 7-2 7-2 7-5 7-8 7-9 7-11 7-12 7-12 7-13 8-1 8-1 8-1 Page

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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preflight Considerations . . . . . . . . . . . . . . . . . . . . . . . In--Flight Considerations . . . . . . . . . . . . . . . . . . . . . . RNP Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . RNP Minimums Selection . . . . . . . . . . . . . . . . . . APPROACH MINIMA TYPE Page . . . . . . . . . . . RNP Scratchpad Messages . . . . . . . . . . . . . . . . . FMS Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMS Sensor Selection . . . . . . . . . . . . . . . . . . . . . FMS Sensor Deselection . . . . . . . . . . . . . . . . . . . 8. FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Section 8. FLIGHT PLAN (CONT) Creating Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . Recall a Previously Stored Flight Plan . . . . . . . . Store a Flight Plan and Activate . . . . . . . . . . . . . Build a Flight Plan by Entering Waypoints . . . . . Creating Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Calling Up a Company Route . . . . . . . . . . . . . . . Loading a Route From Datalink . . . . . . . . . . . . . . Manually Building a Route . . . . . . . . . . . . . . . . . . Flight Plan Changes to Procedures or Airways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Navigation (LNAV) . . . . . . . . . . . . . . . . . . . . . General LNAV Rules . . . . . . . . . . . . . . . . . . . . . . . LNAV Submodes . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Navigation (VNAV) . . . . . . . . . . . . . . . . . . . . General VNAV Rules . . . . . . . . . . . . . . . . . . . . . . VNAV Submodes . . . . . . . . . . . . . . . . . . . . . . . . . . Early/Late Descent (DES NOW) . . . . . . . . . . . . . VNAV Operation in Flight . . . . . . . . . . . . . . . . . . . VNAV Special Operations . . . . . . . . . . . . . . . . . . VNAV Operational Scenarios . . . . . . . . . . . . . . . . Speed Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Speed Command Rules . . . . . . . . . . . . Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint Speed Constraint . . . . . . . . . . . . . . . . . Speed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . VNAV Approach Temperature Compensation . . . . Clearing of Flight Plans . . . . . . . . . . . . . . . . . . . . . . . 9. PROGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Progress Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VNAV DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Direct--To . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Direct--To . . . . . . . . . . . . . . . . . . . . . . . . . . . . Course Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arc Intercept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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Section 10. DIRECT/INTERCEPT (CONT) Direct--To Abeam Points . . . . . . . . . . . . . . . . . . . . . . . Approach Intercept (Vectors) . . . . . . . . . . . . . . . . . . 11. MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU) ENTRY FORMAT . . . . . . . . . . . . . . . . . . . 10-10 10-11 11-1 11-1 11-1 Page

12. MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Message List and Definitions . . . . . . . . . . . . . . . . . . 13. MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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2--1 Primus Epic MAU . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCDU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADIO 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF INDEX 1/2 -- Bright/Dim Level . . . . . . . . . . . .

3--1 3--2 3--3 3--4 3--5 3--6 3--7 3--8 3--9 3--10 3--11 3--12 3--13

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List of Figures (cont)
Figure 4--1 4--2 4--3 4--4 4--5 4--6 4--7 4--8 4--9 4--10 4--11 4--12 4--13 4--14 4--15 4--16 4--17 4--18 4--19 4--20 4--21 4--22 4--23 4--24 4--25 4--26 4--27 4--28 4--29 4--30 4--31 4--32 4--33 4--34 4--35 4--36 4--37 4--38 4--39 KPHX to KMSP Flight Route . . . . . . . . . . . . . . . . . . . Phoenix, AZ SILOW1 Departure . . . . . . . . . . . . . . . Minneapolis, MN KASPR3 Arrival . . . . . . . . . . . . . . Minneapolis, MN ILS 30L Approach . . . . . . . . . . . . . FMS Preflight Procedure Flow Chart . . . . . . . . . . . . NAV IDENT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION INIT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION INIT 1/1 -- Loaded . . . . . . . . . . . . . . . . . . RTE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/3 -- J44.ALS . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/3 -- J44.ALS Loaded . . . . . . . . . . . . . . . . . . . . RTE 2/3 -- DVV Loaded . . . . . . . . . . . . . . . . . . . . . . . RTE 2/3 -- J114.ONL . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/4 -- J114.ONL Loaded . . . . . . . . . . . . . . . . . . RTE 2/4 -- MCW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 3/4 -- KMSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 3/4 -- KMSP Scratchpad . . . . . . . . . . . . . . . . . . RTE 3/4 -- KMSP Loaded . . . . . . . . . . . . . . . . . . . . . . ALTERNATE RTE 4/4 . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE RTE 4/4 -- KDLH . . . . . . . . . . . . . . . . . ALTERNATE RTE 4/4 -- GEP . . . . . . . . . . . . . . . . . . ALTERNATE RTE 4/4 -- PERF INIT . . . . . . . . . . . . . PERFORMANCE INIT 1/3 (Standard) . . . . . . . . . . . CRUISE MODES 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMANCE INIT -- KG 2/3 (Standard) . . . . . . PERFORMANCE INIT -- KG 3/3 (Standard) . . . . . . PERFORMANCE INIT 1/5 (Expanded) . . . . . . . . . . PERFORMANCE INIT 2/5 (Expanded) . . . . . . . . . . PERFORMANCE INIT -- KG 3/5 (Expanded) . . . . . PERFORMANCE INIT 4/5 (Expanded) . . . . . . . . . . PERFORMANCE INIT -- KG 5/5 (Expanded) . . . . . PERF DATA 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF DATA 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF DATA 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPARTURE RUNWAYS 1/1 . . . . . . . . . . . . . . . . . . SIDs 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPARTURE TRANS 1/1 . . . . . . . . . . . . . . . . . . . . . Page 4-2 4-3 4-5 4-6 4-7 4-8 4-9 4-10 4-11 4-12 4-13 4-14 4-15 4-16 4-16 4-17 4-17 4-18 4-19 4-20 4-21 4-22 4-23 4-24 4-26 4-27 4-28 4-29 4-30 4-31 4-32 4-33 4-34 4-35 4-36 4-37 4-38 4-39 4-40

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Figure 4--40 4--41 4--42 4--43 4--44 4--45 4--46 4--47 4--48 4--49 4--50 4--51 4--52 4--53 4--54 4--55 4--56 4--57 4--58 4--59 4--60 4--61 4--62 4--63 4--64 4--65 4--66 4--67 4--68 4--69 4--70 4--71 5--1 5--2 5--3 5--4 5--5 5--6 5--7 5--8 PROCEDURE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOD RTE 2/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPARTURE RUNWAYS . . . . . . . . . . . . . . . . . . . . . SIDs -- EOSID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EO SID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EO RANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EO MOD FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN -- EO . . . . . . . . . . . . . . . . . . . . . . TAKEOFF 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/6 . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/5 -- KPHX . . . . . . . . . . . . . . . . ACTIVE FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . ACT RTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARRIVAL 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP STAR 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP STAR TRANS 1/1 . . . . . . . . . . . . . . . . . . . . . . ARRIVAL 1/1 -- STAR Entered . . . . . . . . . . . . . . . . . KMSP RUNWAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP APPROACH TRANS 1/1 . . . . . . . . . . . . . . . . ARRIVAL -- Review . . . . . . . . . . . . . . . . . . . . . . . . . . . MOD RTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACT RTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISSED APRCH 7/8 . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE FPL 8/8 . . . . . . . . . . . . . . . . . . . . . . . . . Page 4-41 4-42 4-43 4-44 4-45 4-46 4-47 4-48 4-49 4-50 4-51 4-52 4-53 4-54 4-55 4-57 4-58 4-59 4-60 4-61 4-62 4-63 4-64 4-65 4-66 4-67 4-68 4-69 4-71 4-72 4-73 4-74

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Figure 5--9 5--10 5--11 5--12 5--13 5--14 5--15 5--16 5--17 5--18 5--19 5--20 5--21 5--22 5--23 5--24 5--25 5--26 5--27 5--28 5--29 5--30 5--31 5--32 5--33 5--34 5--35 5--36 5--37 5--38 5--39 5--40 5--41 5--42 5--43 5--44 5--45 5--46 5--47 5--48 5--49 DESCENT MODES 1/1 . . . . . . . . . . . . . . . . . . . . . . . DEPARTURE SPEED 1/3 . . . . . . . . . . . . . . . . . . . . . APPROACH SPEEDS 2/3 . . . . . . . . . . . . . . . . . . . . . GO--AROUND SPEEDS 3/3 . . . . . . . . . . . . . . . . . . . PERFORMANCE INIT--KG 2/3 . . . . . . . . . . . . . . . . . FUEL RESERVE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMANCE INIT--KG 3/3 . . . . . . . . . . . . . . . . . PERF DATA 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF DATA 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF DATA 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERF PLAN 1/X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WIND/TEMP 2/X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WIND/TEMP 2/X -- CLEAR Prompt . . . . . . . . . . . . . TAKEOFF 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300/.75M CLIMB 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . LONG RANGE CRUISE 1/1 . . . . . . . . . . . . . . . . . . . 300/.80M DESCENT 1/1 . . . . . . . . . . . . . . . . . . . . . . LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WHAT--IF INIT 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . WHAT--IF CLIMB 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . WHAT--IF CRUISE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . WHAT--IF DESCENT 1/1 . . . . . . . . . . . . . . . . . . . . . . WHAT--IF INIT--KG 2/3 . . . . . . . . . . . . . . . . . . . . . . . WHAT--IF RESERVE 1/1 . . . . . . . . . . . . . . . . . . . . . . PERFORMANCE INIT -- KG 3/3 . . . . . . . . . . . . . . . RESET WHAT--IF INIT 1/1 . . . . . . . . . . . . . . . . . . . . WHAT--IF DATA 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . WHAT--IF DATA 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . STORED FPL INIT 1/4 . . . . . . . . . . . . . . . . . . . . . . . . STORED FPL INIT 2/4 . . . . . . . . . . . . . . . . . . . . . . . . STORED FPL CLIMB 1/1 . . . . . . . . . . . . . . . . . . . . . STORED FPL CRUISE 1/1 . . . . . . . . . . . . . . . . . . . . STORED FPL DESCENT 1/1 . . . . . . . . . . . . . . . . . . STORED FPL INIT--KG 3/4 . . . . . . . . . . . . . . . . . . . . STORED FPL RESERVE 1/1 . . . . . . . . . . . . . . . . . . STORED FPL INIT--KG 4/4 . . . . . . . . . . . . . . . . . . . . RESET STORED INIT 1/1 . . . . . . . . . . . . . . . . . . . . . FPLNAME FPL DATA 1/1 . . . . . . . . . . . . . . . . . . . . . Page 5-13 5-14 5-15 5-16 5-17 5-19 5-20 5-25 5-27 5-28 5-30 5-31 5-32 5-34 5-35 5-36 5-37 5-39 5-40 5-42 5-43 5-45 5-47 5-48 5-49 5-50 5-52 5-53 5-56 5-57 5-58 5-60 5-61 5-63 5-64 5-65 5-66 5-68 5-69 5-72 5-73

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Figure 5--50 FUEL MGT--LB 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 5--51 FUEL MGT--LB 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1 6--2 6--3 6--4 6--5 6--6 6--7 6--8 6--9 6--10 6--11 6--12 6--13 6--14 6--15 6--16 6--17 6--18 6--19 6--20 6--21 6--22 6--23 6--24 6--25 6--26 6--27 6--28 6--29 6--30 6--31 6--32 6--33 6--34 6--35 6--36 6--37 6--38 NAV IDENT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV IDENT 1/1 -- Date/Time . . . . . . . . . . . . . . . . . . . NAV INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT PLAN LIST 1/1 . . . . . . . . . . . . . . . . . . . . . . . FLIGHT PLAN LIST X/X . . . . . . . . . . . . . . . . . . . . . . FLIGHT PLAN LIST X/X -- KPHX/KMSP . . . . . . . . KPHX--KMSP 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT PLAN SELECT 1/1 Page . . . . . . . . . . . . . . . . . . FLT PLAN SELECT 1/1 . . . . . . . . . . . . . . . . . . . . . . . FLT PLAN SELECT 1/1 -- Confirm . . . . . . . . . . . . . . PILOT WPT LIST 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . PILOT WAYPOINT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . PILOT WAYPOINT 1/1 -- WPT Defined . . . . . . . . . . PILOT WAYPOINT 1/1 -- WPT Load . . . . . . . . . . . . PILOT WAYPOINT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . DATA BASE WPT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . DATA BASE WPT 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . DATA BASE WPT 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . DATA BASE WPT 3/3 . . . . . . . . . . . . . . . . . . . . . . . . . KPHX RUNWAYS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . DATA BASE WPT 1/3 Page . . . . . . . . . . . . . . . . . . . DATA BASE WPT 1/3 -- Runway . . . . . . . . . . . . . . . DATA BASE WPT 2/3 -- Runway . . . . . . . . . . . . . . . DATA BASE WPT 3/3 -- Runway . . . . . . . . . . . . . . . DATA BASE WPT 1/1 -- Guyna . . . . . . . . . . . . . . . . DATA BASE WPT 1/1 -- NDB . . . . . . . . . . . . . . . . . . DATA BASE WPT 1/1 -- IPHX . . . . . . . . . . . . . . . . . . DATA BASE WPT -- Payso . . . . . . . . . . . . . . . . . . . . WAYPOINT SELECT 1/2 . . . . . . . . . . . . . . . . . . . . . . FIX INFO 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATC LOGON/STATUS 1/1 . . . . . . . . . . . . . . . . . . . . . DATALINK INDEX 1/1 . . . . . . . . . . . . . . . . . . . . . . . . DATALINK FLT PLAN 1/1 . . . . . . . . . . . . . . . . . . . . . DATALINK FPL REVIEW 1/X . . . . . . . . . . . . . . . . . . DATALINK FPL REVIEW 1/1 . . . . . . . . . . . . . . . . . . REPORTS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATALINK WINDS 1/X . . . . . . . . . . . . . . . . . . . . . . . . Page 5-74 5-76 6-1 6-2 6-3 6-4 6-4 6-5 6-6 6-7 6-9 6-10 6-11 6-12 6-13 6-15 6-16 6-17 6-18 6-19 6-20 6-21 6-22 6-23 6-24 6-25 6-26 6-27 6-28 6-29 6-30 6-31 6-34 6-36 6-38 6-39 6-41 6-42 6-43 6-44

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Figure 6--39 6--40 6--41 6--42 6--43 6--44 6--45 6--46 6--47 6--48 6--49 6--50 6--51 6--52 6--53 6--54 6--55 6--56 6--57 6--58 6--59 6--60 6--61 6--62 6--63 6--64 6--65 6--66 6--67 6--68 6--69 6--70 6--71 6--72 6--73 6--74 6--75 6--76 6--77 6--78 6--79 WINDS ALOFT 1/X . . . . . . . . . . . . . . . . . . . . . . . . . . . ADDRESS CONFIG 1/1 . . . . . . . . . . . . . . . . . . . . . . . FLIGHT PLAN ADDRESS 1/1 . . . . . . . . . . . . . . . . . WINDS ADDRESS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . POS REPORT ADDRESS 1/1 . . . . . . . . . . . . . . . . . Denver, CO PIKES3 Departure . . . . . . . . . . . . . . . . DEPARTURE RUNWAYS 1/1 . . . . . . . . . . . . . . . . . . SIDs 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPARTURE TRANS 1/1 . . . . . . . . . . . . . . . . . . . . . PROCEDURE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . SID REVIEW 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SID REVIEW 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minneapolis, MN KASPR3 Arrival . . . . . . . . . . . . . . ARRIVAL 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP RUNWAY 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP APPROACH 1/1 . . . . . . . . . . . . . . . . . . . . . . . KMSP APPROACH TRANS 1/1 . . . . . . . . . . . . . . . . KMSP STAR 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KMSP STAR TRANS 1/1 . . . . . . . . . . . . . . . . . . . . . . ARRIVAL 1/1 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . ARRIVAL REVIEW 1/5 . . . . . . . . . . . . . . . . . . . . . . . . ARRIVAL REVIEW 2/5 . . . . . . . . . . . . . . . . . . . . . . . . POS SENSORS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION INIT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . POSITION INIT 1/1 -- LOADED . . . . . . . . . . . . . . . . POSITION INIT 1/1 -- UPDATE . . . . . . . . . . . . . . . . FMS UPDATE 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . POS SENSORS 1/1 Page . . . . . . . . . . . . . . . . . . . . . FMS UPDATE 1/1 Page . . . . . . . . . . . . . . . . . . . . . . . FMS UPDATE 1/1 REF WPT . . . . . . . . . . . . . . . . . . FMS UPDATE 1/1 w/FREEZE POSITION . . . . . . . FMS UPDATE 1/1 FMS UPDATE . . . . . . . . . . . . . . POS SENSOR 1/1--UPDATE . . . . . . . . . . . . . . . . . . FMS UPDATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POS SENSORS 1/1--UPDATE (2R) . . . . . . . . . . . . FMS UPDATE Page . . . . . . . . . . . . . . . . . . . . . . . . . . POS SENSORS 1/1-- Sensor Status . . . . . . . . . . . . IRS 1 STATUS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . IRS 1 STATUS 1/1 -- ALIGN . . . . . . . . . . . . . . . . . . . IRS 1 STATUS -- ALIGN IN MOTION . . . . . . . . . . . IRS 1 STATUS -- ALIGN IN MOTION ATT . . . . . . . Page 6-46 6-47 6-48 6-49 6-50 6-52 6-53 6-54 6-55 6-56 6-57 6-58 6-61 6-62 6-63 6-64 6-65 6-66 6-67 6-68 6-69 6-70 6-78 6-79 6-81 6-82 6-83 6-84 6-85 6-86 6-87 6-88 6-89 6-90 6-91 6-92 6-93 6-94 6-95 6-95 6-96

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Figure 6--80 6--81 6--82 6--83 6--84 6--85 6--86 6--87 6--88 6--89 6--90 6--91 6--92 6--93 6--94 6--95 6--96 6--97 6--98 6--99 6--100 6--101 6--102 6--103 6--104 6--105 6--106 6--107 6--108 6--109 6--110 6--111 6--112 6--113 6--114 6--115 6--116 6--117 6--118 6--119 IRS 1 STATUS 1/1 -- ATTITUDE . . . . . . . . . . . . . . . IRS 1 STATUS 1/1 -- FAILED . . . . . . . . . . . . . . . . . . GPS 1 STATUS 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . GPS ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GPS 1 STATUS 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . RNP 1/1 -- MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . RNP 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREDICTIVE RAIM 1/1 . . . . . . . . . . . . . . . . . . . . . . . DESTINATION RAIM 1/2 . . . . . . . . . . . . . . . . . . . . . . DESTINATION RAIM 2/2 . . . . . . . . . . . . . . . . . . . . . . PILOT SELECT RAIM 1/2 . . . . . . . . . . . . . . . . . . . . . PILOT SELECT RAIM 2/2 . . . . . . . . . . . . . . . . . . . . . VOR/DME 1 -- 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTAM NAVAIDS 1/1 . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV 1 -- 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 1/3 -- TFD . . . . . . . . . . . . . . . . . . . . . . . PROGRESS 1/3 -- DELETE . . . . . . . . . . . . . . . . . . . PROGRESS 1/3 -- AUTOTUNE . . . . . . . . . . . . . . . . CONVERSION 1/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . CONVERSION 1/4 -- METERS . . . . . . . . . . . . . . . . . CONVERSION 2/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . CONVERSION 3/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . CONVERSION 3/4 -- 10K . . . . . . . . . . . . . . . . . . . . . Average Specific Weight Variation of Aviation Fuels and Lubricants . . . . . . . . . . . . . . . . . . . . . . . . CONVERSION 4/4 . . . . . . . . . . . . . . . . . . . . . . . . . . . CONVERSION 4/4 -- 29.92 . . . . . . . . . . . . . . . . . . . . Pattern Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . Entry Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV INDEX 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . HOLDING PATTERN 1/1 . . . . . . . . . . . . . . . . . . . . . . HOLDING PATTERN 1/1 Page . . . . . . . . . . . . . . . . . HOLDING PATTERN 1/1 -- ACTIVATE . . . . . . . . . . ACTIVE FLT PLAN 5/8 . . . . . . . . . . . . . . . . . . . . . . . . HOLDING PATTERN 1/1 -- DELETE . . . . . . . . . . . . ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/3 -- RESUME HOLD . . . . . . . Page 6-97 6-98 6-99 6-100 6-101 6-102 6-103 6-104 6-106 6-107 6-108 6-109 6-111 6-112 6-116 6-117 6-118 6-121 6-122 6-123 6-124 6-125 6-126 6-127

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List of Figures (cont)
Figure 6--120 6--121 6--122 6--123 6--124 6--125 6--126 6--127 6--128 6--129 6--130 6--131 6--132 6--133 6--134 6--135 6--136 6--137 6--138 6--139 6--140 6--141 6--142 6--143 6--144 6--145 6--146 6--147 6--148 6--149 6--150 7--1 7--2 7--3 7--4 7--5 7--6 7--7 7--8 7--9 Typical Procedure Turn . . . . . . . . . . . . . . . . . . . . . . . Hot Springs, AR ILS Rwy 5 . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 3/4 . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/2 . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE TURN 1/1 . . . . . . . . . . . . . . . . . . . . . . FMS 1 MAINTENANCE 1/3 . . . . . . . . . . . . . . . . . . . . FMS 1 MAINTENANCE 2/3 . . . . . . . . . . . . . . . . . . . . SENSOR HISTORY 1/1 . . . . . . . . . . . . . . . . . . . . . . . FMS 1 MAINTENANCE 3/3 . . . . . . . . . . . . . . . . . . . . RETURN TO SERVICE 1/1 . . . . . . . . . . . . . . . . . . . . FMS 1 MAINTENANCE 2/3 Page . . . . . . . . . . . . . . FMS SETUP 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONFIG 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONFIG 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT SUMMARY OUTPUT 1/1 . . . . . . . . . . . . . . ENGINEER DATA 1/1 . . . . . . . . . . . . . . . . . . . . . . . . CROSSING POINTS 1/1 . . . . . . . . . . . . . . . . . . . . . . PPOS DIRECT 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . POINT ABEAM 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS RADIAL 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS LAT/LON 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . EQUAL TIME POINT 1/1 . . . . . . . . . . . . . . . . . . . . . . CRUISE ALT WIND 1/1 . . . . . . . . . . . . . . . . . . . . . . . POINT OF NO RETURN 1/1 . . . . . . . . . . . . . . . . . . . DATA LOAD 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATA LOAD 1/1 Page . . . . . . . . . . . . . . . . . . . . . . . . DATA LOAD 1/1 -- CUSTOM . . . . . . . . . . . . . . . . . . . DATA LOAD 1/1 -- CONFIRM . . . . . . . . . . . . . . . . . . DATA LOAD 1/1 -- TRANSFER . . . . . . . . . . . . . . . . NAV INDEX 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT SUMMARY 1/1 . . . . . . . . . . . . . . . . . . . . . . . KLGB RNAV (RNP) Y RWY 30 . . . . . . . . . . . . . . . . . RNAV RNP Approach Minimums . . . . . . . . . . . . . . . Type Prompt on ARRIVAL Page . . . . . . . . . . . . . . . . APPROACH MINIMA TYPE Page . . . . . . . . . . . . . . PROGRESS Page -- EPU . . . . . . . . . . . . . . . . . . . . . Sensor Selection Display . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONFIG Page 2 . . . . . . . . . . . . . . . . . . . . . POS SENSORS Page 1 . . . . . . . . . . . . . . . . . . . . . . Deselected Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . Page 6-147 6-148 6-149 6-150 6-151 6-156 6-157 6-158 6-159 6-160 6-161 6-162 6-163 6-166 6-167 6-168 6-170 6-171 6-172 6-173 6-174 6-175 6-176 6-177 6-178 6-179 6-180 6-181 6-182 6-183 6-184 7-6 7-6 7-8 7-9 7-10 7-12 7-13 7-15 7-17

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Figure 7--10 GPS 1 STATUS Page 1 . . . . . . . . . . . . . . . . . . . . . . . 7--11 GPS 1 STATUS Page 2 . . . . . . . . . . . . . . . . . . . . . . . 7--12 Load 21 and 23 RNP Diagram . . . . . . . . . . . . . . . . . 8--1 8--2 8--3 8--4 8--5 8--6 8--7 8--8 8--9 8--10 8--11 8--12 8--13 8--14 8--15 8--16 8--17 8--18 8--19 8--20 8--21 8--22 8--23 8--24 8--25 8--26 8--27 8--28 8--29 8--30 8--31 8--32 8--33 8--34 8--35 8--36 RTE 1/3 Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT PLAN LIST 1/1 . . . . . . . . . . . . . . . . . . . . . . . FLIGHT PLAN LIST 1/1 -- KPHX . . . . . . . . . . . . . . . FLIGHT PLAN LIST 1/1 -- Building a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT PLAN 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLT PLAN 1/2 -- GUP . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/7 . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 2/5 . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 5/7 . . . . . . . . . . . . . . . . . . . . . . . . FLT PLAN 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 -- ZUN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 -- ZUN ACTIVE . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 -- EAGUL3 . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 -- DISCONTINUITY . . . . . . . . . . . . . . . . . . . RTE 2/2 -- EAGUL3.ZUN . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 -- DISCONTINUITY EAGUL.3.ZUN . . . . . RTE 2/2 -- DIRECT . . . . . . . . . . . . . . . . . . . . . . . . . . . RTE 2/2 -- KLAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOD RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOD RTE 2/3 Page . . . . . . . . . . . . . . . . . . . . . . . . . . ACT RTE 2/3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACT RTE 2/3 -- HOLD . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN -- DES NOW . . . . . . . . . . . . . . . ACT RTE -- DES NOW . . . . . . . . . . . . . . . . . . . . . . . . DESCENT -- DES NOW . . . . . . . . . . . . . . . . . . . . . . . VGP Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VNAV Climb Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . VNAV Flight Level Change Descent . . . . . . . . . . . . . VNAV Path Descent Profile . . . . . . . . . . . . . . . . . . . . VNAV Late Path Descent . . . . . . . . . . . . . . . . . . . . . . VNAV Early Descent to Capture Path . . . . . . . . . . . Page 7-18 7-19 7-21 8-9 8-10 8-11 8-12

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Figure 8--37 VNAV Early Path Descent Using Vertical DIRECT--TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--38 VNAV Late Path Descent Using Vertical DIRECT--TO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--39 ACTIVE FLT PLAN 1/7 . . . . . . . . . . . . . . . . . . . . . . . . 8--40 ACTIVE FLT PLAN 5/7 . . . . . . . . . . . . . . . . . . . . . . . . 8--41 ACTIVE FLT PLAN 1/7 Page . . . . . . . . . . . . . . . . . . 8--42 FLIGHT CONFIG 2/2 . . . . . . . . . . . . . . . . . . . . . . . . . 8--43 TEMP COMP CONFIG 1/1 . . . . . . . . . . . . . . . . . . . . 8--44 LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--45 --22_C MOD TEMP COMP 1/2 . . . . . . . . . . . . . . . . . 8--46 MOD FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . . . 8--47 ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . 8--48 MDA TEMP COMP Page . . . . . . . . . . . . . . . . . . . . . . 8--49 --22_C TEMP COMP 2/2 . . . . . . . . . . . . . . . . . . . . . . 8--50 LANDING 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--51 --22_C TEMP COMP 1/2 . . . . . . . . . . . . . . . . . . . . . . 8--52 MOD FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . . . 8--53 ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . 9--1 9--2 9--3 9--4 9--5 9--6 10--1 10--2 10--3 10--4 10--5 10--6 10--7 10--8 10--9 10--10 Page 8-56 8-57 8-58 8-62 8-64 8-67 8-68 8-69 8-70 8-71 8-72 8-73 8-74 8-75 8-76 8-77 8-78 9-1 9-2 9-3 9-4 9-6 9-7 10-1 10-3 10-4 10-5 10-6 10-7 10-8 10-9 10-10 10-11 13-7

MOD FLT PLAN 1/4 . . . . . . . . . . . . . . . . . . . . . . . . . . DIRECT TO 1/1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOD FLT PLAN 1/4 . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . MOD FLT PLAN 6/9 . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/4 . . . . . . . . . . . . . . . . . . . . . . . . MOD FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/3 . . . . . . . . . . . . . . . . . . . . . . . . MOD FLT PLAN -- ABEAM PTS . . . . . . . . . . . . . . . . ACTIVE FLT PLAN 1/4 -- Vector Transition . . . . . .

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Table 3--1 MCDU Color Coding Scheme . . . . . . . . . . . . . . . . . 4--1 Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--1 6--2 6--3 6--4 6--5 Typical FMS Pattern Displays -- 1 . . . . . . . . . . . . . . Typical FMS Pattern Displays -- 2 . . . . . . . . . . . . . . Range and Altitude Limits for VOR/DME . . . . . . . . Multiple Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Mode Requirements . . . . . . . . . . . . . . . . . Page 3-3 4-26 6-74 6-75 6-113 6-153 6-155 7-11 7-20 8-38 11-1 12-1 13-1 13-8

11--1 MCDU Entry Format . . . . . . . . . . . . . . . . . . . . . . . . . .

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13--1 Data Loader Fault Codes . . . . . . . . . . . . . . . . . . . . . . 13--2 Operation Mode Problem Messages . . . . . . . . . . . .

12--1 FMS Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of Procedures
Page 3-4 3-15 6-6 6-9 6-10 6-13 6-53 6-62 6-84 6-89 6-112 6-114 6-115 6-116

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3--1 Scratchpad Editing Mode . . . . . . . . . . . . . . . . . . . . . . 3--2 Accessing Any FMS Function . . . . . . . . . . . . . . . . . . Defining a Stored Flight Plan . . . . . . . . . . . . . . . . . . . Deleting a Stored Flight Plan . . . . . . . . . . . . . . . . . . . Select and Activate a Stored Flight Plan . . . . . . . . . Defining and Storing Waypoints . . . . . . . . . . . . . . . . Departure Selection . . . . . . . . . . . . . . . . . . . . . . . . . . Arrival Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FMS Manual Position Update by Flyover . . . . . . . . FMS Position Update to Long--Range Sensor . . . . NOTAM Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position Sensor Deselection . . . . . . . . . . . . . . . . . . . VOR/DME Deselection . . . . . . . . . . . . . . . . . . . . . . . . NAV Tuning From Ten Closest Stations . . . . . . . . .

6--1 6--2 6--3 6--4 6--5 6--6 6--7 6--8 6--9 6--10 6--11 6--12

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8--1 Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . .

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7--1 RNP Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--2 GPS Mode Descriptions . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents (cont)


List of Procedures (cont)
Procedure 6--13 6--14 6--15 6--16 6--17 6--18 6--19 6--20 6--21 6--22 6--23 6--24 7--1 7--2 7--3 7--4 NAV Tuning by Identifier . . . . . . . . . . . . . . . . . . . . . . . NAV Tuning by Frequency . . . . . . . . . . . . . . . . . . . . . NAV Tuning by Selecting Autotune . . . . . . . . . . . . . Holding Pattern Definition and Review . . . . . . . . . . Holding at Present Position . . . . . . . . . . . . . . . . . . . . Deleting a Holding Pattern From the Active Flight Plan Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . Deleting a Holding Pattern From the Holding Pattern Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flyover Pattern Definition . . . . . . . . . . . . . . . . . . . . . . FMS Setup Page Access . . . . . . . . . . . . . . . . . . . . . . Flight Configuration Setup . . . . . . . . . . . . . . . . . . . . . Database Transfer Between FMSs . . . . . . . . . . . . . Procedure to Upload Databases to the DMU . . . . . FLIGHT CONFIG 2 Page Access . . . . . . . . . . . . . . IRS Sensor Deselection . . . . . . . . . . . . . . . . . . . . . . . GPS Sensor Deselection . . . . . . . . . . . . . . . . . . . . . . VOR/DME Deselection . . . . . . . . . . . . . . . . . . . . . . . . Page 6-119 6-119 6-120 6-136 6-143

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9--1 Lateral Offset Entry . . . . . . . . . . . . . . . . . . . . . . . . . . .

8--1 VNAV Offset Definition . . . . . . . . . . . . . . . . . . . . . . . . 8--2 Example Procedure to Enter Airways on RTE Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--3 Inserting a Waypoint Speed Constraint . . . . . . . . . . 8--4 Removing a Waypoint Speed Constraint . . . . . . . . . 8--5 FMS Temperature Compensation Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--6 Review and Insert Temp Comp Alt Constraints Into FLT Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8--7 Remove Temperature Compensation . . . . . . . . . . .

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6-144 6-152 6-161 6-163 6-179 6-183 7-14 7-15 7-16 7-16 8-21 8-31 8-61 8-62 8-66 8-69 8-75 9-5

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1.

Introduction

This guide describes the components, typical operational examples, normal, and abnormal operating procedures for the Honeywell Flight Management System (FMS). This guide covers all FMS operations and options. Depending on equipment installed, specific aircraft may not have all the features described. Multifunction control display unit (MCDU) pages within this guide are displayed in black and white. Text shown in reverse video is designated by a box surrounding the affected text. In addition, the FMS is configured for either pounds or kilograms. Depending on configuration example, MCDU pages within this guide display for weight and temperature. The information displayed on each MCDU page is for information only. The pages are not intended to reflect current navigational data, aircraft limitations, or specific aircraft database information. Since many topics are covered in this guide, use the index to find specific topics. There are also many cross references within this guide.

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Engine out standard instrument departure (EOSID) Performance based sensors Takeoff/Go--Around (TOGA) Auto LNAV arm (option) Required Navigation Performance (RNP 0.3) with RNP navigation database (option) which includes: Multiple RNP Approach Minima Type page availability Single RNP approach minima (< 0.3)

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GPS with SBAS (GPS--D/SBAS) (option)

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The revision of this pilot guide (load 21) is based on the inclusion of NZ 7.1 (load 23) software which includes the following:

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

This guide is divided into the following sections:


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Section 1 - Introduction -- This section describes the structure of this guide and gives the product support and publications ordering information. Section 2 - System Description -- This section describes the functions of the FMS.

Section 6 - Navigation -- This section describes the navigation function of the FMS. Section 7 - Required Navigation Performance (RNP) - This section describes the concepts, functions, and operations related to required navigation performance (RNP 0.3).

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Section 11 - Multifunction Control Display Unit (MCDU) Entry Format -- This section describes the correct entry format used by the MCDU. Section 12 - Messages -- This section describes the scratchpad messages associated with the FMS. Section 13 - Maintenance -- This section describes the data loader fault codes that are displayed on the MCDU.

This guide is written for system familiarization only and does not supersede any FAA or customer approved procedures.
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Section 10 - Direct/Intercept -- This section describes the direct and intercept function of the FMS.

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Section 9 - Progress -- This section describes the progress function of the FMS.

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Section 8 - Flight Plan -- This section describes the elements and operations pertaining to the active and modified FMS flight plan and its respective route plan.

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Section 5 - Performance -- This section describes the performance functions of the FMS.

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Section 4 - Operational Example -- This section describes the normal operational procedures of the FMS.

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Section 3 - System Components -- This section describes each system component and functions.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

HONEYWELL PRODUCT SUPPORT


The Honeywell SPEX program for corporate operators supplies an extensive exchange and rental service that complements a worldwide network of support centers. An inventory of more than 9,000 spare components assures that the Honeywell equipped aircraft will be returned to service promptly and economically. This service is available both during and after warranty.

FMS PRODUCT SUPPORT


Support for FMS products, including database support, is obtained by contacting the local Honeywell Customer Support or FMS Product Support.

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FMS Product Support Line Phoenix, Arizona 1-888-TALK FMS (1-888-825-5367) OR 1-602-436-7700 (outside toll free coverage)

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For more information regarding the SPEX program, including maintenance, pricing, warranty, support, and access to an electronic copy of the Exchange/Rental Program for Corporate Operators, Pub. No. A65--8200--001, you can go to the Honeywell web site at: http://www.honeywell.com/sites/aero/Avionics_Services1.htm.

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All articles are returned to reconditioned specifications limits when they are processed through a Honeywell repair facility. All articles are inspected by quality control personnel to verify proper workmanship and conformity to Type Design and to certify that the article meets all controlling documentation. Reconditioned Specification criteria are on file at Honeywell facilities and are available for review. All exchange units are updated with the latest performance reliability MODs on an attrition basis while in the repair cycle.

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The aircraft owner/operator is required to ensure that units supplied through this program have been approved in accordance with their specific maintenance requirements.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CUSTOMER SUPPORT Global Customer Care (GCC)


For all aerospace inquiries including:
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Technical assistance Aircraft on ground (AOG) Sales: new and exchange Repair and overhaul Supply chain optimization Rentals Return material authorization (RMA).

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Fax: Phone: Phone:

602--822--7272 602--365--3099 (International).

To Register Your Publication (if Required)

602--822--7272

Or via e--mail at:


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Please provide: Name Address Phone Number Publication Number In addition, if required:
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Identify a change of address, telephone number, or e--mail address.

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pubs@honeywell.com

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For future revisions, please contact Honeywell Technical Publications Order Management via Fax at:

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800--601--3099 (U.S.A./Canada)

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Use the following Global Customer Care contact numbers:

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Honeywell Aerospace Technical Publications


If you have access to the Internet, go to the Honeywell Online Technical Publications web site at http://portal.honeywell.com/wps/portal/aero to:
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Download or see publications online Make an order for a publication Tell Honeywell of a possible data error (report a discrepancy) in a publication.

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Send a fax or speak to a person at the Global Customer Care contact numbers.

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2.

System Description

INTRODUCTION
The flight management system (FMS) software is resident on one of many processor modules in a modularized avionics unit (MAU) rack system, shown in Figure 2--1. The FMS function controls a complete range of navigation functions. The primary purpose of the FMS function is to manage navigation sensors to produce a composite aircraft position. Using the composite position, along with flight planning capabilities, the FMS controls navigation, performance, and guidance work for the flight.
To Other Aircraft Systems

MAU #2

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Network Interface Controller

PCI Backplane

Advanced Graphics Module

Processor Module FMS #1

Control I/O Module(s)

Network Interface Controller

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PCI Backplane Control I/O Module(s)

ARINC 429 Bus To Other Aircraft Systems

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MAU #3
Processor Module FMS #2 ARINC 429 Bus To Other Aircraft Systems

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The FMS function combines the inputs of other aircraft systems to provide navigation, lateral guidance commands, aircraft performance predictions, and display of data through the multifunction control and display unit (MCDU) and the electronic display system (EDS). Data displayed on the EDS includes a map presentation indicating radio navigation aids, airports and waypoints of the active flight plan. Also presented on the EDS are airspeed targets and annunciator of flight management system modes.

NAVIGATION
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The navigation function computes the aircraft position and velocity for all phases of flight (oceanic, en route, terminal, and approach), including polar navigation. The navigation function automatically blends or selects position sensors to compute an optimum position. The pilot deselects individual sensors, when required.
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Figure 2-1 Primus Epic MAU

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FLIGHT PLANNING
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The flight planning function computes the active flight plan with both lateral and vertical definition. Flight plans are loaded from a flight planning service.

LATERAL NAVIGATION (LNAV)


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LNAV automatically flies pilot--defined or database holding patterns, including entry and exit procedures.

VERTICAL NAVIGATION (VNAV)


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VNAV maintains the pilot--defined or database altitude constraints and speed restrictions.

AIRCRAFT PERFORMANCE MANAGEMENT


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Performance contains fuel management and time estimates for the flight. Performance estimates optimum altitude, cruise modes, and step climbs.

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DATABASE
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The database contains worldwide coverage of NAVAIDs, airways, standard instrument departure/standard terminal arrival route (SID/STAR) procedures, approach procedures, airports, and runways. The database stores pilot--defined waypoints. An RNP navigation database is needed for the RNP ( 0.3) option. It is a database that is tailored for the individual user containing RNP approaches that are 0.3.
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VNAV maintains the aircraft within aircraft--defined VMO/MMO and minimum defined approach speeds.

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VNAV guides the aircraft in the vertical plane at a predetermined altitude, vertical rate, airspeed or flight path. Maneuvers are acceleration--limited for increased passenger lateral comfort.

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LNAV maintains the aircraft within an airway or protected airspace.

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LNAV guides the aircraft along a predetermined flight path at a pilot--selected bank factor angle for increased passenger comfort.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

NAVIGATION DISPLAY
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Navigation displays are shown on the electronic display system (EDS). Electronic maps integrate route map and vertical situational display data with auxiliary navigation data to show the situation of the aircraft at any time. Electronic displays integrate map data with weather radar displays.

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System Description 2-3
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

3.

System Components

INTRODUCTION
This section describes each system component and its function.

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The lateral navigation function of the FMS calculates navigation information relative to selected geographical points. The pilot defines flight plan routes worldwide. The system outputs advisory information and steering signals showing the pilot or flight guidance system (FGS) how to guide the aircraft along the desired route. Routes are defined from the present position of the aircraft to a destination waypoint along a great circle route or through a series of great circle legs defined by intermediate waypoints. The vertical navigation function of the FMS calculates navigation information relative to selected altitudes, airspeeds or geographic/altitude combinations. The system outputs advisory information and steering signals showing the pilot or FGS how to guide the aircraft along the desired vertical profile.

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The FMS connects to a variety of short--range and long--range navigation sensors. The primary short--range sensors are very high frequency omni bearing range/distance measuring equipment (VOR/DME) and DME/DME. Long--range sensors include inertial reference system (IRS) and global positioning system (GPS). Using the available sensors, the FMS develops a position based on a blend or mix of sensor inputs. Based on the position and the flight plan, the FMS generates information for display on the control display unit (CDU) and the electronic display system (EDS).

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The FMS has two primary functions and multiple secondary functions. The primary functions are position computation and flight planning. The navigation database (NDB), contained in the FMS, is essential to these functions. The database is used to store waypoints, NAVAIDs, airways, procedures, airports, and other navigation data.

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FLIGHT MANAGEMENT SYSTEM (FMS)

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)


The MCDU, shown in Figure 3--1, is the pilot interface to the system. The function of the MCDU is described in this section. It is necessary to know the general rules and operating characteristics of the MCDU in order to understand the specific operations of the FMS. MCDU operation is designed to be simple and to minimize crew workload in all phases of flight. The MCDU serves as the pilot interface with the navigation computer, as well as other systems that the FMS interfaces. Pilots enter data using the alphanumeric keyboard and the line select keys.

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Figure 3-1 MCDU

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MCDU Display
The MCDU has a full--color display and contains 14 lines. Each line contains 24 characters. The first line is a title line and line 14 is the scratchpad.
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Color Assignments -- Color on the MCDU display page is designed to highlight important information. Color assignments are coordinated as much as possible with other displays. Table 3--1 lists definitions of color assignments. Table 3-1 MCDU Color Coding Scheme Parameter

Lateral, Modes

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Atmospheric Data, Vertical, Performance

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Warnings, FROM Waypoint, Flight Plan Names TO Waypoint Menus and Titles Failures
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Alphanumeric Keys
The MCDU alphanumeric keyboard is used by the pilot for input to the FMS. The alphanumeric keys make entries to the scratchpad only. Each of the following are represented with a key on the DU--1080. Letters are the alphabet, the numbers 0--9, the decimal, the plus/minus, the space, and the slash. See Figure 3--1 for key location. The space (SP) key is used to insert a space following a character in the scratchpad. The plus/minus (+/- key is used to enter a - or + in the -) scratchpad. The initial push of the +/- key results in a -- being entered. A subsequent push results in changing the - to a +. Continued pushing of this key toggles the +/- display. -

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Viewing Angle -- All symbols for the MCDU are visible at a viewing angle of 45_ from the sides, 15_ from the top, and 30_ from the bottom. The MCDU can be adjusted for parallax, as well as view angle, based on its installed location in the cockpit. Refer to page 13-7 of this guide for details on parallax adjustment.

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Assigned Color

Cyan (Blue) Green Yellow Magenta White Red

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Scratchpad
The bottom line on the MCDU display is the scratchpad. The scratchpad is a working area where the pilot enters data and/or verifies data before line selecting the data into its proper position. Alphanumeric entries are made to the scratchpad using the keyboard. As each key is pushed, the character is displayed in the scratchpad. Information in the scratchpad does not affect the FMS until moved to another line on the display. Data is retained in the scratchpad throughout all mode and page changes. The scratchpad has an editing mode. While the editing mode is available all the time, it is most useful when entering messages for functions such as airborne flight information system (AFIS). Procedure 3--1 describes the procedure for using the scratchpad editing mode.

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Pushing the delete (DEL) key deletes the entire scratchpad entry.

The scratchpad also shows advisory and alerting messages. The scratchpad shows a liquid crystal display (LCD) bright/dim control bar. See page 3-19 for additional details. The scratchpad has the following display priority:
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Bright/Dim control bar Alerting messages Advisory messages Delete function Entry and line selection.
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System Components 3-4

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The editing mode is exited when the scratchpad entry is moved to a line by pushing a line select key.

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The character in the reverse video field is removed with the clear (CLR) key or a new character is inserted before it.

The PREV and NEXT keys, in the editing mode, moves a reverse video cursor in the scratchpad.

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The editing mode is entered by ending the scratchpad entry to be edited with a dash (--) and pushing the previous (PREV) key.

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Procedure 3-1 Scratchpad Editing Mode

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Line Select Keys (LSK)


There are six line select keys on each side of the MCDU display. Data is selected to a line from the scratchpad or vice--versa using the line select keys. These keys are identified from top to bottom as 1L through 6L on the left side and 1R through 6R on the right side. The line select keys are the most often used keys on the CDU.
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Clear (CLR) Key


This key performs the following functions:

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When a message is displayed in the scratchpad, pushing the CLR key deletes the message. When a scratchpad entry begins with an asterisk (*) or pound sign (#), pushing the CLR key removes the entire entry. When an alphanumeric entry is made in the scratchpad, one character is cleared from the scratchpad (from right to left) each time the CLR key is pushed. When the CLR key is held down after the first character is cleared, other characters are cleared, one at a time, until the key is released. Refer to Scratchpad (page 3-4) for use of the CLR key editing feature.
System Components 3-5

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Transfer Scratchpad Data to Line Fields -- Once data has been entered into the scratchpad either through line selection or manual keyboard entry, the data is transferred to any of the permitted line select fields on a page. To transfer the data, push the key adjacent to the line where the scratchpad data is intended.

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Transfer Line Data to Scratchpad -- When the scratchpad is empty, pushing a line select key transfers the respective line data to the scratchpad.

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Direct Access Prompts/Function Selects -- In the case of an index display, the line select keys are used for selecting functions from the index. In displays other than index, the bottom line select keys (6L, 6R) are primarily used for direct access to other functions in the FMS. The functions most likely to be accessed from the present page and phase of flight are displayed as prompts. An example is the ARRIVAL prompt which is displayed on the active flight plan pages, when within 200 NM of the destination. These types of prompts reduce the number of key strokes in order to minimize pilot workload. The pilot also accesses functions through the main navigation and performance indices.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Delete (DEL) Key


The DEL key is used to delete items from the FMS. When the DEL key is pushed, *DELETE* is displayed in the scratchpad. The DEL key is line selected to delete waypoints or other items displayed in the MCDU data fields. When a message is displayed, the delete operation is inhibited. Delete is also used to return default values after entries have been made. Finally, as noted under Scratchpad, page 3-4, the DEL key is also used in the scratchpad edit mode. With a dash (--) at the end of the scratchpad entry, pushing the DEL key deletes the entire scratchpad entry.

NOTE:

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Following power--up, the MCDU defaults to a non--FMS page. Pushing any FMS related function key, in this case, causes the MCDU to show the FMS NAV IDENT page for flight crew verification of the FMS software and database.

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The 13 function keys located directly below the screen, as shown in Figure 3--1, access primary functions, indices (menus), and page selection.

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Performance (PERF) Key -- Pushing the PERF function key shows page 1 of the performance index. The pilot selects any of the index functions by pushing the respective line select key. These are shown in Figures 3--2 and 3--3. Refer to Performance Index, page 5-1, for additional details.

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Figure 3-2 PERF INDEX 1/2

Figure 3-3 PERF INDEX 2/2


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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Navigation (NAV) Key -- Pushing the NAV function key displays page 1 of the navigation index. This is shown in Figures 3--4 and 3--5. The pilot selects any of the index functions by pushing the respective line select key. Refer to NAV INDEX, page 6-3, for additional details.

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Figure 3-4 NAV INDEX 1/2

Figure 3-5 NAV INDEX 2/2


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00607.08

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Paging (PREV)/(NEXT) Keys -- The specific page and number of pages in a particular function or menu are shown in the upper right corner of the display. The page number format is AA/BB where AA is the current page and BB is the total number of pages available. Page changes are made by pushing the NEXT and PREV (previous) keys. The keys are held down for repeated page changing. Refer to Scratchpad (page 3-4) for use of the PREV and NEXT keys for editing. Flight Plan (FPL) Key -- Pushing the FPL key shows the first page of the active flight plan. An example page is shown in Figure 3--6. When no flight plan is entered, the pilot can perform the following: Manually create a flight plan Select a stored flight plan Select a flight plan from the data management unit (DMU) or local area network (LAN) Insert a datalink flight plan.

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00824.05

Figure 3-6 ACTIVE FLT PLAN 1/3

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Refer to Flight Plan (page 8-1) for additional details.

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System Components 3-9

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Progress (PROG) Key -- Pushing the PROG key shows the first progress page. This mode shows the current status of the flight. The first progress page shows the estimated time en route (ETE), distance to, and fuel projection for the TO waypoint, the NEXT waypoint and destination. It also shows the current NAV mode, the required and estimated navigation performance, and the NAVAIDs presently tuned. A typical progress page is shown in Figure 3--7. Refer to Progress, page 9-1 for additional details.

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Figure 3-7 PROGRESS 1/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Company Route (RTE) Key -- While on the ground, pushing the RTE function key shows the route page 1 with origin, destination, runway and company route identifier information. The pilot selects any of the index functions by pushing the respective line select key. This is shown in Figure 3--8.

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By pushing the PREV/NEXT keys, pages 2 thru X of the remaining RTE pages are accessed while on--ground. These RTE pages show the FMS flight plan in terms of air traffic clearance references (e.g., procedures and airways). The final RTE Page X/X gives the operator quick access to the ALTERNATE RTE page. The RTE pages are shown in Figures 3--9 and 3--10. When the RTE key is pushed while in--air, the RTE page 2 thru X corresponding to the aircraft position in the flight plan is displayed instead of RTE page 1.

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Figure 3-8 RTE 1/1
System Components 3-11
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 3-9 RTE 2/3

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Figure 3-10 RTE 3/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Radio -- Pushing the RADIO function key results in the display of the RADIO 1/2 page. From this location and also the RADIO 2/2 page, the pilot attempts to tune various radios including COM1, COM2, and NAV1, NAV2, as shown in Figure 3--11.

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Figure 3-11 RADIO 1/2
System Components 3-13
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Menu -- Pushing the MENU function key shows the MCDU menu page, which gives access to maintenance and status information. This is shown in Figure 3--12.

NOTE:

BKUP RADIO at LSK 4L is only displayed on the copilots MCDU.

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Figure 3-12 MENU

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System Components 3-14

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Accessing Any FMS Function


The FMS prompts the pilot at 6L and 6R for the most likely functions to be selected. Using these prompts, the FMS steps the pilot through procedures such as initialization. At any time, it is possible to operate out of sequence or to access other areas of the FMS. Follow Procedure 3--2 to access any function of the FMS. Step 1 2 3 4 5 6 Procedure 3-2 Accessing Any FMS Function Determine the required function. All functions are available at all times from the PERF, NAV, FPL, PROG or RTE keys. Select the appropriate PERF, NAV, FPL, PROG or RTE key. When PERF or NAV is selected, read the menu list for the required function or feature. Select the correct function or feature.

Annunciators

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Annunciators are displayed on the electronic display system (EDS). Magenta indicates an advisory annunciator and amber indicates an alerting annunciator. Dead Reckoning (DR) -- DR is an alerting (amber) annunciator. This annunciator is displayed or lit when operating in the DR mode. The FMS enters DR mode after loss of required navigation performance (see DGRAD) and loss of radio updating and all other position sensors (IRS and GPS) for greater than 2 minutes.

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Continue working using the prompts at 6L and 6R when part of a sequence, such as initialization, is being completed.

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The FMS displays the function or feature selected.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Degraded (DGRAD) -- DGRAD is an alerting (amber) annunciator. This annunciator is displayed when the FMS loses required navigation performance (RNP). This is accompanied by the UNABLE RNP scratchpad message. The DGRAD annunciator is displayed on the horizontal situation indicator (HSI) and LNAV display when FMS is the selected aircraft navigation source on EDS and any of the following conditions exist: FMS estimated position uncertainty (EPU) is greater than RNP FMS position integrity estimate is greater than the integrity alarm limit (this occurs when EPU is slightly less than RNP) GPS is not available and GPS is required for the selected flight plan procedure.

ADVISORY MESSAGES -- Advisory messages contain information helpful to the pilot. Advisory messages are normally the result of a pilot action on the CDU (e.g., making an entry with the incorrect format). These messages do not turn on the MSG annunciator. ALERTING MESSAGES -- Alerting messages alert the pilot to the FMS status, assuming the pilot is not looking at the CDU (e.g., a message annunciating a sensor failure). Messages are stacked for display in priority order on a first in, last out basis. In cases where there are multiple messages stacked, the message annunciator remains displayed or lit until all messages are cleared. Only one message is cleared per CLR key push.

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Messages are displayed in the CDU scratchpad at various times. Messages inform or alert the pilot as to system status. Messages are divided into the following two major groups:

Message (MSG) -- MSG is an alerting (amber) annunciator. This annunciator is displayed when a message is shown in the scratchpad. The annunciator is removed or turned off after the message(s) has been cleared from the scratchpad.

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System Components 3-16

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When the DR annunciator is displayed or lit when the DGRAD annunciator is displayed or lit, the DGRAD annunciator is removed or turned off.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Approach (APPR) -- APPR is an advisory (magenta) annunciator. The annunciator indicates the FMS is in the approach mode of operation. In this mode, the EDS deviation sensitivity and FMS tracking gains are increased. The approach annunciator is displayed when ALL of the following conditions are valid: The FMS is the selected aircraft navigation source on EDS. A nonprecision instrument approach must have been activated from the navigation database. When no approach, or an instrument landing system (ILS), localizer (LOC), localizer--back course (LOC--BC), landing directional aid (LDA), or simplified directional facility (SDF) is selected, the APPR annunciator does not light.

NOTE:
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For Load 23 operations, the EDS lateral deviation sensitivity is increased at the IF (initial fix).

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Lateral Track Alert (WPT) -- WPT is an advisory (magenta) annunciator. The FMS gives a lateral track annunciator (WPT) 30 seconds prior to sequencing a waypoint. Vertical Track Alert (VTA) -- VTA is an advisory (magenta) annunciator. A vertical track annunciator is given to warn of impending FMS vertical track command changes. A VTA is issued for the following conditions: The aircraft is within 1000 ft of capturing an altitude constraint that is not collocated with the altitude preselect In CRUISE, one minute prior to top--of--descent (TOD) One minute prior to resuming a climb or descent from a constrained waypoint
System Components 3-17

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Terminal (TERM) -- TERM is an advisory (magenta) annunciator. TERM indicates the FMS is in the terminal area and required navigation accuracy has increased. Neither DGRAD nor DR are active for this annunciator to be displayed.

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When the approach requires the use of GPS, GPS navigation mode must be valid.

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The DGRAD annunciator must be removed or turned off.

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The aircraft position is between 2 NM outside the final approach fix (FAF) and the missed approach point (MAP).

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Prior to resuming a vertical flight level change (VFLC) descent due to a speed limit altitude level--off In CRUISE, one minute prior to executing a step climb. The VTA is also issued as an audible annunciator.
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Required Navigation Performance (RNP) -- RNP is an advisory (magenta) annunciator.

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Lateral Offset (OFFSET) -- OFFSET is an advisory (magenta) annunciator. The FMS gives the capability to define and fly a parallel offset of up to 30 NM on any track to a fix (TF) or course to a fix (CF) leg that is not included in a SID, STAR, Approach or Hold. A parallel offset can also be flown to a direction finder (DF) leg following the final turn.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Brightness Control
Both manual and automatic (photo sensor) brightness controls are used to increase or decrease the CDU display brightness. When manually selected, a bright/dim bar is displayed in the scratchpad, as shown in Figure 3--13. The bright/dim bar level is controlled by pushing BRT or DIM.

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Following manual adjustment, the photo sensors monitor the ambient light and maintain the brightness level of the CDU display over various lighting conditions. The brightness is adjusted during evening hours so that during daylight hours the display is not seen.

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Figure 3-13 PERF INDEX 1/2 - Bright/Dim Level -

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System Components 3-19
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Blank Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

4.

Operational Example

INTRODUCTION
This section describes the normal operational procedures of the flight management system (FMS) for a flight from Phoenix, Arizona (KPHX) to Minneapolis/St. Paul, Minnesota (KMSP). KMSP is forecast to be instrument meteorological conditions (IMC) at arrival time, therefore, Duluth, Minnesota (KDLH) is used as the alternate. The flight route, shown in Figure 4--1, begins in Phoenix and proceeds from Rattlesnake (RSK) VOR by way of J44 to the Alamosa (ALS) VOR, direct to the Mile High (DVV) VOR, J114 to the ONEIL (ONL) VOR, then direct to the Mason City (MCW) VOR. The flight departs Phoenix from runway 08 using the SILOW1 departure with the Rattlesnake (RSK) transition (KPHX RW08 SILOW1.RSK) shown in Figure 4--2. The arrival is by way of the Mason City transition to the KASPR3 arrival, shown in Figure 4--3, followed by the HASTI transition to the ILS approach for runway 30L at KMSP (MCW.KASPR3 HASTI.ILS RW30L KMSP). The ILS 30L approach is shown in Figure 4--4. The standard instrument departure (SID), standard terminal arrival route (STAR), approach, waypoints, and airways used in this example do not reflect current navigation data. When performing this operational example on the actual FMS, flight plan waypoints, distances, and times differ from those shown in this guide. This example often references Sections 5 through 10 for more detailed information. Section 11, Multifunction Control Display Unit Entry Format, describes details about entry format.

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Operational Example 4-1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 4-1 KPHX to KMSP Flight Route

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Figure 4-2 Phoenix, AZ SILOW1 Departure
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Operational Example 4-3/4- 4 -

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 4-3 Minneapolis, MN KASPR3 Arrival

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Operational Example 4-5
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 4-4 Minneapolis, MN ILS 30L Approach

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PREDEPARTURE
The FMS guides the pilot through the ground initialization process using the lower right line select key (6R). After completing the page (or pages) for each step, selecting the lower right key (6R) moves to the next step. Figure 4--5 is a flow chart showing the preflight procedure for a normal flight.

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Figure 4-5 FMS Preflight Procedure Flow Chart

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Operational Example 4-7
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Power-Up
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NAV IDENT 1/1 -- After the FMS powers up and the Radios page is displayed on the MCDU, select any FMS function key (NAV, PERF, FPL, RTE, PROG). After pushing an FMS function button on the MCDU, the NAV IDENT page is displayed, as seen in Figure 4--6.

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The software identifier is displayed at 3L for verification. The software identifier must be referenced when maintenance action is requested. The maintenance prompt (6L) is used to verify the FMS system operating configuration. Refer to page 6-154 for additional details on MAINTENANCE. Navigation database (NDB) information is displayed on the right side of the NAV IDENT page. The active database dates are shown at 1R. The dates for the alternate period are shown at 2R. On power--up, the FMS automatically chooses the active NDB that corresponds to the current date. Refer to page 6-1 for additional details on changing active NDB.

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The date and time shown on this page is synchronized with the global positioning system (GPS) date and time. The date and time are able to be changed if the GPS has failed or does not have a valid date/time. Refer to Section 6, Navigation, page 6-1, for additional details on changing date and time.

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Figure 4-6 NAV IDENT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The WORLD3--302, shown in Figure 4--6, indicates worldwide coverage and cycle of the NDB. The next initialization step (POS INIT in reverse video) is displayed and selected at 6R. The COMPANY DB shown at 4R indicates the company route database currently installed. This database contains routes and waypoints specific to the company.

POSITION INITIALIZATION
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Figure 4-7 POSITION INIT 1/1

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POSITION INIT 1/1 -- Figure 4--7 shows the LAST POS coordinates at 1L. At 2L, the closest RAMPX within 3 NM of the last position (1L) is displayed (refer to RAMPX, page 6-80). When no RAMPX waypoint is available, the closest airport reference point (ARP) within 3 NM of the last position (1L) is displayed. With no ARP available, the pilot is prompted to enter a waypoint or coordinates. In this example, the KPHX ARP is shown. At 3L, the coordinates of the highest priority valid GPS is displayed.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

To initialize FMS position, select the correct LOAD prompt (1R, 2R, or 3R). The selected position becomes the FMS position and is then automatically updated to the cross--side FMS. This is shown in Figure 4--8. This initializes connected sensors that receive inputs from the FMS. Refer to page 6-79 for additional details on position initialization. After initialization, the RTE prompt is displayed in the bottom right corner (6R) indicating the next step to be performed. Selecting this prompt continues the preflight process.

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Figure 4-8 POSITION INIT 1/1 - Loaded -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

ROUTE
Route planning is a quick method of flight planning by the pilot in place of conventional flight planning features, as shown in Figure 4--9. Conventional flight planning features use the flight plan pages on the MCDU by means of individual waypoint entries and procedure selections. Route planning is performed by selecting a company route from the database or by entering flight plan legs and procedures using shorthand clearance language which is beneficial to save time. The Route page is accessed by using the RTE button on the MCDU or the RTE prompt at line select key (LSK) 6R on the POSITION INIT page, as shown in Figure 4--8. When the initialization coordinates are within 3 miles of an airport in the database, the airport (KPHX in this example) is already loaded in the ORIGIN line. This is shown in Figure 4--9. An entry of estimated time of departure (ETD) is entered, as an option, to provide the estimated time of arrivals (ETAs) prior to takeoff. ETD entries are made in 1L in the format /1234. This supports predictive receiver autonomous integrity monitor (RAIM) calculations (see page 6-104).

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Figure 4-9 RTE 1/1
Operational Example 4-11
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The destination (KMSP) is entered in the scratchpad and line selected to the destination (DEST) prompt at 1R. This is shown in Figure 4--10.

Figure 4-10 RTE 1/3

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Operational Example 4-12

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Waypoint Entry
Waypoints are now entered on the RTE 2/3 page, as shown in Figure 4--11. This page is accessed by pushing the NEXT button on the MCDU. Enter the en route waypoints in the line labeled VIA. Begin with the RSK VOR. The entry is made by typing the identifier in the scratchpad and using the line select key adjacent to the VIA prompt. Refer to page 8-3 and 8-14 for waypoint entry options.

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Figure 4-11 RTE 2/3
Operational Example 4-13
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Airway Entry
The next entry in this example is a high altitude airway (e.g., J44) to the ALS VOR. Enter the airway identifier followed by the last desired waypoint of the airway. Both are separated by a period (J44.ALS). This is shown in the scratchpad in Figure 4--12. Insert this entry on the line adjacent to the VIA prompt. Refer to page 11-2, airway CDU entry format, for additional details on entering airways.

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Figure 4-12 RTE 2/3 - J44.ALS -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS inserts the J44.ALS segment into the flight plan. This is shown in Figure 4--13.

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The remainder of the flight plan to Mason City (DVV, J114.ONL, MCW) is entered in the same manner as previously described. Figures 4--14 through 4--18 show the remainder of the RTE pages.

Figure 4-13 RTE 2/3 - J44.ALS Loaded -

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Operational Example 4-15
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 4-14 RTE 2/3 - DVV Loaded -

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Figure 4-15 RTE 2/3 - J114.ONL -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 4-16 RTE 2/4 - J114.ONL Loaded -

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Figure 4-17 RTE 2/4 - MCW Operational Example 4-17
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 4-18 RTE 3/4 - KMSP -

The upper right corner of the RTE page indicates the route has 4 pages. Pushing the NEXT key advances to the next page of the route segment. Pushing the PREV key shows the previous route page.

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Operational Example 4-18

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The flight plan is closed by moving KMSP to the VIA line by pushing the line select key (2R) adjacent to KMSP. This action moves KMSP to the scratchpad, as shown in Figure 4--19.

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Figure 4-19 RTE 3/4 - KMSP Scratchpad -

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Operational Example 4-19
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Push the line select key adjacent to the VIA prompt (1L), as shown in Figure 4--20. The destination must be included as the last flight plan waypoint for ETE to the destination on the PROGRESS page. The destination is also required to calculate performance data.

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Figure 4-20 RTE 3/4 - KMSP Loaded -

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Operational Example 4-20

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The alternate flight plan example is entered by selecting the alternate page, shown in Figure 4--21. This is accomplished by pushing the NEXT key.

Figure 4-21 ALTERNATE RTE 4/4

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Operational Example 4-21
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Enter the identifier for the alternate destination (2R). Duluth (KDLH) is used for this example, shown in Figure 4--22.

Figure 4-22 ALTERNATE RTE 4/4 - KDLH -

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Operational Example 4-22

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The route to KDLH is by way of the GOPHER (GEP) VOR. The alternate flight plan is entered the same way as for the en route flight plan. The alternate flight plan is closed by moving KDLH to the VIA line as was done with KMSP in previous route pages. Figure 4--23 shows the alternate flight plan.

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Figure 4-23 ALTERNATE RTE 4/4 - GEP -

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Operational Example 4-23
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

This completes the flight plan definition. Pushing the lower right line select key (6R) activates the flight plan (ACTIVATE). The PERF INIT prompt is shown at 6R (shown in Figure 4--24). Selecting this key moves to the Performance Initialization page.

PERFORMANCE INITIALIZATION
The PERFORMANCE INIT has three or five pages when FULL PERF is selected. The control of the PERFORMANCE INIT pages is performed through the aircraft personality module (APM) parameter. The particular set of PERFORMANCE INIT pages is referred to as either standard or expanded, where standard refers to the three sets of pages used for the Embraer 170/175/190 and 195 aircraft and the expanded refers to the five sets of pages used for the Lineage 1000 aircraft.

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The following example illustrates the standard FULL PERF initialization. See page 5-10 for other performance initialization options. The following values are used in the planning of this example flight plan. Actual numbers used depends on the aircraft type. ZFW: FUEL: CRUISE ALTITUDE: WINDS ALOFT: 24,200 kg 7,600 kg 31,000 ft 250_ @ 125 kts @ FL 310
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Operational Example 4-24

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Figure 4-24 ALTERNATE RTE 4/4 - PERF INIT -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Performance initialization consists of verifying the default values, making changes where required, and entering items such as wind and weight. Depending on the initialization configuration of the FMS, weights are displayed in either pounds or kilograms. Data verified and entered under performance initialization effects several performance functions important to the completion of the flight. For example, understating wind can indicate sufficient fuel to complete the flight. In reality, more fuel can be required. A careful review of initialization data is required to ensure accurate predicted aircraft performance. Refer to pages 5-4 through 5-24 for a detailed explanation of PERF INIT entries. Many values on the PERF INIT and PERF DATA pages are aircraft--dependent. Actual values can vary from those shown in these examples.
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For changes to any mode, the OR prompt is used for the respective mode or directly enter the calibrated airspeed (CAS)/MACH data. Default values are restored by using the *DELETE* function on the appropriate line.

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Aircraft type (1L) Tail number (1R) Performance mode (2L) Current speed schedules (3L -- 5L) Access to departure and approach speed schedules (6L) Access to aircraft database loading (6R).

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PERFORMANCE INIT 1/3 (Standard) -- Figure 4--25 shows the following:

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Honeywell International Inc. Do not copy without express permission of Honeywell.

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Operational Example 4-25

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The following aircraft type codes shown at LSK1L are listed in Table 4--1.

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Table 4-1 Aircraft Type PERF INIT Acft Type Code E170X163800 E170AX163801 E175X164300 E175AX164301 E190X164400 L1000X164401 E195X163900

Aircraft

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The departure/approach speed prompt (Figure 4--25, line select 6L) is used to access departure, approach, and go--around speed schedules. Refer to page 5-14 for additional details on these pages.
Operational Example 4-26 A28- 1146- 179 REV 5 Oct 2009

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170A 175 175A 190

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Honeywell International Inc. Do not copy without express permission of Honeywell.

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Figure 4-25 PERFORMANCE INIT 1/3 (Standard)

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

As an example, when the OR prompt for cruise is selected, the CRUISE MODES page, shown in Figure 4--26, is displayed. The cruise mode desired is selected from the available list. This action makes the selected cruise mode active and returns the display to PERFORMANCE INIT 1/3. In this example, long--range cruise (LRC) is the active mode.

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-26 CRUISE MODES 1/1

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00543.06 Operational Example 4-27
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT - KG 2/3 (Standard) -- Figure 4--27 shows the following: Step climb increment (1L) Fuel reserve (2L) Fuel allowance for takeoff and landing (3L) Contingency fuel (4L).

Figure 4-27 PERFORMANCE INIT - KG 2/3 (Standard) Step climb increment is used for performance planning, fuel reserve, and fuel allowance for takeoff and landing. The FUEL RESERVE line has an OR option. Refer to page 5-17 for additional details on this page. TO/LDG FUEL powers up with the default values from the aircraft database file. Entering *DELETE* restores any of these lines to the default values. CONTINGENCY FUEL is entered on this page and is used for performance planning.

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01732.03 Operational Example 4-28 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT - KG 3/3 (Standard) -- Figure 4--28 shows the following: Transition altitude (1L) Speed/altitude limit (1R) Initial cruise altitude (2L) International standard atmosphere (ISA) deviation (2R) Cruise winds (3L and 3R) Zero fuel weight (4L) Fuel (gauge) weight (4R) Gross weight (5R).

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A28- 1146- 179 REV 5 Oct 2009

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Above the transition altitude, ACTIVE FLT PLAN and the PERF PLAN page altitudes are displayed as flight levels. Constraints from SIDs, STARs, and approaches are displayed in feet or flight levels as defined in the navigation database. The SPD/ALT LIM is used to limit the speed target to the speed limit for altitudes below the restriction altitude. When in descent and the descent speed is higher than the speed limit, the speed target is reduced before the restriction altitude is reached. The limit is either changed or eliminated by entering *DELETE*. Initial cruise altitude is entered. When OPTIMUM is displayed, the optimum cruise altitude is computed and is displayed in small characters when PERFORMANCE INIT is completed. The optimum cruise altitude is rounded to the nearest 1000 feet.
Operational Example 4-29

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Figure 4-28 PERFORMANCE INIT - KG 3/3 (Standard) -

Honeywell International Inc. Do not copy without express permission of Honeywell.

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01733.03

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Average cruise wind and ISA Dev are entered on this page. This entry is an option. The FMS assumes zero wind and ISA Dev when no entry is made. Wind information at each waypoint is also entered on the PERF PLAN pages. Refer to Performance Plan on page 5-30 for additional details. Gross weight is computed from the aircraft zero fuel weight and the fuel weight input from the aircraft fuel gauge. The following expanded PERFORMANCE INIT pages are displayed. The expanded PERFORMANCE INIT pages provide most of the same information as provided on the standard pages but presentation of the information is different and includes additional parameters.
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Figure 4-29 PERFORMANCE INIT 1/5 (Expanded)

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Operational Example 4-30 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Aircraft Type (1L) Tail Number (1R) Performance Mode (2L) Aircraft Database (6L).

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PERFORMANCE INIT 1/5 (Expanded)-- Figure 4--29 shows the following:

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT 2/5 (Expanded)-- Figure 4--30 shows the following: Climb Performance (1L) Cruise Performance (2L) Descent Performance (3L) Departure/Approach Speeds (6L).

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-30 PERFORMANCE INIT 2/5 (Expanded)

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Operational Example 4-31
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT - KG 3/5 (Expanded) -- Figure 4--31 shows the following: Step Increment (1L) Fuel Reserve (2L) Takeoff and Landing Fuel (3L).

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Figure 4-31 PERFORMANCE INIT - KG 3/5 (Expanded) -

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Operational Example 4-32 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT 4/5 (Expanded) -- Figure 4--32 shows the following: Transition Altitude (1L) Speed and Altitude Limit (1R) Initial Cruise Altitude (2L) ISA Deviation (2R) Cruise Winds (3L and 3R).

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-32 PERFORMANCE INIT 4/5 (Expanded)

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Operational Example 4-33
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT - KG 5/5 (Expanded) -- Figure 4--33 shows the following: BOW (1L) Passenger/KG (1R) Fuel (gauge) (2L) Passenger Weight (2R) Cargo (3L) Gross Weight (3R) Confirm Init (6R).

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The default basic operating weight (BOW) is displayed and reflects the value defined in the aircraft database. A value can also be entered manually. Line 3L permits the total cargo weight to be entered while lines 1R and 2R permits for the number of passengers, average passenger weight and total passenger weight.

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Figure 4-33 PERFORMANCE INIT - KG 5/5 (Expanded) -

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Operational Example 4-34 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE DATA
The PERF DATA has three pages. The data is based on the PERFORMANCE INIT pages as well as the active flight plan. Performance data is displayed for the destination and the alternate destination when one has been entered. These pages are continuously updated during the flight.
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PERF DATA 1/3 -- Figure 4--34 shows the following: Cruise/ceiling altitude (1L) Step increment (1R) ETE (2L and 2R) Fuel required (4L and 4R) Fuel figure of merit (FOM) (4L and 4R). Takeoff allowance En route (climb/cruise/descent) Landing allowance Reserves Contingency.

Fuel required is the total fuel which includes the following:

Refer to Performance Data, on page 5-24, for additional details. Pilot entries are permitted on the cruise altitude and step increment lines only. The cruise altitude value increases automatically when the altitude selector is dialed above the current cruise altitude.

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Figure 4-34 PERF DATA 1/3


A28- 1146- 179 REV 5 Oct 2009 Operational Example 4-35

Honeywell International Inc. Do not copy without express permission of Honeywell.

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00551.10

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Distance to go (3L and 3R) ETA (3L and 3R) (only shown when airborne or following an entry of ETD on the active flight plan) Estimated fuel remaining (5L and 5R) Estimated gross weight (5L and 5R).
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PERF DATA 2/3 -- Figure 4--35 shows the following: Average cruise wind (1L) Average cruise headwind or tailwind (1R) Preflight plan destination fuel remaining (2R) Updated plan destination fuel remaining (3R) (only shown when airborne) Difference between preflight and updated plan (3R) (only shown when airborne).

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Figure 4-35 PERF DATA 2/3

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Operational Example 4-36 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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No entries are permitted on this page. Refer to PERF DATA 2/3 on page 5-27, for additional details.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERF DATA 3/3 -- Figure 4--36 shows the following: Method of reserve calculation (1L) Required reserve (2R) Preflight plan fuel remaining (2R) Updated plan fuel remaining (3R) (only shown when airborne) Difference between preflight and updated plan (3R) (only shown when airborne).

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-36 PERF DATA 3/3
Operational Example 4-37
Honeywell International Inc. Do not copy without express permission of Honeywell.

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The DEPARTURE prompt is displayed on the lower right corner of all the PERF DATA pages indicating the next step. When a runway has already been selected, the prompt is TAKEOFF instead of DEPARTURE. Refer to page 5-28 for additional PERF DATA 3/3 details.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DEPARTURE SELECTION
Selecting the DEPARTURE prompt from LSK 6R or the NAV INDEX page shows the DEPARTURE RUNWAYS page, as shown in Figure 4--37. The available runways for the origin airport are displayed. In this example, runway 08 is selected with line select key 4L.

Figure 4-37 DEPARTURE RUNWAYS 1/1

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Operational Example 4-38 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

After the runway is selected, the SIDs page is displayed with the possible departure procedures, as shown in Figure 4--38. Select the correct procedure from the list. For this example, SILOW1 at 4R is selected. When no SID is to be used, the INSERT prompt (6R) selects the runway and shows the RTE 2 page. Refer to page 6-51 for additional details.

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-38 SIDs 1/2
Operational Example 4-39
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The next page, shown in Figure 4--39, lists the en route transitions for the selected departure. For this flight, the Rattlesnake (RSK) transition (5L) is selected.

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Figure 4-39 DEPARTURE TRANS 1/1

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A28- 1146- 179 REV 5 Oct 2009

Operational Example 4-40

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

At this point, the departure selection is complete and the flight crew can either REVIEW or INSERT the SID, as shown in Figure 4--40. INSERT (6R) inserts the runway and procedure and displays a MOD route. The SID contains both the lateral waypoints and any vertical constraints for the procedure contained in the database. Refer to page 6-51 for additional details on DEPARTURE.

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Figure 4-40 PROCEDURE 1/1

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Operational Example 4-41
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Flight Plan Discontinuities


When the previously discussed procedure is inserted, a MOD RTE is displayed. The MOD RTE contains a discontinuity when there is no common point between the existing flight plan and the inserted procedure. In order to remove the discontinuity between the flight plan and procedure, either:
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Figure 4-41 MOD RTE 2/4

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Selecting the ACTIVATE prompt at LSK 6R makes the MOD RTE the ACTIVE RTE.

Operational Example 4-42

Honeywell International Inc. Do not copy without express permission of Honeywell.

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The resulting MOD RTE is displayed, as shown in Figure 4--41.

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Select any existing waypoint up to the left LSK adjacent to the discontinuity.

A28- 1146- 179 REV 5 Oct 2009

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Push the DEL function key on the MCDU and then select the scratchpad DELETE up to the left LSK adjacent to the discontinuity, or

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Engine- Out Standard Instrument Departure (EOSID) An engine--out standard instrument departure (EOSID) is a modified departure procedure that is flown when an aircraft encounters an engine failure after departure. EOSIDs are airline specific, must be defined in the company database and enabled on the APM. The pilot has the ability to preview the EOSID for a particular runway. The available runways for the departure airport are shown on the DEPARTURE RUNWAYS page, as shown in Figure 4--42. In this example, runway 08 is selected with line select key 4L.

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-42 DEPARTURE RUNWAYS

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Operational Example 4-43
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

After the runway is selected, the SIDs page is displayed with the possible departure procedures, as shown in Figure 4--43. An EOSID is available for runway 08, as shown on LSK 2L.

Figure 4-43 SIDs - EOSID -

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A28- 1146- 179 REV 5 Oct 2009

Operational Example 4-44

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The pilot chooses to either preview the EOSID or select another departure procedure. In the event of an actual engine failure, the EOSID is automatically inserted into the flight plan and displayed on the MFD whether or not previously previewed by the pilot. The EOSID is displayed in a modified flight plan. A flight plan must exist with a defined departure runway and destination in order to automatically activate. In this example, LSK 2L is pushed to preview the EOSID, as shown in Figure 4--44. Pushing LSK 6R on the SID REVIEW page activates the EOSID.

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A28- 1146- 179 REV 5 Oct 2009

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Figure 4-44 EO SID
Operational Example 4-45
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Engine- Out Range (EO RANGE) For an in--flight engine failure in the climb, cruise, or descent phases, the EO RANGE page is displayed automatically or by pushing LSK 1R on the PERF INDEX page 2. Figure 4--45 shows the EO RANGE page.

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The parameters from LSK 1L through LSK 3R are computed every ten seconds for display. The flight crew confirms the engine--out by selecting LSK 5R on the MCDU. Initially, ALL is displayed on LSK 5L as active and EO is displayed on LSK 5R as inactive. Selecting 5R moves EO from LSK 5R to LSK 5L as active. The FMS then utilizes the engine--out performance data model for all subsequent missions prediction functions related to the Active, What--If, and Stored flight plans. The flight crew then returns to the climb, cruise, or descent pages by selecting 6L.

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Figure 4-45 EO RANGE

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Operational Example 4-46 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS automatically creates a modified flight plan, shown in Figure 4--46, consisting of the EOSID, the en route segment, and the arrival segment when the following conditions are true:
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An EOSID condition has been confirmed An EOSID exists for the departure runway The aircraft is within 50 nm of the origin or actively flying the departure.

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Figure 4-46 EO MOD FLT PLAN

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Operational Example 4-47
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

A discontinuity exists between the last waypoint of the EOSID and the first waypoint of the en route flight plan. When a modified flight plan exists at the time of detection, that modification is replaced with the new modified flight plan. The modified flight plan remains displayed until activated or canceled by the flight crew. The flight crew selects LSK 6R which activates the modified flight plan and creates an active flight plan as shown in Figure 4--47.

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The EOSID output to the MAP display from the FMS continues until both of the following events occur:
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The entire departure procedure has been sequenced The aircraft is greater than 50 nm from the origin.

Since the entire EOSID is inserted into the flight plan, the responsibility of the flight crew is to ensure that any previously sequenced flight plan waypoints existing in the EOSID are cleaned up prior to activation. When a departure procedure is not included in the flight plan, the EOSID is inserted at the front of the flight plan in accordance with normal flight planning rules.

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Figure 4-47 ACTIVE FLT PLAN - EO -

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Operational Example 4-48 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TAKEOFF
The next step is selecting the TAKEOFF prompt at 6R (this prompt is also available on the PERF index page). Takeoff is completed using three pages.
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Takeoff 1/3 -- Figure 4--48 shows the following: Runway heading (1L) Takeoff weight (1R) Surface outside air temperature (OAT) (2L) Surface wind (2R) Pressure alt/BARO set (3L) Elevation (3R) Runway slope (4L) Wind (4R) Runway condition (5L).

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A28- 1146- 179 REV 5 Oct 2009

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Runway information is retrieved from the database. Temperature is sensed or entered. Barometric setting (BARO set) is computed by the FMS or entered manually. Surface wind is a required entry and is normally the only entry made on this page. Refer to Takeoff, on page 5-34, for additional details.

Figure 4-48 TAKEOFF 1/3

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Honeywell International Inc. Do not copy without express permission of Honeywell.

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Operational Example 4-49

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Takeoff 2/3 -- Figure 4--49 shows the following: Flaps (1L) Dataset mode (2L) ATTCS (automatic takeoff thrust control system) (2R).

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Figure 4-49 TAKEOFF 2/3

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A28- 1146- 179 REV 5 Oct 2009

Operational Example 4-50

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Takeoff 3/3 -- Takeoff speeds are entered on the page shown in Figure 4--50. V1 (1L) Vr (2L) V2 (3L) Vfs (4L) Takeoff pitch (5R).

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The preselect altitude (PSA) is set to the clearance altitude and the FMS lateral navigation (LNAV) and vertical navigation (VNAV) modes are set to engage shortly after takeoff. Prior to the takeoff roll, both LNAV and VNAV modes are armed. This permits the engagement of LNAV at a minimum of 200 ft AGL and the engagement of VNAV at a minimum of 400 ft AGL, assuming both modes are within respective capture zones. Refer to page 8-36 for LNAV details and page 8-37 for VNAV details. The FMS considers the aircraft airborne when it exceeds 40 kts ground speed (GSPD) or 80 kts IAS or weight--off--wheels. When airborne, the ACTIVE FLT PLAN page shows the ETA for each waypoint in place of ETE. When an ETD was entered prior to takeoff, ETAs are already displayed. Once airborne, the ETA for the FROM waypoint is replaced with the actual crossing time. ETEs for any waypoint in the flight plan are available on PERF PLAN pages (refer to page 5-30) or PROGRESS page 1 (refer to page 9-1).

A28- 1146- 179 REV 5 Oct 2009

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Figure 4-50 TAKEOFF 3/3
Operational Example 4-51
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The takeoff speeds defined on the TAKEOFF page 3/3 are given to the primary flight display (PFD) for both the Vspeed displays and speed tape targets. The takeoff speeds are removed from the PFD display when the aircraft exceeds 1500 ft AGL (based on origin airport elevation) and the highest Vspeed is exceeded by 20 kts. The takeoff speeds remain displayed on the TAKEOFF page until completion of the flight. Once the takeoff speeds have been dropped and the LNAV and VNAV modes engaged, the FMS guides to the lateral flight plan. All VNAV altitude and speed constraints, up to the altitude preselect target, are forced to level off. The DEPARTURE prompt is displayed on the active flight plan and route pages until the aircraft is more than 50 NM from the origin airport. The DEPARTURE prompt is displayed only when the origin is an airport.

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Associated with the TO waypoint or one further downpath is an altitude and/or speed constraint. When the FMS speed mode is in AUTO, the FMS commands a speed at or below the next downpath speed constraint.
Operational Example 4-52 A28- 1146- 179 REV 5 Oct 2009

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Figure 4-51 ACTIVE FLT PLAN 1/6

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Waypoint Sequencing -- On takeoff, the runway becomes the FROM waypoint and remains on the top line of the ACTIVE FLT PLAN page. The TO waypoint is shown on the second line. As the aircraft passes the TO waypoint, all waypoints scroll up one line. This is shown in Figure 4--51. This process is called waypoint sequencing.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

For an altitude constraint, the FMS maintains current VNAV mode as long as the aircraft is predicted to be at or below the next downpath constraint. When the aircraft is predicted to pass below an AT or AT OR ABOVE constraint, the flight crew is alerted. When the aircraft is predicted to pass above an AT or AT OR BELOW constraint, the FMS changes to VASEL/VALT mode and levels off at the intermediate constraint. After sequencing the waypoint with the associated constraint, the FMS automatically guides to the next downpath speed constraint and next downpath altitude constraint, when the aircraft is below the PSA.

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ACTIVE FLT PLAN page 1 and PROGRESS page 1 are considered the primary pages of the FMS during flight. Refer to page 9-1 for additional information on the progress pages.

A28- 1146- 179 REV 5 Oct 2009

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Figure 4-52 PROGRESS 1/3

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Operational Example 4-53
Honeywell International Inc. Do not copy without express permission of Honeywell.

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PROGRESS 1/3 -- Information available on PROGRESS page 1/3 is displayed by pushing the PROG function key on the MCDU, as shown in Figure 4--52. This page includes the navigation mode (GPS) and the required and estimated position of uncertainty.

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The FMS always observes the PSA.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PROGRESS 2/3 -- Figure 4--53 shows the following: Speed and altitude command (1L) Top--of--climb (TOC) (2L) Distance and time to top--of--climb (TOC) (2L) Current fuel quantity (2R) Top--of--descent (TOD) (3L) Current gross weight (3R). RNP (6L) VNAV DATA (6R).

The TOC and TOD points are not displayed as waypoints as part of the ACTIVE FLT PLAN. However, the points are displayed on the map and vertical profile (when available). The positions of these waypoints are dynamically updated. Relative position to other waypoints in the flight plan can be changed. Changes to the flight plan also affect the TOC and TOD positions.

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Figure 4-53 PROGRESS 2/3

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Operational Example 4-54 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CLIMB
As the climb continues from holding level at a selected altitude, additional intermediate altitude clearances are entered using the altitude selector. The FMS does not command the autopilot to climb to the selected altitude or the next altitude constraint. From holding level at a selected altitude, changes are made through the autopilot. When altitude restrictions are associated with a waypoint, they are entered on the CDU adjacent to the correct waypoint. When an intermediate altitude constraint exists between the aircraft and the altitude preselect, VNAV honors that constraint the same as described in TAKEOFF. The 18,000 ft constraint on HAPPN was entered in this fashion and is shown in Figure 4--54.

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When the FMS speed mode is in AUTO, the FMS commands a speed at or below the next downpath speed constraint.

A28- 1146- 179 REV 5 Oct 2009

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Figure 4-54 ACTIVE FLT PLAN 1/5 - KPHX -

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Operational Example 4-55
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

EN ROUTE
As the flight progresses, clearance revisions are completed using one of the two following methods: 1. When the revision is after the TO waypoint, the flight plan is modified by adding or deleting waypoints. 2. When the revision effects the TO waypoint (such as clearance direct from present position to another point), this is done by entering the direct--to waypoint in 1L. When the direct--to waypoint is already in the flight plan, it is down selected to the scratchpad by pushing the line select key to the left of the waypoint. With the waypoint in the scratchpad, pushing 1L makes it the TO waypoint. This creates a DIRECT--TO page that provides a selectable prompt for each flight plan in which the waypoint exists (Active, Missed Approach, or Alternate). Once a selection is made, a MOD FLT PLAN page is created. Selecting 6R activates the MOD FLT PLAN and makes it the ACTIVE FLT PLAN.

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DESCENT
The FMS calculates a TOD point based on the destination elevation and any entered altitude constraints. When VNAV is engaged and the altitude selector is set to a lower altitude, the aircraft descends at the TOD. When VNAV is not engaged or the altitude selector is not set lower, the aircraft remains at altitude through the TOD. In the latter case, the descent is initiated by setting a lower altitude and selecting a correct flight director mode or manually flying the descent. Once in descent, the FMS sets the target altitude to the altitude selector or the next constraint, whichever is higher.
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Operational Example 4-56

FMS speed commands in this phase are provided by a schedule that is by default, predicted, or entered by the pilot. The speed targets are tied to waypoints and apply to the leg(s) following the specified waypoint. Speed targets are in terms of CAS, Mach or CAS/Mach, and are limited to the aircraft defined maximum operating velocity/maximum operating Mach (VMO/MMO).

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After activating the MOD FLT PLAN, either of these actions causes the FMS to immediately alter course. For additional information on DIRECT--TO operation, refer to DIRECT--TO on page 10-2.

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When the direct--to waypoint is not in the flight plan, the DIRECT--TO page is not displayed. Enter the International Civil Aviation Organization (ICAO) identifier for the direct--to waypoint in the scratchpad and up select to 1L which becomes the TO waypoint and is inserted into the primary flight plan. This creates a MOD FLT PLAN page. Selecting 6R activates the MOD FLT PLAN and makes it the ACTIVE FLT PLAN.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FMS speed commands in this phase are given by a schedule that is default, predicted, or entered by the pilot. The speed targets are tied to waypoints and apply to the leg(s) following the specified waypoint. Speed targets are in terms of CAS, Mach, or CAS/Mach, and are limited to the aircraft defined VMO/MMO. Speed commands in descent also observes any entered speed limit altitudes.

ARRIVAL
When within 200 flight plan miles of the destination airport, the ARRIVAL prompt is displayed at LSK 6R on both the ACTIVE FLT PLAN page and the active route (ACT RTE) page, as shown in Figures 4--55 and 4--56. Pushing this key selects an arrival procedure or runway. The ARRIVAL page is always accessed from the NAV INDEX.

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Figure 4-55 ACTIVE FLT PLAN

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Operational Example 4-57
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 4-56 ACT RTE

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Operational Example 4-58 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Selecting the ARRIVAL prompt shows the ARRIVAL page, shown in Figure 4--57. The destination airport is displayed at 1R with access to selecting the runway, approach, and/or STAR. While the selections are made in any order, this example selects 3L to choose a STAR. Selecting an approach automatically selects a runway.

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Figure 4-57 ARRIVAL 1/1
Operational Example 4-59
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 4--58 shows the STAR page with the available arrival procedures. Choose the assigned or required arrival. From this list, the KASPR3 arrival (4L) is selected.

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Figure 4-58 KMSP STAR 1/1

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Operational Example 4-60

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When a STAR has transition fixes, the STAR TRANS page is automatically displayed, as shown in Figure 4--59. Choose the correct transition. For this example, the MCW approach transition (2L) is selected.

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Figure 4-59 KMSP STAR TRANS 1/1

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Operational Example 4-61
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

After the STAR TRANS is selected, the ARRIVAL page is displayed with a summary of the selected star procedure entered on 3L. This is shown in Figure 4--60.

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Figure 4-60 ARRIVAL 1/1 - STAR Entered -

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Operational Example 4-62

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Once the STAR and transition have been selected in this example, now is the time to choose a runway. The runway prompt at LSK 1L is selected which displays the KMSP RUNWAY page, as shown in Figure 4--61.

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Figure 4-61 KMSP RUNWAY

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Operational Example 4-63
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The KMSP RUNWAY page shows available runways for that airport. For this example, runway 30L is used. The 30L prompt at LSK 1R is pushed. The KMSP APPROACH page is shown in Figure 4--62.

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Figure 4-62 KMSP APPROACH

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Operational Example 4-64

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The KMSP APPROACH page shows the available approaches for that runway. Selecting an approach also includes the missed approach procedure. The ILS approach for 30L is used. The ILS prompt at 2L is pushed, the KMSP APPROACH TRANS page is displayed, as shown in Figure 4--63.

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Figure 4-63 KMSP APPROACH TRANS 1/1

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Operational Example 4-65
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The available transitions for that particular approach are displayed. A choice of a vectored approach to NARCO intersection or direct to HASTI intersection is made. HASTI intersection is used, therefore, the HASTI prompt at LSK 2L is pushed. The ARRIVAL page is displayed with a summary of the inserted runway, approach, and STAR, as shown in Figure 4--64.

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Figure 4-64 ARRIVAL - Review -

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Operational Example 4-66 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The procedure must now be inserted into the flight plan. The INSERT prompt at LSK 6R is pushed creating a MOD RTE page, as shown in Figure 4--65.

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Figure 4-65 MOD RTE

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Operational Example 4-67
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The procedure is then activated by pushing on the ACTIVATE prompt at LSK 6R to enter it into the flight plan. The ACT RTE page is now displayed, as shown in Figure 4--66. The LANDING prompt at LSK 6R is displayed when an arrival exists in the active flight plan and the aircraft is within 200 NM of the destination airport.

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Figure 4-66 ACT RTE

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Operational Example 4-68 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The pilot now selects the FPL function key on the MCDU. The ACTIVE FLT PLAN page is displayed showing each individual waypoints defining that route segment. This is shown in Figure 4--67.

Figure 4-67 ACTIVE FLT PLAN

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Operational Example 4-69
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

APPROACH
Once the arrival selection is activated, the FMS guides the aircraft along the STAR and approach procedure. When a localizer (LOC) approach is used, the approach must be flown using the LOC as the primary navigation source (PNS), as selected on the PFD. The FMS cannot be used for navigation of any LOC approach. When a non--LOC approach is selected, the FMS is used for both lateral guidance and vertical guidance on final approach. The approach VNAV is executed by setting the altitude preselect down to the clearance altitude. The FMS guides to the lateral flight plan and all VNAV altitude and speed constraints down to the altitude preselect target and forced to level off. When the FMS speed mode is in AUTO, the FMS anticipates and commands a speed target at or less than the constraint speed by the time the FMS sequences the corresponding waypoint. For an altitude constraint, the FMS maintains current VNAV mode as long as the aircraft is predicted to be at or above the next downpath constraint. When the aircraft is predicted to pass above an AT or AT OR BELOW constraint, the flight crew is alerted. When the aircraft is predicted to pass below an AT or AT OR ABOVE constraint, the FMS changes to VASEL/VALT mode and levels off at the intermediate constraint.

The FMS always observes the PSA. Refer to approach on page 6-71 for additional details.

LANDING

Activating the arrival returns the display to the ACTIVE RTE 2 page. The LANDING prompt is displayed in the lower right corner (4R) indicating the next step. Landing is completed using two or three pages, depending on the configuration of the VSPEED labels page.

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After sequencing the waypoint with the associated constraint, the FMS automatically guides to the next downpath speed constraint and next downpath altitude constraint, when the aircraft is above the PSA.

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Operational Example 4-70

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

LANDING 1/2 -- Figure 4--68 shows the following: Runway OAT (1L) Landing weight (1R) Approach flaps (2L) Landing flaps (3L) Ice (4L) Approach type (5L).

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Figure 4-68 LANDING 1/2
Operational Example 4-71
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

LANDING 2/2 -- Figure 4--69 shows the following values: Vrf (1L) Vap (2L) Vac (3L) Vfs (4L).

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Figure 4-69 LANDING 2/2

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Operational Example 4-72 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MISSED APPROACH
The missed approach pages contain waypoints for the missed approach segment. These pages follow the ACTIVE FLT PLAN pages, when an approach from the navigation database has been activated. This is shown in Figure 4--70. The first waypoint on the missed approach page 1 is the missed approach point (MAP). The MAP is also in the active flight plan. When activated, the missed approach is inserted into the active flight plan after the MAP.

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The missed approach is activated by pushing the takeoff/go--around (TOGA) button. The missed approach is then inserted into the active flight plan when the aircraft is within 2nm of the FAF. NOTE: When on an approach transition and the missed approach is activated prior to 2nm from the FAF, the missed approach procedure is NOT automatically inserted into the flight plan. Pushing the TOGA button again within 2nm of the FAF inserts the missed approach procedure into the flight plan.

The MISSED APRCH must not be activated until the decision to miss the approach has been made. When MISSED APRCH is activated, any portion of the flight plan past the MAP is replaced with the missed approach procedure. Refer to Missed Approach, on page 6-76, for additional details.
A28- 1146- 179 REV 5 Oct 2009 Operational Example 4-73

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Figure 4-70 MISSED APRCH 7/8

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

ALTERNATE FLIGHT PLAN


The alternate flight plan page is shown in Figure 4--71. When an alternate is entered, the pages follow the active flight plan and missed approach. When a flight plan to an alternate has been entered, the ALTERNATE prompt is displayed on the ACTIVE FLT PLAN page. The aircraft must be within 25 NM of the destination. When the flight plan contains an approach, the ALTERNATE prompt is displayed only after the missed approach has been activated. When an ALTERNATE is selected before the destination is reached, the FMS guides the aircraft to the original destination and then to the alternate. ALTERNATE must not be armed until a decision is made to divert to the alternate. Proceeding to the alternate without going to the original destination can be accomplished by using the DIRECT--TO feature.

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FLIGHT COMPLETE
The flight is considered complete when the aircraft is on the ground for 2 minutes.

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Figure 4-71 ALTERNATE FPL 8/8

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Operational Example 4-74 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

5.

Performance

INTRODUCTION
The flight management system (FMS) performance computations are based on initialization data, flight plan, and input from aircraft systems. With this information, the FMS controls a variety of mission planning and speed control functions for the aircraft. The multifunction control and display unit (MCDU) pages that control performance are similar to the navigation pages. As a general rule, when the system gives the information, items are displayed in small characters. The items are displayed in large characters when the pilot makes an entry. Several areas of initialization are within the performance functions of the FMS. In order for the FMS to calculate performance data, the initialization pages must be reviewed and the CONFIRM INIT prompt at 6R on the last page of initialization must be pushed. Performance information in the FMS is based on data entered by the pilot and calculated by the FMS. Mission planning data is not evaluated by certification authorities for accuracy and is not approved by the certification authorities. FMS fuel quantities are displayed two different ways. When showing current fuel on board, the quantity is in pounds or kilograms (e.g., 16250). When showing planned fuel remaining at waypoints and fuel required, the quantity is displayed in thousands of pounds or kilograms (e.g., 12.3, meaning 12,300). The FMS fuel management data is advisory information only. The data must not be used in lieu of the primary fuel flow indicator display.

PERFORMANCE INDEX

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The performance index (PERF INDEX) pages are accessed by pushing the PERF function key. The PERF index pages are seen in Figures 5--1 and 5--2. When the PERF button is pushed, PERF INDEX page 1/2 is displayed, as shown in Figure 5--1. Page 2/2 is displayed by using either the PREV or NEXT paging keys, as shown in Figure 5--2. These pages show performance functions selected at any time. Push the line select key adjacent for selecting the respective function. Page numbers to the outside of each button correspond with pages in this guide that describe the button function. These pages are examples of the index when FULL PERF is selected.

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Performance 5-1

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Page 5-4 5-30 5-37 5-40 5-44 5-60 01569.01

Page 5-24 5-34 5-38 5-42 5-56 5-72

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Figure 5-2 PERF INDEX 2/2

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Figure 5-1 PERF INDEX 1/2

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Performance 5-2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Performance Index Organization


Several FMS performance functions require initialization. For these functions, when the related initialization selection is complete, the CONFIRM INIT prompt must be selected to compute the performance data. The computed data is used for FMS and autothrottle control functions. See Figure 5--3 for a block diagram of performance index organization. This block diagram assumes the active flight plan has been closed and an active departure has been identified.
PERFORMANCE INDEX PERFORMANCE INITIALIZATION

PERFORMANCE DATA

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STORED FLIGHT PLAN INITIALIZATION WHAT- FLIGHT PLAN -IF INITIALIZATION

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STORED FLIGHT PLAN DATA WHAT- FLIGHT -IF PLAN DATA

SPECIALIZED FUNCTIONS
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Figure 5-3 Performance Index Organization


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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INITIALIZATION
The pilot selects one of the three methods in the following list to complete performance initialization. 1. Full Performance -- The FMS uses an uploaded and learned aircraft database file to perform time and fuel calculations. The time calculations are also based on pilot--entered speed schedules and winds. Computed cruise speed schedules such as long--range cruise (LRC) and maximum speed are selected. Pilot Speed/Fuel Flow -- The FMS uses pilot--entered speed schedules and winds to perform time calculations. The fuel calculations are based on pilot--entered cruise fuel flow. Adjustments are made for the higher fuel flow in climb.

2.

Figure 5--4 shows the sequence of initialization and data pages for each of the three methods of performance calculations.

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NOTE:

The pilot must verify and review all the entered and computed data.

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Performance 5-4

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3.

Current Ground Speed/Fuel Flow -- The fuel calculations are based on the current fuel flow shown on the FUEL MGT page. When a fuel flow entry is made on that page, it takes the place of the sensed fuel flow. The time calculations are based on the current ground speed when airborne. While on the ground, the FMS uses the default ground speed.

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fms00190.05

Figure 5-4 Performance Initialization Block Diagram

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Performance 5-5/5- 6 -

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Full Performance Method


Performance initialization has three pages. Many items are recalled from the previous flight to reduce the number of required inputs. These items are changed. The only item that is a required entry for each flight is zero fuel weight (assuming fuel quantity is provided by the fuel gauge). An average cruise wind is entered, when available. The cruise altitude is left at optimum or is entered.
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1L -- Aircraft type (ACFT TYPE) is displayed on this line. No entry is permitted here. The aircraft type is loaded from the aircraft database. Refer to Data Load (page 6-178) for details on loading an aircraft database. NOTE: If no aircraft database has been loaded, this line is blank. An aircraft database must be loaded for the FULL PERF option.
Performance 5-7

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Figure 5-5 PERFORMANCE INIT 1/3

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PERFORMANCE INIT 1/3 -- Figure 5--5 shows information about the aircraft type and the performance mode. Speed schedules for climb, cruise, descent, departure, and arrival are set here. Speed schedule is also used to set the default descent angle. In FULL PERF and PILOT SPD/FF, these speed schedules are used for making ground speed predictions. In the CURRENT GS/FF mode, the ground speed predictions are unaffected by the speed schedules.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Normally, an aircraft database needs to be loaded only when the FMS is installed. The pilot must verify that the ACFT TYPE data field has the correct aircraft type. The system generates incorrect performance predictions when the FMS contains the wrong AIRCRAFT DB. 1R -- Aircraft tail number (TAIL #) is displayed on this line. The tail number is configured in the aircraft personality module (APM) and is not able to be changed by the crew. Once configured, it is saved. No action is required on future flights. The tail number is used for the following two purposes:

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When both a CAS and MACH are entered, the active speed command is the CAS or MACH that provides the lowest true airspeed (TAS) at the current altitude. When the long--range cruise (LRC) or MAX SPD schedules are active, the speed command is issued as a MACH at higher altitudes and a CAS at lower altitudes. This is determined by the VMO/MMO crossover altitude. When the cruise speed schedule is MAX END, the speed command is always CAS. When only a MACH cruise speed is entered but the cruise altitude is low, the TAS can become excessive. Enter both a CAS and a MACH or use LRC to avoid this situation.

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3L - 5L -- The climb and descent speed schedules are always displayed as both a calibrated airspeed (CAS) and a MACH. Changes are made by entering a CAS, a MACH, or both separated by a slash ( / ). The leading slash ( / ) is an option when entering a MACH only. Entering *DELETE* returns the default climb or descent speed schedule.

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2L -- The FMS has three PERF modes or methods of performance calculations. Using the OR prompt at 2R changes the modes, as shown in Figure 5--5.

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2. DMU -- The tail number is used by the data management unit (DMU) for loading the navigation database. DMU is also used for the upload and download of the custom and aircraft database files.

Performance 5-8

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1. Naming of the aircraft database file -- When the aircraft database file is saved, the file is named using the tail number.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

In addition to the speed entries, a default descent angle is entered in 5L. When the angle is entered independent of the speed entries, the angle is either entered directly or with two leading slashes ( // ). Refer to Descent (page 5-40) for additional information. 4L --The cruise speed schedule is a CAS/MACH pair, only CAS, only MACH, or a system--generated cruise speed schedule. Entries of a CAS, a MACH, or both are accepted. Entering *DELETE* returns the default cruise speed schedule, which is LRC in FULL PERF and the value from the aircraft database in CURRENT GS/FF or PILOT SPD/FF. The other system--generated schedules, MAX SPD, MAX END and MXR SPD, are selected on the CRUISE MODES page only.

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3R, 4R, and 5R -- Selecting one of the OR prompts shows the CLIMB, CRUISE, or DESCENT MODES page, respectively, as shown in Figures 5--7 thru 5--9. 6R -- This prompt accesses the AIRCRAFT DB down/uploading. In addition to transferring the AIRCRAFT DB to or from the data loader, the pilot can also cross--load the AIRCRAFT DB from one FMS to the other when the FMS is configured for and capable of operating in DUAL mode.

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6L -- Selection of this line provides access to the DEPARTURE, APPROACH, and GO--AROUND speed pages. See Figures 5--10 thru 5--12.

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When only a MACH cruise speed is entered but the cruise altitude is low, the TAS can become excessive. Enter both a CAS and a MACH or use LRC to avoid this situation.

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When the LRC or MAX SPD schedules are active, the speed command is issued as a MACH at higher altitudes and a CAS at lower altitudes. This is determined by the VMO/MMO crossover altitude. When the cruise speed schedule is MAX END, the speed command is always CAS.

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When both a CAS and MACH are entered, the active speed command is the CAS or MACH that provides the lowest TAS at the current altitude.

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Performance 5-9

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERF MODE 1/1 -- Selecting the OR prompt at 2R, shown in Figure 5--5, shows the PERF MODE page, shown in Figure 5--6. The PERF MODE page is used for selecting the mode for performance calculation.

2L -- When CURRENT GS/FF is selected, performance calculations are based on current ground speed and current fuel flow. However, while on the ground, the FMS default ground speed is used. Once airborne, the current ground speed is used. The current fuel flow is displayed at 1R of the FUEL MGT 1/2 page. However, the value is overridden by a pilot--entry. The overridden value is then used. 3L -- Selecting PILOT SPD/FF bases performance calculations on pilot--entered speed schedules and cruise fuel flow. When using this option, the cruise fuel flow must be entered at 4R on the PERFORMANCE INIT 1/2 page. Automatic adjustments are made for the higher fuel flow in climb. Entered winds and sensed winds (once airborne) are included in the ground speed predictions used for time en route estimates. 4L -- Selecting FULL PERF bases performance on pilot selections and the learned aircraft performance. An aircraft database must be loaded before this option is available.
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Figure 5-6 PERF MODE 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When either CURRENT GS/FF (2L) or PILOT SPD/FF (3L) are selected, the following inputs and features are not available:
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The PERF DATA pages The CLIMB page The CRUISE pages The DESCENT page Cruise speed schedules: Long--range cruise (LRC) Maximum speed (MAX SPD) Maximum endurance (MAX END) Optimum and maximum altitude computations

Maximum reserve speed (MXR SPD)

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Point of no return (PNR) page Equal time point (ETP) page.

CLIMB MODES -- Climb Modes, shown in Figure 5--7, are available only when using FULL PERF. The page shows both the manual and default speed schedule, as well as which schedule is active.

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Figure 5-7 CLIMB MODES 1/1


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00542.05 Performance 5-11

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L -- This field is used to enter CAS, MACH, or both separated by a slash (/). After an entry is made, the display returns to the PERFORMANCE INIT 1/3 page. 2L -- Selecting this prompt activates the default climb schedule and returns to the PERFORMANCE INIT 1/3 page. 1R -- The RETURN prompt is used to return to the PERFORMANCE INIT 1/3 page without making any selections.
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1L -- A MANUAL cruise speed is entered and activated at 1L. When an entry is made directly on the PERFORMANCE INIT 1/3 page, it is recorded under the manual entry on this page.

2L, 3L, 4L, and 5L -- Pushing the line select key for a mode makes it the active cruise mode. The display returns to the PERFORMANCE INIT 1/3 page. 1R -- The RETURN prompt returns to the PERFORMANCE INIT 1/3 page with no action performed.
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Figure 5-8 CRUISE MODES 1/1

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CRUISE MODES -- Cruise Modes, shown in Figure 5--8, are available only when using FULL PERF. The available modes for cruise are listed on this page with the active mode annotated.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DESCENT MODES -- Descent Modes, shown in Figure 5--9, are available only when using FULL PERF. The page shows the available descent modes, as well as the active one.

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3L -- Selecting this prompt activates the default descent speed/angle schedule and returns to the PERFORMANCE INIT 1/3 page. 1R -- The RETURN prompt is used to return to the PERFORMANCE INIT 1/3 page without making any selections.

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2L -- This field is used to enter CAS, MACH, or both. The descent angle is entered separately or following a CAS/MACH speed entry (e.g., 280/.73/3.5). After an entry is made, the display returns to the PERFORMANCE INIT 1/3 page.

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Figure 5-9 DESCENT MODES 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DEPARTURE SPEED -- The DEPARTURE SPEED page, shown in Figure 5--10, is used to enter departure speed and restriction limits. This data is used to compute FMS speed commands during departure. The aircraft must be operating in the upper and horizontal limits in order for the departure speed limit to be used by the FMS.

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1R -- The RETURN prompt is used to return to the PERFORMANCE INIT 1/3 page without making any selections.

2R -- This field is used to enter the horizontal limit of the departure area. The default is 4.0 NM.

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2L -- This field is used to enter the upper limit of the departure area. The default value is 2500 feet.

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1L -- This field is used to enter the departure speed limit. The default value is the value from the aircraft database or 200 knots.

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Figure 5-10 DEPARTURE SPEED 1/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

APPROACH SPEED -- The APPROACH SPEEDS page, shown in Figure 5--11, is used to enter approach speed and restriction limits and enter approach speed limits for different flap settings. This data is used to compute FMS speed targets during approach.

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2L, 2R, 3L, and 3R -- These fields are used to enter the approach speed limit for different flap settings. Default offsets from VREF in the form of VREF+XX are displayed before PERF initialization is complete. The default offsets are obtained from the aircraft database (ACDB). Calculated speeds are displayed following PERF INIT. The calculated speeds are modified by the pilot. NOTE: The calculated approach flap speeds shown on this page are not determined from the basic VREF. The calculated values are computed as a function of aircraft gross weight.

4L -- This field is used to enter the radial distance and altitude from the destination where the approach speed schedule begins. The default is 3000 feet AGL and 15.0 NM.
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1L -- This field is used to enter the approach speed limit. The default value is the value from the aircraft database and is displayed in small font. Manually--entered speeds are displayed in large font.

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Figure 5-11 APPROACH SPEEDS 2/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

5L and 5R -- Selecting YES for this option starts the approach speed schedule at the first approach waypoint when the waypoint is further out than the distance entered at 4L. The default is YES. Using 5R changes the selection. 1R -- The RETURN prompt is used to return to the PERFORMANCE INIT 1/3 page without making any selections.
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1L -- This field shows the go--around speed for the clean configuration. The default value is the value from the aircraft database. Pilot--entry is permitted. Entering *DELETE* returns the default value.

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Figure 5-12 GO-AROUND SPEEDS 3/3

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GO-AROUND SPEEDS -- The GO--AROUND SPEEDS page, shown in Figure 5--12, is used to enter the go--around speed schedules for various configurations.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L, 2R, 3L, and 3R -- These fields are used to show the go--around speed limits for the displayed flap settings. Default offsets from VREF in the form of VREF+XX are displayed before PERF initialization is complete. The default offsets are obtained from the ACDB. Entries are permitted on 3L and 2R. Line selects for 2L and 3R are not available. Calculated speeds are displayed following PERF INIT. The calculated speeds are modified by the pilot. NOTE: The calculated approach flap speeds shown on this page are not determined from the basic VREF. The calculated values are computed as a function of aircraft gross weight.

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Figure 5-13 PERFORMANCE INIT-KG 2/3 1L -- Entries for step increment must be in thousands of feet. The three trailing zeros are omitted. For example, a 4000--foot step climb increment is selected by entering 4 or 4000. Entering *DELETE* returns the selection to no step or 0 feet.
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PERFORMANCE INIT 2/3 -- Reviewing and/or selecting a step increment for predicted step climbs is shown in Figure 5--13. It also shows the method used for fuel reserve calculations, as well as takeoff and landing fuel allowances. The page is available only in the FULL PERF mode.

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Performance 5-17

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step climbs are used for long--range flights to optimize the aircraft performance. As the aircraft burns fuel, the optimum altitude goes up. More than one step climb could be calculated for a flight. When a step increment is selected, time and fuel predictions assume that the step climbs are made. Therefore, a step increment must only be selected when the intent is to make the step climbs. When clearance is not given or the step climb is not going to be made, step increment is set to zero in order to maintain accurate time and fuel predictions. 2L -- The method of calculating fuel reserve is displayed on this line. When one of the other two modes (kilograms remaining or time remaining) has been selected on the FUEL RESERVE page, an entry is made directly on this page, as shown in Figure 5--14. For example, when 450 kg is shown, an entry of 900 changes the reserve quantity to 900 kg. 2R --This line accesses the FUEL RESERVE page, which is shown in Figure 5--14. 3L -- The default values of Takeoff/Landing Fuel (TO/LDG FUEL) are supplied from the aircraft database. Manual entries, when made, are saved for the next flight. Entering *DELETE* returns the default values. The takeoff fuel allowance includes fuel burn for taxi and takeoff. Takeoff fuel allowance is decremented by fuel flow. However, it is not decremented past zero. Following takeoff or when the takeoff allowance has been decremented to zero, fuel remaining values are adjusted to account for actual fuel burned. The takeoff fuel allowance is added to the fuel required calculation. The fuel required calculation is the predicted fuel from takeoff to landing plus reserves. The landing fuel allowance is a buffer amount of fuel that the FMS incorporates into the total fuel required computation. The landing fuel is intended to cover the ground operation after landing. The value is changed at any time.

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4L -- The contingency fuel is entered here. Contingency fuel is not computed automatically and must be supplied by the flight crew. The FMS uses this value for determining required fuel while on--ground only. Following takeoff, Contingency Fuel is no longer used in computations. Entering *DELETE* returns the default value of zero.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FUEL RESERVE 1/1 -- Figure 5--14 shows where the fuel reserve mode is changed or modified. The fuel reserve page contains two modes.

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Figure 5-14 FUEL RESERVE 1/1

3L -- A fuel reserve in minutes is entered. The time entered is converted to pounds of fuel assuming flight at 5000 feet at the reserve holding speed. The fuel reserve applies to the destination or the alternate destination when one has been entered.

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2L -- A fuel reserve in kilograms is entered. The specified fuel reserve applies at the destination, or at the alternate destination when one has been entered.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE INIT 3/3 -- The PERFORMANCE INIT page, shown in Figure 5--15, is used to calculate the aircraft gross weight.

Figure 5-15 PERFORMANCE INIT-KG 3/3 1L -- The transition altitude is entered here. The FMS uses the input to determine how to show altitudes. Altitudes above the transition altitude are displayed as flight levels (FL) and below in feet. Entering *DELETE* returns the default value of 18,000 feet. 2L -- INIT CRZ ALT -- The initial cruise altitude is entered at this location. The FMS uses the initial cruise altitude to determine the altitude where the cruise phase of flight commences. The FMS changes the speed command and engine pressure ratio (EPR) rating from climb to cruise when the aircraft levels at the initial cruise altitude or higher.

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The default for INIT CRZ ALT is OPTIMUM when the performance mode is FULL PERF. The FMS calculates the optimum cruise altitude based on the performance initialization data. After performance initialization is completed, the calculated optimum altitude is displayed in small characters on this page. The method used to compute the initial cruise altitude is displayed following the altitude.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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(OPTIMUM) indicates the initial cruise altitude is the optimum altitude. (ALT SEL) indicates the initial cruise altitude was set by using the altitude preselector. (FP LIM) indicates the initial cruise altitude was limited by the active flight plan.

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The FMS does not automatically compensate for short trip limited flight plans in which the CRZ ALT is not obtainable. For short flights, the flight crew must check to determine initial CRZ ALT can be reached. This is done after initializing PERF by verifying that the top--of--descent (TOD) is further out than the top--of--climb (TOC). When the TOC is at or beyond the TOD that profile is short trip limited and a lower CRZ ALT must be requested. NOTES: 1. Once in flight, when the actual cruise altitude is lower than the entered or calculated initial cruise altitude, the initial cruise altitude entry must be adjusted to the lower value. This places the FMS in the cruise mode and adjusts the performance predictions to account for the lower cruise altitude. 2. The speed command for a level--off below the entered or calculated initial cruise altitude is the climb speed target.

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The INIT CRZ ALT does not automatically change when the aircraft climbs to an altitude above the initial cruise altitude shown on PERFORMANCE INIT 2/3. This action changes the cruise altitude as shown on the PERF DATA pages (refer to page 5-24). Performance data is recalculated to reflect the higher cruise altitude.

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When an entered altitude is lower than the altitude selector, the entry is rejected and the MCDU message RESET ALT SEL? is displayed. The cruise altitude must be equal to or greater than the altitude selector.

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An entry of cruise altitude in FL or feet is permitted. Three--digit flight level entries are permitted. Thus, an entry of 350 is interpreted as 35,000 feet or FL350. Entering *DELETE* at any time returns to the default of OPTIMUM. When performance is already initialized, the optimum altitude is recomputed.

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Performance 5-21

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Additional Definition of Optimum Altitude


The optimum altitude has different definitions based on the cruise speed mode. For the LRC and manual cruise speeds, the optimum altitude is where the specific range is optimized. This altitude is typically close to the ceiling altitude. The MAX SPD optimum altitude is the maximized true airspeed. This altitude tends to be close to the VMO/MMO crossover altitude. For MAX END speed, the optimum altitude is the minimized fuel flow. For MXR SPD, the optimum altitude is where true airspeed is maximized while ensuring the destination is reached with the proper fuel reserves. The OPTIMUM altitude is short--trip limited. This means the computed altitude is adjusted downward when the flight is not long enough for a climb to the optimum altitude. Regardless of short--trip limiting, the cruise altitude is always set at least as high as the altitude selector.
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3L and 3R -- An average cruise wind and corresponding altitude is entered at 3L and 3R. No entry is required, but is recommended. When no entry is made, the FMS assumes zero wind. When the cruise wind is entered at 3L, prompts are displayed at 3R. The altitude must also be entered before the cruise wind is accepted. Entering *DELETE* returns the default value of zero. 4L -- Zero fuel weight (ZFW) is not retained over FLIGHT COMPLETE. ZFW needs to be re--entered for every flight. Entering *DELETE* returns the entry prompts. 1R -- Speed limits associated with altitudes, not waypoints, is entered. For U.S. operation, 250 knots below 10,000 feet is entered. The FMS speed command is limited to this speed below the restriction altitude. Entering *DELETE* removes the speed/altitude limit and shows dashes. This is the only field left with dashes and still enables performance data to be computed. 2R -- The forecast temperature deviation at the cruise altitude is entered in this field. The deviation is relative to the International Standard Atmosphere (ISA). When no entry is made, the displayed default of zero is used. Do not input the temperature deviation at the field elevation. Temperature impacts most performance predictions, such as the climb gradient, the ceiling altitude, the fuel consumption, the ground speed predictions, and more. For additional information, refer to the explanation of the Wind and Temperature Model on page 5-32.
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Performance 5-22

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

4R -- The fuel weight, when sensed by the fuel quantity system, is displayed in small characters. The fuel and gauge values synchronize when one or both engines are off. The pilot manually enters a fuel weight used when the entry is made after both engines are running. Otherwise, the fuel gauge quantity is used. See FUEL MGT page 1/2 on page 5-74 for additional information regarding FMS fuel quantity computation and fuel leak detection. 5R -- The gross weight is automatically calculated based on the entries at 4L and 4R. When the gross weight exceeds the maximum gross weight from the aircraft database, the message EXCEEDS MAX GROSS WEIGHT is displayed, and the weight is shown in reverse video. This must be corrected before performance is initialized. 6R -- When performance initialization is complete, the CONFIRM INIT prompt is displayed in the lower right corner of this page in reverse video. The CONFIRM INIT prompt must be selected for the performance function to calculate performance data.

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NOTE:

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The PERFORMANCE INIT 1/2 page (page 1/3 for FULL PERF) shows entry prompts at 4R for entry of cruise fuel flow (CRZ FF). There are no OR prompts at 3R and 5R. When the PILOT SPD/FF performance mode is first selected while the aircraft is airborne, the current fuel flow is displayed in this field. This is done to prevent dropping performance initialization.

The PERFORMANCE INIT 2/2 page (page 3/3 for FULL PERF) does not show the PERF DATA prompt. There are no PERF DATA pages for this mode. Entry prompts are displayed. Entering *DELETE* returns the entry prompts and the performance function is de--initialized.
Performance 5-23

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The PILOT SPD/FF method of performance initialization has a total of two pages. The PERFORMANCE INIT 2/3 page for FULL PERF is not used. The performance initialization is similar to the FULL PERF initialization with the following exceptions:

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Pilot Speed/Fuel Flow (SPD/FF) Method

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Selecting the CONFIRM INIT prompt shows the PERF DATA page. After confirming initialization, the prompt at 6R of the PERFORMANCE INIT page becomes PERF DATA on all PERF INIT pages.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Current Ground Speed/Fuel Flow (GS/FF) Method


The CURRENT GS/FF method of performance initialization is similar to the PILOT SPD/FF initialization with the following exceptions:
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The climb, cruise, and descent speed schedules on the PERFORMANCE INIT 1/2 page are used to set FMS speed commands to the flight director. They are not used for performance calculations. The cruise wind and temperature entries on the PERFORMANCE INIT 2/2 page are not needed. The time and fuel calculations are based on current conditions only. Entry prompts are displayed. Entering *DELETE* returns the entry prompts and the performance function is de--initialized.

Switching Performance Methods

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PERFORMANCE DATA
The three PERF DATA pages are available when the performance mode is FULL PERF. The performance data is displayed when an active flight plan and performance initialization has been completed. Anytime changes are made to the flight plan, performance data computations are updated. In flight, factors such as unexpected winds or routing changes alter the predictions. When performance data is being recalculated, the displayed data is blanked during the few seconds of calculation. This operation is the general rule for all pages showing performance data.

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When the FMS reverts to the CURRENT GS/FF method, the PROGRESS page shows fuel and time at destination based on current GS and FF.

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When the FULL PERF or PILOT SPD/FF methods are being used and become invalid, the FMS automatically reverts to the CURRENT GS/FF method.

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Switching between FULL PERF and PILOT SPD/FF causes the current fuel flow to be used as the PILOT SPD/FF cruise fuel flow baseline when airborne. A subsequent entry of cruise fuel flow can still be made.

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The performance methods are switched manually. In some cases, reversion is automatic. The following applies:

Performance 5-24

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERF DATA 1/3 -- Figure 5--16 shows the overall fuel and time calculations along with the cruise altitude. When an alternate flight plan has been entered, data for both the destination and the alternate destination is presented.

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When optimum altitude is selected for the initial cruise altitude on PERFORMANCE INIT 3/3 page, the computed optimum altitude is displayed as the cruise altitude on PERF DATA 1/3 page. When an initial cruise altitude is entered (e.g., 40000 ft), this altitude is displayed as the cruise altitude on PERF DATA 1/3 page.

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Additional Details About Cruise Altitude

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1L -- The computed cruise and ceiling altitudes are displayed. Cruise altitude is entered in FL or feet. Entering *DELETE* is interpreted as a request to recompute the optimum altitude. The ceiling altitude is computed by the FMS and cannot be entered.

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Figure 5-16 PERF DATA 1/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When the altitude preselector is dialed to a higher altitude than the cruise altitude on PERF DATA 1/3 page, this field is updated automatically. The initial cruise altitude on PERFORMANCE INIT 3/3 page remains unaffected by the automatic adjustments. When the cruise segment is actually flown at a lower altitude than the cruise altitude on PERF DATA 1/3 page, a new cruise altitude must be entered in this field by the pilot. When the new cruise altitude is not entered, a climb is predicted since the FMS is expecting a climb to the cruise altitude shown on PERF DATA 1/3 page.

For MAX END cruise mode, an altitude ceiling is computed, which provides the maximum time in--flight.

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1R -- The step increment is entered using the same rules as during performance initialization. Refer to page 5-17 for additional details. 2L and 2R -- This line shows estimated time en route (ETE) to the destination and the alternate destination. No entry is permitted. 3L and 3R -- Once airborne, the estimated time of arrival (ETA) at the destination and the alternate destination are displayed. These fields are blank while on the ground unless an estimated time of departure (ETD) has been entered. Flight plan distance to go to the destination and the alternate destination are displayed.
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Performance 5-26

When the aircraft is engaged in extended operations (ETOPS), the aircraft operation is limited to a specific altitude of 41,000 ft. The FMS does not calculate any altitude above this specific altitude or allow any pilot entry that violates this altitude.

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For manual cruise mode, the ceiling altitude is computed to be the highest altitude at which the aircraft can sustain the entered CAS or MACH.

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For LRC cruise mode, the ceiling altitude is computed, which results in the maximum range given the LRC speed schedule.

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For MAX SPEED, an altitude ceiling is computed, which provides the maximum TAS at the maximum cruise power setting.

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The ceiling altitude is the highest attainable altitude of the aircraft for the given cruise conditions. The ceiling altitude is limited to the certified ceiling altitude. The ceiling altitude depends on the cruise speed mode, as well as gross weight and air temperature. Prior to reaching cruise, predicted gross weight and air temperature values at TOC are used to compute ceiling altitude. Once in cruise, the current weight and outside air temperature are used.

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Additional Details About Ceiling Altitude

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

4L and 4R -- This line shows total fuel requirement and the fuel figure of merit (FOM). The fuel required includes the fuel to fly the mission, the takeoff and landing allowances, plus reserves, plus contingency fuel. The fuel FOM is an estimate of the accuracy of the fuel required calculation expressed in thousands of pounds. In Figure 5--16, the FUEL FOM is 0.2, meaning fuel required numbers have an estimated accuracy within 200 pounds. 5L and 5R -- The predicted gross weight at the destination and the alternate destination are displayed. Also shown is the predicted fuel quantity remaining at the destination and the alternate destination.

DEPARTURE -- when a departure runway has not been selected

CLIMB -- when a departure runway has been selected and VSPEEDS are entered.
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PERF DATA 2/3 -- Figure 5--17 shows wind information and tracks fuel prediction changes since takeoff. No entries are permitted.

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Figure 5-17 PERF DATA 2/3


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TAKEOFF -- when a departure runway has been selected and VSPEEDS are not entered

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6L and 6R -- The prompt at 6L on all PERF DATA pages is PERF INIT. The prompt at 6R on all PERF DATA pages is either of the following:

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Performance 5-27

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L -- The average cruise wind for the remainder of the flight plan, as estimated by the performance mission predictions, is displayed. This wind is computed based on sensed wind and entered wind. Refer to page 5-31 for additional information on wind and temperature entries. 1R -- The same wind as in 1L, but resolved into average headwind or tailwind component, is displayed. 2L and 2R -- The preflight fuel remaining at the destination is displayed. At takeoff, this value is frozen for the remainder of the flight. 3L and 3R -- After takeoff, the latest estimate of fuel remaining at the destination, and the difference to the preflight plan, are displayed. On the ground, these displays are blank. This enables the pilot to compare how well the flight is tracking to the preflight plan.
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Figure 5-18 PERF DATA 3/3

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PERF DATA 3/3 -- Figure 5--18 shows information about fuel reserve requirements. No entries are permitted.

Performance 5-28

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L and 1R -- The method of fuel reserve calculation, as chosen on PERFORMANCE INIT page 2/3, is displayed here. When the fuel reserve mode is kilograms or minutes, the fuel reserve at the destination is displayed with no alternate defined. With an alternate flight plan, these two fuel reserve modes show the fuel reserve at the alternate destination. 2L and 2R -- The required (REQ) fuel reserve and the predicted fuel remaining (PLAN) are displayed. When the required fuel reserves (REQ) are less than the predicted fuel remaining (PLAN), there is sufficient fuel reserve on board. The PLAN fuel remaining is frozen at takeoff. The REQ fuel changes when the reserve mode is changed. 3L and 3R -- The UPDATED PLAN is displayed only while airborne and represents the most recent estimate of the fuel remaining. While in flight, this quantity must be compared to the REQ fuel. This comparison serves to verify sufficient fuel reserve is on board. In addition, the difference between the preflight and updated plan is displayed.

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Performance 5-29

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PERFORMANCE PLAN
The PERF PLAN pages show the estimated fuel remaining and ETE for each leg of the flight. This is shown in Figure 5--19. No flight plan changes are made from this page. The PREV and NEXT keys are used to review the entire flight plan. In addition to this information, this page shows a wind/temperature (W/T) prompt (right line select keys) for each waypoint.

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Selecting the W/T prompt for a specific waypoint shows the WIND/TEMP page. This page is used for display and entry of wind and temperature information.

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Figure 5-19 PERF PLAN 1/X

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Wind and Temperature Pages


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WIND/TEMP 2/X -- When the WIND/TEMP page is first selected, the page shows the predicted altitude, as well as the predicted wind and temperature at that altitude for the waypoint. This is shown in Figure 5--20.

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1R -- Pushing this line select key returns the display to the PERF PLAN page. 2L -- The predicted altitude from the performance computations is displayed here. Altitude entries are permitted. Altitude entries are used to assign an altitude to an entered wind and/or temperature.

2R -- The wind shown is the wind being used for performance computation. This wind is a blend of sensed wind (when airborne) and entered winds. Wind entries in degrees (true and magnitude) are entered. 3R -- The predicted static air temperature is a blend of sensed and entered values. Temperature is entered in degrees C (_C).
Performance 5-31

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1L -- The waypoint is displayed. No entry is permitted. However, the PREV and NEXT keys are used to cycle through the waypoints in the flight plan.

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Figure 5-20 WIND/TEMP 2/X

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

6L -- When no data has been entered and datalink functionality is available, the DLK WINDS prompt is displayed, permitting direct access to the DATALINK WINDS page. With entry of any data on the WIND/TEMP page, the FMS displays the CLEAR prompt at 6L, as shown in Figure 5--21. Selection of this prompt clears all entries on the page and returns the default values shown when the page was first accessed. 6R -- With entry of a valid wind/temperature, the FMS shows the ENTER prompt at 6R. This is also shown in Figure 5--21. A valid wind/temperature entry requires entry of an altitude, and entry of wind and/or temperature. When an entry is valid, the data is displayed in reverse video and the ENTER prompt is shown.

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Wind and Temperature Model Blending


The FMS wind and temperature model blends wind and temperature entries with the current position sensed wind and temperature. The sensed wind and temperature are blended in proportion to the distance away from the aircraft. For example, at present position, sensed wind and temperature are blended at 100%. At 350 NM, sensed is blended 50% and entered at 50%. For other distances, wind and temperatures are blended proportionately.

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Figure 5-21 WIND/TEMP 2/X - CLEAR Prompt -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Wind and Temperature Model Entries


When viewing the WIND/TEMP page, the blended wind and temperature are displayed. Because of this blending, the page does not necessarily reflect the exact pilot entry. The following describes the effect of each type of entry on wind and temperature used by the FMS.
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Recommended Entries
When the wind and temperature are forecast to be fairly constant over the route of flight, an average wind and temperature (ISA DEV) entered on the PERFORMANCE INIT 3/3 page is sufficient. When the flight is short, this is typically a good approximation. The ISA DEV entry must be left at zero, when no forecast is available. The temperature variation at high altitudes are normally small and do not impact planning as much as wind variations. For long flight plans, the best estimate of the average cruise wind is recommended. For shorter flight plans, entered wind matters for preflight. Once in cruise, the sensed wind takes precedence (refer to Wind and Temperature Model Blending on page 5-32).

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Entry at Waypoint -- Wind and temperature are also entered at each waypoint on the WIND/TEMP page. When an entry is made at an individual waypoint, any previous entry is erased. The entry is applied to each waypoint forward in the flight plan until a waypoint with another entry is encountered. Long flight plans are permitted to be subdivided into segments for the purpose of making wind/temperature entries. After an entry has been made, the 6L prompt CLEAR is displayed. This prompt serves as a reminder of where entries have been made and also clears those entries.

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Average Entry Only -- When an average wind and/or temperature (ISA DEV) is entered on the PERF INIT 3/3 page, it applies to every waypoint in the flight plan. The wind is ramped down from the entered altitude to produce a lower wind at lower altitudes. At altitudes above the tropopause, the wind is assumed to be constant.

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No Entry -- When wind or temperature are not entered on any page, a wind of zero and ISA temperature is assumed for each waypoint at every altitude. Performance planning is based on zero wind and ISA temperature plus the blended sensed wind and temperature, as previously described.

Performance 5-33

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Wind and Temperature Performance Planning


Temperature and especially wind play a significant role in performance planning. The wind can account for as much as one-third of the ground speed. When flying a fixed Mach number, the true airspeed is roughly 5% higher when the temperature is increased by 20_C. The increased temperature also affects the fuel flow, the MAX attainable altitude, etc. Therefore, the closer the entered winds and temperatures are to the actual encountered conditions, the better the FMS performance predictions.

TAKEOFF

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1L -- The selected runway heading is displayed. When no runway has been selected on the DEPARTURE pages, the field shows dashes. Selection of this line accesses the DEPARTURE pages for selection of a runway. Entries are permitted and are made using the two--digit identification (e.g., 29 meaning 290_). Entries in degrees require a three--digit input. The runway heading is used to resolve the wind into head/tail and crosswind components.
Performance 5-34 A28- 1146- 179 REV 5 Oct 2009
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Figure 5-22 TAKEOFF 1/3

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TAKEOFF 1/3 -- The MCDU page shown in Figure 5--22 displays database information about the departure runway (when one has been selected).

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The FMS computes head/tail and crosswind components as well as density altitude for these aircraft.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1R -- The take off weight of the aircraft is displayed. When no runway has been selected, entry prompts are displayed. 2L -- The outside air temperature is displayed in this field. An entry is made in degrees Celsius or degrees Fahrenheit. Entries in degrees Fahrenheit require a leading slash ( / ). The temperature is used to compute density altitude. 2R -- The surface wind is entered here. The wind entry is used to compute the head/tail and crosswind components. 3L and 3R -- The pressure altitude, barometric (BARO) setting, and the BARO altitude from the air data system (ADS) are displayed here. Entry of BARO setting is permitted and is made in inches or millibars. Use *DELETE* to return to the previous units. When a runway has been selected, the pressure altitude is computed based on the field elevation and the ADS barometric setting. The pressure altitude is used for the density altitude computation. Entries are permitted, but only impact the density altitude.

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1L -- The take off flap setting is displayed. 1R -- This prompt permits a different flap setting to be chosen.
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TAKEOFF 2/3 -- The MCDU page, shown in Figure 5--23, displays the flap configuration and dataset.

Figure 5-23 TAKEOFF 2/3

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Performance 5-35

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L -- The current take off mode is displayed. 2R -- Shows the status of the automatic takeoff thrust control system.
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TAKEOFF 3/3 -- The MCDU page, shown in Figure 5--24, is used to manually enter takeoff VSPEEDS. VSPEEDS are used to put speed targets directly on the PFD speed tape. These are used to visually inform the pilot of important speeds including V1, V2, VR, and VFS. Takeoff VSPEEDS are entered on Takeoff 3/3 page.

NOTE:

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1L through 4L -- Enter each VSPEED on the appropriate line. Take--off VSPEEDS are output and valid until indicated airspeed (IAS) is greater than 20 kts above the highest entered VSPEED and the aircraft altitude is above 1500 ft AGL. After landing, takeoff VSPEEDS are re--displayed when valid. 5R -- The takeoff pitch attitude is displayed.

The FMS computes head/tail and crosswind components as well as density altitude for takeoff.
Performance 5-36 A28- 1146- 179 REV 5 Oct 2009
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Figure 5-24 TAKEOFF 3/3

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When the aircraft database is corrupt or not installed, only the first two pages are displayed. The TAKEOFF 3/3 page is not available for this case.

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Takeoff VSPEEDS are entered at any time and are cleared automatically on completion of flight.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CLIMB
Performance initialization must be completed before data is displayed on this page. Some items are for display only, but a climb speed schedule and TOC altitude must be entered.
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CLIMB 1/1 -- Figure 5--25 shows the following data:

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1L -- Top--of--climb altitude (TOC ALT) is displayed here and is the same altitude as the cruise altitude on the PERF DATA 1/3 page. An entry is permitted in FL or in feet. An entry changes the cruise altitude shown on all PERF pages. Entering *DELETE* initiates a re-computation of the optimum altitude. 1R -- The ETE to TOC (on the ground) and the ETA at TOC (airborne or when ETD entered) are displayed. No entries are permitted.

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Figure 5-25 300/.75M CLIMB 1/1

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Performance 5-37

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L -- The speed command shown in this field is the current climb speed command in CAS/MACH. The controlling speed (CAS or MACH) is displayed in large characters and the other in small characters. The speed command is less than the selected speed schedule (shown in the title). This is because of the speed/altitude limit or climb speed constraints. A speed schedule is entered on this page. Either CAS, MACH or both are entered. When a speed is entered on this line, it changes and selects the manual speed schedule on the OR page of the PERFORMANCE INIT 1/3 page. When only CAS or only MACH are entered, the manual speed retains the previous value for the unentered item. For example, when a CAS value is entered, the manual speed schedule is changed to the new CAS value and the previous MACH value. Both CAS and the corresponding MACH value are selected as the active climb speed schedule. Entering *DELETE* returns to the default speed schedule.

CRUISE

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The CRUISE page is accessed through the PERF INDEX or from prompts on the CLIMB or DESCENT pages.

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The CRUISE page is available only when the FULL PERF mode is used. Performance initialization must be completed before data is displayed. Some items are for display only, but entries of speed schedule and cruise altitude are permitted.

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3L and 3R -- The distance--to--go (DTG) to TOC and the fuel remaining (FUEL REM) at TOC are displayed on this line. No entries are permitted.

Performance 5-38

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CRUISE 1/1 -- Figure 5--26 shows a title that reflects the CRUISE speed mode selected during PERF INIT. In this example, the speed mode is long--range cruise.

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Figure 5-26 LONG RANGE CRUISE 1/1

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1R -- The optimum altitude and step climb altitude are displayed here. No entries are permitted. The optimum altitude is the current optimum altitude depending on the current gross weight, temperature, and scheduled cruise speed. The current airspeed does not matter, because the optimum altitude definition changes with the speed mode. The step altitude reflects the sum of the cruise altitude and the step increment.

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2L -- The speed shown in this field is the current cruise speed command, either a CAS or a MACH. Only the controlling speed is shown even when the cruise speed mode is a CAS/MACH pair. CAS, MACH or both (separated by a slash ( / )) are entered. Entering *DELETE* returns to the default speed schedule LRC. Changing the speed schedule on this page also changes the PERFORMANCE INIT 1/3 page. The MAX SPD, MAX END, and MXR SPD cruise speed modes are selected only from the PERFORMANCE INIT 1/3 page. When the speed command is being limited, it is displayed in reverse video.
Performance 5-39

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1L -- The cruise altitude is displayed here and is the same altitude as the cruise altitude on the PERF DATA 1/3 page. Entries are made in FL or in feet. Entering *DELETE* initiates a recomputation of the optimum altitude.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2R -- The ETE and ETA to the bottom--of--step--climb (BOSC) point are displayed. No entries are permitted. Data is displayed only when the performance function is planning a step climb. 3L and 3R -- The DTG and the FUEL REM at the BOSC point are displayed. No entries are permitted. Data is displayed only when the performance function is planning a step climb. 4L and 4R -- These two lines show the distance to TOD and predicted fuel remaining at TOD. No entry is permitted. 5L and 5R -- This line shows the range in nautical miles where the fuel remaining equals the reserve fuel. The corresponding time to reserve fuel is also given. The predictions are based on flying the active flight plan to the destination at the given cruise speed schedule. Assuming the range to reserve goes beyond the destination, the predictions after the destination are made at the cruise altitude, but with zero winds. No entry is permitted.

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DESCENT 1/1 -- Figure 5--27 shows a title line that reflects the selected descent speed schedule.

Figure 5-27 300/.80M DESCENT 1/1


Performance 5-40 A28- 1146- 179 REV 5 Oct 2009
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The descent page is available only when the FULL PERF mode is used. Performance initialization must be completed before data is displayed. Some items are for display only, but speed schedule and descent angle are entered.

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DESCENT

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L -- Bottom--of--descent altitude (BOD ALT) is displayed. The BOD altitude is the destination elevation when no altitude constraints are in the descent. With one or more descent altitude constraints, the active BOD constraint is always displayed. 1R -- The ETE to BOD (on the ground) and the ETA at BOD (when airborne or when ETD is entered) are displayed. No entries are permitted. 2L -- The speed command shown in this field is the current descent speed command in CAS/MACH. The controlling speed (CAS or MACH) is displayed in large characters and the other in small characters. The speed command can be less than the selected speed schedule (shown in the title). This is because of the speed/altitude limit or descent speed constraints. A speed schedule is entered on this page. Either CAS or MACH or both are entered. When a speed is entered on this page, it changes and selects the manual speed schedule on the OR page of the PERFORMANCE INIT 1/3 page. When only CAS or MACH are entered, the manual speed retains the previous value for the unentered item. For example, when a CAS value is entered, the manual speed schedule is changed to the new CAS value and the previous MACH value. Both CAS and the corresponding MACH value are selected as the active descent speed schedule. Entering *DELETE* returns the default speed schedule. 2R -- The default descent angle is displayed here. An Entry changes the PERFORMANCE INIT 1/3 page. In vertical flight level change (VFLCH), the TOD location is computed using this angle. However, the angle (rate) of descent is controlled by the thrust setting. In vertical path (VPATH), this is the glidepath angle used for descent. 3L and 3R -- The DTG to BOD and the fuel remaining at BOD are displayed on this line. No entries are permitted. When no altitude constraint has been entered for the descent, the BOD coincides with the destination. 6R -- When a destination runway has not been defined, the ARRIVAL prompt is displayed. Once a destination runway is selected, the LANDING prompt is displayed. When landing VSPEEDS have not been configured, the FLT PLAN prompt is displayed.
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Performance 5-41

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Additional Details About Default Descent Angle


The default descent angle is used to place the TOD. When no altitude constraints are in the descent, the destination elevation is the reference point. The descent angles are also entered individually at any altitude constraints or are supplied as part of an arrival or an approach. In that case, the TOD is based on the active BOD and the entered angle. The descent angle shown on the DESCENT page is always the default descent angle from performance initialization. It could, therefore, differ from the angle flown on any individual path.

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1L -- The runway outside air temperature is displayed. 2L -- The approach flap setting is displayed. 3L -- The landing flap setting is displayed. 4L -- Ice detection status is displayed. 5L -- The active instrument approach is displayed.

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Figure 5-28 LANDING 1/2

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Honeywell International Inc. Do not copy without express permission of Honeywell.

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LANDING 1/2 -- The MCDU page, shown in Figure 5--28, shows database information about the arrival runway when one has been selected.

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LANDING

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1R -- The current landing weight is displayed. 2R -- This prompt permits a different approach flap setting to be chosen. 3R -- This prompt permits a different landing flap setting to be chosen. 4R -- This prompt permits ice detection status to be changed.

Landing VSPEEDS entered at any time are cleared automatically on completion of flight. NOTE: Landing VSPEEDS entered prior to take off are automatically removed 15 minutes after take--off unless the landing gear is lowered or the flaps are extended.

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1R -- The current landing weight is displayed.


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Figure 5-29 LANDING 2/2

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LANDING 2/2 -- The MCDU page, shown in Figure 5--29, is used to enter landing speeds. VSPEEDS are used to put speed targets directly on the PFD speed tape. These are used to visually inform the pilot of important speeds including VREF, VFS, VAPP, and Vac. Landing VSPEEDS are entered on the Landing 2/2 page.

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5R -- This prompt permits a different instrument approach to be chosen.

Performance 5-43

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L through 4L -- Enter each VSPEED on the correct line. Landing VSPEEDS are output and valid when the aircraft is within 50 NM of the destination, landing gear is lowered, or flaps are extended. After landing, takeoff VSPEEDS are displayed, when valid. 6L -- Following entry of valid VSPEEDS, this prompt changes from PERF DATA to CLEAR. When CLEAR is displayed, 6L is used to remove landing Vspeeds from both FMSs.

WHAT- FLIGHT PLAN -IF


The primary purpose of the WHAT--IF flight plan is to give the pilot a means of evaluating the effects on fuel and time performance with respect to vertical and lateral flight plan changes. The WHAT--IF flight plan is run in parallel with the active flight plan and therefore permits the pilot to perform the previously discussed trades without impacting the currently active flight plan.

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On initial access of the WHAT--IF flight plan, the WHAT--IF INIT pages are displayed. There are a total of three WHAT--IF INIT pages.

What- Performance Initialization -If

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Direct access is provided from the PERF INDEX page. Access is also provided from the WHAT--IF DATA page.

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When the pilot is finished evaluating the WHAT--IF changes, the resulting flight plan is either loaded as the active flight plan or discarded. To make the WHAT--IF flight plan active, the pilot must activate the resultant MOD flight plan.

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When activated, the WHAT--IF flight plan defaults to a copy of the remaining currently active flight plan and is initialized with the currently active flight plan performance parameters. The working copy of the WHAT--IF flight plan is created by the modification (MOD) flight plan. The pilot subsequently makes changes to the MOD flight plan, performance parameters, or guidance modes and then reviews the resulting performance changes.

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Performance 5-44

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A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT- INIT 1/3 -- Figure 5--30 contains information about the -IF aircraft performance modes and speed schedules for the WHAT--IF flight plan. WHAT--IF INIT page 1 defaults to the currently active flight plan CLIMB, CRUISE, and DESCENT mode speed schedules.

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1L - 3L -- These lines show the selected climb and descent modes, and respective speed schedules for the WHAT--IF flight plan. The modes and speed schedules default to the currently active flight plan entries. The climb and descent speed schedules are always displayed as both a CAS and a MACH. Changes are made by entering a CAS, a MACH, or both separated by a slash ( / ). The leading slash ( / ) is an option when entering a MACH only. Entering *DELETE* returns the WHAT--IF default climb or descent speed schedule. When both a CAS and MACH are entered, the active speed command is the CAS or MACH that provides the lowest TAS at the current WHAT--IF altitude. When the LRC or MAX SPD schedules are active, the speed command is issued as a MACH at higher WHAT--IF altitudes and a CAS at lower WHAT--IF altitudes. This is determined by the VMO/MMO crossover altitude. When the cruise speed schedule is MAX END, the speed command is always CAS.
Performance 5-45

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Figure 5-30 WHAT- INIT 1/3 -IF

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

If only a MACH cruise speed is entered but the WHAT--IF cruise altitude is low, the TAS can become excessive. Enter both a CAS and a MACH or use LRC to avoid this situation. In addition to the speed entries, a default descent angle is entered in 3L. When the angle is being entered independent of the speed entries, the angle is either entered directly or with two leading slashes ( // ). Refer to Descent, page 5-49 for additional information. 2L -- These lines show the selected cruise mode and respective speed schedule for the WHAT--IF flight plan. The mode and speed schedule default to the currently active flight plan entries.

When only a MACH cruise speed is entered but the WHAT--IF cruise altitude is low, the TAS can become excessive. Enter both a CAS and a MACH or use LRC to avoid this situation. 6L -- This selection takes the pilot to the WHAT--IF RESET page. This page provides the pilot with the option of returning all WHAT--IF entries back to default values, as shown in Figure 5--37.

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1R, 2R, and 3R -- Selecting one of the OR prompts shows the WHAT--IF CLIMB, CRUISE, or DESCENT MODES page, respectively, as shown in Figures 5--31 thru 5--33.

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When the LRC or MAX SPD schedules are active, the speed command is issued as a MACH at higher WHAT--IF altitudes and a CAS at lower WHAT--IF altitudes. This is determined by the VMO/MMO crossover altitude. When the cruise speed schedule is MAX END, the speed command is always CAS.

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When both a CAS and MACH are entered, the active speed command is the CAS or MACH providing the lowest TAS at the current WHAT--IF altitude.

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The cruise speed schedule is a CAS/MACH pair, only CAS, only MACH, or a system--generated cruise speed schedule. Entries of a CAS, a MACH, or both are accepted. Entering *DELETE* returns the WHAT--IF default cruise speed schedule. The other system--generated schedules, MAX SPD, MAX END and MXR SPD, are selected on the WHAT--IF CRUISE MODES page only, as shown in Figure 5--31.

Performance 5-46

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A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT-IF CLIMB -- Figure 5--31 shows information about the WHAT--IF CLIMB mode page. WHAT--IF CLIMB page defaults to the currently active flight plan CLIMB mode speed and speed schedule. When changes to the speed schedule are made in WHAT--IF INIT page 1, the WHAT--IF CLIMB mode page reflects MANUAL mode as active at the entered speed schedule.

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2L -- Selecting this prompt activates the WHAT--IF default climb schedule and returns to the WHAT--IF 1/3 page.

1R -- The RETURN prompt is used to return to the WHAT--IF INIT 1/3 page without making any selections.

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1L -- This field is used to enter CAS, MACH, or both separated by a slash ( / ). After an entry is made, the display returns to the WHAT--IF INIT 1/3 page.

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Figure 5-31 WHAT- CLIMB 1/1 -IF

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00580.04 Performance 5-47
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT-IF CRUISE -- Figure 5--32 shows information about the WHAT--IF CRUISE mode page. WHAT--IF CRUISE page defaults to the currently active flight plan CRUISE mode and speed schedule. When changes to the speed schedule are made in WHAT--IF INIT page 1, the WHAT--IF CRUISE mode page reflects MANUAL mode as active at the entered speed schedule.

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1R -- The RETURN prompt returns to the WHAT--IF INIT 1/3 page with no action performed.

2L, 3L, 4L, and 5L -- Pushing the line select key for a mode makes it the WHAT--IF cruise mode. The display returns to the WHAT--IF INIT 1/3 page.

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1L -- A MANUAL cruise speed is entered and activated for WHAT--IF at 1L. When an entry is made directly on the WHAT--IF INIT 1/3 page, it is recorded under the manual entry on this page.

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Figure 5-32 WHAT- CRUISE 1/1 -IF

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Performance 5-48

Honeywell International Inc. Do not copy without express permission of Honeywell.

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00581.05 A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT- DESCENT -- Figure 5--33 shows information about the -IF WHAT--IF DESCENT mode page. The WHAT--IF DESCENT page defaults to the currently active flight plan DESCENT mode and speed schedule. When changes to the speed schedule are made in WHAT--IF INIT page 1, the WHAT--IF DESCENT mode page reflects the MANUAL mode as active at the entered speed schedule.

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00582.04

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2L -- This field is used to enter CAS, MACH, or both. The descent angle is entered separately or following a CAS/MACH speed entry (e.g., 300/.80/3.0). After an entry is made, the display returns to the WHAT--IF INIT 1/3 page. 3L -- Selecting this prompt activates the WHAT--IF default descent speed/angle schedule and returns to the WHAT--IF INIT 1/3 page. 1R -- The RETURN prompt is used to return to the WHAT--IF INIT 1/3 page without making any selections.

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Figure 5-33 WHAT- DESCENT 1/1 -IF

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Performance 5-49

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT- INIT 2/3 -- Reviewing and/or selecting a step increment -IF for WHAT--IF predicted step climbs is shown in Figure 5--34. Also the method is used for WHAT--IF fuel reserve calculations, as well as WHAT--IF takeoff and landing fuel allowances. The page is available only in the FULL PERF mode. NOTE: Depending on how the aircraft APM is configured, the fuel weights are displayed as either KG or LBS. The KG display is assumed for the following figures.

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1L -- Entries for WHAT--IF step increments must be in thousands of feet. The WHAT--IF default values are the step increments in the active flight plan. The three trailing zeros are omitted. For example, a 4000--foot step climb increment is selected by entering 4 or 4000. Entering *DELETE* returns the selection to the WHAT--IF default.

WHAT--IF step climbs are used for long--range flights to optimize the aircraft performance. As the aircraft burns fuel, the WHAT--IF optimum altitude goes up. More than one WHAT--IF step climbs are calculated for a flight.

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Figure 5-34 WHAT- INIT - KG 2/3 -IF -

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02083.02 Performance 5-50 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L -- The method of calculating WHAT--IF fuel reserve is displayed on this line. The WHAT--IF default value is the active flight plan calculation method. When one of the other two modes (kilograms remaining or time remaining) has been selected on the WHAT--IF FUEL RESERVE page, an entry is made directly on this page, as shown in Figure 5--35. For example, when 450 kg is displayed, an entry of 900 changes the reserve quantity to 900 kg. Entering *DELETE* returns the selection to the WHAT--IF default.

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The WHAT--IF landing fuel is intended to cover the ground operation after landing. The value is changed at any time. 4L -- The WHAT--IF contingency fuel defaults to the value entered in the active flight plan. When the pilot changes this value, the FMS uses that value for determining required WHAT--IF fuel while on--ground only. Following takeoff, WHAT--IF contingency fuel is no longer used in computations. Entering *DELETE* returns the WHAT--IF default values. 6L -- This selection takes the pilot to the WHAT--IF RESET page. This page gives the pilot the option of returning all WHAT--IF entries back to default values, as shown in Figure 5--37.
Performance 5-51

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The WHAT--IF landing fuel allowance is a buffer amount of fuel the FMS incorporates into the total WHAT--IF fuel required computation.

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The WHAT--IF takeoff fuel allowance is added to the WHAT--IF fuel required calculation. The WHAT--IF fuel required calculation is the predicted fuel from WHAT--IF takeoff to landing, plus reserves.

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The WHAT--IF takeoff fuel allowance includes fuel burn for taxi and takeoff. Takeoff fuel allowance is decremented by fuel flow. However, it is not decremented past zero. Following takeoff or when the takeoff allowance has been decremented to zero, fuel remaining values are adjusted to account for actual fuel burned.

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3L -- The WHAT--IF default values of takeoff/landing fuel (TO/LDG FUEL) are supplied from the active flight plan. However, manual entries can be made. Entering *DELETE* returns the WHAT--IF default values.

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2R -- This line accesses the WHAT--IF FUEL RESERVE page, which is shown in Figure 5--35.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT- RESERVE 1/1 -- Figure 5--35 shows where the WHAT--IF -IF fuel reserve mode is changed or modified. The WHAT--IF fuel reserve page contains two modes, KG remaining or time remaining. The default WHAT--IF mode and value are taken from the active flight plan. NOTE: Depending on how the aircraft APM is configured, the fuel weights are displayed as either KG or LBS. The KG display is assumed for Figure 5--35.

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2L -- A WHAT--IF fuel reserve in kilograms is entered. The specified fuel reserve applies at the WHAT--IF destination, or at the WHAT--IF alternate destination, when one has been entered. 3L -- A WHAT--IF fuel reserve in minutes is entered. The time entered is converted to pounds of fuel assuming flight at 5000 feet at the reserve holding speed. The WHAT--IF fuel reserve applies to the WHAT--IF destination or the WHAT--IF alternate destination, when one has been entered.

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1R -- Returns to the WHAT--IF INIT 2/3 page.

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Figure 5-35 WHAT- RESERVE 1/1 -IF

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

WHAT-IF INIT 3/3 -- This page is used for reviewing and/or selecting the WHAT--IF transition altitude, WHAT--IF speed limit altitude, WHAT--IF cruise altitude, as well as the WHAT--IF ISA deviation. In addition, this page also provides for review and modification of the parameters required to compute WHAT--IF aircraft gross weight. The page is available only in the FULL PERF mode. NOTE: Depending on how the aircraft APM is configured, the weights are displayed as either KG or LBS. The KG display is assumed for Figure 5--36.

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Honeywell International Inc. Do not copy without express permission of Honeywell.

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1L -- The WHAT--IF transition altitude is entered here. The default WHAT--IF transition altitude is taken from the active flight plan. The FMS uses the input to determine how to show altitudes. Altitudes above the transition altitude are displayed as FL and below in feet. Entering *DELETE* returns the default WHAT--IF value.

2L -- INIT CRZ ALT -- The WHAT--IF initial cruise altitude is entered at this location. The default WHAT--IF initial cruise altitude is taken from the active flight plan. The FMS uses the WHAT--IF initial cruise altitude to determine the altitude where the WHAT--IF cruise phase of flight commences. The FMS changes the WHAT--IF speed command and WHAT--IF EPR rating from climb to cruise when the aircraft levels at the WHAT--IF initial cruise altitude or higher.
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Figure 5-36 PERFORMANCE INIT - KG 3/3 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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(OPTIMUM) indicates the WHAT--IF initial cruise altitude is the optimum altitude provided by the active flight plan default. (ALT SEL) indicates the WHAT--IF initial cruise altitude was the default value from the altitude preselector. (FP LIM) indicates the WHAT--IF initial cruise altitude was the default active flight plan value which has been self--limited.

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6L -- This selection takes the pilot to the WHAT--IF RESET page. This page provides the pilot with the option of returning all WHAT--IF entries back to default values, as shown in Figure 5--37.

1R -- WHAT--IF speed limits associated with altitudes, not waypoints, are modified. The default values for the WHAT--IF speed limit altitude and speed are taken from the active flight plan. The WHAT--IF FMS speed command is limited to this speed below the restriction altitude. Entering *DELETE* returns the WHAT--IF default speed limit altitude and speed.
Performance 5-54 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

4L -- WHAT--IF ZFW is modified by the pilot. However, note that when the WHAT--IF flight plan is activated, this value does not overwrite the current active ZFW. The WHAT--IF default ZFW is taken from the active flight plan. Entering *DELETE* returns the WHAT--IF default value for ZFW.

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3L and 3R -- An average WHAT--IF cruise wind and corresponding altitude is entered at 3L and 3R. The WHAT--IF default value for cruise wind and speed is taken from the active flight plan. No entry is required. When the WHAT--IF cruise wind is entered at 3L, prompts are displayed at 3R. 3R then becomes a required entry before the cruise wind is accepted. Entering *DELETE* returns the WHAT--IF default value for cruise wind and speed.

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The FMS does not automatically compensate for short trip limited WHAT--IF flight plans in which the WHAT--IF CRZ ALT is not obtainable. For short flights, the flight crew must check to determine when the initial WHAT--IF CRZ ALT can be reached. This is done after initializing WHAT--IF by verifying the WHAT--IF TOD is further out than the WHAT--IF TOC. Should the WHAT--IF TOC be at or beyond the WHAT--IF TOD, then that profile is short trip limited and a lower WHAT--IF CRZ ALT must be evaluated.

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An entry of WHAT--IF cruise altitude in FL or feet is permitted. Three--digit flight level entries are permitted. Thus, an entry of 350 is interpreted as 35,000 feet or FL350. Entering *DELETE* at any time returns the WHAT--IF initial cruise altitude to the default value.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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6R -- When WHAT--IF initialization is complete, the CONFIRM INIT prompt is displayed in the lower right corner of this page. The CONFIRM INIT prompt must be selected for the performance function to calculate WHAT--IF performance data. Selecting the CONFIRM INIT prompt shows the WHAT--IF DATA page. After confirming WHAT--IF initialization, the prompt at 6R of the WHAT--IF INIT page becomes WHAT--IF DATA on all WHAT--IF INIT pages.

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5R -- The WHAT--IF gross weight is automatically calculated based on the entries at 4L and 4R. When the WHAT--IF gross weight exceeds the maximum gross weight from the aircraft database, the message EXCEEDS MAX GROSS WEIGHT displays, and the WHAT--IF weight is shown in reverse video. This must be corrected before WHAT--IF is initialized.

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4R -- The WHAT--IF fuel on board is modified on this line. The default WHAT--IF fuel on board value is taken from the active flight plan. The pilot can make an entry on this line of fuel on board. When the fuel gauge value is valid, the fuel gauge value is displayed next to the WHAT--IF fuel value in parenthesis. When WHAT--IF fuel quantity is a miscompare, the gauge value is displayed in reverse video. *DELETE* entered on this line returns the default WHAT--IF fuel on board.

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2R -- The WHAT--IF temperature deviation at the cruise altitude is entered in this field. The default values for the WHAT--IF temperature deviation are taken from the active flight plan. The deviation is relative to the ISA. Do not input the WHAT--IF temperature deviation at the field elevation. Temperature impacts most WHAT--IF performance predictions, such as the climb gradient, the ceiling altitude, the fuel consumption, the ground speed predictions, and more. For additional information, refer to the explanation of the Wind and Temperature Model on page 5-31. Entering *DELETE* returns the WHAT--IF default temperature deviation.

Performance 5-55

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

RESET WHAT- INIT -- The RESET WHAT--IF page, shown in -IF Figure 5--37, provides the pilot with the capability to reset all WHAT--IF initialization values back to initial default values.

Figure 5-37 RESET WHAT- INIT 1/1 -IF

What- Data -If

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WHAT- DATA 1/2 page -- Figure 5--38 shows the content of -IF WHAT--IF DATA page 1. This WHAT--IF DATA page is available when the performance mode is FULL PERF. The WHAT--IF performance data is displayed when there is a WHAT--IF flight plan and WHAT--IF initialization has been completed. Anytime changes are made to the WHAT--IF flight plan, WHAT--IF performance data computations are updated. When WHAT--IF performance data is being recalculated, the displayed WHAT--IF data is blanked during the few seconds of calculation. This operation is the general rule for all pages showing performance data.

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6R -- This resets all the WHAT--IF initialization values back to the default values and returns the display to page 1 of WHAT--IF INIT.

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6L -- Returns the display to page 1 of WHAT--IF INIT without resetting any of the initialization parameters.

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Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Direct access is provided from the PERF INDEX page. Access is also provided from the WHAT--IF INIT pages.

Figure 5-38 WHAT- DATA 1/2 -IF 1L -- The WHAT--IF cruise and ceiling altitudes are displayed. Cruise altitude is modified on this page. The WHAT--IF cruise altitude default value is taken from the active flight plan. Cruise altitude is entered in FL or feet. Entering *DELETE* returns the WHAT--IF cruise altitude on this page, as well as the WHAT--IF INIT page 1 to the WHAT--IF cruise altitude default value. The ceiling altitude cannot be modified.

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1R -- The WHAT--IF step increment is modified and defaulted using the same rules as during WHAT--IF initialization. Refer to page 5-44 for additional details.

2L and 2R -- This line shows WHAT--IF ETE to the WHAT--IF destination and the WHAT--IF alternate destination. No entry is permitted. 3L and 3R -- This line shows total WHAT--IF fuel requirement and the WHAT--IF fuel FOM. The WHAT--IF fuel required includes the fuel to fly the WHAT--IF mission, the WHAT--IF takeoff and landing allowances, plus WHAT--IF reserves, plus WHAT--IF contingency fuel. The WHAT--IF fuel FOM is an estimate of the accuracy of the fuel required calculation expressed in thousands of pounds. No entry is permitted.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

6L -- The prompt at 6L on all WHAT--IF DATA pages is WHAT--IF INIT. Selection of this prompt returns to the WHAT--IF INIT page 1. 6R -- Selection of the FLT PLAN prompt shows page 1 of the MOD flight plan page.
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Direct access is provided from the PERF INDEX page. Access is also provided from the WHAT--IF INIT pages.

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Figure 5-39 WHAT- DATA 2/2 -IF


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When WHAT--IF performance data is being recalculated, the displayed WHAT--IF data is blanked during the few seconds of calculation. This operation is the general rule for all pages showing performance data.

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WHAT- DATA 2/2 page -- Figure 5--39 shows the content of -IF WHAT--IF DATA page 2. This WHAT--IF DATA page is available when the performance mode is FULL PERF. The WHAT--IF performance data is displayed when there is a WHAT--IF flight plan and WHAT--IF initialization has been completed. Anytime changes are made to the WHAT--IF flight plan, WHAT--IF performance data computations are updated.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L -- The WHAT--IF cruise and optimum altitudes are displayed. Cruise altitude is modified on this page. The WHAT--IF cruise altitude default value is taken from the active flight plan. Cruise altitude is entered in FL or feet. Entering *DELETE* returns the WHAT--IF cruise altitude on this page, as well as the WHAT--IF INIT page 1 to the WHAT--IF cruise altitude default value. The optimum altitude is not modified. 1R -- The WHAT--IF step altitude is displayed on this line. The WHAT--IF step altitude is not modified from this page. 2L -- The WHAT--IF cruise speed command is displayed on this line. Modification of The WHAT--IF cruise speed is permitted. Entering *DELETE* returns the WHAT--IF cruise speed command on this page, as well as the WHAT--IF INIT page 1 to the WHAT--IF cruise speed command default value. Only manual speed commands are selected to the scratchpad.

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2R -- ETE and ETA to the WHAT--IF step climb point is displayed on this line. On the ground, the ETA is only displayed when the ETD has been entered for the displayed WHAT--IF flight plan. No action is permitted. 3R -- Fuel remaining at the WHAT--IF step climb point is displayed on this line. No action is permitted.

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4R -- TOD fuel remaining for WHAT--IF is displayed on this line. No action is permitted. 5R -- WHAT--IF time to reserve at the shown WHAT--IF cruise mode, when greater than or equal to zero, is displayed on this line. No action is permitted. 6R -- Selection of the FLT PLAN prompt shows page 1 of the MOD flight plan page.
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6L -- The prompt at 6L on all WHAT--IF DATA pages is WHAT--IF INIT. Selection of this prompt returns to the WHAT--IF INIT page 1.

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5L -- WHAT--IF range to reserve at the displayed WHAT--IF cruise mode, when greater than or equal to zero, is shown on this line. No action is permitted.

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4L -- DTG to the WHAT--IF TOD altitude is displayed on this line. After passing the top of descent, the DTG data field is blank. No action is permitted.

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3L -- DTG to the WHAT--IF step climb point is displayed on this line. No action is permitted.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FLIGHT PLAN


The primary purpose of the STORED flight plan performance pages is to give the pilot a means of evaluating the performance of a selected stored flight plan. The STORED flight plan is run in parallel with the active flight plan and therefore permits the pilot to perform the previously discussed trades without impacting the currently active flight plan. When activated, the STORED flight plan defaults to the currently active flight plan performance parameters. The pilot subsequently changes the performance parameters or guidance modes and then reviews the resulting performance changes. Access is provided from the PERF INDEX and from the STORED FPL DATA pages.

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Figure 5-40 STORED FPL INIT 1/4 2L -- Prior to selection of a stored flight plan, this line indicates the pilot must choose a flight plan. No action permitted. The FPL SEL page is used to choose the flight plan for performance calculations.
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STORED FPL INIT 1/4 -- Figure 5--40 shows information about the STORED FPL INIT page 1, stored FPL selection options.

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Stored Flight Plan Performance Initialization

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

6L -- Direct access to the FPL LIST page is available on this line (see page 6-4). 6R -- Direct access to the FPL SEL page is available on this line (see page 6-9).
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STORED FPL INIT 2/4 -- Figure 5--41 shows information about the aircraft performance modes and speed schedules for the STORED flight plan. STORED FPL INIT page 1 defaults to the currently active flight plan CLIMB, CRUISE, and DESCENT mode speed schedules.

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Figure 5-41 STORED FPL INIT 2/4

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1L - 3L -- These lines show the selected climb, cruise and descent modes and respective speed schedules for the STORED flight plan. The modes and speed schedules default to the currently active flight plan entries. The climb and descent speed schedules are always displayed as both a CAS and a MACH. Changes are made by entering a CAS, a MACH, or both separated by a slash ( / ). The leading slash ( / ) is an option when entering a MACH only. Entering *DELETE* returns the STORED FPL default climb or descent speed schedule. When both a CAS and MACH are entered, the active speed command is the CAS or MACH providing the lowest TAS at the current STORED FPL altitude.
Performance 5-61

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When the LRC or MAX SPD schedules are active, the speed command is issued as a MACH at higher STORED FPL altitudes and a CAS at lower STORED FPL altitudes. This is determined by the VMO/MMO crossover altitude. When the cruise speed schedule is MAX END, the speed command is always CAS. When only a MACH cruise speed is entered but the STORED FPL cruise altitude is low, the TAS can become excessive. Enter both a CAS and a MACH or use LRC to avoid this situation. In addition to the speed entries, a default descent angle is entered in 5L. When the angle is being entered independent of the speed entries, the angle is either entered directly or with two leading slashes ( // ). Refer to Descent, page 5-40 for additional information. 2L -- These lines show the selected cruise mode and respective speed schedule for the STORED flight plan. The mode and speed schedule default to the currently active flight plan entries. The cruise speed schedule is a CAS/MACH pair, only CAS, only MACH, or a system--generated cruise speed schedule. Entries of a CAS, a MACH, or both are accepted. Entering *DELETE* returns the STORED FPL default cruise speed schedule. The other system--generated schedules, MAX SPD, MAX END, and MXR SPD, are selected on the STORED FPL CRUISE modes page only (see Figure 5--43). When both a CAS and MACH are entered, the active speed command is the CAS or MACH that gives the lowest TAS at the current STORED FPL altitude. When the LRC or MAX SPD schedules are active, the speed command is issued as a MACH at higher STORED FPL altitudes and a CAS at lower STORED FPL altitudes. This is determined by the VMO/MMO crossover altitude. When the cruise speed schedule is MAX END, the speed command is always CAS. When only a MACH cruise speed is entered but the STORED FPL cruise altitude is low, the TAS can become excessive. Enter both a CAS and a MACH or use LRC to avoid this situation.

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6L -- This selection takes the pilot to the RESET STORED INIT page. This page provides the pilot with the option of returning all STORED FPL entries back to default values (see Figure 5--48). 1R, 2R, and 3R -- Selecting one of the OR prompts shows the STORED FPL CLIMB, CRUISE, or DESCENT MODES page respectively, as shown in Figures 5--42 thru 5--44.
Performance 5-62 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FPL CLIMB -- Figure 5--42 shows information about the STORED FPL CLIMB mode page. The STORED FPL CLIMB page defaults to the currently active flight plan CLIMB mode speed and speed schedule. When changes to the speed schedule are made in STORED INIT page 2, the STORED FPL CLIMB mode page reflects MANUAL mode as active at the entered speed schedule.

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2L -- Selecting this prompt activates the STORED FPL default climb schedule and returns to the STORED FPL INIT 2/4 page. 1R -- The RETURN prompt is used to return to the STORED FPL INIT 2/4 page without making any selections.

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1L -- This field is used to enter CAS, MACH, or both separated by a slash ( / ). After an entry is made, the display returns to the STORED FPL INIT 2/4 page.

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Figure 5-42 STORED FPL CLIMB 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FPL CRUISE -- Figure 5--43 shows information about the STORED FPL CRUISE mode page. The STORED FPL CRUISE page defaults to the currently active flight plan CRUISE mode and speed schedule. When changes to the speed schedule are made in STORED FPL INIT page 2, the STORED FPL CRUISE mode page reflects MANUAL mode as active at the entered speed schedule.

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2L, 3L, 4L, and 5L -- Pushing the line select key for a mode makes it the STORED FPL cruise mode. The display returns to the STORED FPL INIT 2/4 page. 1R -- The RETURN prompt returns to the STORED FPL INIT 2/4 page with no action performed.

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1L -- A MANUAL cruise speed is entered and activated for the STORED FPL at 1L. When an entry is made directly on the STORED FPL INIT 2/4 page, it is recorded under the manual entry on this page.

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Figure 5-43 STORED FPL CRUISE 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FPL DESCENT -- Figure 5--44 shows information about the STORED FPL DESCENT mode page. The STORED FPL DESCENT page defaults to the currently active flight plan DESCENT mode and speed schedule. When changes to the speed schedule are made in STORED FPL INIT page 2, the STORED FPL DESCENT mode page reflects MANUAL mode as active at the entered speed schedule.

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2L -- This field is used to enter CAS, MACH, or both. The descent angle is also entered separately or following a CAS/MACH speed entry (e.g., 300/.80/3.0). After an entry is made, the display returns to the STORED FPL INIT 2/4 page. 3L -- Selecting this prompt activates the STORED FPL default descent speed/angle schedule and returns to the STORED FPL INIT 2/4 page. 1R -- The RETURN prompt is used to return to the STORED FPL INIT 2/4 page without making any selections.

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Figure 5-44 STORED FPL DESCENT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FPL INIT 3/4 -- Reviewing and/or selecting a step increment for STORED FPL predicted step climbs is shown in Figure 5--45. It is also the method used for STORED FPL fuel reserve calculations, as well as STORED FPL takeoff and landing fuel allowances. The page is available only in the FULL PERF mode. NOTE: Depending on how the aircraft APM is configured, the fuel weights are displayed as either KG or LBS. The KG display is assumed for the following figures.

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1L -- Entries for STORED FPL step increments must be in thousands of feet. The STORED FPL default values are the step increments in the active flight plan. The three trailing zeros are omitted. For example, a 4000--foot step climb increment is selected by entering 4 or 4000. Entering *DELETE* returns the selection to the STORED FPL default.

STORED FPL step climbs are used for long--range flights to optimize the aircraft performance. As the aircraft burns fuel, the STORED FPL optimum altitude goes up. More than one STORED FPL step climbs are calculated for a flight.

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Figure 5-45 STORED FPL INIT-KG 3/4

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L -- The method of calculating STORED FPL fuel reserve is displayed on this line. The STORED FPL default value is the active flight plan calculation method. When one of the other two modes (kilograms remaining or time remaining) has been selected on the STORED FPL RESERVE page, an entry is made directly on this page, as shown in Figure 5--46. For example, when 450 kg is displayed, an entry of 900 changes the reserve quantity to 900 kg. Entering *DELETE* returns the selection to the STORED FPL default.

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4L -- The STORED FPL contingency fuel defaults to the value entered in the active flight plan. When the pilot changes this value, the FMS uses that value for determining required STORED FPL fuel while on--ground only. Following takeoff, STORED FPL contingency fuel is no longer used in computations. Entering *DELETE* returns the STORED FPL default values. 6L -- This selection takes the pilot to the STORED FPL RESET page. This page provides the pilot with the option of returning all STORED FPL entries back to default values (see Figure 5--48).
Performance 5-67

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The STORED FPL landing fuel allowance is a buffer amount of fuel the FMS incorporates into the total STORED FPL fuel required computation. The STORED FPL landing fuel is intended to cover the ground operation after landing. The value is changed at any time.

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The STORED takeoff fuel allowance is added to the STORED FPL fuel required calculation. The STORED FPL fuel required calculation is the predicted fuel from STORED FPL takeoff to landing plus reserves.

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The STORED FPL takeoff fuel allowance includes fuel burn for taxi and takeoff. Takeoff fuel allowance is decremented by fuel flow. However, it is not decremented past zero. Following takeoff or when the takeoff allowance has been decremented to zero, fuel remaining values are adjusted to account for actual fuel burned.

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3L -- The STORED FPL default values of takeoff/landing fuel (TO/LDG FUEL) are supplied from the active flight plan. However, manual entries can be made. Entering *DELETE* returns the STORED FPL default values.

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2R -- This line accesses the STORED FPL RESERVE page, which is shown in Figure 5--46.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FPL RESERVE 1/1 -- Figure 5--46 shows where the STORED FPL fuel reserve mode is changed or modified. The STORED FPL fuel reserve page contains two modes, KG remaining or time remaining. The default STORED FPL mode and value is taken from the active flight plan. NOTE: Depending on how the aircraft APM is configured, the fuel weights are displayed as either KG or LBS. The KG display is assumed for the following figure.

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2L -- A STORED FPL fuel reserve in kilograms is entered. The specified fuel reserve applies at the STORED FPL destination, or at the STORED FPL alternate destination when one has been entered. 3L -- A STORED FPL fuel reserve in minutes is entered. The time entered is converted to pounds of fuel assuming flight at 5000 feet at the reserve holding speed. The STORED FPL fuel reserve applies to the STORED FPL destination or the STORED FPL alternate destination when one has been entered. 1R -- Returns to the STORED FPL INIT 3/4 page.

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Figure 5-46 STORED FPL RESERVE 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

STORED FPL INIT 4/4 -- Reviewing and/or selecting the STORED FPL transition altitude, STORED FPL speed limit altitude, STORED FPL cruise altitude, as well as the STORED FPL ISA deviation is shown in Figure 5--47. In addition, this page also generates for review and modification of the parameters for STORED FPL cruise winds and of the parameters required to compute STORED FPL aircraft gross weight. The page is available only in the FULL PERF mode. NOTE: Depending on how the aircraft APM is configured, the weights are displayed as either KG or LBS. The KG display is assumed for the following figure.

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Figure 5-47 STORED FPL INIT-KG 4/4

1L -- The STORED FPL transition altitude is entered here. The default STORED FPL transition altitude is taken from the active flight plan. The FMS uses the input to determine how to show altitudes. Altitudes above the transition altitude are displayed as FL and below in feet. Entering *DELETE* returns the default STORED FPL value.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L -- INIT CRZ ALT -- The STORED FPL initial cruise altitude is entered at this location. The default STORED FPL initial cruise altitude is OPTIMUM. The FMS uses the STORED FPL initial cruise altitude to determine the altitude where the STORED FPL cruise phase of flight commences. The FMS changes the STORED FPL speed command and STORED FPL EPR rating from climb to cruise when the aircraft levels at the STORED FPL initial cruise altitude or higher.
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Entering *DELETE*, at any time, returns the STORED initial cruise altitude to the default value. The FMS does not automatically compensate for short trip limited STORED FPL flight plans in which the STORED FPL CRZ ALT is not obtainable. For short flights, the flight crew must check to determine when the initial STORED FPL CRZ ALT can be reached. This is done after initializing STORED FPL by verifying the STORED FPL TOD is further out than the STORED FPL TOC. When the STORED FPL TOC is at or beyond the STORED FPL TOD, that profile is short trip limited and a lower STORED FPL CRZ ALT must be evaluated. 3L and 3R -- An average STORED FPL cruise wind and corresponding altitude is entered at 3L and 3R. The STORED FPL default value for cruise wind speed and altitude is zero. No entry is required. When the STORED FPL cruise wind is entered at 3L, prompts are displayed at 3R. 3R then becomes a required entry before the cruise wind is accepted. Entering *DELETE* returns the STORED FPL default value for cruise wind and speed. 4L -- STORED FPL ZFW is modified by the pilot. However, note that when the STORED flight plan is activated, this value does not overwrite the current active ZFW. The STORED FPL default ZFW is taken from the active flight plan. Entering *DELETE* returns the STORED FPL default value for ZFW.
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An entry of STORED FPL cruise altitude in FL or feet is permitted. Three--digit flight level entries are permitted. Thus an entry of 350 is interpreted as 35,000 feet or FL350.

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(FP LIM) indicates the STORED FPL initial cruise altitude was the default active flight plan value which has been self--limited.

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(ALT SEL) indicates the STORED FPL initial cruise altitude was the default value from the altitude preselector.

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(OPTIMUM) indicates the STORED FPL initial cruise altitude is the performance predicted optimum altitude.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

6L -- This selection takes the pilot to the STORED FPL RESET page. This page gives the pilot the option of returning all STORED FPL entries back to default values, as shown in Figure 5--49. 1R -- STORED FPL speed limits associated with altitudes, not waypoints, are modified. The default values for the STORED FPL speed limit altitude and speed are taken from the active flight plan. The STORED FPL FMS speed command is limited to this speed below the restriction altitude. Entering *DELETE* returns the STORED FPL default speed limit altitude and speed. 2R -- The STORED FPL temperature deviation at the cruise altitude is entered in this field. The default values for the STORED FPL temperature deviation are taken from the active flight plan. The deviation is relative to the ISA. Do not input the STORED FPL temperature deviation at the field elevation. Temperature impacts most STORED FPL performance predictions, such as the climb gradient, the ceiling altitude, and the fuel consumption, the ground speed predictions, and more. For additional information, refer to the explanation of the Wind and Temperature Model on page 5-31. Entering *DELETE* returns the STORED FPL default temperature deviation. 4R -- The STORED FPL fuel on board is modified on this line. The default STORED FPL fuel on board is zero. *DELETE* entered on this line returns the default STORED FPL fuel on board. 5R -- The STORED FPL gross weight is automatically calculated based on the entries at 4L and 4R. When the STORED FPL gross weight exceeds the maximum gross weight from the aircraft database, the message EXCEEDS MAX GROSS WEIGHT shows, and the STORED FPL weight is shown in reverse video. This must be corrected before STORED FPL is initialized. 6R -- When STORED FPL initialization is complete, the CONFIRM INIT prompt is displayed in the lower right corner of this page. The CONFIRM INIT prompt must be selected for the performance function to calculate STORED FPL performance data. Selecting the CONFIRM INIT prompt shows the STORED FPL DATA page. After confirming STORED FPL initialization, the prompt at 6R of the STORED FPL INIT page becomes STORED FPL DATA on all STORED FPL INIT pages.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

RESET STORED INIT -- The page shown in Figure 5--48 provides the pilot with the capability to reset all STORED FPL initialization values back to initial default values.

Figure 5-48 RESET STORED INIT 1/1

Stored Flight Plan Data

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STORED FPL DATA page -- Figure 5--49 shows the content of STORED FPL DATA page 1. This STORED FPL DATA page is available when the performance mode is FULL PERF. The STORED FPL performance data is displayed when there is a STORED flight plan and STORED FPL initialization has been completed. Anytime changes are made to the STORED flight plan, STORED FPL performance data computations are updated. When STORED FPL performance data is being recalculated, the displayed STORED FPL data is blanked during the few seconds of calculation. This operation is the general rule for all pages showing performance data.

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6R -- Resets all the WHAT--IF initialization values back to the default values and returns the display to page 1 of STORED FPL INIT.

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6L -- Returns the display to page 1 of STORED FPL INIT without resetting any of the initialization parameters.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Direct access is given from the PERF INDEX page. Access is also given from the STORED FPL INIT pages.

Figure 5-49 FPLNAME FPL DATA 1/1 1L -- The STORED FPL cruise and ceiling altitudes are displayed. Cruise altitude is modified on this page. The STORED FPL cruise altitude default value is taken from the active flight plan. Cruise altitude is entered in FL or feet. Entering *DELETE* returns the STORED FPL cruise altitude on this page, as well as the STORED FPL INIT page 2, to the STORED FPL cruise altitude default value. The ceiling altitude cannot be modified.

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1R -- The STORED FPL step increment is modified and defaulted using the same rules as during STORED FPL initialization. Refer to page 5-60 for additional details.

2L -- This line shows STORED FPL ETE to the STORED FPL destination. No entry is permitted. 3L -- This line shows total STORED FPL fuel requirement and the STORED FPL fuel FOM. The STORED FPL fuel required includes the fuel to fly the STORED FPL mission, the STORED FPL takeoff and landing allowances, plus STORED FPL reserves, plus STORED FPL contingency fuel. The STORED FPL fuel FOM is an estimate of the accuracy of the fuel required calculation expressed in thousands of pounds. No entry is permitted. 6L -- The prompt at 6L returns to STORED FPL INIT page 1.
Performance 5-73

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FUEL MANAGEMENT
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FUEL MGT - LB 1/2 -- Figure 5--50 shows the current fuel quantity, fuel flow, ground speed, true airspeed, ground specific range and air specific range.

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1L -- The current fuel weight calculated by the FMS is displayed in large characters when a manual entry has been made and is the same value as the fuel weight on the PERFORMANCE INIT 3/3 (or 2/2) page. When the performance initialization has not been completed, gauge fuel is displayed in small font. Fuel quantity is set to gauge value any time either one or both engines are not running and the aircraft is on the ground. An entry changes the PERFORMANCE INIT 3/3 page. Entering *DELETE* shows the gauge fuel.

1R -- The sensed fuel flow is displayed in small characters when received by the FMS. Pilot entries are permitted and shown in large characters. Entering *DELETE* returns the display to the sensed fuel flow, when one is available.

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Figure 5-50 FUEL MGT-LB 1/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Additional Explanation of Fuel Quantity and Fuel Flow


The FMS fuel weight is equal to the gauge value when the aircraft is on the ground and no engines or one engine is running. When engine start for both engines is completed, the FMS fuel weight is no longer synchronized with the gauge value. This value is then decremented by the sensed fuel flow. This method permits fuel leak detection. The FMS computes fuel weight based on the sensed fuel flow to the engines. The gauges give the sensed fuel weight based on engine usage and leakage (when a leak exists). The FMS shows the scratchpad message COMPARE FUEL QUANTITY when the FMS fuel weight differs from the gauge value by more than 2% of the basic operating weight (BOW). This message is inhibited when the fuel quantity has been manually entered on the PERFORMANCE INIT 3/3 page. Entering a manual fuel flow can cause significant differences between the FMS fuel quantity and the actual fuel quantity. For this reason, no entry of fuel be made is recommended unless the sensed fuel flow is not available. NOTE:
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3L and 3R -- The ground and air specific ranges are displayed on this line. The specific ranges are based on the ground speed, airspeed, and fuel flow shown on the page. No entries are permitted.

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2L and 2R -- The current ground speed and airspeed are displayed on this line. No entries are permitted.

Entry of a fuel flow here is not the same as entry on PERF INIT 1/3 for pilot--entered GS/FF mode.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FUEL MGT - LB 2/2 -- Figure 5--51 shows the individual and total engine fuel flow as well as fuel used.

Figure 5-51 FUEL MGT-LB 2/2

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The individual engine breakdown of the total fuel flow on the FUEL MGT 1/2 page is shown on this page. The fuel used display is normally cumulative from the last power--up on the ground. The total fuel used is the same as the FLIGHT SUMMARY page shown at 2L, which can be reset (see page 6-184). Resetting fuel used on the FLIGHT SUMMARY page also resets individual engine fuel used on this page.

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Performance 5-76

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

6.

Navigation

INTRODUCTION
This section describes the navigation function of the flight management system (FMS). The NAV IDENT page, shown in Figure 6--1, shows information regarding the software of the FMS and the navigation database. The NAV IDENT page is the first FMS page shown on startup following selection of an FMS function key (PERF) performance, (NAV) navigation, (FPL) flight plan, (PROG) progress, or (RTE) route. This facilitates position initialization, see page 6-79. Subsequently, this page is accessed by pushing the IDENT prompt on the NAV INDEX page 1.

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NAVIGATION IDENTIFICATION
The NAV IDENT page shows the date, time, software version, and active navigation database cycle. It also shows the version, size, and region of the navigation database. A COMPANY DB shown at 4R indicates a company route database is currently installed. The company route database contains routes, waypoints, and procedures specific to the company.

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Figure 6-1 NAV IDENT 1/1

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Navigation 6-1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The date and time shown on this page is synchronized with the global positioning system (GPS) date and time. The date and time is changed when the GPS is failed or does not have a valid date/time. The date or time, is changed by entering the new date or time into the scratchpad. This is shown in Figure 6--2. Push the line key adjacent to the item being changed.

Figure 6-2 NAV IDENT 1/1 - Date/Time The navigation database contains two 28--day effective cycles. The active navigation database is changed between the two cycles by pushing the 2R line select key. This operation is only performed on ground. When the FMS date corresponds to a day during one of the navigation database cycles, that cycle is displayed in green. The remaining cycle is displayed in amber. When both cycles are displayed in amber, either the date is wrong or the navigation database has expired and must be updated. The database cycle is only changed while on the ground. When an active flight plan exists, it is cleared when changing database cycles. The navigation database automatically sequences to the database cycle at 0900Z. Depending on the location, the database cycle date may not agree with the current local date.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

NAVIGATION (NAV) INDEX


The NAV INDEX pages are accessed through the NAV function key on the multifunction control display unit (MCDU). The NAV INDEX pages are shown in Figures 6--3 and 6--4. When the NAV button is pushed, NAV INDEX 1/2 page, shown in Figure 6--3, is displayed. Page 2/2, shown in Figure 6--4 is displayed by using either the PREV or NEXT paging keys. These pages show navigation functions that are selected at any time. Push the line select key (LSK) adjacent to the respective function to select the function. Page numbers adjacent to each button correspond with page numbers in this guide describing the button function.
Page 6-1 6-12 6-4 6-76 6-34 6-51

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Figure 6-3 NAV INDEX 1/2

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Page 6-36 6-38 6-59

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Navigation 6-3

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Page 6-79 6-178 6-133

Page 6-123 6-154 6-170

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Figure 6-4 NAV INDEX 2/2

FLIGHT PLAN LIST

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When no flight plans are stored in the FMS, the FLIGHT PLAN LIST page is blank. This is shown in Figure 6--5.

Figure 6-5 FLIGHT PLAN LIST 1/1


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The FLIGHT PLAN LIST page shows a list of the pilot--defined flight plans stored in the FMS memory. From this page, the pilot defines a flight plan, deletes flight plans, or selects a flight plan to activate.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When flight plans have been defined, the page lists the flight plans by name. This is shown in Figure 6--6.

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Figure 6-6 FLIGHT PLAN LIST X/X

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Defining Stored Flight Plans


Stored flight plans, like active flight plans, are defined between any two non--temporary waypoints (NAVAIDs, intersections, airports, etc.). A flight plan from Phoenix to Minneapolis is used to illustrate how to define a flight plan in Procedure 6--1. Step 1 2 Procedure 6-1 Defining a Stored Flight Plan

Enter the flight plan name into the scratchpad. In this example, KPHX--KMSP is entered (refer to Section 11, Multifunction Control Display Unit Entry Format, for flight plan name format). Select SHOW FPL (1L), as shown in Figure 6--7.

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Figure 6-7 FLIGHT PLAN LIST X/X - KPHX/KMSP -

Navigation 6-6

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Select FPL LIST from the NAV INDEX.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 4

Procedure 6-1 Defining a Stored Flight Plan The FMS places KPHX as the origin and KMSP as the destination. This is shown in Figure 6--8.

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DETAILS -- When the flight plan name is specified as the origin and destination 4--letter ICAO airport identifier separated by a dash (--), the FMS automatically fills in the origin and destination. A single alphanumeric character is added following the destination identifier to distinguish multiple flight plans between the same origin and destination. When other formats for the flight plan name are used, the pilot fills--in the origin and destination. Enter ground speed at 1R when a speed other than the one shown is required. The FMS shows the distance and estimated time en route (ETE) for a direct flight from Phoenix to Minneapolis. ETE is calculated based on the ground speed (GS) at 1R. Distance and time are updated as waypoints are added to the flight plan.

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Figure 6-8 KPHX-KMSP 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 6

Procedure 6-1 Defining a Stored Flight Plan Enter the route for the flight plan at the VIA.TO prompt. The following cannot be used in stored flight plans: D Temporary waypoints D SIDs, STARs, or approach procedures
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Close the flight plan by entering the destination waypoint as the last waypoint in the flight plan. This is done by line selecting the destination from the right side of the page and inserting on the left side of the page.

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Alternate flight plan and destination Speed or angle constraints Another stored flight plan.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Deleting Stored Flight Plans


The DEL key is used to remove stored flight plans from the FMS memory. Procedure 6--2 describes two methods for deleting a flight plan. Step 1 2 Procedure 6-2 Deleting a Stored Flight Plan Selecting FPL LIST from the NAV INDEX. Push the DEL key (*DELETE* is displayed in the scratchpad). Pushing the line select key adjacent to the flight plan name erases it from the FMS memory. OR use step 3. 3

FLIGHT PLAN SELECT


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FLT PLAN SELECT 1/1-- Selecting a stored flight to be the active flight plan and also calculating performance data of the stored flight plan is shown in Figure 6--9. This page is accessed from the FLIGHT PLAN LIST page (prompt at 6R) or from the NAV INDEX page.

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Figure 6-9 FLT PLAN SELECT 1/1 Page


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Push the line select key adjacent to the desired flight plan name. Select SHOW FPL (1L). Delete the origin on the stored flight plan display page.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

To select and activate a stored flight plan, follow Procedure 6--3. Step 1 2 Procedure 6-3 Select and Activate a Stored Flight Plan Select FPL LIST from the NAV INDEX. Select desired flight plan from the list by pushing the adjacent line select key. The name is displayed in the scratchpad. Select FPL SEL at 6R.

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Select ACTIVATE by pushing 1R, INVERT/ACTIVATE by pushing 2R, and STORED FPL PERF by pushing 3R. This is shown in Figure 6--10.

Figure 6-10 FLT PLAN SELECT 1/1

Navigation 6-10

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Push the line select key adjacent to the FLT PLAN prompt (1L) to insert the flight plan name. As an alternative, the flight plan name is entered directly from the key pad instead of being selected from the list. When a flight plan name is entered that has not been previously defined, the FMS shows pages used to enter an undefined flight plan.

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Step 6

Procedure 6-3 Select and Activate a Stored Flight Plan When an active flight plan exists when one of the activate prompts is selected, the FMS requires a confirmation step. This is shown in Figure 6--11.

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Figure 6-11 FLT PLAN SELECT 1/1 - Confirm -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PILOT WAYPOINT LIST


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PILOT WPT LIST 1/1 -- Figure 6--12 shows a list of pilot--defined waypoints that are stored in memory and any temporary waypoints (refer to temporary waypoints, page 8-3). Procedure 6--3 is used to store pilot--defined waypoints. Pilot--defined waypoints are defined using latitude/longitude (LAT/LON), place/bearing/distance (P/B/D), or place/bearing/place/bearing (P/B/P/B), as described in the procedure.

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Figure 6-12 PILOT WPT LIST 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-4 Defining and Storing Waypoints 1 2 Select WPT LIST from the NAV INDEX. Enter an identifier of one to five characters and line select to the SHOW WAYPOINT line (1L). DAISY is used for this example. The display changes to the definition display, as shown in Figure 6--13. Define DAISY by one the following three ways: step 4 (LAT LON), 6 (P/B/D), or 8 (P/B/P/B).

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Figure 6-13 PILOT WAYPOINT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-4 Defining and Storing Waypoints


(cont)

When a previously used identifier is entered, the definition for the waypoint is displayed. This prevents the duplication of waypoint names. A page similar to Figure 6--13 is displayed when an undefined waypoint is entered on any page that accepts waypoint entries (except the POS INIT page). For these cases, the RETURN prompt is displayed at 1R. The RETURN prompt is used before or after a waypoint is defined. The RETURN prompt is used to return to the page where the undefined waypoint was entered. When the waypoint is not defined, the waypoint entry remains in the scratchpad. When the waypoint is defined, the waypoint entry is completed. Selection of 5R is used to load the GPS position as the Lat/Lon coordinates of the pilot--defined waypoint.

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Enter Latitude/Longitude and select to 2L. N3320.77W11152.58 is used in this example.

Navigation 6-14

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-4 Defining and Storing Waypoints 5 The defined waypoint is displayed and shown in Figure 6--14.

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--OR-- Enter place/bearing/distance and select to 3L. Use the example, PXR/126/7, where PXR defines place, 126 defines bearing in degrees, and 7 defines distance in nautical miles. Bearing inputs are assumed to be magnetic. True bearings are designated by placing the letter T after the bearing.

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Figure 6-14 PILOT WAYPOINT 1/1 - WPT Defined -

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Step Procedure 6-4 Defining and Storing Waypoints 7 The defined waypoint is displayed and shown in Figure 6--15.

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--OR-- Enter P/B/P/B and select to 3L. Use the example, PXR/130/TFD/358, where PXR defines a place, 130 is the radial from PXR in degrees, TFD defines a second place, and 358 defines the radial from TFD in degrees. Bearing inputs are assumed to be magnetic. True bearings are designated by placing the letter T after the bearing.

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Figure 6-15 PILOT WAYPOINT 1/1 - WPT Load -

Navigation 6-16

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-4 Defining and Storing Waypoints 9 The defined waypoint is displayed and shown in Figure 6--16. When a waypoint is defined by P/B/P/B, only the coordinates are stored and shown.

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Figure 6-16 PILOT WAYPOINT 1/1

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DATABASE
The pilot interrogates the navigation database stored in the FMS by using the DATA BASE function (see Figure 6--17). This page is accessed by entering a database waypoint name on the PILOT WPT LIST, or PILOT WAYPOINT page. The notice to airmen (NOTAM) NAVAIDS page also shows a prompt for direct access to this page.

D D D D D

Airports

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NAVAIDs Instrument landing systems (ILSs) Intersections.

The waypoint list (WPT LIST) (6L) and NOTAM (6R) pages are accessed using the prompts at the bottom of the DATA BASE WPT page.

Runways

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A waypoint identifier of the database is entered in the upper left line by entering the identifier into the scratchpad and line selecting to 1L. The following items are displayed from the navigation database:

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Figure 6-17 DATA BASE WPT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Airports
Figures 6--18 thru 6--20 show the following airport data:
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DATA BASE WPT 1/3 Identifier (1L) Waypoint type (1R) Airport name (2L) Country (3L).

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Figure 6-18 DATA BASE WPT 1/3

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DATA BASE WPT 2/3 Identifier (1L) Coordinate position (2L) Field elevation (3L) Magnetic variation (3R).

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Figure 6-19 DATA BASE WPT 2/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DATA BASE WPT 3/3 Identifier (1L) Access to airport runways (2L).

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Figure 6-20 DATA BASE WPT 3/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Selection of prompt 2L shows the airport runway page, as shown in Figure 6--21.

Figure 6-21 KPHX RUNWAYS 1/1

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Navigation 6-22

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When one of the runways is selected, the runway data is displayed. This is shown in Figure 6--22. Selection of the RETURN prompt at 6R results in the display of the airport runway page, shown in Figure 6--21.

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Figure 6-22 DATA BASE WPT 1/3 Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Runways
Figures 6--23 thru 6--25 show the following information for runways:
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DATA BASE WPT 1/3 Runway identifier (1L) Waypoint type (1R) Airport name (2L) and country (3L).

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Figure 6-23 DATA BASE WPT 1/3 - Runway -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DATA BASE WPT 2/3 Identifier (1L) Runway heading and front or back course when the runway has an associated ILS (1R) Coordinate position (2L) Elevation (3L) Magnetic variation (3R).

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Figure 6-24 DATA BASE WPT 2/3 - Runway -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DATA BASE WPT 3/3 Identifier (1L) Stopway (1R) Width (2L) -- This field is blank when runway width is not available in the navigation database. Length (2R) ILS glideslope when applicable (3L) Displaced threshold (3R).

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Figure 6-25 DATA BASE WPT 3/3 - Runway -

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Navigation 6-26 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

NAVAIDs
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DATA BASE WPT 1/1 -- Figure 6--26 shows the following information about NAVAIDs: Waypoint identifier (1L) Country (1L) Frequency (1R) Type (2L) D DME (distance measuring equipment) D N DME (non collocated) D TACAN (tactical air navigation) D N TACAN (non collocated) D VORTAC (combined VOR and TACAN stations) D VORDME D VOR D N VOR (non collocated) Class (2R) D HA (high altitude) D LA (low altitude) D T (terminal) D UR (unrestricted) Coordinate position (2L) Elevation (3L) Magnetic declination/variation (3R).

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Figure 6-26 DATA BASE WPT 1/1 - Guyna A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Magnetic declination is defined as the difference between the zero degree radial of the station and true north. For many NAVAIDs, this is not equal to the local magnetic variation due to the constantly changing earth magnetic field. When magnetic declination is not available, magnetic variation is displayed. Figure 6--27 shows the DATA BASE WPT page for a nondirectional beacon. The letters NB are included after the identifier.

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Figure 6-27 DATA BASE WPT 1/1 - NDB -

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01607.02 Navigation 6-28 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Instrument Landing Systems


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DATA BASE WPT 1/1 -- Figure 6--28 shows the following data for instrument landing systems: ILS identifier (1L) Country (1L) Front course (1R) Frequency (1R) Type (2L): ILS LOC (localizer) LOCDME (localizer with DME) ILSDME (ILS with DME) Category (2R) I II III

Localizer antenna coordinates (2L) Magnetic declination/variation (3R).

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Figure 6-28 DATA BASE WPT 1/1 - IPHX A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Intersections
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DATA BASE WPT 1/1-- Figure 6--29 shows the following data for intersections. Intersection identifier (1L) Country (1L) Intersection coordinates (2L) Magnetic variation (3R).

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Figure 6-29 DATA BASE WPT - Payso -

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00628.03 Navigation 6-30 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Multiple Waypoints
When a waypoint identifier is entered on any page and the FMS finds more than one definition for the identifier, the WAYPOINT SELECT page is displayed. The pilot must choose which definition to use. When inserting waypoints into a stored or active flight plan, the location closest to the previous waypoint is shown at the top of the page. For all other cases, the location closest to the aircraft position is shown at the top of the page. For example, when Thermal California (TRM) is entered on the DATA BASE WPT page, the FMS shows all the TRM waypoints found on the WAYPOINT SELECT page. This is shown in Figure 6--30.

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Figure 6-30 WAYPOINT SELECT 1/2

To select a desired waypoint, push the line select key adjacent to the desired waypoint. When RETURN (6R) is pushed, no waypoint is selected.

Pilot-Defined Waypoints
When a pilot--defined waypoint is entered on the DATA BASE WPT page, the FMS switches to the PILOT WAYPOINT page and shows the waypoint, as well as the data about the waypoint.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Undefined Waypoints
When an identifier is entered on the DATA BASE WPT page and the FMS cannot find a waypoint in the navigation database with that identifier, the FMS goes to the PILOT WAYPOINT page for waypoint definition.

FMS Database
The FMS database consists of two parts, a navigation database and a custom (or pilot--defined) database. The navigation database is loaded into the FMS and cannot be changed by the pilot. Using the custom database, the pilot customizes the FMS by defining waypoints and storing flight plans.

Navigation Database

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NAVAIDs Runways

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Airways (high and low) SIDs and STARs Approaches Named intersections Outer markers.

Airports

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The navigation database contains the following:

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One version of the FMS database is labeled on the disks as WORLD3--3xx. WORLD3 indicates worldwide coverage, 3 indicates a version 3 database, and xx indicates the cycle. There are 13 cycles (28--day periods) during the year. Therefore, the range of xx is 01 to 13. When a cycle has to be a modified off cycle, a letter is appended starting with A. For example, WORLD3--310A indicates a modified 10th cycle of the database.

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The FMS retrieves information from the navigation database about waypoints and procedures used in flight planning and to tune NAVAIDs for position determination. The database, supplied by Honeywell, is updated every 28 days (refer to Navigation Database Updating on page 6-184).

Navigation 6-32

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

NAVAIDs include very high frequency (VHF) NAVAIDs, instrument landing system/microwave landing system (ILS/MLS), and non--directional beacons (NDBs). VHF NAVAIDs stored in the database consist of the following types:
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VORTAC VOR/DME TACAN (tactical air navigation) VOR DME VOR/DME (noncolocated) TACAN (noncolocated).

Airport waypoints are the geographic reference point for the airport. Airways contained in the database include all waypoints (some are unnamed) and only waypoints that define the airway. Some of these defining waypoints are not on paper charts. Some waypoints on the charts are shown to be on an airway, but are not defining waypoints for the airway.

The custom database consists of pilot--defined waypoints and stored flight plans. Up to 1,000 pilot--defined waypoints are stored. The pilot stores commonly flown routes using the pilot--defined flight plan procedure. The pilot activates a flight plan from the FMS custom database rather than repeat the flight plan entry procedure. The FMS custom database retains up to 3,000 flight plans with a total of 45,000 waypoints (whichever comes first). Each flight plan contains a maximum of 100 waypoints. Custom DBs are downloaded and uploaded to/from Personal Computer Memory Card International Association (PCMCIA) memory cards when the DMU option is installed. This permits the pilot to save and store frequently used flight plans and pilot--defined waypoints.

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Tailored Database
The tailored database consists of company--defined flight plans and routes. This database is defined and available only through a subscription service from Honeywell.
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Custom Database

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FIX INFORMATION (INFO)


FIX INFO functionality gives the means for the pilot to find intersection points on the active flight plan with selected radials or distances from database fixes. The pilot also enters radials or distances to determine positions of intersection with the flight plan and the ETA and distance of those intersections. Through selection of the abeam prompt, the point in the flight plan which is abeam of the reference fix is determined. Waypoints are then created from these intersections and the data is displayed on the multifunction display (MFD). The FIX INFO page is shown in Figure 6--31.

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FIX and BRG/DIS FR (1L) -- Any waypoint contained in the navigation database or custom database is entered here. The bearing and distance from the fix is also displayed on this line. In this example, the bearing is 126_ and the great circle distance is 28 NM from the fix to the aircraft. A new fix is entered over the existing fix or the fix is copied to the scratchpad. NOTE: The fix is only erased by selecting the ERASE FIX prompt at 6L or using the MCDU DEL key.
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Navigation 6-34

Figure 6-31 FIX INFO 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

BRG/DIS, ETA, DTG, ALT (Lines 2, 3, and 4) -- Bearing and/or distance (BRG/DIS) references are entered into 2L through 4L. A bearing is entered in 2L, 3L, or 4L. Valid bearing (radial) entries are three digits ranging from 000_ to 360_. The entered radial is displayed on the ND relative to the current map display. When the entered radial intersects the active flight plan within 999 NM of the reference fix, the intersecting distance is displayed in small font following the slash ( / ). If no intersection is found, the distance portion of the lines 2, 3 or 4 is blank. A distance is entered in 2L, 3L, or 4L preceded by a slash ( / ). When the distance circle intersects the active flight plan, the intersecting radial is displayed in small font before the slash. If no intersection is found within 999 NM, the bearing portion of lines 2, 3, or 4 is blank.

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Selection of a bearing entry or distance entry (2L, 3L,or 4L) from the FIX INFO page automatically creates a place/bearing/distance (PBD) waypoint and inserts it into a modified flight plan. When more than one crossing point exists, the first crossing point (closest to the aircraft in distance along the flight plan) on the FIX INFO page is inserted. The pilot reviews the modified flight plan information on the MFD prior to activation.

ABEAM (5L) -- Initially, an ABEAM prompt is displayed in 5L. Pushing 5L shows the bearing and distance from the fix perpendicular to the nearest intersection on the flight path. Distance along the path to the abeam point, ETA, and altitude at that point is also displayed. When an abeam point to the active or active offset flight path cannot be found, INVALID ENTRY is displayed in the scratchpad. A valid intersection is downselected as a PBD waypoint to insert into the route. An abeam point is removed by deleting the distance/bearing value. ERASE FIX (6L) -- Pushing 6L removed all fix data from the FIX INFO page. The ERASE prompt is not displayed when a fix is not displayed in 1L.
Navigation 6-35

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When an intersection with the active flight plan exists for the bearing, distance, or abeam references in 2L through 5L, the predicted altitude at that intersection is displayed in 2R through 5R. If no intersection exists, the corresponding altitude field is blank.

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The ETA and DTG are displayed in lines 2 through 5 for bearing, distance, or abeam references for which an intersection with the active flight plan exists.

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When radial lines or distance circles intersect the active flight path, distance along the flight path to the intersection, ETA, and estimated altitude at the intersection are displayed.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

AIR TRAFFIC CONTROL (ATC)


The ATC LOGON/STATUS page, shown in Figure 6--32, permits the crew to view the status of and interface with the air traffic services (ATS) facilities notification (AFN) function, the automatic dependent surveillance (ADS) function, and the ATC communication application. This page is accessed from the NAV INDEX page. ATC is an option and is not installed on all aircraft.

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(1L) -- This line shows the AFN logon center. When no AFN logon center exists and there is a valid position, four dashes are displayed. Otherwise, the data field is blank and nonoperational. Entry of a center is permitted. A valid entry consists of four alpha characters. When a valid entry is made and the flight number and tail number are valid, the AFN logon state is set to SEND. Entry of *DELETE* is permitted when there is no active center and results in the logon center being set to the default and the AFN logon state being set to idle. When an active center exists, entry of *DELETE* results in INVALID DELETE being shown in the scratchpad. When entry or deletion is attempted while in the process of sending the contact message, BUSY--REENTER LAST CHG is displayed in the scratchpad.
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Navigation 6-36

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Figure 6-32 ATC LOGON/STATUS 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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(3L) -- This line shows the aircraft tail number. No entry is permitted. (4L) -- This line shows the current state of the ADS connection. Valid states are ACTIVE, ARMED, and OFF. No entry is permitted.

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(1R) -- This line shows the datalink status. Valid states are READY, FAIL, NOCOMM, and VOICE. No entry is permitted. (2R) -- This line shows the active center. When there is no active center, this line is blank. No entry is permitted. (4R) -- This line changes the state of the ADS connection. When the connection is active or armed, OFF is displayed. When the connection is off, ARM is displayed. (5R) -- This line changes the state of the automatic direction finder (ADF) emergency mode. If the ADF connection is off, this line is blank.
Navigation 6-37

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(5L) -- This line shows the current state of the ADS connection. Valid states are ACTIVE, ARMED, and OFF. No entry is permitted.

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(2L) -- When a valid flight number does not exist, eight large green font dashes are displayed in the data field left justified to column 1. When a valid flight number exists, it is displayed in large green font. Valid entries are one to eight alphanumeric characters (0--9, A--Z). Entries violating range or format requirements results in the display of the INVALID ENTRY message. When a valid flight number has not been entered and the TCAS flight number parameter produced by the modular radio cabinet is valid, then the TCAS flight number parameter value is displayed. Entry of a valid flight number into the data field when dashes or a flight number is displayed causes the entered value to be shown in the data field for 7 seconds. After 10--15 seconds has elapsed, the data field shows the MRC TCAS flight number when valid. Otherwise, the data field becomes dashed and the CHECK FLIGHT ID scratchpad message is annunciated. Selection of this LSK when a valid flight number is displayed and the scratchpad is blank, causes the flight number to be down selected into the scratchpad. Otherwise, selection of the LSK is nonoperational. Selection of this LSK with *DELETE* in the scratchpad causes the INVALID DELETE message to be shown and no changes occur to the data field. When the flight number is not enabled, this line is blank and nonoperational.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DATALINK

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The DATALINK INDEX page (shown in Figure 6--33) gives access to the datalink pages available to the pilot. This page is accessed from the NAV INDEX. AOC datalink is an option and is not installed on all aircraft.

Figure 6-33 DATALINK INDEX 1/1


Navigation 6-38 A28- 1146- 179 REV 5 Oct 2009
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(6R) -- This line shows the current AFN logon state. If the logon center, flight number, or tail number is invalid, this line is blank and inactive. When the logon center, flight number, and tail number are valid and the contact message has not been sent, this line shows a SEND prompt. Selection of the SEND prompt results in the contact message being sent and the AFN logon state is set to SENDING. After the contact message has been sent, but the network acknowledgement has not been received and the network acknowledgement timer has not expired, this line shows SENDING. After the network acknowledgement for the contact message has been received, but the AFN acknowledgement message has not been received, this line shows SENT. When the network acknowledgement timer for the contact message expires or the notification timer for the crew--initiated contact message expires, this line shows a RESEND prompt. Selection of the RESEND prompt results in the contact message being sent and the AFN logon state set to SENDING. When a positive acknowledgement message is received, this line shows ACCEPTED. If a negative acknowledgement message is received, this line shows REJECTED.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FLT PLAN (1L) -- When on page one, this line gives direct access to the DATALINK FLT PLAN. If the datalink data management unit (DMU) has failed, this line is blank and inactive. No entry is permitted. REPORTS (2L) -- When on page one, this line gives direct access to the DATALINK REPORTS page. When the datalink DMU has failed, this line shows ACARS DMU FAILED centered on the line and the line select key is inactive. No entry is permitted. ADDRESS (3L) -- Gives direct access to the DATALINK ADDRESS page when this is the last prompt on the DATALINK INDEX pages. If the datalink DMU has failed, this line is blank and inactive. No entry is permitted. WINDS REQ (1R) -- When on page one, this line gives direct access to the WINDS REQ page. WINDS REV (2R) -- When on page one, this line gives direct access to the WINDS REV page.

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Datalink Flight Plan

The DATALINK INDEX gives access to the datalink flight plan for review by the pilot and permits sending a request for a datalink flight plan. A typical DATALINK FLT PLAN page is shown in Figure 6--34.

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Figure 6-34 DATALINK FLT PLAN 1/1 NOTE: When the datalink DMU has failed, this page transitions back to the DATALINK INDEX page.
Navigation 6-39

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FPL ID (1L) -- Any flight plan name not beginning with - is entered here to identify the datalink flight plan. Entered flight plan names are displayed in upper case. When entered, the flight plan identifier propagates to the REPORTS page. Entry of *DELETE* to this line causes the default flight plan identifier to be displayed. The default flight plan identifier is generated by combining the origin airport with the destination airport separated by a dash, when an active flight plan exists. Otherwise, entry prompts are displayed. Changes to this field are prohibited when a flight plan downlink request or a flight plan downlink report is in the sending state. FPL REVIEW (5R) -- When a datalink flight plan is ready for review, FPL REVIEW is displayed. Otherwise this line is blank and inactive. Selection of the FPL REVIEW prompt gives access to the DATALINK FPL REVIEW pages. No entry is permitted. SEND REQUEST (6R) -- This line requests transmission of a flight plan downlink request. When the flight plan downlink request is being sent, the prompt is removed and the line shows SENDING until a network acknowledgment is received or a timeout occurs. The request for a flight plan is transferred to the cross--side when the operating mode is DUAL. When the datalink DMU is not able to communicate with the ground, LINK UNAVAIL is displayed with no prompt character. No entry is permitted.

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Navigation 6-40

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Datalink Flight Plan Review


This page, shown in Figures 6--35 and 6--36, is activated through the prompt on the DATALINK FLT PLAN page and gives the capability to review the datalink flight plan prior to activating or rejecting the uplinked flight plan as the active flight plan.

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Figure 6-35 DATALINK FPL REVIEW 1/X

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01048.02 Navigation 6-41
Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

(1L, 2L, 3L, 4L) -- Each displayed item is an element of the datalink flight plan and is classified in the following categories: Origin airport Departure procedure Waypoint Airway Arrival procedure Approach procedure Arrival runway Missed approach procedure.

(1R, 2R, 3R, 4R, 5R) -- Shows speed/altitude constraints associated with the waypoint on the left. The flight plan identifier is displayed in 1R on page one only when it exists in the datalink flight plan. The arrival airport is displayed on the last page as the last waypoint with a line title of DEST. 6R -- Selection of this line accesses the MOD FLT PLAN page. Select INSERT at 6R to confirm the new flight plan after it has been reviewed, when an active flight plan exists. When no active flight plan exists, selection causes the datalink flight plan to become the active flight plan.
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Navigation 6-42

The display element order on the page reflects the order of the expanded datalink flight plan.

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Figure 6-36 DATALINK FPL REVIEW 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Datalink Reports
The datalink REPORTS page, shown in Figure 6--37, gives the capability to send datalink reports. This page is accessed through the DATALINK INDEX page.

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FPL ID (1L) -- Any flight plan name not beginning with - is entered here to identify the datalink flight plan. Entered flight plan names are displayed in upper case. When entered, the flight plan identifier propagates to the DATALINK FLT PLAN page. Entry of *DELETE* to this line causes the default flight plan identifier to be shown. The default flight plan identifier is generated by combining the origin airport with the destination airport separated by a dash when an active flight plan exists. Otherwise, entry prompts are displayed. Changes to this field are prohibited when a flight plan downlink request or a flight plan downlink report is in the sending state. SEND FPL REPORT (2L) -- Selection of this line requests transmission of a flight plan report. When the flight plan report is being sent, the prompt is removed and the line shows SENDING FPL REPORT until network acknowledge is received or a timeout occurs. When the datalink DMU is not able to communicate with the ground, FPL REPORT LINK UNAVAIL is displayed with no prompt character. No entry is permitted.
Navigation 6-43

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Figure 6-37 REPORTS 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

SEND POS REPORT (3L) -- Selection of this line requests transmission of a position report. When the position report is being sent, the prompt is removed and the line shows SENDING POS REPORT until network acknowledge is received or a timeout occurs. When the datalink DMU is not able to communicate with the ground, POS REPORT LINK UNAVAIL is displayed with no prompt character. 6L -- This line gives direct access to DATALINK INDEX page. No entry is permitted.

Datalink Winds

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Figure 6-38 DATALINK WINDS 1/X

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The DATALINK WINDS page gives access to the datalink wind reports available to the pilot and permits the request of wind reports for the active flight plan waypoints and offpath waypoints. This also gives the capability to enter active flight plan winds into the FMS wind performance model. A typical DATALINK WINDS page is shown in Figure 6--38. Direct access is available from the DATALINK INDEX and WIND/TEMP page.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FPL WPTS (1L) -- Without uplinked winds, this line shows the current status of inclusion of active flight plan waypoints into the wind request downlink. FPL WPTS is displayed with a select prompt when uplinked wind data exists for at least one active flight plan waypoint. Selection of this field causes direct access of the WINDS ALOFT pages for review of the active flight plan wind data. No entry is permitted. (2L, 3L, 4L, 5L) -- Any valid database waypoint identifier is entered here to define the offpath waypoint included in a wind request. After entry of a new offpath waypoint, the next enterable offpath waypoint field is dashed. Up to 52 offpath waypoints are entered requiring up to nine DATALINK WINDS pages. Offpath waypoints are inserted or deleted from the list. Insertion of a new offpath waypoint pushes the list starting at the point of insertion down one. When the offpath waypoint list is full, the LIST FULL message is displayed. When the offpath waypoint IDENT already exists, the ALREADY EXISTS message is displayed. Deletion of an intermediate offpath waypoint causes collapse in the list of remaining offpath waypoints. The select prompt is displayed when uplinked wind data exists for the offpath waypoint. Selection of the offpath waypoint prompt accesses the DATALINK WINDS ALOFT page showing the offpath waypoint and related wind information. Offpath waypoints entered after an uplink and matching a flight plan waypoint containing uplinked wind data, defaults to uplinked flight plan waypoint wind data.

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(2R, 3R, 4R, 5R) -- Same as 2L, 3L, 4L, 5L. ACCEPT (6R) -- Shows SEND REQST when an active flight plan exists and INCLUDE FPL WPTS is selected or at least one offpath waypoint is defined. Selection of the SEND REQST prompt stimulates transmission of a wind request datalink message for offpath waypoints and active flight plan waypoints when including flight plan waypoints. When the wind request downlink is in progress, the prompt is removed and the line shows SENDING. When the datalink DMU is not able to communicate with the ground, LINK UNAVAIL is displayed. The ACCEPT prompt is displayed when uplinked wind data is available for offpath or active flight plan waypoints. Selection of the ACCEPT prompt, results in insertion of the pending uplinked wind data into the FMS wind model and stimulates transmission of the accept winds datalink response message. No entry is permitted.
Navigation 6-45

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1R -- Without uplinked winds, this line is used to select inclusion of active flight plan waypoints into the wind request downlink. No entry is permitted.

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DATALINK (6L) -- Gives direct access to the DATALINK INDEX page, when the DATALINK prompt is displayed.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Datalink Winds Aloft


The DATALINK WINDS ALOFT page, shown in Figure 6--39, shows winds and outside air temperature by altitude for the selected wind uplink station. Direct access is available from the DATALINK WINDS page.

ALT, WIND, TEMP (L2, L3, L4) -- The winds aloft and temperature from uplinked wind data for the station identifier is displayed, when available. The winds aloft and temperature consists of the wind altitude, station wind (direction/magnitude), and OAT (outside air temperature). Up to 4 wind aloft and temperature sets are displayed in increasing order with the lowest altitude in the first line of 2L. The displayed temperature at the wind altitude is extrapolated from the OAT closest to the wind altitude contained in the wind data uplink. No entry is permitted. 6L -- Gives direct access to the DATALINK INDEX page. No entry is permitted. 6R -- Gives direct access to the DATALINK WINDS page. No entry is permitted.
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Navigation 6-46

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STATION (1L) -- This line shows the uplinked wind station (waypoint) identifier. No entry is permitted.

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Figure 6-39 WINDS ALOFT 1/X

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Datalink Address Configuration


Figure 6--40 shows the typical datalink ADDRESS CONFIG page. This page gives access to the datalink routing address configuration pages available to the pilot.

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WINDS (2L) -- Gives direct access to the datalink WINDS ADDRESS page. POS REPORT (3L) -- Gives direct access to the datalink POS REPORT ADDRESS page. 6L -- Gives direct access to the datalink DATALINK INDEX page.

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FLIGHT PLAN (1L) -- Gives access to the datalink routing address configuration pages available to the pilot.

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Figure 6-40 ADDRESS CONFIG 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Flight Plan Address


The FLIGHT PLAN ADDRESS page, shown in Figure 6--41, gives the capability for configuration of datalink routing addresses for flight plan report or request address. NOTE: When the datalink DMU has failed, this page transitions back to the DATALINK INDEX page.

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ADDRESS (6L) -- Gives direct access to the datalink ADDRESS CONFIG page. No entry is permitted.
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Navigation 6-48

GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground address identifier with up to seven characters is entered here to define the ground address for routing the datalink flight plan information. After entry of a new ground address, the next enterable ground address field is dashed. Up to seven ground addresses are entered. Existing ground addresses are inserted or deleted from the list. Insertion of a new ground address pushes the list starting at the point of insertion down one. When ground addresses are full, the LIST FULL message is displayed. Deletion of an intermediate ground address causes collapse in the list of remaining ground addresses.

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COMPANY ADDRESS (1L) -- Any company identifier address with up to ten characters is entered here to define the ground service provider address for routing the datalink flight plan.

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Figure 6-41 FLIGHT PLAN ADDRESS 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

(2R, 3R, 4R) -- Same as 2L, 3L, and 4L.

Winds Address
The WINDS ADDRESS page, shown in Figure 6--42, gives the capability for configuration of datalink routing addresses for wind request address information. NOTE: When the datalink DMU has failed, this page transitions back to the DATALINK INDEX page.

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Figure 6-42 WINDS ADDRESS 1/1

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COMPANY ADDRESS (1L) -- Any company identifier address with up to ten characters is entered here to define the ground service provider address for routing the datalink flight plan. GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground address identifier with up to seven characters is entered here to define the ground address for routing the datalink wind request address information. After entry of a new ground address, the next enterable ground address field is dashed. Up to seven ground addresses are entered. Existing ground addresses are inserted or deleted from the list. Insertion of a new ground address pushes the list starting at the point of insertion down one. When ground addresses are full, the LIST FULL message is displayed. Deletion of an intermediate ground address causes collapse in the list of remaining ground addresses.
Navigation 6-49

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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ADDRESS (6L) -- Gives direct access to the datalink ADDRESS CONFIG page. No entry is permitted. (2R, 3R, 4R) -- Same as 2L, 3L, and 4L.

Position Report Address


The POSITION REPORT ADDRESS page, shown in Figure 6--43, gives the capability for configuration of datalink routing addresses for position reporting address information.

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COMPANY ADDRESS (1L) -- Any company identifier address with up to ten characters is entered here to define the ground service provider address for routing the datalink position reporting address. GROUND ADDRESS (2L, 3L, 4L, 5L) -- Any ground address identifier with up to seven characters is entered here to define the ground address for routing the datalink position reporting address information. After entry of a new ground address, the next enterable ground address field is dashed. Up to seven ground addresses are entered. Existing ground addresses are inserted or deleted from the list. Insertion of a new ground address pushes the list starting at the point of insertion down one. When ground addresses are full, the LIST FULL message is displayed. Deletion of an intermediate ground address causes collapse in the list of remaining ground addresses.
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Navigation 6-50

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Figure 6-43 POS REPORT ADDRESS 1/1

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NOTE:

When the datalink DMU has failed, this page transitions back to the DATALINK INDEX page.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

ADDRESS (6L) -- Gives direct access to the datalink ADDRESS CONFIG page. No entry is permitted. (2R, 3R, 4R) -- Same as 2L, 3L, and 4L.

DEPARTURES

NOTE:

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Add a segment to the procedure already existing in the active flight plan. Replace a procedure segment already in the active flight plan. Delete a procedure segment from the active flight plan. Delete a portion, or all, of the activated procedure by performing a DIRECT--TO a waypoint in the active flight plan or alternate flight plan. Delete the procedure by activating a flight plan from the custom database. Delete the FROM waypoint in the active flight plan (only when the aircraft is still on the ground).
Navigation 6-51

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The DEPARTURE page is used to:

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Following selection of a SID, the following methods must be used to modify the departure procedure in the active flight plan:

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To illustrate the steps in the DEPARTURE function, Denver, Colorado (KDEN), is used as the origin of the active flight plan. Figure 6--44 shows the PIKES3 departure for KDEN. Refer to Procedure 6--5 for DEPARTURE selection. At any point in the departure selection process, entering a new or the same airport at 1L returns the display to the beginning of the selection process.

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Some SIDs are not in the database. This is because of the way some procedures are defined by the controlling agency and the limitations of the FMS.

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The DEPARTURE function is used to examine and select departure runways and standard instrument departures (SIDs) stored in the navigation database.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 6-44 Denver, CO PIKES3 Departure

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DEPARTURE RUNWAYS 1/X -- From the departure pages, the pilot selects a departure runway, SID, and departure transition as shown in Figure 6--45. Access to the DEPARTURE page from the ACTIVE FLT PLAN page is available only when the origin waypoint is an airport and the aircraft is within 50 NM of the origin and a DEST is entered. Access to the DEPARTURE page is always available from the NAV INDEX.

Step Procedure 6-5 Departure Selection 1 2 Select DEPARTURE from the ACTIVE FLIGHT PLAN or NAV INDEX. Select the desired runway from the DEPARTURE RUNWAY page. This is shown in Figure 6--45. Runway 25 (4R) is selected in this example.

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Figure 6-45 DEPARTURE RUNWAYS 1/1


Navigation 6-53

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The default airport at 1L is the origin of the active flight plan. When the origin is not defined or when it is not an airport, prompts are displayed for entry of an airport. When the origin waypoint is not an airport, access to SIDs is for review only. When the active flight plan contains a SID, the selected departure runway, SID, and transition are displayed.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-5 Departure Selection 3 Select the SID from the SIDs page. This is shown in Figure 6--46. PIKES3 (3L) is selected in this example.

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Figure 6-46 SIDs 1/1

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Navigation 6-54

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-5 Departure Selection 4 Select the departure transition from the DEPARTURE TRANS page. This is shown in Figure 6--47. ALS (2L) is selected in this example.

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Figure 6-47 DEPARTURE TRANS 1/1

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Navigation 6-55

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-5 Departure Selection 5 Select REVIEW (6L) from the PROCEDURE 1/1 page. This is shown in Figure 6--48.

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DETAILS -- Select REVIEW to review the selected procedure or select INSERT to insert the selected procedure into the active flight plan. The INSERT prompt is displayed on these pages only when the airport is the origin airport of the flight plan. Selecting REVIEW or INSERT partway through the selection procedure ends the departure selection process. The selected portion of the procedure is reviewed and/or inserted into the flight plan.

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Figure 6-48 PROCEDURE 1/1

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Navigation 6-56

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-5 Departure Selection 6 Review the selection, shown in Figure 6--49. Selecting NEXT moves to the next review page.

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SID REVIEW 1/X -- Figure 6--49 shows the selected runway, SID, and transition as it would look when INSERTED into the flight plan. The runway threshold elevation of 5350 feet is displayed in blue on the right side of the page. The first leg after the discontinuity, which is removed by the DELETE button, is a climb on the heading of 194_ from the waypoint DEN to the waypoint SOLAR. Review the selection, shown in Figure 6--50. Selecting NEXT moves to the next review page.

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Figure 6-49 SID REVIEW 1/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-5 Departure Selection 8 Review the selection shown in Figure 6--50. This is the last page or review in this example. Select CLEAR (6L) or INSERT (6R).

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Selecting the INSERT prompt (6R) inserts the selected runway, SID and transition into the the MOD flight plan. Select ACTIVATE to end the departure selection process. However, when the airport is not part of the active flight plan, the SID cannot be inserted.

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Push the CLEAR prompt (6L) to clear the selected procedure and show the DEPARTURE RUNWAYS page.

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SID REVIEW 2/2 -- Figure 6--50 shows a heading of 195_ to waypoint TEHEV followed by a heading of 185_ to waypoint BINKE, followed by a 185 heading to ALS.

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Figure 6-50 SID REVIEW 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

ARRIVAL
The ARRIVAL pages are used to examine and select runways, approaches, and standard terminal arrival routes (STARs) stored in the navigation database. NOTE: Some approaches and STARs are not in the database. This is because of the way some procedures are defined by the controlling agency and the limitations of the FMS.

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To select a new runway, return to the ARRIVAL page and select the RUNWAY prompt. Choose the desired runway, select the ARRIVAL prompt, and select the ACTIVATE prompt.

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On the ARRIVAL page, when a new runway is selected and not supported by a previously selected STAR (or approach), the previous procedures are not displayed for insertion into the MOD flight plan. In fact, only approaches to the selected runway are displayed on the APPROACH page. Changes made to the active flight plan creates a MOD flight plan. After INSERT is selected, the changed flight plan is shown as dashed lines on the MFD. Next the pilot selects ACTIVATE or CANCEL to finalize or erase the changes.

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To illustrate the steps in the ARRIVAL function, Minneapolis, Minnesota (KMSP) is used as the destination of the active flight plan. This example starts with the selection of a runway. However, there is no required selection order. Also, a selection made from each page is not necessary. When a STAR has already been activated, selecting a runway is possible without affecting the previously selected procedure. At any point in the selection process, it is possible to return to the ARRIVAL page and review and/or activate the selected items.

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Navigation 6-59

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Following selection of an arrival procedure (STAR or approach), the following methods must be used to modify the arrival procedure in the active flight plan:
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The ARRIVAL page is used to: Add a segment to the procedure already existing in the active flight plan. Replace a procedure segment already in the active flight plan. Delete a procedure segment from the active flight plan.

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Delete the procedure turn waypoint in the active flight plan.

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NOTE:

When modifying the flight plan (i.e., changes in runway, approach, or STAR), the flightcrews responsibility is to verify the desired waypoints are inserted into the MOD RTE and/or MOD FLT PLAN pages before activating.

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Circle--to--land approaches are not supported in the navigation database.

Delete the hold attribute from the course reversal hold waypoint.

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Delete the FROM waypoint in the active flight plan.

Navigation 6-60

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Delete the procedure by activating a flight plan from the custom database.

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Delete a portion, or all, of the activated procedure by performing a DIRECT--TO a waypoint in the active flight plan or alternate flight plan.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 6--51 shows the STAR plate. Refer to Procedure 6--6 for arrival selection.

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Figure 6-51 Minneapolis, MN KASPR3 Arrival


Navigation 6-61

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 1 2 Select ARRIVAL from the active flight plan or NAV INDEX. Select RUNWAY, APPROACH, or STAR from the ARRIVAL page. This is shown in Figure 6--52.

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Figure 6-52 ARRIVAL 1/1
Navigation 6-62

DETAILS -- Figure 6--52 is displayed when the ARRIVAL function is selected. From this page, the pilot selects which element, arrival runway, approach, or STAR is to be selected. This page is also accessed from the ACTIVE FLT PLAN page when the aircraft is within 200 flight plan miles of the destination. The default airport at 1R is the destination of the active flight plan. When the destination is not defined, or when not an airport, prompts are displayed to enter the airport. When previous selections have been made, they are displayed on this page. Selections can also be deleted on this page. The runway, approach or STAR is selected (or reselected) in any order. In each case, the ARRIVAL prompt is displayed in reverse video. It is used to return to the ARRIVAL page. When an approach is going to be selected, a step is saved by selecting APPROACH from this page. The runway is automatically selected when an approach is selected.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 3 Select the desired runway from the RUNWAY page. This is shown in Figure 6--53. In this example, runway 30L (1R) is selected.

Any previously selected runway is labeled as (ACT) or (SEL). Runways can be more than one page.

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Figure 6-53 KMSP RUNWAY 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 4 Select the approach from the APPROACH page. When the runway is selected first, the FMS shows only the approaches for the selected runway. This is shown in Figure 6--54. In this example, ILS 30L (2L) is selected.

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When only the straight-in portion of an approach is desired, select the approach without selecting an approach transition.

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Figure 6-54 KMSP APPROACH 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 5 Select the approach transition (includes feeder routes) from the APPROACH TRANS page. This is shown in Figure 6--55. In this example, HASTI (2L) is selected.

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Figure 6-55 KMSP APPROACH TRANS 1/1

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Navigation 6-65

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 6 Select the STAR from the STAR page. This is shown in Figure 6--56. In this example, KASPR3 (3L) is selected.

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Figure 6-56 KMSP STAR 1/1

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Navigation 6-66

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 7 Select the STAR transition from the STAR TRANS page. This is shown in Figure 6--57. In this example, MCW (2L) is selected.

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Figure 6-57 KMSP STAR TRANS 1/1

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Navigation 6-67

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 8 Once all selections have been made, the ARRIVAL page is automatically displayed. This is shown in Figure 6--58. The choices from this page are to either review or insert the arrival procedure. In this example, REVIEW (6L) is selected.

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Figure 6-58 ARRIVAL 1/1 Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 9 Review to verify the selection prior to insertion into the active flight plan. From page 1/5, shown in Figure 6--59, select NEXT (paging keys) for display of page 2/5.

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Figure 6-59 ARRIVAL REVIEW 1/5

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-6 Arrival Selection 10 At any time in the review process, the INSERT prompt (6R) is used to insert the approach into a MOD FLT PLN. This is shown in Figure 6--60. The CLEAR prompt (6L) is used to return to the selection process. The review process is continued by using the paging keys through the end of the procedure, including the missed approach procedure.

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After inserting the changes, the ACTIVATE prompt is shown at 6R on the MOD FLT PLAN. Select ACTIVATE to complete the arrival process.

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Figure 6-60 ARRIVAL REVIEW 2/5

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Approach
Once an approach has been selected, the pilot must check and/or monitor many things during the approach. The following is a list of those items:
D

Before starting a nonprecision approach transition or approach, the crew must review the published approach procedure and verify the FMS waypoints and altitude restrictions. Before starting a nonprecision approach transition flown by the FMS, it is important to verify the transition is cleared by ATC. Selecting the transition fix is normally the path to selecting the actual transition. The APPR annunciator must turn on 2 NM before the final approach fix and remains lit for the remainder of the approach. This is a positive cue to the flight crew that the sensor configuration is correct and sensor integrity is within limits for the approach. The approach annunciator is not lit during localizer--based approaches since the FMS is not authorized to be coupled during localizer approaches. The DGRAD annunciator must be off throughout the approach. When the DGRAD annunciator turns on, the FMS must not be used for the remainder of the approach. The flight crew continues the approach using raw data or perform the missed approach procedure. When VNAV is used for vertical guidance on the approach, verify the approach plate waypoint altitudes are shown on the FMS MCDU. When VPATH is used, the altitude selector must be set to the minimum descent altitude (MDA) for continuous vertical navigation (VNAV) descent. When vertical glide path (VGP) is used, the altitude preselector is set to the missed approach procedure altitude once the VGP mode is engaged. Industry--wide standards for database information are currently inconsistent on many approaches. Some vertical paths are defined to 50 feet above the runway. Others do not arrive at MDA until at the missed approach point (MAP). Some approaches give vertical guidance below the published MDA and some vertical paths differ from the visual approach slope indicator/precision approach path indicator (VASI/PAPI) angles. Since charts are continually updated, the FMS waypoint names may not exactly match the chart names. Additionally, differences between courses can be shown on the chart and those shown on the MCDU and electronic display system (EDS). These differences are the result of changes in magnetic variation and are normally less than 2 degrees. Verify possible changes before starting an approach.
Navigation 6-71

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The navigation database does not have step down waypoints between the final approach fix (FAF) and MAP when the VNAV path satisfies the step down restrictions. VNAV path guidance and a cross check with other navigation aids are the only assurance all descent path restrictions are met. Using modes other than VNAV can be desirable for some approaches. Refer to the global positioning system (GPS), page 6-99, for information on GPS receiver autonomous integrity monitor (RAIM) for GPS only approaches. Approaches in the navigation database consist of localizer--based approaches and nonprecision approaches. There are no circle--to--land procedures in the database. The FMS is certified to fly all nonprecision approaches (GPS, NDB, VOR/DME, VOR, RNAV, NDB/DME). Approaches from the database can contain DME arcs. The FMS flies the arc as specified in the approach. The FMS cannot be used to fly localizer approaches (ILS, LOC, BAC, SDF, LDA) . These approaches are flown by showing the localizer data and by using the flight director/autopilot. However, these procedures are selected and activated on the FMS to enhance situational awareness. The FMS shows the approach on the EDS map displays. The FMS is used to fly the approach transition and the missed approach phases of precision approaches. An approach is selected with or without an approach transition. For example, when receiving vectors to the final approach course, an approach transition need not be selected with the approach. The pilot flies the specified vectors and arms LNAV. The FMS automatically captures the final approach course. The altitude selector must not be set below the published MDA until the runway is visible and the approach is made. Before flying the approach, the waypoints, as well as constraints in the procedure, must be verified with the approach charts. When the database contains more waypoints for the procedure than the chart actually shows, the flight plan must reflect the selected procedure. The database does not contain step down fixes on the final approach when the constraint at the step down fix is satisfied by the vertical descent path into the MAP.

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Navigation 6-72

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Following selection of an approach, the following must NOT be performed to the approach procedure: Adding waypoints into the middle of an approach procedure. Relocating procedure waypoints in the flight plan. Removing waypoints from an approach procedure (other than by DELETING the FROM waypoint, performing a DIRECT--TO, activating another approach, or activating another flight plan), and then continuing to fly the procedure.

Changing the destination and then continuing to fly the approach procedure to the original destination.

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Adding holding patterns, orbits, or radial intercepts to approach waypoints.

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Changing an altitude or angle constraint associated with an approach waypoint.

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Navigation 6-73

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The examples, shown in Tables 6--1 and 6--2, illustrate approach transitions and how the FMS flies the transitions. Table 6-1 Typical FMS Pattern Displays - 1 Approach Transition Chart Depiction FMS Groundtrack

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Procedure Turn

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DME Arc

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 6-2 Typical FMS Pattern Displays - 2 Approach Transition Chart Depiction FMS Groundtrack

Teardrop

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See NOTE:

NOTE: Following sequence of WPT, the FMS turns to capture the final approach course. The FMS is not flying a defined ground track during this maneuver. Depending on speed and teardrop geometry, the FMS can roll wings level on a 45_ intercept to the final approach course. Typically, the aircraft is banked until the final approach course is captured.

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Navigation 6-75

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Holding Pattern Course Reversal

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Missed Approach
The missed approach is activated by pushing the TOGA button. When the TOGA button is pushed within 2nm of the FAF (APPR light on), the missed approach procedure is inserted into the flight plan following the MAP. The APPR annunciator turns off and the FMS goes into terminal mode.

POSITION SENSORS
One of the primary FMS tasks is to navigate the aircraft along a predefined flight plan. To do this, the FMS receives navigation data from various sensors on board the aircraft. From the available sensors, the FMS determines the best navigational mode, and combination of sensors, to give the most accurate aircraft position.

D D D D

GPS DME/DME VOR/DME IRS.

NOTE:

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The selection priority is based on estimated sensor accuracy with GPS being the most accurate sensor. When GPS is available, it is selected as first priority. In other words, the FMS position is equal to the GPS position. When more than one GPS position is available, the FMS position is equal to the blended GPS position. When GPS is used, other sensors are still monitored for position differences from the FMS position. Other sensors do not contribute to the FMS position unless GPS becomes unavailable or inaccurate. DME/DME is the next most accurate position. The FMS automatically tunes the scanning DMEs to give the best position from DME/DME.

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Load 23 utilizes a performance--based system to determine the best navigation mode.

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The priority of the navigation modes is as follows:

Navigation 6-76

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Navigation Mode

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VOR/DME updating is less accurate than DME/DME because of the VOR bearing error. The bearing error increases with distance from the NAVAID thus reducing the accuracy of the VOR/DME position as the aircraft moves away from the tuned NAVAID. IRS is the navigation mode where the FMS blends the available IRS sensors. This mode is used primarily when the aircraft is operating over water or in a sparse NAVAID environment. All sensor positions are continuously compared to the FMS computed position. When any sensor differs by more than 10 NM from the FMS position, a scratchpad message is displayed (example: CHECK IRS 1 POSITION). When the FMS is using GPS, DME/DME, or VOR/DME for updating, a position error for each IRS is continuously calculated and stored within the FMS. This calculated error is called an IRS bias. When the FMS starts using the IRSs for position updating, the actual position used by the FMS is each IRS position plus the last calculated bias for each IRS. At this point, the FMS position starts to drift with the IRS position. Once GPS, DME/DME, or VOR/DME updating is resumed, a new bias is calculated and IRS drift error has no impact on FMS position. Changing from one navigation mode to another is not instantaneous. For example, each time the radios are tuned, the radio position is lost for some time. However, the FMS annunciates the navigation mode as radio updating. Some mode changes require several minutes to complete. The following is an example of a typical transoceanic flight with an aircraft equipped with VOR/DME and IRS. The flight begins with the FMS operating in DME/DME mode. As the aircraft leaves DME coverage, the FMS transitions to IRS navigation. As the aircraft approaches radio coverage, the system returns to radio updating.

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For GPS equipped aircraft, the GPS is used for all phases of flight (departure, en route, oceanic, terminal, and approach). While the GPS is available and valid for navigation, the radios and IRS positions are not used in computing the FMS position. When the GPS becomes unusable for navigation, the FMS uses the next highest priority available sensor for navigation.

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Navigation 6-77

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Because of limits on the use of NAVAIDs, it is possible for the aircraft to approach controlled airspace before returning to radio updating. The pilot must assess the FMS position before entering controlled airspace. This assessment is done by checking the navigation mode on PROGRESS page 1 and cross--checking FMS position with raw VOR/DME information. The PPOS DIRECT crossing points page assists in cross--checking by giving the FMS bearing and distance to the selected station and comparing that to raw VOR/DME data. The POS SENSORS pages, shown in Figure 6--61, is selected from the NAV INDEX page or the POSITION INIT page. Sensors are grouped by type (IRS followed by GPS) and listed in numerical order.

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Using this page, it is possible to update the FMS position (UPDATE) and examine sensor positions and status (STATUS). This page is also used to determine which sensors are being used by the FMS for computing aircraft position. From this page, the pilot removes sensors from being used for position updating (refer to Procedure 6--10, page 6-114).

A U adjacent to the sensor position indicates the sensor is being used for navigation.

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Figure 6-61 POS SENSORS 1/1

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Navigation 6-78 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS estimates the performance of the selected navigation mode and expresses this as estimated position uncertainty (EPU) on the Progress page. When EPU exceeds RNP, or when the FMS determines the integrity of the position solution exceeds the allowable limit, the UNABLE RNP message is displayed and the Degrade condition is annunciated.

POSITION INITIALIZATION

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Figure 6-62 POSITION INIT 1/1

1L and 1R -- The last FMS position is displayed when the aircraft is on the ground. When the line select key adjacent to the LOAD prompt (1R) is pushed, the FMS is initialized to that position. This also serves to automatically update the cross--side FMS to the same position when the FMS is configured for DUAL. After loading a position, the prompt at 6R shows RTE for access to the flight planning function.

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Navigation 6-79

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POSITION INIT 1/1 -- Figure 6--62 is used to initialize the FMS position. This page is accessed from the NAV IDENT page or from the NAV INDEX page.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2L and 2R -- The reference waypoint (REF WPT) line is below the last FMS position. This line is filled automatically by the FMS or the pilot can make an entry at any time. In order of priority, the FMS fills in this line as follows:
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RUNWAY THRESHOLD -- When a departure runway has been selected in the active flight plan, the coordinates of the runway threshold are displayed. Using this feature, runway position is updated when the aircraft is at the end of the runway ready for takeoff. RAMPX WAYPOINT -- When a last position is available, the FMS compares the last position to the list of RAMPX waypoints. RAMPX waypoints are pilot--defined waypoints with the name of the RAMP plus any alphanumeric (0 through 9, A through Z) character.

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3L and 3R -- The position of the highest priority GPS is displayed. The priority order, from highest to lowest, is GPS 1, GPS 2. This order of priority applies to all FMSs. When the line select key adjacent to the LOAD prompt (3R) is pushed, the FMS is initialized to the GPS position.

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PROMPTS -- When none of the previously discussed waypoints are displayed, the FMS shows prompts. This is shown in Figure 6--62.

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AIRPORT REFERENCE POINT (ARP) -- When there is a last position available and no RAMPX waypoints are found within 3 NM, the FMS shows the closest ARP within 3 NM.

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When one (or more) is found within 3 NM of the last position, the closest one is displayed. When more than one RAMPX waypoint is defined for the same airport, the FMS selects the closest one to the last position. When multiple RAMPX waypoints are defined with the same latitude/longitude, the FMS selects the one with highest alphanumeric priority.

Navigation 6-80

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Once the correct coordinates are displayed, push the correct line select key (1R, 2R, or 3R) to load the position. This is shown in Figure 6--63. The position is loaded to the FMS and transmitted to any long--range sensors connected to the FMS.

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Figure 6-63 POSITION INIT 1/1 - LOADED -

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Navigation 6-81

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When the aircraft is in flight and the FMS position is valid, Figure 6--64 is shown. The update feature of the FMS is used only in flight. For additional details on updating the FMS position in flight, refer to page 6-83.

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Figure 6-64 POSITION INIT 1/1 - UPDATE -

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Navigation 6-82 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FMS Position Update


The pilot updates the FMS to a sensor position, or known position, using POSITION UPDATE. When POSITION UPDATE is activated, the FMS position is corrected to the selected position. Pushing the line select key adjacent to the UPDATE prompt (1R) on the POS SENSORS pages, shown in Figures 6--61, shows the FMS UPDATE page, which is shown in Figure 6--65. This page shows the current FMS position (1L), MANUAL prompt (2L), and a SENSOR prompt (2R).

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Figure 6-65 FMS UPDATE 1/1

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Navigation 6-83

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure 6--7 uses the manual position UPDATE feature by flying over a known position. In this example, the FMS position is checked when the aircraft passes over the ZUN VORTAC. Step Procedure 6-7 FMS Manual Position Update by Flyover 1 2 Select POS SENSORS from the NAV INDEX.

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Figure 6-66 POS SENSORS 1/1 Page

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Navigation 6-84 A28- 1146- 179 REV 5 Oct 2009
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Before reaching ZUN, select the UPDATE prompt (1R). This is shown in Figure 6--66.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-7 FMS Manual Position Update by Flyover 3 When the aircraft crosses over the NAVAID, select the MANUAL prompt (2L). This is shown in Figure 6--67.

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DETAILS -- The FMS position is recorded when the MANUAL prompt is pushed as the aircraft crosses over ZUN. This recorded position, labeled FREEZE POSITION, is displayed on the MCDU and shown in Figure 6--68. This is NOT the current FMS position. It is the FMS position when the manual prompt was pushed. The FMS continues to update current aircraft position.

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Figure 6-67 FMS UPDATE 1/1 Page

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Navigation 6-85
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-7 FMS Manual Position Update by Flyover 4 Enter either an identifier or coordinates for the REF WPT. This is shown in Figure 6--68. For this example, enter ZUN as the REF WPT.

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Navigation 6-86

Figure 6-68 FMS UPDATE 1/1 - REF WPT -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-7 FMS Manual Position Update by Flyover 5 Review difference between the FREEZE POSITION and the reference position. Select either CLEAR (6L) or ENTER (6R), as shown in Figure 6--69.

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DETAILS -- The FMS calculates the difference between ZUN and the FREEZE POSITION (FMS position when the aircraft overflew ZUN). Figure 6--69 shows the FMS position was 3.0 NM (1.3 NM South and 2.7 NM West) from ZUN when the aircraft flew over the NAVAID. At this point, one of two selections is made. When the ENTER prompt is pushed, a 3 NM correction is added to the present FMS position (1.3 NM North and 2.7 NM East). This jumps the current FMS position (which is constantly changing) 1.3 NM North and 2.7 NM East. When the CLEAR prompt is selected, no correction is applied to the FMS position.

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Figure 6-69 FMS UPDATE 1/1 w/ FREEZE POSITION

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00713.03 Navigation 6-87
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-7 FMS Manual Position Update by Flyover 6 For either selection, the FMS shows the current FMS position on the FMS UPDATE page. This is shown in Figure 6--70.

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Navigation 6-88

Figure 6-70 FMS UPDATE 1/1 - FMS UPDATE DETAILS -- Any position sensor set to receive an update is also updated to the new position.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Updating the FMS position to one of the long--range sensors is also possible, as described in Procedure 6--8. When the FMS position is invalid, this feature cannot be used to update the FMS position. Step Procedure 6-8 FMS Position Update to Long-Range Sensor 1 2 Select POS SENSORS from the NAV INDEX.

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Figure 6-71 POS SENSOR 1/1 - UPDATE -

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Navigation 6-89

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Select the UPDATE prompt (1R). This is shown in Figure 6--71.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-8 FMS Position Update to Long-Range Sensor 3 Select the SENSOR prompt. This is shown in Figure 6--72.

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Figure 6-72 FMS UPDATE

Navigation 6-90

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-8 FMS Position Update to Long-Range Sensor 4 Select the UPDATE prompt (right line selects), shown in Figure 6--73, for the sensor to be used for updating the FMS. In this example, IRS 1 (2R) is selected.

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Figure 6-73 POS SENSORS 1/1 - UPDATE (2R) -

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Navigation 6-91

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-8 FMS Position Update to Long-Range Sensor 5 Select ENTER at 6R to update the FMS position or CLEAR (6L) to reset the update function. This is shown in Figure 6--74. Following either selection, the FMS UPDATE page, shown earlier in Figure 6--70, is displayed with the current FMS position.

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DETAILS -- Any position sensors set to receive an update are also updated to the new position.

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Figure 6-74 FMS UPDATE Page

Navigation 6-92

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Sensor Status Pages


To check the status of a sensor, push the line select key adjacent to the STATUS prompt, shown in Figure 6--75, for that sensor on the POS SENSORS page.

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The paragraphs that follow describe the status pages used for each type of sensor (IRS, GPS). For all sensor types, selecting the POS SENSORS prompt at the bottom of any STATUS page returns the display back to the POS SENSORS page from which the sensor status was accessed. This is shown in Figure 6--75.

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Figure 6-75 POS SENSORS 1/1- Sensor Status -

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Navigation 6-93

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

INERTIAL REFERENCE SYSTEM (IRS) STATUS


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IRS(X) STATUS 1/1 -- Figure 6--76 shows the IRS status page when the IRS is operating in the NAV mode. Values shown are as follows: IRS Position Ground speed IRS Wind Drift Rate Miles from FMS Position Pitch Roll.

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The drift rate, calculated by the FMS, is the difference between the IRS and FMS position divided by the length of time the IRS has been in the NAV mode. When the IRS is in the ALIGN mode, the time to NAV is displayed. This is shown in Figure 6--77, Figure 6--78 and Figure 6--79.

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Figure 6-76 IRS 1 STATUS 1/1

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Navigation 6-94 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 6-78 IRS 1 STATUS - ALIGN IN MOTION -

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Figure 6-77 IRS 1 STATUS 1/1 - ALIGN -

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Navigation 6-95

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 6-79 IRS 1 STATUS - ALIGN IN MOTION ATT -

Navigation 6-96

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 6--80 shows the information displayed when the IRS is in the ATTITUDE mode.

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Figure 6-80 IRS 1 STATUS 1/1 - ATTITUDE -

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NOTE:

When the IRS is switched to the attitude mode, on the ground or in flight, the IRS magnetic heading is set to 000_. The correct magnetic heading must be entered on the STATUS page for proper navigation and autopilot/flight director operation. Use the magnetic heading from another, normally operating heading source, or the standby magnetic compass for input.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When the IRS is failed, the FAILED message is shown on the IRS STATUS page, as shown in Figure 6--81.

Figure 6-81 IRS 1 STATUS 1/1 - FAILED -

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Navigation 6-98

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

GLOBAL POSITIONING SYSTEM (GPS) STATUS


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GPS(X) STATUS 1/2 -- Figure 6--82 shows the following information: GPS Position Ground speed Altitude (altitude above the earth) Miles from FMS Position.

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Figure 6-82 GPS 1 STATUS 1/2

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Navigation 6-99

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

GPS altitude shown is the World Geodetic System 1984 (WGS--84) height above the ellipsoid (geoid height + height above MSL). The GPS altitude is not relative to pressure altitude, but is referenced to an earth--centered earth--fixed (ECEF) coordinate system. Pressure altitude is not relative to the same reference frame, but relative to the standard pressure or local pressure settings. Therefore, significant differences are seen between GPS altitude and pressure altitude. This concept is shown in Figure 6--83.

Figure 6-83 GPS ALTITUDE

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Navigation 6-100

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

GPS(X) STATUS 2/2 -- Figure 6--84 shows the following information: Horizontal integrity limit (HINT) Vertical integrity limit (VINT) Horizontal figure of merit (HFOM) Vertical figure of merit (VFOM) Time (UTC) and date Operating mode Satellites tracked.

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The fifth line shows the operational mode of the GPS. Possible operational modes are displayed as follows: ACQUISITION NAVIGATION COASTING DIFFERENTIAL.

The acquisition mode is used to acquire satellites after power is applied. The GPS tracks four satellites to acquire position. NOTE: For GPS only with no SBAS capability (Load 21), RAIM replaces HINT at LSK 1L.
Navigation 6-101

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Figure 6-84 GPS 1 STATUS 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

After being in the navigation mode, altitude aiding is the mode entered when fewer than four satellites are being tracked. In this mode, the GPS uses altitude from the air data system (ADS) to aid in determining position. NOTE: When the GPS is operated inside a hangar or other areas where signals cannot be received, the GPS detects this as a failure. In this case, cycling the power is necessary to restart the GPS.

Required Navigation Performance (RNP)

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Figure 6-85 RNP 1/1 - MANUAL -

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The required navigation performance (RNP) page is shown in Figure 6--85. This page is accessed from PROGRESS page 2/3 and is used for reviewing and/or changing the RNP value used for each of the different phases of flight. A manual override RNP value is entered on this page. See Section 7, Required Navigation Performance (RNP) for greater detail.

Navigation 6-102

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The last line of the GPS STATUS page indicates the number of satellites being tracked and used by the GPS.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L -- This line shows the manual override RNP value. When one does not exist, entry prompts are displayed. Entry of a new RNP value is permitted. When a manual RNP is entered, it is displayed in large font as shown in Figure 6--86. When the new RNP value is greater than the required RNP for the current phase of flight, a separate confirmation page is given. Entry of DELETE clears the manual override RNP value. 2L, 3L, 1R, 2R, and 3R -- These lines show the default RNP values for each of the phases of flight in small characters. The pilot manually enters new RNP values that are displayed in large characters. Entry of DELETE returns the default value. 6R -- This line provides access to PROGRESS page 2.

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Figure 6-86 RNP 1/1

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Navigation 6-103

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Predictive Receiver Autonomous Integrity Monitor (RAIM)


In addition to RAIM for current conditions, the GPS receiver predictive RAIM calculation gives the pilot an indication as to whether the GPS satellite geometry is satisfactory for approach at the selected or expected arrival time. YES indicates RAIM is predicted to be within approach criteria. NO indicates RAIM is predicted to be unacceptable or unavailable. The predictive RAIM page is accessed by selecting the PRED RAIM prompt from any GPS STATUS page. When selected, the PREDICTIVE RAIM page, shown in Figure 6--87, is displayed.

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The PREDICTIVE RAIM page includes the following information:


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Predictive RAIM source (1L) Destination RAIM selection (DEST) prompt (1L) Destination identifier -- first line ETA at destination (2L) Destination RNP -- second line Predicted RAIM solution for destination (3L) Pilot--selection (PILOT SEL) prompt (1R)
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Navigation 6-104

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Figure 6-87 PREDICTIVE RAIM 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Pilot--selected identifier -- first line Pilot--entered time (2R) RNP -- second line Predicted RAIM solution for pilot--defined place (3R) Access to the position sensors (POS SENSORS) prompt (6L) Return access to the GPS status page (RETURN) (6R).

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Predictive RAIM is calculated using GPS almanac information. The almanac within the GPS is automatically updated when the GPS is on and tracking satellites. The almanac within the GPS is set invalid when older than 3.5 days. Should this occur, the message ALMANAC EXPIRED is displayed on the PREDICTIVE RAIM page. The almanac takes approximately 12--25 minutes to update once the GPS is tracking satellites. RAIM predictions are not possible with an expired almanac.

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Should the GPS fail or the interface between the FMS and GPS not work properly, the FMS shows the message PREDICTIVE RAIM UNAVAILABLE on the PREDICTIVE RAIM page.

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ETA is not enterable in this field, it is required for PREDICTIVE RAIM. In order for an ETA to be computed, the pilot must enter an ETD on the flight plan page. The ETD is appended to the origin field in LSK 1L on either the on--ground FLT PLAN page or the initial FLT PLAN page. ETD is entered on the FLT PLAN pages as either ORIGIN/ETD or /ETD. ETD is entered as UTC. ETA is updated on the PREDICTIVE RAIM page when the ETA from the active flight plan changes by more than 10 minutes.

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The FMS uses the high priority GPS for predictive RAIM. The priority order for FMS 1 is GPS 1, GPS 2. The priority order for FMS 2 is GPS 2, GPS 1. When only a single GPS is available, both FMSs use it for predictive RAIM.

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NOTE:

The PREDICTIVE RAIM page does not have the RNP display for users of Load 21.

Navigation 6-105

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Selecting the DEST prompt from the PREDICTIVE RAIM page shows DESTINATION RAIM 1/2 page. This is shown in Figure 6--88.

Figure 6-88 DESTINATION RAIM 1/2

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Destination identifier (1L)

Destination ETA from the active flight plan (1R) Destination RAIM predicted for the ETA (1R) Destination RAIM predicted for ETA--15 minutes (2L) Destination RAIM predicted for ETA--10 minutes (3L) Destination RAIM predicted for ETA--5 minutes (3L) Destination RAIM predicted for ETA+5 minutes (2R) Destination RAIM predicted for ETA+10 minutes (3R) Destination RAIM predicted for ETA+15 minutes (3R) Access to the position sensors (POS SENSORS) prompt (6L) Return access to the PREDICTIVE RAIM (PRED RAIM) page (6R).

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DESTINATION RAIM page 1/2 includes the following information:

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Navigation 6-106

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DESTINATION RAIM page 2/2 supports satellite deselection, as shown in Figure 6--89. From this page, the pilot selects which GPS satellites are to be excluded from the DESTINATION RAIM predictions. The pilot enters the pseudo--random noise (PRN) code for the satellite scheduled to be out of service according to published GPS NOTAMs.

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NOTE:

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2L, 2R, 3L, and 3R -- The satellite PRN is entered on these lines. Entry of *DELETE* results in the display of dashes. All PRN numbers are cleared after the aircraft has landed. Predictive RAIM at DEST is not available without a defined DEST and ETA for the DEST. An ETD is needed when predictive RAIM is required before takeoff.

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Figure 6-89 DESTINATION RAIM 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Selecting the PILOT SEL prompt from the PREDICTIVE RAIM page shows PILOT SELECT RAIM 1/2 page. This is shown in Figure 6--90.

Figure 6-90 PILOT SELECT RAIM 1/2

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Identifier (1L) Time (1R)

RAIM predicted for the ETA (1R) RAIM predicted for ETA--15 minutes (2L) RAIM predicted for ETA--10 minutes (3L) RAIM predicted for ETA--5 minutes (3L) RAIM predicted for ETA+5 minutes (2R) RAIM predicted for ETA+10 minutes (3R) RAIM predicted for ETA+15 minutes (3R) Access to the position sensors (POS SENSORS) prompt (6L) Return access to the PREDICTIVE RAIM (PRED RAIM) page (6R).

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PILOT SELECT RAIM 1/2 page includes the following information:

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Navigation 6-108

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PILOT SELECT RAIM 2/2 page supports satellite deselection, as shown in Figure 6--91. From this page, the pilot selects which GPS satellites are to be excluded from the PILOT SELECT RAIM predictions. The pilot enters the PRN code for the satellite scheduled to be out of service according to published GPS NOTAMs.

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While the GPS is computing, the predicted RAIM at the destination or pilot--selected waypoint, the FMS shows the message COMPUTING RAIM on the DESTINATION RAIM and PILOT SELECT RAIM pages.

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2L, 2R, 3L, and 3R -- The satellite PRN is entered on these lines. Entry of *DELETE* results in the display of dashes. All PRN numbers are cleared after the aircraft has landed.

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Figure 6-91 PILOT SELECT RAIM 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Additional Details About Pseudo Random Noise (PRN)


GPS satellites are identified by one of two unique numbers, satellite vehicle number (SVN) or PRN code. The SVN is the permanent physical identification number assigned to each satellite when launched. The SVN increments with each launch of a satellite as new satellites replace older ones. There are only 32 PRN codes available for use by the GPS satellites in the current GPS constellation. The PRN is a complex code of 1s and 0s, transmitted by a satellite, uniquely identifiying a satellite in the GPS constellation. The code is named pseudo--random because it is very long and seems to be a random sequence. The GPS system is designed for a maximum of 32 unique PRN codes transmitted by satellites within the constellation. A GPS receiver takes the satellite signal code and correlates it to one of the known stored 32 PRN codes within the receiver. By correlation with the satellite transmitted code, the receiver is able to determine which satellite it is receiving. Knowing this, the GPS receiver is able to make pseudo--range measurements in determining a given navigation solution.

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Navigation 6-110

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VOR/DME Page
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VOR/DME(X) X/2 -- Figure 6--92 shows the VOR/DME prompt on the POS SENSORS page. The VOR and DME data received from the radio is displayed. Each NAV radio received by the FMS has its own page. Access to the NOTAM page is at 6R.

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Figure 6-92 VOR/DME 1 - 1/2 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

NOTICES TO AIRMEN
The pilot prevents the FMS from using a particular VOR and/or DME station for position computations by using the NOTAM page. Stations are entered as temporary or permanent. Entries in the temporary column (up to 3) are deleted after the FMS is powered down (on completion of the flight). Entries in the permanent column (up to 3) are stored in FMS memory until removed by pilot--action.

Step Procedure 6-9 NOTAM Entries 1 2

Select POS SENSORS from NAV INDEX page 2. Select VOR/DME (6L) and then NOTAM (6R). Enter the NAVAID identifier into the scratchpad. Push a line select key under either the permanent or temporary column. This is shown in Figure 6--93.

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Figure 6-93 NOTAM NAVAIDS 1/1 3 Delete an entry by pushing the delete key. *DELETE* is displayed in the scratchpad. Then push the line select key adjacent to the NAVAID identifier. An entry is replaced with another NAVAID without first being deleted.
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Navigation 6-112

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Procedure 6--9 explains how to enter and delete entries from the NOTAM page.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

SENSORS BEING USED BY THE FMS


Position sensors in use are indicated by the letter U that is shown before the latitude--longitude position on the POS SENSORS page. Each FMS tunes its on--side radios. When the FMS is using VOR and DME data for navigation, a U is displayed in front of the NAVAID identifier on the VOR/DME page. In Figure 6--92, for example, the FMS is using FMN and TBS. When an FMS is able to tune the VOR and DME and the letter T is displayed, the FMS is tuning the station and verifying the data from the NAVAID before starting to use the station to compute the aircraft position. The class of a NAVAID and the aircraft altitude determine when the FMS tunes and uses a NAVAID for navigation. The class of a NAVAID is determined by entering the NAVAID identification on the DATA BASE WPT or PILOT WAYPOINT page. The class of the NAVAID is different in the FMS than the published class. This is because the FMS database class is adjusted to a lower class where stations on the same frequency interfere with each other at the higher class range limits. Table 6--3 lists the range and altitude limits used in selecting NAVAIDs for use. Table 6-3 Range and Altitude Limits for VOR/DME

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VOR/DME NAVAID Class Terminal Low High

Aircraft Altitude

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12,000 ft MSL 18,000 ft MSL N/A 12,000 ft MSL > 12,000 ft MSL

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Unrestricted

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40 NM 70 NM

Lateral Distance

Lesser of 130 NM or Line of Sight Lesser of 130 NM or Line of Sight Lesser of 200 NM or Line of Sight

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Navigation 6-113

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Position Sensor Deselection


To prevent the FMS from using a sensor for position computations, use Procedure 6--10. Step Procedure 6-10 Position Sensor Deselection 1 2 3 Select POS SENSORS from the NAV INDEX.

4 5

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Push the left line select key next to the sensor to be used. The DESEL adjacent to the sensor identifier is deleted and when the sensors are valid, a U is displayed adjacent to the sensor position and the FMS can use the sensor.

Navigation 6-114

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To reselect the deleted sensor, push the delete key and *DELETE* is displayed in the scratchpad.

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Push the left line select key on the SENSOR page next to the sensor that should no longer be used. DESEL is displayed adjacent to the sensor identifier and the U is removed adjacent to the sensor position.

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Push the delete key (DEL). *DELETE* is displayed in the scratchpad.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

To prevent the FMS from using a VOR/DME radio, use Procedure 6--11. -11 VOR/DME Deselection Step Procedure 61 2 3 4 5 Select POS SENSORS from the NAV INDEX. Select VOR/DME (6L). Select the desired VOR/DME by using the NEXT/PREV keys.

1. NAV page

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2. Identifier 3. Frequency. The FMS maintains a Candidates List of up to 30 local NAVAID stations obtained from the NAV database. The Candidates List contains the NAVAIDs (of type VOR/DME, VORTAC, noncolocated VOR/DME, DME, or VOR) closest to the aircraft and within a maximum range of 320 nautical miles of the aircraft. (The term noncolocated VOR/DME also includes noncolocated VORTACs. The term DME also includes TACANs.) The Candidates List is sorted such that the closest NAVAID to the aircraft is first.

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Tuning the NAV radios through the FMS is possible using the following three different methods:

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The last three lines of the PROGRESS page 1, shown in Figure 6--94 of Procedure 6--9, are dedicated to the VOR and DME (NAV) radios. The currently tuned frequencies and VOR identifiers for those radios are displayed under the headings NAV 1 and NAV 2.

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TUNING NAV RADIOS

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Push one of the left line select keys next to a station identifier. DESEL is removed from the selected station identifiers and the FMS can use the radio.

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To reselect the deleted radio, push the delete key and *DELETE* is displayed in the scratchpad.

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Push one of the left line select keys next to one of the station identifiers. DESEL is displayed adjacent to the selected station identifiers. This action is removing the selected radio (VOR and DME channels) from being used by the FMS.

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Push the delete key (DEL). *DELETE* is displayed in the scratchpad.

Navigation 6-115

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS assists tuning by showing the ten closest NAVAIDs from the Candidates List to the aircraft position. Tuning a NAV radio to one of the listed NAVAIDs by following Procedure 6--12. While the example is for NAV 1, the procedure applies to both NAV 1 and NAV 2. Step Procedure 6-12 NAV Tuning From Ten Closest Stations

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Figure 6-94 PROGRESS 1/3

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Select the NAV 1 (6L) or NAV 2 (6R) prompt at the bottom of the PROGRESS page, shown in Figure 6--94. In this example, NAV 1 is selected.

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Select PROG from the MCDU panel. When Page 1 is not displayed, select NEXT until it is.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-12 NAV Tuning From Ten Closest Stations 3 Select the desired station from the ten closest stations. This is shown in Figure 6--95. TFD is selected in this example.

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Figure 6-95 NAV 1 - 1/1 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-12 NAV Tuning From Ten Closest Stations 4 The PROGRESS page, shown in Figure 6--96, is displayed with TFD tuned.

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Figure 6-96 PROGRESS 1/3 - TFD -

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Navigation 6-118

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Tune the NAV radios using the station identifier by following Procedure 6--13. Step Procedure 6-13 NAV Tuning by Identifier 1 2 3 4 Select PROG from the MCDU panel. When Page 1 is not displayed, select NEXT until it is. Enter the station identifier into the scratchpad.

The FMS tunes the NAV radio and shows the identifier and frequency on the PROGRESS page.

Tune a NAV radio by frequency following Procedure 6--14. Step Procedure 6-14 NAV Tuning by Frequency 1 2 3 4 Select PROG from the MCDU panel. When Page 1 is not displayed, select NEXT until it is. Enter the frequency into the scratchpad.

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The FMS does not use ILS LOC/GS data for position computations. When a DME is associated with an ILS, the FMS uses it in position computation.

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The FMS tunes the radio to the entered frequency and searches the Candidates List of local NAVAIDs. When no match is found, the FMS then searches the NAVAIDs listed in the flight plan (e.g., ILS). The frequency and identifier of the first matching NAVAID is displayed on the PROGRESS page. When no matches are identified, the identifier field remains dashed.

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Push the line select key adjacent to NAV 1 (5L) or NAV 2 (5R).

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Navigation 6-119

Push the line select key adjacent to NAV 1 (5L) or NAV 2 (5R).

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Autotune
The tuning mode is in autotune when the FMS is tuning the VOR. To select autotune, follow Procedure 6--15. In autotuning, the FMS automatically selects a NAVAID, tunes it, and checks the data from the NAVAID. No pilot--interaction is required. During autotuning, the FMS tunes the VOR the pilot would most likely tune when possible. When the VOR is required for navigation, the FMS tunes the VOR so the most optimum VOR/DME position is established.

Step Procedure 6-15 NAV Tuning by Selecting Autotune 1 Confirm that the VOR radio is not selected as the navigation source on either side EDS. This includes the VOR mode, ILS mode, or preview mode.

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Select PROG from the MCDU panel.

Confirm that the VOR radio is in the manual tune mode.

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Navigation 6-120

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The FMS autotunes the localizer frequency for localizer--based approaches. For localizer autotuning, frequency confirmation from the NAV receiver is performed, but the data is not checked by the FMS. The pilot must rely on the primary instrument flags to determine the validity of the signals.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-15 NAV Tuning by Selecting Autotune 4 Use the DEL key to enter *DELETE* into the scratchpad, as shown in Figure 6--97.

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Figure 6-97 PROGRESS 1/3 - DELETE -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-15 NAV Tuning by Selecting Autotune 5 Line select to LSK 5L or LSK 5R on the RADIO TUNING or PROGRESS page. The FMS switches to autotuning mode, as shown in Figure 6--98.

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With autotuning active, when VOR or LOC is selected as the navigation source on EDS. Autotuning ceases and manual tune is indicated on the PFD active NAV frequency shown in green. FMS AUTO is removed from the MCDU RADIO page. With autotuning active, when Preview is selected, autotuning discontinues. However the PFD and MCDU RADIO pages continue to indicate autotune. When Preview is deselected, autotuning resumes. In Preview mode, the FMS automatically tunes the ILS specified in the arrival procedure when either the aircraft sequences onto an active ILS approach procedure leg or the aircraft is within 30 NM of the destination runway. This is indicated by the PFD active NAV frequency shown in green and FMS AUTO removed from the MCDU RADIO page.

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Autotune is indicated by the magenta NAV active frequency on the PFD and green FMS AUTO on the adjacent field to the active NAV frequency on the MCDU RADIO page.

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NAV Tuning

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Figure 6-98 PROGRESS 1/3 - AUTOTUNE -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Manual Tuning
The tuning mode is manual when the pilot has tuned the NAV radios through the FMS or from another radio tuning source. The FMS does not make changes to the frequency the pilot has selected. Radio tune sources are the PFD, RADIO page on the MCDU and the PROGRESS page. When the FMS is not in DUAL mode, the FMS cannot tune the VOR or associated DME channel. Tuning is done by the pilot through: The on--side NAV radio, FMS PROGRESS page.

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CONVERSION 1/4 -- Figure 6--99 shows conversion between English and metric units for length, weight, and volume.

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The CONVERSION pages enables the pilot to convert between commonly used units. The first two pages generate conversion between English and metric units. The third page generates weight/volume conversions. The last page supports QFE/QNH conversions.

Figure 6-99 CONVERSION 1/4


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CONVERSION

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01634.01

Therefore, when NOT in DUAL, the off--side NAV radio cannot be tuned by the PROGRESS page. The FMS still tunes the blind channels of the scanning DME during this mode.

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Navigation 6-123

The radio tune sources on the PFD, MCDU radio page

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L -- Entry of feet on this line results in a display of the equivalent meters at 1R. 1R -- Entry of meters on this line results in a display of the equivalent flight level (FL) and feet at 1L, as shown in Figure 6--100. Note that in some locations of the world, the metric altitude assigned by ATC does not round to the nearest FL. The FMS has been designed to accommodate these conditions.

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2L and 2R -- Entry of pounds or kilograms results in a display of the equivalent weight in the opposite unit. 3L and 3R -- Entry of gallons or liters results in a display of the equivalent weight in the opposite unit.

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Figure 6-100 CONVERSION 1/4 - METERS -

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NOTE:

Pilot responsibilty is to verify the FL shown by the FMS agrees with the metric altitude conversions shown on en route navigation charts.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CONVERSION 2/4 -- Figure 6--101 shows conversion between English and metric units for temperature, velocity, and distance.

Figure 6-101 CONVERSION 2/4 1L and 1R -- Entry of temperature on this line results in a display of the equivalent temperature in the opposite unit. 2L and 2R -- Entry of knots or meters per second on this line results in a display of the equivalent velocity in the opposite unit. 3L and 3R -- Entry of nautical miles or kilometers on this line results in a display of the equivalent distance in the opposite unit.

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01103.01 Navigation 6-125

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CONVERSION 3/4 -- Figure 6--102 shows conversion between English and metric units for weights and volumes. The conversion is based on a specific weight shown on the page. The specific weight is changed by the pilot.

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Figure 6-102 CONVERSION 3/4

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Navigation 6-126

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Entry of pounds, kilograms, gallons, or liters results in display of the remaining parameters. Figure 6--103 is an example with an entry of 10,000 pounds.

Figure 6-103 CONVERSION 3/4 - 10K 1L -- Entry of pounds on this line results in a display of the equivalent gallons (2L), kilograms (1R), and liters (2R). The conversion is based on the specific weights shown at 3L and 3R.

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2L -- Entry of gallons on this line results in a display of the equivalent pounds (1L), kilograms (1R), and liters (2R). The conversion is based on the specific weights shown at 3L and 3R.

2R -- Entry of liters on this line results in a display of the equivalent pounds (1L), kilograms (1R), and gallons (2L). The conversion is based on the specific weights shown at 3L and 3R. 3L and 3R -- These lines show the specific weight (pounds per gallon and kilograms per liter) to be used for the conversion. Pilot--entry of specific weight is permitted. The value is retained in memory and is not lost following shut down of the FMS. See Section 11, Multifunction Control Display Unit (MCDU) Entry Format, for entry ranges and format.

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1R -- Entry of kilograms on this line results in a display of the equivalent gallons (2L), pounds (1L), and liters (2R). The conversion is based on the specific weights shown at 3L and 3R.

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01104.01 Navigation 6-127

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 6--104 shows the variation of the specific weight of fuel as temperature varies.

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Figure 6-104 Average Specific Weight Variation of Aviation Fuels and Lubricants
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CONVERSION 4/4 -- Figure 6--105 shows the QFE--QNH conversion page. This page is designed to support QFE/QNH conversions and compute conversions between barometric altimeter units.

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QNH altimeter settings result in the altimeter showing the aircraft altitude above mean sea level based on the local station pressure. When an altimeter is set to QFE, the aircraft altitude is shown above a station. With the altimeter set to QFE and the aircraft on the ground, the altimeter shows zero ( 0 ). Inflight QFE gives height above ground level (without consideration for nonstandard temperature).

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Figure 6-105 CONVERSION 4/4

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Assuming an elevation exists at 1R, entry of a QNH or QFE (in any unit) results in the display of the remaining parameters. Figure 6--106 is an example with a QNH entry of 29.92. When an elevation does not exist, the FMS is unable to convert to the QFE/QNH altimeter setting. Under this condition, the FMS computes and shows the equivalent unit(s) for the entered altimeter setting.

1R -- This line is used for entering the airport elevation. The default elevation is the destination elevation in the active flight plan. When an approach is selected, the runway elevation is used as the default. Pilot--entry of elevation is permitted. Entering *DELETE* returns the default elevation. QFE/QNH conversions require an elevation. Elevation must be entered in feet.

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2R -- Entry of QNH in inches of mercury on this line results in the display of the equivalent QNH in millibars/hectopascals (3R) and millimeters (4R). When an elevation exists at 1R, the FMS computes and shows the equivalent QFE in inches of mercury (2L), millibars/hectopascals (3L), and millimeters (4L). Entering *DELETE* returns the default of dashes.
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Figure 6-106 CONVERSION 4/4 - 29.92 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

3R -- Entry of QNH in millibars/hectopascals on this line results in the display of the equivalent QNH in inches of mercury (2R) and millimeters (4R). When an elevation exists at 1R, the FMS computes and shows the equivalent QFE in inches of mercury (2L), millibars/hectopascals (3L), and millimeters (4L). Entering *DELETE* returns the default of dashes. 4R -- Entry of QNH in millimeters on this line results in the display of the equivalent QNH in inches of mercury (2R) and millibars/hectopascals (3R). When an elevation exists at 1R, the FMS computes and shows the equivalent QFE in inches of mercury (2L), millibars/hectopascals (3L), and millimeters (4L). Entering *DELETE* returns the default of dashes. 2L -- Entry of QFE in inches of mercury on this line results in the display of the equivalent QFE in millibars/hectopascals (3L) and millimeters (4L). When an elevation exists at 1R, the FMS computes and shows the equivalent QNH in inches of mercury (2R), millibars/hectopascals (3R), and millimeters (4R). Entering *DELETE* returns the default of dashes. 3L -- Entry of QFE in millibars/hectopascals on this line results in the display of the equivalent QFE in inches of mercury (2L) and millimeters (4L). When an elevation exists at 1R, the FMS computes and shows the equivalent QNH in inches of mercury (2R), millibars/hectopascals (3R), and millimeters (4R). Entering *DELETE* returns the default of dashes. 4L -- Entry of QFE in millimeters on this line results in the display of the equivalent QFE in inches of mercury (2L) and millibars/hectopascals (3L). When an elevation exists at 1R, the FMS computes and shows the equivalent QNH in inches of mercury (2R), millibars/hectopascals (3R), and millimeters (4R). Entering *DELETE* returns the default of dashes.

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Navigation 6-131

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

HIGH LATITUDE FLYING


The following paragraphs describe flying at high latitudes.

Polar Region: IRS Equipped Aircraft


Entering the polar region (above 89_ N or below 89_ S) results in the message ENTERING POLAR REGION being shown. When entering the polar region, the FMS uses its highest priority sensor for navigation. Sensor blending is suspended and the FMS position is slowly ramped to the position of its highest priority sensor. Under normal circumstances, FMS 1 uses IRS 1 and FMS 2 uses IRS 2. When the highest priority sensor has failed, the next priority sensor is used. The POS SENSORS page indicates which sensor is being used. Under normal operations, the on--side IRS is used as the heading source by EDS (IRS 1 for the pilot and IRS 2 for the copilot). When the EDS and FMS are using the same IRS, the EDS shows a 180_ reversal at the same time the FMS crosses the pole.

Correctly flown holding patterns are possible while in the polar region. However, the EDS airplane symbol does not always show on the holding pattern. The display error is more pronounced the further away the aircraft is from the holding fix and/or the closer the aircraft is to the pole. When a holding pattern is hand flown in the polar region, the HSI presentation must be used for required track and deviation. Since the FMS uses the highest priority IRS (GPS when no IRS is available) and the IRS position cannot be updated, manual FMS position update is not permitted in the polar region. During operations in the polar region, FMS lateral offset is inhibited. Any entered lateral offset is removed when entering the polar region.

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While flying in the polar region, the FMS uses TRUE heading instead of MAG heading for radio navigation. For more information on switching between MAG and TRUE heading, see page 6-159.

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The plan mode for the EDS map display is not useful while at or near the pole. The information presented is correct, but the presentation is not useful because the plan mode is presented North up. When at the North pole for example, everything is South. Therefore, the plan mode must not be used during operations at or near either pole. Instead, use the regular map mode.

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When leaving the region (below 88_ N or above 88_ S), the message EXITING POLAR REGION is displayed. The FMS resumes sensor blending and slowly ramps from the high priority sensor position to the blended sensor position.

Navigation 6-132

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

PATTERNS
The PATTERNS page is accessed through the NAV INDEX page. The procedures for selecting and defining all patterns are similar. In addition to the pilot--defined patterns, some procedures, such as approach procedures, contain patterns. These database patterns are added to the flight plan when activating the approach procedure.

Pattern Definition
Figure 6--107 shows each pattern type. Procedures for using each pattern type are contained in this guide. The following patterns, along with page numbers for more detailed information, are available in the FMS:
D D

PROCEDURE TURN (page 6-149) FLYOVER (page 6-152).

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Figure 6-107 Pattern Formats

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HOLD (page 6-135)

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Pattern Review
Patterns activated into the flight plan are reviewed at any time. This is performed by selecting the PATTERNS prompt at 3L, shown in Figure 6--108 and then selecting REVIEW (6L). The pilot reviews all patterns of all types in the applicable flight plan.

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Figure 6-108 NAV INDEX 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Holding Pattern
The HOLDING PATTERN page is used to define and review holding patterns. Holding quadrant, inbound course, turn direction, and leg length or time of the inbound leg of a holding pattern is defined on the HOLDING PATTERN page. Figure 6--109 shows a typical holding pattern.

Figure 6-109 Typical Holding Pattern

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The holding pattern entry type is based on the geometry shown in Figure 6--110.

Figure 6-110 Entry Geometry

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DEFINING A HOLDING PATTERN A holding pattern is defined and reviewed by following Procedure 6--16. Step Procedure 6-16 Holding Pattern Definition and Review 1 Select the HOLD prompt from the NAV INDEX. When there is no HOLD in the flight plan, *HOLD* is automatically placed in the scratchpad. Otherwise, select NEW HOLD in 6L. This is shown in Figure 6--111. An alternative is to select PATTERNS from the NAV INDEX.

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Figure 6-111 NAV INDEX 1/2

Navigation 6-136

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-16 Holding Pattern Definition and Review 2 Push the line select key adjacent to the desired holding fix waypoint. This is shown in Figure 6--112. In this example, MCW (2L) is selected.

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Figure 6-112 ACTIVE FLT PLAN 6/9

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-16 Holding Pattern Definition and Review 3 Review the default holding pattern definition. This is shown in Figure 6--113. When no changes are required, go to step 10. Make changes, as necessary, using the required steps.

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NOTE:

Enter any inbound course and/or turn direction and push line select 3L. The entry is made by entering the course followed by a slash ( / ) and then an L or R into the scratchpad. For changes only the inbound course, enter the course into the scratchpad. For changes only to the turn direction, enter a slash ( / ) followed by an L or R.
Entries are inhibited 1 minute prior to holding.

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DETAILS -- The default holding is a standard holding pattern at the designated holding fix with the inbound course set to the flight plan course into the holding fix. Leg times are defaulted to 1 minute below 14,000 ft and 1.5 minutes at or above 14,000 ft.

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Figure 6-113 HOLDING PATTERN 1/1

Navigation 6-138

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-16 Holding Pattern Definition and Review 5 Review the holding quadrant and entry procedure. Holding quadrant entry is not required nor recommended. The FMS displays the holding quadrant based on the inbound course entered by the pilot. No entries are permitted for the entry procedure. DETAILS -- Holding quadrant is entered by the pilot. When this occurs, the FMS sets the inbound course to the cardinal heading associated with the entered quadrant. This overwrites any pilot--entered inbound course. Thus, pilot--entry is not recommended for holding quadrant. Possible entries for the quadrant are as follows: Quadrant Inbound Course N (180_) NE (225_) E (270_) SE (315_) S (000_) SW (045_) W (090_) NW (135_)

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-16 Holding Pattern Definition and Review 6 The FMS displays a speed for holding at 1R on the HOLDING PATTERN page, as shown in Figure 6--114. When FULL PERF is active, the speed from the aircraft database (when available) is displayed. Otherwise, the predicted maximum endurance speed is shown. For PILOT SPD/FF or CURRENT GS/FF, the speed is the predicted speed at the waypoint from the flight plan. When a flight plan speed is not available, a default of 200 knots is displayed.

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Enter EFC time (ZULU time) at 4R. When a valid Hold EFC time is inserted and activated, all time and fuel predictions for waypoints beyond the hold are based on remaining in the hold until the expected clearance time has elapsed.

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Enter leg time (2R) or distance (3R). When a leg time is entered, the FMS computes the leg distance. When a distance is entered, time is computed. The FMS computation of leg time and distance use a ground speed of 200 KTS for holding patterns above/below 14,000 feet. Leg time defaults to 1.5 minutes at or above 14,000 feet and 1 minute below 14,000 feet.

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Figure 6-114 HOLDING PATTERN 1/1 Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-16 Holding Pattern Definition and Review 9 Select the ACTIVATE (6R) or the CLEAR (6L) prompt. This is shown in Figure 6--115. ACTIVATE is selected in this example.

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DETAILS -- When CLEAR is selected, FLIGHT PLAN page 1 is displayed.

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When ACTIVATE is selected, the holding pattern is entered into the MOD flight plan and is then canceled or activated.

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Figure 6-115 HOLDING PATTERN 1/1 - ACTIVATE -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-16 Holding Pattern Definition and Review 10 Confirm placement of holding pattern in the flight plan. This is annunciated by the reverse video letter H next to the holding fix on the ACTIVE FLT PLAN page. This is shown in Figure 6--116. Parallel and Teardrop hold entry patterns are shown on the MFD when the next HOLD is on the active or subsequent leg in the flight plan. This feature is controlled by APM.

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Figure 6-116 ACTIVE FLT PLAN 5/8

Navigation 6-142

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

HOLDING AT PRESENT POSITION Procedure 6--17 describes holding at present position. Refer to Procedure 6--16, page 6-136, for basic holding pattern definition. HOLD entry patterns are displayed for both the PFD ARC and MFD Map displays when the holds are computed with a parallel entry or teardrop entry. Step Procedure 6-17 Holding at Present Position 1 Select the HOLD prompt from the NAV INDEX. *HOLD* is placed in the scratchpad. An alternative is to select PATTERNS from the NAV INDEX. Push the line select key (1L) of the FROM waypoint (first waypoint on the first page of the ACTIVE FLT PLAN).

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Select INSERT (6R) or CANCEL (6L).

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Delete the holding pattern from the ACTIVE FLT PLAN page by following Procedure 6--18. Refer to Procedure 6--19 for deleting holding pattern from the HOLDING PATTERN page. Step Procedure 6-18 Deleting a Holding Pattern From the Active Flight Plan Pages 1 2 3 Display the active flight plan page showing the holding fix waypoint. Push the delete key. *DELETE* is displayed in the scratchpad. Push the line select key to the left of the waypoint with reverse video of H. This deletes the HOLD but not the waypoint. A second *DELETE* deletes the waypoint.
Navigation 6-143

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Once a holding pattern has been defined and activated, deleting the holding pattern is possible before crossing the holding fix. This is performed by deleting the pattern from the ACTIVE FLIGHT PLAN page or from the HOLDING PATTERN page.

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DELETING A HOLDING PATTERN

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Holding at the present position is only done when LNAV is captured and the crosstrack error is less than 0.25 NM.

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The HOLDING PATTERN page with *PPOS (present position) as the holding fix is displayed. Make any necessary changes.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-19 Deleting a Holding Pattern From the Holding Pattern Page 1 2 Display the HOLDING PATTERN page. Refer to Procedure 6--17 on page 6-143. Select the DELETE prompt at 6R. This is shown in Figure 6--117.

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Return to the Active Flight Plan page and activate any changes.

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Figure 6-117 HOLDING PATTERN 1/1 - DELETE -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

EXITING A HOLDING PATTERN The EXIT prompt is used to exit the holding pattern. This prompt is displayed on the ACTIVE FLT PLAN page. One minute before initial arrival at the holding fix, the ACTIVE FLT PLAN page shows the EXIT prompt. This is shown in Figure 6--118. When selected before the holding fix is crossed, the holding pattern is deleted from the flight plan.

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Figure 6-118 ACTIVE FLT PLAN 1/3

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After crossing the holding fix, when the EXIT prompt is selected, the aircraft turns back to the holding fix, crosses the fix, and continues with the flight plan. Similarly, when the operator deletes the HOLD after crossing the holding fix, the aircraft exits the hold in the same manner as when the EXIT prompt had been selected.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Once the FMS starts holding at the fix and the EXIT prompt has been selected, the prompt is changed to RESUME HOLD on the ACTIVE FLT PLAN. This is shown in Figure 6--119. When RESUME HOLD is selected, the FMS resumes the holding pattern.

HOLDING PATTERN SIZE

The FMS has been designed to keep the aircraft within protected airspace during holding patterns. When the aircraft approaches a holding pattern at a ground speed that results in the aircraft exceeding protected airspace, the scratchpad message HIGH HOLDING GRD SPD is displayed 30 seconds before the aircraft crosses the holding fix. When this message is displayed, the ground speed must be reduced and the aircraft position, relative to the holding pattern, must be monitored. When the high ground speed is maintained, the aircraft can overshoot the outbound leg and possibly exceed protected airspace. HOLDING PATTERN COURSE REVERSAL Holding patterns that are part of the approach transition are used to reverse course and align the aircraft near the final approach course. These procedures are only available from approaches in the navigation database. This is similar to the procedure turn described on page 6-147.
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Figure 6-119 ACTIVE FLT PLAN 1/3 - RESUME HOLD -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The procedure is to exit after entering the holding pattern. For both teardrop and parallel entries, the FMS automatically changes to exit hold at the beginning of the entry. For direct entries, the FMS automatically changes to exit hold at the turn inbound to the hold fix. In both cases, the pilot resumes holding at any time before exiting the holding pattern. Should holding be resumed, exiting the holding pattern requires pilot action. PROCEDURE TURN COURSE REVERSAL Procedure turns are used to reverse course during an approach. A procedure turn is only available from approaches in the navigation database. Using this data, the FMS constructs the procedure turn with an outbound leg, a turn out leg, an arc leg, and an inbound leg. This is shown in Figure 6--120. Only the outbound leg and the procedure turn (PT) angle are adjustable.

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In the example, shown in Figure 6--121, the ILS Runway 5 at KHOT approach transition contains a procedure turn that begins at HOT VOR. The procedure turn begins with an outbound leg starting at the initial approach fix (IAF) HOSSY.
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Figure 6-120 Typical Procedure Turn

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 6-121 Hot Springs, AR ILS Rwy 5


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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure Turn
The FMS shows the ACTIVE FLT PLAN page with a P in reverse video next to HOSSY. This is shown in Figure 6--122. In addition, the procedure turn consists of HOSSY and the next two waypoints in the active flight plan.

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The FMS has been designed to keep the aircraft within protected airspace during procedure turns. When the aircraft approaches the procedure turn at a ground speed that results in the aircraft exceeding protected airspace, the scratchpad message HIGH PCDR TURN GRD SPD is displayed 1 minute before the aircraft crosses the fix.

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When this message is displayed, the ground speed must be reduced and the aircraft position, relative to the procedure turn, must be monitored. When the high ground speed is maintained, the aircraft can overshoot the turn inbound and possibly exceed protected airspace.

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Figure 6-122 ACTIVE FLT PLAN 3/4

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

While flying the procedure turn, PROCEDURE TURN is displayed at 1L on the ACTIVE FLIGHT PLAN page. A TURN prompt is displayed at 6L while the aircraft is on the outbound leg. This is shown in Figure 6--123. The TURN prompt is selected to immediately begin the turn out.

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Once the procedure turn has started, the active waypoint is *INT01. This remains the active waypoint until *INT01 is overflown on the way back to the FAF. In this example, the *INTXX waypoint (XX represents a number to distinguish from other *INTXX waypoints) is assigned the number 01 by the FMS.

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Figure 6-123 ACTIVE FLT PLAN 1/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DEFINING A PROCEDURE TURN Selecting the PCDR TURN prompt on the PATTERNS page shows the PROCEDURE TURN page. This is shown in Figure 6--124. The procedure turn fix is displayed at 1L, the boundary distance at 1R, and the inbound course at 3L. No changes to this data are permitted. The outbound leg length defined by distance (3R) or time (2R) and procedure turn angle (2L) can be changed. The outbound leg from HOSSY has a 3.5 NM default leg length while the default procedure turn angle is L45_.

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The default turn angle is changed from the PROCEDURE TURN page. Enter an angle between 20_ and 90_, prefixed with either an L (left) or R (right) that specifies the turn out direction. The outbound leg is also changed by either specifying the outbound time (OUTBD TIME) in minutes or outbound distance (OUTBD DIST) in nautical miles. The controlling entry is in large capital letters. When time is specified, the distance is calculated based on a ground speed at the procedure turn fix. The ground speed used when further away than a minute to the procedure turn fix is 210 knots. When within 1 minute of the fix, the current ground speed is used. After changing any of the parameters, the ACTIVATE prompt at 6R is displayed. Select this prompt to redefine the procedure turn. When the procedure turn is predicted to exceed the boundary distance, the outbound leg and the turn angle are displayed in reverse video. The procedure turn is still defined with these values.

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Figure 6-124 PROCEDURE TURN 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DELETING A PROCEDURE TURN Select *DELETE* from the scratchpad to waypoint that has the reverse video P. The procedure turn is deleted including the following two waypoints, but not the waypoint selected. *DELETE* cannot be selected to either of the following two waypoints of a procedure turn. An INVALID DELETE message is displayed when an attempt is made to delete these waypoints. EXITING A PROCEDURE TURN The procedure turn is flown automatically by the FMS and requires no manual exit. It is manually terminated while flying the procedure turn by selecting *DELETE* to either the PROCEDURE TURN header at 1L or the *INTXX waypoint at 2L. The inbound leg is made active and captured. The aircraft turns inbound according to the procedure turn direction. This process does not ensure compliance with procedure turn rules, but does give a manual procedure for turning inbound when requested by ATC.

Flyover Pattern

DEFINING A FLYOVER

Step 1 2 3 4

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Procedure 6-20 Flyover Pattern Definition Select PATTERNS from the NAV INDEX (Page 2). Select PATTERN prompt at 6L. As an alternative, PATTERNS is selected from the NAV INDEX (page 2). Select the FLYOVER prompt at 2L. This action places *FLYOVER* in the scratchpad. Push the left line select key adjacent to the desired flyover pattern fix waypoint. The flyover is displayed in the modified flight plan as a reverse video F adjacent to the course flown to the waypoint. Activate and the aircraft flies to the waypoint before the turn is started.
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Navigation 6-152

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Unlike holding patterns, no pilot--entered options are required for flyovers. Therefore, FLYOVER PATTERN has no dedicated page. Follow Procedure 6--20 to define a flyover.

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Under normal circumstances, the FMS begins a turn before reaching the waypoint (i.e., the aircraft is turned inside the waypoint). In some cases, the requirement is to proceed to the waypoint before commencing the turn. This is done by using the flyover pattern feature of the FMS. In many cases, flyovers are entered in the flight plan automatically when required from database procedures.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DELETING A FLYOVER Select *DELETE* from the scratchpad to delete the flyover. This creates a MOD FLT PLAN. After the changes have been reviewed, select ACTIVATE at 6R to return to the ACTIVE FLT PLAN. Only the flyover is deleted, not the waypoint. A second delete is used to delete the waypoint. EXITING A FLYOVER

Multiple Patterns

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When multiple patterns exist at a waypoint, the order of delete is FLYOVER, then HOLD. When a HOLD is defined on a waypoint with a FLYOVER, the FLYOVER is automatically deleted.

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HOLDING FLYOVER PROCEDURE TURN ARC TURN

Pattern Name

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Table 6-4 Multiple Patterns

NONE NONE HOLDING, FLYOVER HOLDING, FLYOVER

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Multiple patterns are possible in any given flight plan. Multiple patterns are also possible on a given waypoint. Refer to Table 6--4 for the possible combinations.

Additional Pattern Permitted

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Navigation 6-153

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There are no exit procedures. Either delete the flyover or the flight plan is changed to eliminate the flyover waypoint.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MAINTENANCE
The MAINTENANCE pages are used to verify the selected and active dual system modes, list failed sensors, and select true or magnetic mode for the FMS.

Operating Modes

3. Single -- No data is transferred between FMSs.

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2. Independent -- Only off--side radio tuning commands are transferred to the other FMSs automatically.

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1. Dual -- The active flight plan, performance entries, pilot--defined waypoints, stored flight plans, and offside radio tuning commands are transferred to the other FMSs automatically (no pilot action required).

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There are three configuration modes for those installations having two FMSs.

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The pilot cannot manually select the operating configuration of the FMSs as this is automatically selected.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

In all operating modes, position calculation is always independent in each FMS. Table 6--5 lists the requirements necessary for each operating mode. The FMS defaults to the SINGLE mode when the requirements for the DUAL or INDEPENDENT modes cannot be met. Table 6-5 Operating Mode Requirements Requirement FMS software version identical Navigation database and cycle identical Custom database identical FMS positions within 10 NM APM configuration settings identical Dual
X X X X X X

Independent
X

Single

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Master/Slave status identified by each FMS

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The master/slave relationship of the FMS is determined by which side is coupled. The coupled side is the master while the other is the slave. The new slave then synchronizes the flight plan and performance initialization with the master. When the custom databases do not match, the pilot must transfer the custom database before going to dual. Also noted, the FMS operating in the single system mode does not receive performance initialization data from the other FMSs.

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The FMS redundancy management software assigns the FMS operating mode as either DUAL, Independent or SINGLE. The active operating mode and resultant data transfers, including radio tuning, for the FMSs are determined using the normal operating modes.

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OPERATIONAL MODES

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MAINTENANCE 1/3 -- Figure 6--125 is dedicated to showing the operating group. In Figure 6--125, the active mode is DUAL, and the selected mode is DUAL.

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Figure 6-125 FMS 1 MAINTENANCE 1/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Failed Sensors
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MAINTENANCE 2/3 -- Figure 6--126 shows the currently failed sensors as determined by the FMS.

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The SETUP prompt (6L) is used to access the setup pages. Refer to FMS Setup Pages, page 6-161, for further details on this function.

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Figure 6-126 FMS 1 MAINTENANCE 2/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The SENSOR HISTORY prompt (6R) is used to show a list of sensors having failed sometime after takeoff during the current flight, but are not failed at the present time. Figure 6--127 shows the SENSOR HISTORY page.

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Figure 6-127 SENSOR HISTORY 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

True/Magnetic Selection
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MAINTENANCE 3/3 -- Dedication to selecting true or magnetic headings for the FMS and the horizontal situation indicator (HSI) heading display is shown in Figure 6--128. When TRUE is the active mode, all courses and headings displayed by the FMS are followed by the letter T. When MAG is the active mode, all courses and headings shown by the FMS are followed by a degree symbol (_) on the FMS pages.

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Figure 6-128 FMS 1 MAINTENANCE 3/3

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The active mode also reflects how courses are displayed on the HSI. When the FMS is selected as the navigation source for the HSI, the course shown by the FMS is relative to the mode shown for the ACTIVE HDG MODE on this page. The pilot toggles between magnetic and true by pushing the line select key at 2R. The RETURN TO SERVICE page is directly accessed by pushing the line select key at 6L. Refer to page 6-160 for additional details.

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Navigation 6-159

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Return to Service
FMS software identification and configuration information is given for display only, as shown in Figure 6--129. The functional software identifier and FMS software version are displayed on this page. Aircraft configuration data is shown in hexadecimal characters. The least significant configuration byte starts at the upper left line. This page gives verifiable identification for an FMS being returned to aircraft service.

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Figure 6-129 RETURN TO SERVICE 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FMS Setup Pages


The FMS contains setup pages for configuring operational options. The setup pages are accessible from MAINTENANCE page 2 using line select 6L, as described in Procedure 6--21. From this index page, the various setup pages are selected. Step Procedure 6-21 FMS Setup Page Access

Select SETUP prompt at 6L. This is shown in Figure 6--130.

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Figure 6-130 FMS 1 MAINTENANCE 2/3 Page

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Navigation 6-161

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Push the NEXT key to select page 2.

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Select MAINTENANCE from the NAV INDEX (page 2).

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-21 FMS Setup Page Access 4 The FMS SETUP page, shown in Figure 6--131, is displayed. Selectable options are as follows: D 1R -- FLIGHT CONFIG (refer to page 6-163)
D

2R -- ENGR DATA (refer to page 6-168)

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Figure 6-131 FMS SETUP 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FLIGHT CONFIGURATION Flight configuration is used to set many operating conditions of the FMS. FLIGHT CONFIG is accessed from the FMS SETUP line select 1R. For details regarding flight configuration setup, refer to Procedure 6--22. Step Procedure 6-22 Flight Configuration Setup

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Figure 6-132 FLIGHT CONFIG 1/2

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Review the current configuration shown in Figure 6--132. Make changes, as necessary, using the required steps.

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Select FLIGHT CONFIG (1R) from the FMS SETUP page. Refer to Procedure 6--21, page 6-161.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-22 Flight Configuration Setup 3 Set the BANK FACTOR. Enter desired bank factor into the scratchpad and line select 1L. The BANK FACTOR entry is used to set bank limits. The default is 15. Any number from 0 to 15 is entered. DETAILS -- The BANK FACTOR is the highest bank angle to be used by the FMS unless a higher angle is needed to maintain protected airspace. The FMS incorporates a model of the protected airspace that includes the tighter restrictions at low altitudes and approach or departure. The FMS checks each turn against the model and increases the bank angle above the entered BANK FACTOR, when required.

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FPL AUTO PAGE ON -- The FMS automatically advances the flight plan page, after a slight delay, when the fifth waypoint is entered on any given page. FPL AUTO PAGE continues until the destination is entered as a waypoint on the left side of the page.

When an airway is entered, the FPL AUTO PAGE does not advance the pages. FPL AUTO PAGE OFF -- All flight plan page changes are done using the NEXT and PREV keys.

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DETAILS

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Set FPL AUTO PAGE to ON or OFF at line select 2R. The FPL AUTO PAGE feature applies when building both active and stored flight plans.

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The BANK FACTOR is entered at any time but only on the master MCDU when operating in dual mode. When the FMS configuration changes from single to dual mode, the master bank factor overwrites the slave bank factor value.

Navigation 6-164

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A terminal BANK FACTOR of 20 degrees is used when flying a SID, STAR, Approach, or when the aircraft is within 30 NM (Terminal Area) of the departure/arrival airport. The bank factor in case of HOLD is fixed at 30 degrees.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-22 Flight Configuration Setup 5 Set ORG/DEST DISPLAY to ON or OFF at 3R. The default for this setting is OFF. This option applies to how flight origins and destinations are displayed on the MFD. DETAILS
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ORG/DEST DISPLAY ON -- The FMS lists the closest airports for display on the MFD. When this option is selected ON, the origin and destination airports are included in the list even when not among the closest airports. This option also shows the origin and destination airports as runway symbols. ORG/DEST DISPLAY OFF -- When the selection is OFF, the origin and destination airports are included only when among the closest airports. The origin and destination airports are displayed as normal waypoint symbols.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-22 Flight Configuration Setup 6 7 Push NEXT to select page 2. Review the current configuration shown in Figure 6--133. Make changes, as necessary, using the required steps.

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Note: See page 8-65 for TEMP COMP and page 7-13 for SBAS.

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Figure 6-133 FLIGHT CONFIG 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-22 Flight Configuration Setup 8 The FLIGHT SUMMARY output selection is displayed at 2L. The FLIGHT SUMMARY output permits the display and/or saving of the FLIGHT SUMMARY data following completion of the flight. Selection of the OR prompt at 2R shows the FLIGHT SUMMARY OUTPUT page, as shown in Figure 6--134.

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DETAILS
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MCDU -- When selected ON, the FLIGHT SUMMARY page automatically is displayed for 15 seconds following landing. PRINTER-- When selected ON, the FLIGHT SUMMARY page automatically is sent to the printer 15 seconds following landing. STORAGE -- When selected ON, the FLIGHT SUMMARY page is automatically downloaded to database files. FLTSUM STORAGE DEVICE -- Shows the various storage devices available.

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Figure 6-134 FLIGHT SUMMARY OUTPUT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

ENGINEERING DATA The ENGINEER DATA page is accessed using 2R on the FMS SETUP page. Figure 6--135 shows the index of available options. These functions are primarily used under the direction of Honeywell engineering in finding and solving problems with the FMS.

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1L -- The DEBUG prompt is used to access the DEBUG MONITOR CNTRL page. This page gives the capability of capturing the contents of the control--D buffer (information saved when an FMS reset occurs) to the data loader. 1R -- NT (NAVAID TUNING) DATA shows pages of information about each tuned NAVAID. These are display--only pages. No input is permitted. 2L -- DB (DATA BASE) VERIFY tests the database. When the navigation database becomes invalid, DB VERIFY must be run. Select this prompt, load the same database in the computer from disk, and record the FLASH failures (if any) at the end of the test.

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ENGINEER DATA 1/1 -- The ENGINEER DATA 1/1 is used to select various functions. For each function, additional pages can be shown.

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Figure 6-135 ENGINEER DATA 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2R -- Using DB (DATA BASE) HELP looks at a specific location within the database memory. Useful only under the direction of Honeywell engineering, since each database update changes memory locations. 3L -- Using CLEAR CDB (CUSTOM DATA BASE) clears the custom database. The options are to clear pilot--defined waypoints, stored flight plans, and NOTAMs. The FMS must be operating in independent or single mode to have access to the page. Clearing the custom database is not possible while operating in dual.

4R -- ZERO BITE clears the previous recordings of built--in test equipment (BITE) results. 5L -- RM index. 5R -- Query info.

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3R -- Using FPL WPTS (FLIGHT PLAN WAYPOINT) shows FMS internal data about waypoints in the flight plan. These are display--only pages. No input is permitted.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CROSSING POINTS
The CROSSING POINTS pages are used to determine the relationship of a waypoint relative to the current aircraft position. The FMS computes the following types of crossing points: 1. Direct--To a waypoint from the current aircraft position. 2. Point abeam a waypoint for the current flight plan. 3. Crossing radial from a waypoint for the current flight plan.

4. Crossing latitude/longitude given latitude/longitude for the current flight plan.

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CROSSING POINTS 1/1 -- Figure 6--136 is displayed after selecting the CROSS PTS prompt from the NAV INDEX 1 page. This page is an index of the available crossing point options.

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6. Point of no return (PNR) from any given waypoint. This option is only available when operating in FULL PERF mode (see page 5-7).

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5. Equal time point (ETP) between any two given waypoints. This option is only available when operating in FULL PERF mode (see page 5-7).

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Page 6-171 6-173 6-175

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Figure 6-136 CROSSING POINTS 1/1


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Page 6-174 6-172 6-177

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Present Position (PPOS) Direct


Select 1L from the display, shown in Figure 6--136, for direct--to information from the present position of the aircraft to any given waypoint. For example, to determine where DEN is relative to the current aircraft position, enter DEN into the scratchpad and push line select 1L. This is shown in Figure 6--137. At 1R, the radial and distance from DEN to the current aircraft position is displayed. The bottom half of the page shows the course, distance, ETE and the remaining fuel when the aircraft flies direct from the current position to DEN. The CROSS PTS prompt at (6L) returns to the CROSSING POINTS index.

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Figure 6-137 PPOS DIRECT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Point Abeam
When the PT ABEAM line select key (2R), shown in Figure 6--136, is pushed, the FMS computes the point along the flight plan where the aircraft passes abeam the entered waypoint. This is normally the closest point to the selected waypoint. Figure 6--138 shows an example. When required, the PT ABEAM definition at 2L (DEN/132/109 in the example) is selected to the scratchpad and inserted into the flight plan as a temporary waypoint.

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When no POINT ABEAM exists for the current flight plan, the message NO CROSSING POINT FOUND is displayed in the scratchpad.

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Figure 6-138 POINT ABEAM 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Crossing Radial
When the CROSS RADIAL (crossing a radial) prompt is pushed, (2L shown in Figure 6--136), the FMS computes the point along the flight plan where the aircraft crosses the designated radial. Enter the waypoint at 1L and the radial at 1R. This is shown in Figure 6--139. For example, entering the 180_ radial, the FMS projects the aircraft crosses the 180_ radial 117 NM from DEN. The crossing radial definition at 2L is inserted as a temporary waypoint.

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When the entered radial does not cross the flight plan, the message NO CROSSING POINT FOUND is displayed in the scratchpad.

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Figure 6-139 CROSS RADIAL 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Latitude/Longitude Crossing
Select 1R from the display, shown in Figure 6--136, to calculate the crossing latitude or longitude when either the longitude or latitude is entered. The course, distance, ETE, and fuel remaining are displayed when the aircraft proceeds directly to the waypoint. For example, to know where the aircraft crosses the 100_ West longitude line for the current flight plan, enter W100 at 1R. This is shown in Figure 6--140. The FMS computes the latitude. The FMS also shows the course, distance, ETE, and fuel remaining to fly directly from the current aircraft position to N33_24.9 W100_00.0. The computed point (2L) is line selected to the scratchpad and inserted in the flight plan as a temporary waypoint. When required, latitude is entered and the FMS calculates the longitude. When more than one intersection with the flight plan exists, the closest one is displayed.

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Figure 6-140 CROSS LAT/LON 1/1

When the flight plan does not cross the entered latitude/longitude, the message NO CROSSING POINT FOUND is displayed in the scratchpad.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Equal Time Point


Select 3L from the display, shown in Figure 6--136, to calculate the equal time point (ETP) between any given waypoints. The default waypoints are the origin and destination of the active flight plan. Any waypoints are entered at 1L and 1R. This is shown in Figure 6--141.

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When WPT 1 and/or WPT 2 are not the origin/destination, the ETP is the physical point along the flight plan between WPT 1 and WPT 2, where the time--to--go back to WPT 1 is the same as the time--to--go to WPT 2. The D> symbol indicates direct--to the identified waypoint. FP>ETP indicates along the active flight plan to the ETP. When the ETP location is behind the aircraft, PAST is displayed.

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When the WPT 1 and WPT 2 are the origin/destination, the ETP is the physical point along the flight plan where time--to--go back to the origin is the same as the time--to--continue to the destination.

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Figure 6-141 EQUAL TIME POINT 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FUEL digital readout is the amount of fuel remaining on arrival at the waypoint or ETP. The fuel remaining does not necessarily represent the fuel required to satisfy reserve requirements. The FUEL values shown are always fuel remaining at a given waypoint. NOTE: When the decision is made to go to WPT 1 or WPT 2, the FMS operates under the assumption that current operating conditions continue to prevail (i.e., the same altitude, engine fuel flow, etc.).

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Figure 6-142 CRUISE ALT WIND 1/1

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Since the waypoints might not be on the flight plan, winds are entered by selecting 6R. Cruise winds, shown in Figure 6--142, are entered for each of the two waypoints. The wind model is not changed when entries are made on this page. Select 6R to return to the EQUAL TIME POINT page.

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The data on the EQUAL TIME POINT page is updated each time the page is selected, or each time a new wind entry is made. When the page is left in view for an extended period of time, the data is not updated unless the page is deselected and then, reselected.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Point of No Return
Select 3R from the display, shown in Figure 6--136, to calculate the PNR from any given waypoint. The default waypoint is the origin of the active flight plan. Any waypoint is entered at 1L. This is shown in Figure 6--143. The default wind (1R) for the waypoint is supplied from the wind model. A cruise wind is entered for the waypoint. The wind model is not changed when entries are made on this page.

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D> indicates direct--to the waypoint shown. FP> indicates the distance and fuel remaining along the flight plan to the PNR. When the PNR location is behind the aircraft, PAST is displayed. Similarly, when the PNR location is beyond the destination, BEYOND DEST is displayed. The fuel remaining does not necessarily represent the fuel required to satisfy reserve requirements. The data on the POINT OF NO RETURN page is updated each time the page is selected, or each time a new wind entry is made. When the page is left in view for an extended period of time, the data is not updated unless the page is deselected and then, reselected.

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The PNR is the point along the flight plan where the fuel to reach the destination is less than the fuel to return to the WPT. The WPT is the origin (default) or any other waypoint.

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Figure 6-143 POINT OF NO RETURN 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DATA LOAD
The DATA LOAD page, shown in Figure 6--144, is used to access the database crossloading function of the FMS.

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In order to transfer data, the FMSs must be turned on and have compatible software versions. All steps are completed from just one of the FMSs. NOTE:

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The custom or aircraft databases are transferred from one FMS to the other. The custom or aircraft databases are transferred while the aircraft is on the ground or in the air.

Aircraft database crossloading is not permitted on Load 23. AIRCRAFT DB at LSK 1R is omitted.

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Crossloading Custom or Aircraft Database

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Figure 6-144 DATA LOAD 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Refer to Procedure 6--23 for generalized data loading procedures. Step Procedure 6-23 Database Transfer Between FMSs 1 Select the correct prompt, shown in Figure 6--145, for data to be transferred. In this example, the CUSTOM DB prompt at 1L is selected.

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Figure 6-145 DATA LOAD 1/1 Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-23 Database Transfer Between FMSs 2 Select the prompt for the source or destination of the selected data from the menu. This is shown in Figure 6--146. In this example, the TO FMS2 prompt at 2L is selected.

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Navigation 6-180

Figure 6-146 DATA LOAD 1/1 - CUSTOM -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-23 Database Transfer Between FMSs 3 Confirm selection and select YES (6R) or NO (6L) on the display. This is shown in Figure 6--147.

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Figure 6-147 DATA LOAD 1/1 - CONFIRM -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 6-23 Database Transfer Between FMSs 4 Progress monitoring is shown in Figure 6--148.

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Repeat steps 1 thru 4 for each FMS.

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When power is interrupted, ABORT is selected, or other problems that stop the loading process occur, the data load process must be repeated from the beginning. Refer to page 13-1 for a listing of data loader fault codes.

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The FMS indicates the percentage complete. When complete, the message DB TRANSFER COMPLETE is displayed and the FMS performs a restart when a navigation of aircraft database has been transferred.

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Figure 6-148 DATA LOAD 1/1 - TRANSFER -

Navigation 6-182

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Data Loading
When the data management unit (DMU) option is installed, the pilot has the capability to upload and download custom databases and aircraft databases to/from a PCMCIA--based memory card. This permits the pilot to define, save, and transfer frequently used routes and pilot--defined waypoints. Refer to Procedure 6--24 for upload procedure.

Select DATA LOAD from page 2 of NAV INDEX as shown in Figure 6--149.

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Select the database to be uploaded from the DMU. For example to upload navigation databases, select NAV DB prompt at LSK 2L.
NOTE: NAV databases and tailored databases cannot be loaded directly through the DMU using an FMS page on the MCDU. The DLS menu, using the MFD menu or remote PC, must be used to load a navigation or tailored database from the compact disk.

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Figure 6-149 NAV INDEX 2/2

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Step Procedure 6-24 Procedure to Upload Databases to the DMU

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Navigation Database Updating


Every 28 days, the navigation database in the FMS must be updated. The update is supplied by Honeywell. The navigation database is normally updated while the aircraft is on the ground. In--flight updating is permitted only when the navigation database is invalid (an out--of--date database is not an invalid navigation database). Follow Procedure 6--24 to update the navigation database using either the DL--800/900.

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Fuel used is reset when a cold start of the system is performed when on the ground or when an engine is re--started after a complete engine shutdown on the ground,

Figure 6-150 FLIGHT SUMMARY 1/1


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The contents of the page are saved following power--down of the FMS. The one exception is for FUEL USED. This is reset to zero. For quickturns, all the parameters except for fuel used are retained until takeoff following the quick turn. The page is then reset to reflect the new flight. The fuel used can be manually reset at any time. Selecting the DEL key followed by the selection of LSK 2L for fuel used on the FLIGHT SUMMARY page resets the total fuel used to zero.

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Figure 6--150 shows the FLIGHT SUMMARY page. This page shows a summary of the flight. The FLIGHT SUMMARY page is accessed from the NAV INDEX 1/2 page or the PROGRESS 3/3 page.

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FLIGHT SUMMARY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

1L and 1R -- These lines show the takeoff, landing, and en route time. No entry is permitted. 2L -- This line shows the fuel used for the flight. 2R -- This line shows the average TAS and GS for the flight. No entry is permitted. 3L and 3R -- These lines show the air and ground distance for the flight. No entry is permitted. 6R -- This prompt gives access to the PROGRESS 3/3 page.

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NOTES:

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4. When the PRINT option (3L) and the STORAGE option (4L) are disabled, 6L on the FLIGHT SUMMARY page is blank. The pilot is not able to perform either of these tasks.

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3. When the PRINT option (3L) is disabled and the STORAGE option (4L) is enabled, the SAVE prompt is displayed at 6L and the pilot can only perform the save function.

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2. When the PRINT option (3L) is enabled and the STORAGE option (4L) is disabled, the PRINT prompt is displayed at 6L and the pilot can only perform the print function.

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1. When the PRINTER option (3L) and the STORAGE option (4L) of the FLIGHT SUMMARY OUTPUT page, shown in Figure 6--134, are enabled, the PRINT/SAVE prompt is displayed on LSK 6L of the FLIGHT SUMMARY page. This permits the pilot to perform both of these functions simultaneously.

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Blank Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

7.

Required Navigation Performance (RNP)

INTRODUCTION
This section describes the concepts, functions and operations related to the required navigation performance (RNP 0.3) and RNP navigation database option (Load 23).

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2. Provide an additional boundary on error performance, which enables reduction in separation buffers derived from traditional collision risk methods. Procedures having RNP values associated with them are:
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SIDs (standard instrument departures) SID transitions STARs (standard terminal arrival routes) STAR transitions IAP (instrument approach procedure) transition IAP final approach segment.
Required Navigation Performance (RNP) 7-1

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1. Provide a means to facilitate the safety assessments for separation and obstacle clearance in the development of routes, areas, and procedures.

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RNP refers to a concept in which routes and instrument procedures are not restricted to the location of ground--based navigation aides. RNP is an area navigation capability intended to allow reduced lateral separation for all phases of flight. RNP airspace includes areas, routes, and procedures designed such that the aircraft must maintain its position within the designated accuracy for that airspace (taking into account navigation accuracy and flight technical error). The aircraft is required to maintain positional accuracy to within a specified radius for the current airspace 95% of the time. RNP provides for system designed--in performance assurance in the form of two times the RNP containment limit. The RNP containment limit is intended to serve, at a minimum, the following two purposes in the development of airspace:

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RNP is a statement of the navigation performance, accuracy, integrity, continuity and availability necessary for operations within a defined airspace.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

NOTE:

The final approach segment is defined as the flight path from the final approach fix (FAF) to the missed approach point (MAP).

PREFLIGHT CONSIDERATIONS

Dispatch RNP Assessment -- Prior to dispatch, the aircrew verifies the current receiver autonomous integrity monitor (RAIM) value on the GPS 1 STATUS page 2/2. The aircrew also verifies the availability of global positioning system (GPS) with RAIM at the destination either by checking the DEST RAIM or pilot--selected RAIM for the selected airport and estimated time of arrival (ETA) (see Section 6, Navigation, for more detail on RAIM). This information is available on the GPS STATUS PREDICTIVE RAIM page. A YES value on the page (without a specific RNP value displayed on the page) indicates RAIM is less than or equal to the selected RNP--approved minima.

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NOTE:

NAVAID Exclusion -- Applicable NAVAIDs with NOTAMs need to be entered on the FMS NOTAM NAVAIDS page. Navigation Database Currency -- During system initialization, the aircrew verifies the navigation database (NDB) is current.
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When the RNP approach requires an RNP of less than 0.3 and the (flight management system) FMS PREDICTIVE RAIM page does not display a RAIM value, a ground service must be used for checking the predictive RAIM values at the destination.

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In addition to the requirements of this section, the operator needs to comply with the general RNAV operating requirements, checking notices to airmen (NOTAMs), availability of navigation aids (NAVAID), airworthiness of aircraft systems, and aircrew qualification.

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In addition to approaches, SIDs can require reduced RNP values. The applicable operational procedures of this section must also be followed in this situation.

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RNP AR Approach Requirements - Area navigation (RNAV) RNP instrument approaches with AR (authorization required) are instrument approach procedures that require specific approval from the certification authorities prior to being flown. Prior to conducting an RNP AR approach, the aircraft needs approval, as documented in the Aircraft Flight Manual (Supplement). In addition, the crew needs to have the required training.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

IN-FLIGHT CONSIDERATIONS
Modification of Flight Plan -- The crew loads the RNP approach from the NDB using the FMS ARRIVAL selection. The lateral path cannot be modified unless accepting a clearance to go direct to a fix in the approach procedure prior to the FAF not immediately preceding an RF (radius to a fix) leg. The only other modification to the loaded procedure permitted is to change altitude and/or airspeed waypoint constraints on the initial, intermediate, or missed approach segments (e.g., to apply cold temperature corrections or comply with an (air traffic control) ATC clearance/instruction). GNSS Updating -- The aircrew verifies that the FMS APPROACH (APPR) annunciator is displayed prior to the FAF. This ensures GPS updating. When the DEGRAD annunciator or the RNP Alert (amber CDI (course deviation indicator), amber lateral or vertical deviation, UNABLE RNP scratchpad message) is displayed during the remainder of the approach, the pilot abandons the RNP AR approach unless visual conditions exist between the aircraft and runway of intended landing. Radio Updating -- Initiation of all RNP AR approaches is based on GPS updating. Except where specifically designated on a procedure as Not Authorized, DME/DME updating is used as a reversion mode during the approach or missed approach when the system complies with the RNP value. NOTE: The system automatically selects the best available navigation mode and provides an RNP alert/DEGRAD when the system estimate position of uncertainty (EPU) exceeds the RNP value.

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Approach Procedure Confirmation -- The flight crew confirms the correct procedure has been selected by comparison of the FMS waypoints and altitude constraints with the approach chart. The flight crew must confirm any pilot--entered changes to altitude and/or airspeed constraints. Track Deviation Monitoring -- Flight crew monitoring of the CDI and vertical deviation on the pilots PFD (primary flight display) is required during the approach. Full scale deflection (two dots) on the CDI corresponds to 1xRNP. The RNP value is displayed beside the CDI. Full scale deflection (two dots) for approach on the vertical deviation scale is 150 ft. The flight crew initiates a go--around when either the lateral or the vertical deviation is too large, unless visual conditions exist between the aircraft and the runway of intended landing. The deviation limits must not exceed 2 dots laterally and 1 dot vertically for RNP 0.30 and 1 dot laterally and 1 dot vertically for RNP less than 0.30.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

System Crosscheck -- For RNP approaches, the flight crew must use the enhanced ground proximity warning system (EGPWS) as a crosscheck of the lateral and vertical guidance to ensure terrain and obstacle clearance. Procedures with RF Legs -- The FMS has the ability to fly RF legs, which can contain speed and altitude constraints, contained in an NDB procedure. When flying an RF leg, flight crew compliance with the desired path is essential to maintain the intended ground track. LNAV and VNAV need to be engaged to ensure compliance with the desired groundtrack. Temperature Compensation -- When temperature compensation is available and configured on the FLIGHT CONFIG page and activated for the approach, the system provides the altitude compensation at flight plan waypoint constraints. See Section 8, Flight Plan, for details on VNAV approach temperature compensation. Altimeter Setting -- Due to the reduced obstruction clearance inherent in RNP AR instrument procedures, the flight crew needs to verify the most current airport altimeter is set to the FAF but no earlier than the initial approach fix (IAF). Execution of an RNP AR instrument procedure requires the current altimeter setting for the airport of intended landing. Remote altimeter settings are not permitted. Altimeter Crosscheck -- The flight crew needs to complete an altimetry crosscheck ensuring both pilots altimeters agree within +/--100 feet prior to the FAF but no earlier than the IAF. Nonstandard Climb Gradient -- When plans are to use the decision altitude (DA) associated with a nonstandard missed approach climb gradient, the operator needs to use the Aircraft Flight Manual (AFM), ensuring that the aircraft is able to comply with the published climb gradient for the planned aircraft loading, atmospheric conditions and operating procedures before conducting the operation. Engine-Out Procedures -- Guidance for conducting engine--out approach procedures and engine--out extraction is provided in the Aircraft Flight Manual.

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Go-Around or Missed Approach -- When flying a missed approach, flight crew compliance with the desired path is essential to maintain the intended ground track. When performing a go--around or missed approach, LNAV should be engaged. If LNAV disengages, the flight crew needs to re--engage LNAV by pushing the NAV button.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Required Navigation Performance (RNP) 7-5

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The amber lateral deviation scale, DGRAD (degrade) annunciator and UNABLE RNP scratchpad message provides alerting when the system EPU exceeds RNP. When these alerts are displayed during the approach, the pilot needs to abandon the RNP AR approach unless visual conditions exist between the aircraft and runway of intended landing. When these alerts are displayed during the missed approach (or during an RNP SID), a climb needs to be expedited, following FD commands, to the minimum safe altitude.

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Contingency Procedures -- System component failures are annunciated by way of crew alerting system (CAS) messages. In addition, the flight crew can assess sensor failures on the FMS FAILED SENSORS page. The FMS POS SENSORS page indicates the long range sensors (IRS and GPS) currently being used by the FMS. The RNP and EPU display on the PFD indicates the RNP and EPU for the current conditions. The UNABLE RNP NEXT WPT scratchpad message indicates the current EPU does not meet the RNP requirements at the next waypoint. When the UNABLE RNP NEXT WPT message is displayed, the flight crew must monitor the RNP and EPU values.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

RNP Approaches
RNAV RNP approaches are instrument--approach procedures having associated RNP values. Each leg of the approach procedure can have different RNP requirements, as shown in Figure 7--1. The RNP values are stored in the aircraft navigation database. The RNP values change as the aircraft is flown past the associated waypoints on the approach up to the final approach segment. The final approach segment can have up to three RNP values associated with different approach minimums with the low RNP option. The different minimums (associated with the different RNP values) are depicted in the minimums section of the approach plate, as shown in Figure 7--2.

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Figure 7-1 KLGB RNAV (RNP) Y RWY 30

Figure 7-2 RNAV RNP Approach Minimums


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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

An approach may have multiple RNP minima. Starting from the FAF and extending to the MAP, the RNP value changes to the RNP minimum value selected by the pilot when the approach is selected on the ARRIVAL page. When the pilot does not manually select an RNP minimum value, a default RNP value is automatically selected. The default RNP value is associated with the lowest approach minimums. When a missed approach is initiated at the MAP, the RNP value automatically changes to the RNP value associated with the missed approach course. When a missed approach is initiated prior to the MAP (e.g. between FAF and MAP), the current RNP value remains until reaching the MAP. At the MAP, the RNP value changes to the missed approach RNP. NOTE: Do not revise the RNAV MIN shown on the ARRIVAL page (LSK 2R) after beginning an RNP approach.

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Required Navigation Performance (RNP) 7-7

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

RNP Minimums Selection


An RNAV MIN prompt is displayed in line 2R of the ARRIVAL page when an RNAV approach with multiple RNP minima values is selected. The RNAV MIN prompt on an ARRIVAL page is shown in Figure 7--3. The default RNP minimum value for the approach is also displayed in line 2R. The default RNP value for the current approach is the RNP value associated with the lowest approach minimums. NOTE: Multiple approach RNP minima are not displayed unless the specific APM is enabled. RNAV MIN is still located at LSK 2R of the ARRIVAL page but no carat is indicating other RNP minima are selectable. The RNP minimum value defaults to 0.30.

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Figure 7-3 Type Prompt on ARRIVAL Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

APPROACH MINIMA TYPE Page


Selecting the RNAV MIN prompt on the ARRIVAL page, displays the APPROACH MINIMA TYPE page. The APPROACH MINIMA TYPE page is shown in Figure 7--4.

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The priority of the active RNP value displayed on the PFD is as follows: Pilot--entered manual RNP Navigation database procedure RNP value Pilot--entered flight phase RNP value Default flight phase value.

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The APPROACH MINIMA TYPE page displays the RNP values associated with the different approach minimums. Pushing the LSK adjacent to a displayed RNP value selects that RNP value for the approach minimum. (SEL) is displayed adjacent to the RNP value currently selected. Selecting RETURN (LSK 1R) displays the ARRIVAL page.

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Figure 7-4 APPROACH MINIMA TYPE Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

EPU (Estimated Position of Uncertainty) The EPU is the calculated estimate of the accuracy of the navigation equipment aboard the aircraft. A textual display of the EPU value is displayed on the PROGRESS page on the MCDU, as shown in Figure 7--5.

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The database RNP value (when present) or The RNP value based on phase of flight.

When the next waypoint is an approach waypoint, the compared RNP is the lowest RNP value determined by reviewing all subsequent flight plan legs marked as part of the approach up to the destination waypoint.

The manual RNP value (when entered)

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When the aircraft position is within 2 minutes of a waypoint, the FMS reviews the RNP value for the next flight plan leg and compares it with the current EPU. When the EPU is greater than the compared RNP value, the message UNABLE RNP NEXT WPT is displayed on the scratchpad. The next flight plan leg RNP value is as follows:

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Figure 7-5 PROGRESS Page - EPU -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

RNP Scratchpad Messages


Table 7--1 lists RNP scratchpad messages. Table 7-1 RNP Message Message PILOT RNP CANCEL NEXT WP PILOT RNP CANCEL UNABLE RNP UNABLE RNP NEXT WP VERIFY RNP ENTRY Definition

The pilot--entered RNP is canceled.

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The alert VERIFY RNP ENTRY is displayed in the MCDU scratchpad when the manual entry of RNP (just performed by the pilot) is greater than the normal RNP for the current phase of flight or the RNP from the navigation database.

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The current EPU is greater than the RNP required at the next waypoint.

Required Navigation Performance (RNP) 7-11

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The current navigation precision does not meet required navigation precision.

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The next flight plan leg has a smaller RNP than the current pilot--entered RNP.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FMS SENSORS
The FMS uses a performance--based sensor selection scheme that monitors the EPU of each sensor to select the best performing sensor. The GPS sensors produce a figure--of--merit (FOM), which is used as the EPU value for those sensors. The EPU is modeled by the FMS for the IRS, DME/DME and VOR/DME sensors. The sensor currently selected for use is displayed on the PROGRESS 1 (in the header for line 5), as shown in Figure 7--6 and on the PFD.

FMS Sensor Selection

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The selected FMS sensor is displayed on the PROGRESS page 1. The available FMS sensors for selection are as follows:
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GPS--D GPS IRS DME/DME VOR/DME


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Figure 7-6 Sensor Selection Display

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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DGRAD (degrade) DR (dead reckoning). GPS--D is GPS with SBAS (satellite based augmentation system). The availability of GPS--D and GPS are mutually exclusive, and GPS--D is dependant on the presence and reception of the SBAS signal. When the SBAS signal is present and the GPS sensor is the selected sensor for the FMS, the annunciator on the PROGRESS page 1 is GPS--D. When no SBAS signal is present, the annunciator on PROGRESS 1 page is GPS.

NOTE:

FMS Sensor Deselection

SBAS GPS Deselection

SBAS is deselected on the FLIGHT CONFIG page 2. The FLIGHT CONFIG page is shown in Figure 7--7.

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Figure 7-7 FLIGHT CONFIG Page 2

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Required Navigation Performance (RNP) 7-13

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The pilot has the ability to deselect FMS sensors. When a sensor is deselected, the computed position output by that sensor is removed from eligibility by the sensor selection logic.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure 7--1 describes the access to FLIGHT CONFIG page 2. Step Procedure 7-1 FLIGHT CONFIG Page 2 Access 1 2 3 4 5 6 7 Push the NAV function key on the MCDU. The NAV INDEX page 1 is displayed. Push the NEXT function key on the MCDU. The NAV INDEX page 2 is displayed.

Push the NEXT function key on the MCDU. The MAINTENANCE page 2 is displayed.

Push the NEXT function key on the MCDU. The FLIGHT CONFIG page 2 is displayed.

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NOTE:

With systems utilizing Load 21 or Load 23 without the RNP ( 0.3) option, SBAS is not displayed on the FLIGHT CONFIG page 2.

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To disable SBAS on the FLIGHT CONFIG page 2, push LSK 5R which turns the SBAS selection on or off. Turning the SBAS selection off sends a signal to the GPS receivers to stop using SBAS augmentation. SBAS augmentation for each GPS sensor cannot be individually deselected. When the SBAS switch is OFF, the GPS sensors continue to output a nonaugmented GPS position, with correspondingly larger EPU and RAIM values.

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Select FLT CONFIG (LSK 1R). The FLIGHT CONFIG page 1 is displayed.

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Select SETUP (LSK 6L). The FMS SETUP page 1 is displayed.

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Select MAINTENANCE (LSK 2R). The MAINTENANCE page 1 is displayed.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

IRS Sensor Deselection Deselection of individual IRS sensors is performed on the POS SENSORS pages. The POS SENSORS page 1 is shown in Figure 7--8.

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Step Procedure 7-2 IRS Sensor Deselection 1 2 3 Access the POS SENSORS page 1 (depending on the IRS sensor to be deselected). Push the DEL button on the MCDU. DELETE is displayed on the scratchpad. Push the left line select key corresponding to the IRS sensor to be deselected.

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Procedure 7--2 describes the IRS deselection process.

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Figure 7-8 POS SENSORS Page 1

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Required Navigation Performance (RNP) 7-15

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

GPS Sensor Deselection Deselection of individual GPS sensors is performed on the POS SENSORS pages shown in Figure 7--8. Procedure 7--3 describes the GPS deselection process. Step Procedure 7-3 GPS Sensor Deselection 1 2 3 Access the POS SENSORS page 1. Push the DEL button on the MCDU. DELETE is displayed on the scratchpad. Push the left line select key corresponding to the GPS sensor to be deselected.

VOR/DME Sensor Deselection

Step Procedure 7-4 VOR/DME Deselection

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Push the left line select key corresponding to the VOR to be deselected.

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Push the DEL button on the MCDU. DELETE is displayed on the scratchpad.

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Select LSK 6L. The VOR/DME page is now displayed.

Access the POS SENSORS page 1.

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VOR/DME deselection is performed on the POS SENSORS page. Procedure 7--4 describes the VOR/DME deselection process.

Required Navigation Performance (RNP) 7-16

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DESEL is displayed in reverse video above the deselected sensors, as shown in Figure 7--9.

Figure 7-9 Deselected Sensors

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

GPS and SBAS Information GPS and SBAS information is presented on the GPS 1 STATUS pages. The GPS 1 STATUS page 1 is shown in Figure 7--10.

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Figure 7-10 GPS 1 STATUS Page 1

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Required Navigation Performance (RNP) 7-18

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The GPS 1 STATUS page 2 is displayed, as shown in Figure 7--11.

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Figure 7-11 GPS 1 STATUS Page 2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

With SBAS--capable GPS sensors installed, the GPS 1 STATUS page 2, LSK 1L displays the label HINT (horizontal integrity). When a non--SBAS--capable GPS is installed, or the FLIGHT CONFIG SBAS option is set to NO, the label is still displayed as HINT. When the GPS receiver is functioning, the information displayed in the MODE field (LSK 3L) is listed in Table 7--2. Table 7-2 GPS Mode Descriptions Mode ACQUISITION NAVIGATION Description Acquiring satellites. No valid position.

COASTING DIFFERENTIAL

NOTE:

Load 21 and 23 RNP

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RNAV (GPS) -- Load 23 RNAV (RNP, 0.3) -- Load 23 (option).

RNAV (GPS/RNP) -- Load 21

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The differences between Load 21 and Load 23 are shown in Figure 7--12. The diagram visually depicts the following:

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Receiving an SBAS signal and producing an SBAS--corrected position, and SBAS not selected. This mode is not available when the SBAS option is deselected on the FLIGHT CONFIG page 2.

Not available with non-SBAS-capable receiver.

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Lost satellite reception and trying to return to NAVIGATION mode.

Required Navigation Performance (RNP) 7-20

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Receiving satellites and producing valid position. For SBAS--capable: not receiving valid SBAS signal or SBAS option deselected on FLIGHT CONFIG page 2.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 7-12 Load 21 and 23 RNP Diagram
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MRequired Navigation Performance (RNP) 7-21/7- 22 -

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

8.

Flight Plan

INTRODUCTION
This section covers the elements and operations pertaining to the active and modified flight management system (FMS) flight plan and its respective route plan. This section includes an example of how to create a flight plan for both the flight plan page entry and the route page entry methods, however, note that any changes made to one automatically transfers to the other.

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Modified Flight Plan -- The MOD FLT PLAN functionality gives the capability to modify the active flight plan through use of a temporary (provisional) flight plan that permits changes to be reviewed before being activated. After review, modifications to the flight plan are either cleared or activated through button selection on the multifunction control display unit (MCDU). The MOD FLT PLAN route is displayed on the MFD with white dashed lines and white waypoints.
Flight Plan 8-1

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Flight Plan Capacity -- Active flight plans have up to 100 waypoints including the origin and destination. For active flight plans, the combined waypoints of the primary flight plan and the alternate flight plan cannot exceed the 100 waypoint capacity. When a flight plan is revised and then exceeds the 100 waypoint capacity, the revision is not performed and the message FLIGHT PLAN FULL is displayed in the scratchpad. When a standard instrument departure (SID), standard terminal arrival route (STAR), airway, or stored flight plan is added and exceeds the limit, none of the inserted waypoints are added to the flight plan.

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Flight Plan -- A flight plan is a series of waypoints that define an intended route of flight. Each waypoint in the flight plan must be defined laterally and vertically. The course between two waypoints in the flight plan is called a flight plan leg. The FMS calculates the great circle course for each leg in the flight plan. The active flight plan includes the route to a primary destination followed by the route to an alternate destination.

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VNAV Offset Waypoints -- Air traffic control (ATC) often clears an aircraft to cross a specified distance before or after a waypoint at a specified altitude. These are called VNAV offset waypoints. Refer to VNAV OFFSET, page 8-21, for additional information.

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DEFINITION OF TERMS

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MOD FLT PLANs are not synchronized between FMSs. Therefore, each pilot creates their own unique modified flight plan. Activating a modified flight plan on one FMS changes the active flight plan, and cancels any modified flight plan on the other FMS.
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ALTERNATE -- The ALTERNATE prompt is the revision function that incorporates the alternate into the active flight plan. This prompt is displayed when there is an alternate flight plan, no missed approach procedure exists, and either the distance to the destination is less than 25 NM or the last primary waypoint has been sequenced. Selection of the ALTERNATE prompt causes the alternate flight plan to be activated into a MOD flight plan.

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ALTERNATE ORIGIN -- The alternate flight plan origin is also the primary flight plan destination.
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A direct--to an alternate flight plan is performed at any time.

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Primary/Alternate Independence -- The primary and alternate flight plans are kept independent from one another. Revisions to either the primary or alternate flight plan do not effect the other. The following exceptions apply:

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Modified RTE Pages -- A modified RTE page is created any time modifications are made to the active RTE pages. These changes are reviewed and then cleared or activated into the active RTE pages.

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RTE Pages Capacity -- The RTE pages capacity is directly linked to the flight plan waypoint capacity as previously defined. The number of routes entered cannot contain more than 100 waypoints total.

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RTE Pages -- The route (RTE) pages functionality is similar to that of the flight plan. Both give a means to modify and show the planned path for the aircraft from the departure to the destination. The difference is the RTE pages give only the lateral component of the flight plan expressed in terms of aircraft clearance language instead of each physical leg and waypoint in the flight plan. The RTE pages tie the flight plan together by identifying the means (airway, procedure, direct) to the final fix of a path segment followed by the means to the final fix for each of the following path segments in the flight plan. Any changes to the flight plan are reflected on the RTE pages and vice -- versa.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Temporary waypoints are defined by entering the definition of the waypoint directly into the active flight plan. Acceptable definitions are latitude/longitude, place/bearing/distance, place/bearing/place/ bearing, and along the flight plan as place//distance. When the definition is entered in the flight plan, the waypoint is assigned a name that describes how it was defined and a number ( XX ). Temporary waypoints entered on the left FMS are assigned odd numbers while those entered on the right FMS are assigned even numbers. The name is also preceded by an asterisk ( * ) to indicate a temporary waypoint. The assigned names are as follows: Entered Definition Lat/Long Place/Bearing/Distance Place/Bearing/Place/Bearing Place//Distance Waypoint Name *LLXX *PBDXX *PBPBXX *PDXX
Flight Plan 8-3

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Temporary waypoints are used so the pilot quickly enters the waypoint definition directly into the active flight plan. Temporary waypoints are useful when cleared to a fix. In this case, they have no meaning beyond the current flight. There is no need to create a named waypoint for the clearance fix.

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Temporary Waypoints -- Temporary waypoints exist only in the active flight plan and are erased when the flight plan is completed or deleted. Temporary waypoints are listed on the last WAYPOINT LIST pages when defined. Using this page, the pilot reviews the definition of the waypoint.

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Nondirectional beacons are stored by their IDENT plus the NB suffix. For example, the ABC NDB is stored in the database as ABCNB. This reduces the list of duplicate waypoint names.

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The ampersand ( & ) symbol denotes waypoints with a radial pattern for the stored flight plan.

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Waypoint Names -- Waypoints exist in the navigation database, the custom database (pilot--defined waypoints), or as temporary waypoints. Waypoint names are used for convenience in keeping track of waypoints and recalling waypoints. Waypoint names (called waypoint IDENT or identifier) must contain at least one and as many as five alphanumeric characters. In the case of temporary waypoints, the FMS adds an asterisk ( * ), ampersand ( & ), or pound sign ( # ) as the first character for a total of up to six characters. Therefore, the pilot has complete freedom in naming waypoints into the FMS with no conflict. Waypoint and flight plan names are distinguished by the number of characters.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The definition is entered into the scratchpad from the keyboard or retrieved from other sources. The CROSSING POINTS pages are also sources for definition. As the name indicates, temporary waypoints are not retained in the FMS past the current flight. Temporary waypoints are also created when a flight plan is loaded from a disk, and either the FMS database does not contain the same waypoint, or the waypoint definition is different. In this case, the regular name of the waypoint is used preceded by a pound sign ( # ). For example, a flight plan is loaded containing the waypoint named CEDA. CEDA is neither in the FMS navigation database nor defined in the custom database. In this case, #CEDA is displayed and the definition, specified in the loaded flight plan, is used. See Section 11, Multifunction Control Display Unit Entry Format, for additional details on entry format for temporary waypoints.
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FROM Waypoint -- The FROM waypoint is the first waypoint on the first page of the flight plan and is displayed in magenta. Before takeoff, the FROM waypoint is normally the selected origin airport or runway. Under normal flight conditions, the FROM waypoint is the last waypoint sequenced and actual time passing is displayed.
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Flight Plan 8-4

Origins and Destinations -- Origins and destinations are any waypoint contained in the database, which includes any pilot--defined waypoint. Origins and destinations of the active flight plan are temporary waypoints. Origins and destinations are normally airports. The origin or destination must be an airport defined in the navigation database to activate the respective runway, SID, STAR, or approach.

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When the runway is at the destination, the bearing brought to the scratchpad is the reciprocal of the runway heading permitting waypoints on the arrival path.

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When the runway is at the origin, the bearing brought to the scratchpad is the runway heading that permits waypoints on the departure path.

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Runway Extension Waypoints -- The FMS creates temporary waypoints on the runway extension line. Once activated into the active flight plan, a runway is line--selected to the scratchpad. When shown in the scratchpad, the runway is in the following format: AIRPORT.RUNWAY/BEARING/. A distance is inserted to complete the definition of a waypoint on the extension line of the runway. It is also permitted to enter an altitude constraint following the distance. Insert this definition into the flight plan to create a temporary waypoint. Repeat the process with varying distances to create a number of waypoints on the extension line.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TO Waypoint -- The TO waypoint is the second waypoint on the first page of the flight plan and is displayed in magenta. The TO waypoint is the waypoint to which the aircraft is being steered along a course defined between the FROM and TO waypoints. When the leg sequences, the TO waypoint becomes the FROM waypoint. The TO waypoint is changed. Leg Sequencing -- During flight, the active flight plan automatically sequences so that the first leg of the active flight plan is the active leg referenced to the guidance parameters. Normally, the FMS sequences before the waypoint for an inside turn when the aircraft is on-- or close to on--course. When the aircraft is not on--course, the normal sequence occurs no later than a point abeam of the waypoint. Some waypoints have unique sequence criteria. For example, a holding fix is a flyover waypoint. The holding fix must be overflown before entering or exiting holding. Some waypoints in SID and STAR procedures also have unique sequence criteria. The FMS is programmed to automatically comply with these requirements. Situations occur where the sequence criteria cannot be satisfied by the FMS. Under these conditions, the pilot must perform the sequence manually to aid the FMS. The pilot is required to modify the active flight plan and consists of one of the following. A direct--to is performed to the desired TO. All the waypoints are deleted prior to the waypoint and the FMS creates a direct leg to the waypoint. This results in a new path to the waypoint which is different than the previous path contained in the flight plan. Some leg sequences indicate the direction of turn to the new leg by showing an L or an R in reverse video. This notation is used when either the direction of turn is indicated (by a SID, STAR, or approach) or the new leg requires a large turn (near 180_) to track the new course. When sequenced, the destination waypoint retained by the FMS is the TO waypoint. Bearing, distance, and required track to the destination waypoint continue to be computed and shown. Discontinuities -- A discontinuity can exist in the flight plan. A discontinuity is a segment in the flight plan with no lateral flight plan definition. However, there must be a lateral definition before and after a discontinuity.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When making changes, discontinuities in the flight plan are kept to the minimum. There are times when having a discontinuity is necessary. The following rules apply: When adding or deleting a single waypoint, no discontinuity is inserted in the flight plan. The flight plan is directly linked between the waypoints. Deleting several waypoints at a time does not cause a discontinuity. When linking flight plans or inserting a procedure, no discontinuity exists when a common waypoint is used. With no common waypoint, the inserted flight plan or procedure is linked at the point of insertion, but with a discontinuity at the end. For example, when the last waypoint of a SID is also a waypoint in the flight plan, the flight plan and procedure are linked at that waypoint with no discontinuity. When the last waypoint of a SID is not in the flight plan, a discontinuity exists between the SID and the flight plan. Some procedures have embedded discontinuities inserted along with the procedure.

The INTERCEPT function does not create a discontinuity before or after the intercept point.

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Alternate Origin -- The alternate origin is the destination of the primary flight plan. No alternate flight plan is specified until the primary destination has been specified. Changing the primary destination clears the alternate flight plan because the alternate origin changes. Alternate Waypoints -- Alternate waypoints apply to the alternate portion of the flight plan only. The FMS guidance is not engaged until the pilot selects the alternate destination. When the alternate portion of the flight plan is enabled, the corresponding waypoints are incorporated into the primary portion of the flight plan. At that point, all active flight plan rules apply.
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Flight Plan 8-6

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When an airway is inserted in the flight plan, there is no discontinuity since the pilot has to specify the beginning and end points.

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DIRECT--TO causes a discontinuity in the MOD flight plan when a DIRECT--TO waypoint is not already in the flight plan.

A SID is only replaced with another procedure and cannot be deleted. The linked portions of an arrival is deleted by the ARRIVAL page. In both cases, the discontinuity depends on the changed procedure. Linked flight plans or procedures are deleted under the same operation for deleting waypoints. This operation does not cause discontinuity.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Alternate Destination -- The alternate destination is entered when defining a flight plan to an alternate. The alternate destination is entered as the final waypoint to close out the alternate flight plan, same as the primary flight plan. Climb Constraints -- Climb constraints are altitude and speed constraints associated with waypoints in the climb or cruise portion of the flight plan. Altitude constraints are AT, AT or ABOVE, or AT or BELOW. For example, an entry of 10000A (A following the altitude) indicates AT or ABOVE. An entry of 10000B (B following the altitude) indicates AT or BELOW. An entry of 10000 (no letter following the altitude) indicates AT. Climb speed constraints are observed by the FMS until the waypoint containing the constraint is passed. Speed Limit -- An example of speed limits is the 250 kts below 10,000 ft limit entered during performance initialization. Other limits are imposed by the airframe such as VMO or MMO.

Top- -Climb (TOC) -- A TOC waypoint is calculated and -ofdisplayed on the vertical profile and shown on the PROGRESS 2 page. However, it is not in the active flight plan. There is only one TOC waypoint at a time. The TOC is calculated based on current aircraft altitude, climb speed, and the cruise altitude. Initial Cruise Altitude -- The initial cruise altitude is used by the FMS to determine the altitude where the cruise phase of flight commences. The initial cruise altitude is set during performance initialization on PERFORMANCE INIT 3/3 page. Cruise Altitude -- Cruise altitude is the current altitude used by the FMS to plan the cruise portion of the flight. Initially, the cruise altitude is set equal to the entered initial cruise altitude. The cruise altitude is automatically adjusted by the FMS using the altitude preselector settings. When the aircraft levels at the cruise altitude, the FMS changes to the cruise phase of flight.
Flight Plan 8-7

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Automatic Speed Command -- The automatic speed command is the current speed being output by the FMS for control of the aircraft. It is also referred to as automatic speed target in this guide.

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Speed Schedule -- Speed schedules are the default speeds used by the FMS for the departure, climb, cruise, descent, approach and go--around phase of flight. Speed schedules are defined during performance initialization.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Top- -Descent (TOD) -- A TOD waypoint is calculated and -ofdisplayed on the vertical profile and shown on PROGRESS page 2. With no constraints during the descent, the TOD is calculated using the destination elevation (when available) and the descent speed schedule. With constraints during the descent, the TOD is calculated using the path mode. One minute before the TOD point is reached, a vertical track alert is given. An automatic descent is initiated at the TOD when the following is true: The altitude preselector is set to a lower altitude. The FMS is selected as the navigation source.

Lateral navigation (LNAV) and vertical navigation (VNAV) are engaged.


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Descent Constraints -- Descent constraints are altitude, speed, and angle constraints associated with waypoints in the descent portion of the flight plan. Altitude constraints are AT, AT or ABOVE, or AT or BELOW. For example, entering 10000A (A following the altitude) indicates AT or ABOVE. Entering 10000B (B following the altitude) indicates AT or BELOW. Entering 10000 (no letter) indicates AT. The FMS obeys descent speed constraints at and after the waypoint containing the constraint. The FMS obeys angle constraints from the TOD to the waypoint containing the constraint. Normally, the FMS calculates the angle constraint based on performance initialization. However, a specific angle constraint is entered at a waypoint in the flight plan.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CREATING FLIGHT PLANS


An example of the RTE page before the flight plan is entered is shown in Figure 8--1.
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Create a Route plan (see page 8-22, Creating Routes)

This page is used to build an active flight plan by entering a destination (1R) and waypoints.

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The following options are made to recall or create an active flight plan: Recall a previously stored flight plan or company route (2R) Load a flight plan from datalink (4L) (when installed, see page 6-39 for additional details).

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Figure 8-1 RTE 1/3 Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Recall a Previously Stored Flight Plan


A known name of a previously stored flight plan is entered at 2R. This is shown in Figure 8--1. After entering, the FMS automatically recalls the flight plan and makes it the active flight plan. This is shown in Figure 8--2. The FMS takes 2 or 3 seconds to complete the recall of the flight plan.

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Figure 8-2 ACTIVE FLT PLAN 1/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When the name of a previously stored flight plan is not remembered, enter the origin and destination. The FMS searches the stored flight plans for those plans with the same origin and destination. When any are found, the FLIGHT PLN LIST page is displayed with the stored flight plan names marked with an asterisk ( * ). This is shown in Figure 8--3. Select the required flight plan, shown in Figure 8--4, and push RETURN (1R). This activates the flight plan and returns the display to the ACTIVE FLT PLAN pages, shown in Figure 8--2. Even when the flight plan name is remembered, this procedure saves steps over entering the flight plan name at 3R.

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Figure 8-3 FLIGHT PLAN LIST 1/1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 8-4 FLIGHT PLAN LIST 1/1 - KPHX -

Flight Plan 8-12

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Store a Flight Plan and Activate


When building a flight plan, the flight plan is retained in memory for use in the future. This is done by entering the flight plan identifier at 3R. This is shown in Figure 8--1. After entering the flight plan name at 3R, the FMS switches to the stored flight plan page to define the flight plan, as shown in Figure 8--5. After being defined, the flight plan is activated. When a flight plan name already defined is entered at 3R, the flight plan becomes active.

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Figure 8-5 FLIGHT PLAN LIST 1/1 - Building a Flight Plan -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Build a Flight Plan by Entering Waypoints


When building a flight plan, waypoints are entered on the line showing the VIA.TO prompt (2L through 5L). This is shown in Figure 8--6. The FMS accepts a variety of inputs at the VIA.TO prompt as described in the following paragraphs.

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Temporary Waypoint -- Any temporary waypoint is entered.

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Waypoint -- Any waypoint contained in the navigation database or the custom database is entered. When a not yet defined waypoint name is entered, the FMS automatically shows a page for waypoint definition. The waypoint is defined and the RETURN prompt is used to get back to the flight plan. When the waypoint name was entered in error, the RETURN prompt is used without a definition being entered.

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Figure 8-6 FLT PLAN 1/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 8-7 FLT PLAN 1/2 - GUP -

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Airway -- Any airway in the database is entered. When entering an airway, the waypoint in the flight plan preceding the point of entry must be a waypoint on the airway. The airway entry is made in the format of the VIA.TO prompt where VIA is the airway identifier and TO is the last waypoint used on the airway. For example, a portion of the flight plan is GUP, J102 to ALS. The first step is to insert GUP into the flight plan, followed by entering J102.ALS into the scratchpad. This is shown in Figure 8--7. The entry is completed by selecting 3L and the FMS automatically fills in all the waypoints along the airway from GUP up to and including ALS. The airway is also entered as a single input by entering GUP.J102.ALS into the scratchpad and selecting the correct line select key. Refer to page 11-2, Airway MCDU Entry Format, for additional details.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 8-8 ACTIVE FLT PLAN 1/7

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Vertical Entries -- Vertical definitions for waypoints are entered using the right hand line select keys (1R through 3R). This is shown in Figure 8--8.

Flight Plan 8-16

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An alternate flight plan is entered using the same rules as a regular flight plan. After the flight plan is entered, the destination waypoint must be entered as the last waypoint to close the flight. To accomplish this, enter the destination at the VIA.TO prompt.

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Flight Plan Names -- Any defined flight plan name is entered. When a defined flight plan is entered, flight plans are linked together. When inserting a flight plan, the FMS searches for common points between the two flight plans being linked. When the common waypoint is found in the stored flight plan, the two flight plans are linked at that point. Any waypoints in the stored flight plan preceding the common waypoint are eliminated. When no common waypoint is found, the stored flight plan is inserted beginning at the origin. Flight plan names are also entered using the VIA.TO format. In this case, the stored flight plan is inserted up to and including the waypoint specified in the VIA.TO entry. Any waypoints in the stored flight plan after the specified waypoint are eliminated.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS supplies vertical predicted information for each waypoint and is displayed in small characters. Pilot entries are used to modify and further define the vertical profile. The following information is displayed and/or entered for each waypoint in the flight plan. ALTITUDE -- Predicted altitudes are displayed in small characters for each waypoint. Pilot entries, shown in large characters, become altitude constraints for VNAV. Altitude constraints from procedures are also displayed in large characters. CONSTRAINT TYPE -- Constraint type is displayed directly above altitude constraints, as shown in Figure 8--9. The constraint type shows as CLB for climb constraints and DES for descent constraints. The FMS automatically assigns constraints in the first half of the flight plan as climb (CLB), unless the entered constraint is below the current aircraft altitude, and those in the last half as descent (DES). This automatic assignment is correct for most flights. The pilot makes an overriding entry. C, CLB, D, or DES are accepted as entries. Pilot entries are required for flights that climb, descend, and climb again.

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Figure 8-9 ACTIVE FLT PLAN 2/5

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Flight Plan 8-17

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

SPEED -- Speed is displayed except when an angle is entered. This is shown in Figure 8--10. The FMS calculates and shows a predicted speed for each waypoint. Speed is entered in either CAS or MACH. When the waypoint is in a path descent, the angle is displayed.

ANGLE -- A descent vertical path is displayed when the FMS flies a vertical path to a waypoint. An altitude constraint for the waypoint is required for the FMS to be able to fly a vertical descent path. The vertical angle is calculated based on current conditions and performance initialization. FMS computed vertical descent angles are displayed in small font while pilot--entered angles are displayed in large font.

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VERTICAL SPEED -- The FMS predicted vertical speed is displayed unless a higher priority item is displayed. Pilot entry of vertical speed is not permitted. When vertical angle and airspeed constraints are entered, airspeed is shown above the angle and is also a constraint.

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Figure 8-10 ACTIVE FLT PLAN 5/7

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Flight Plan 8-18

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

SPEED -- Speed is displayed except when an angle is entered. This is shown in Figure 8--11. The FMS calculates and shows a predicted speed for each waypoint.

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VERTICAL SPEED -- The FMS predicted vertical speed is displayed unless a higher priority item is displayed. Pilot entry of vertical speed is not permitted.

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Figure 8-11 FLT PLAN 2/3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Additions and Deletions to the Flight Plan -- Several actions result in adding and/or deleting waypoints in the flight plan. These actions create a MOD flight plan that needs to be activated before the changes take effect. Any entry permitted at the VIA.TO prompt can also be made onto previously entered waypoints. The rules that apply are described as follows: Single waypoints, including temporary waypoints, are added to or deleted from the flight plan. To add a waypoint to the flight plan, the waypoint is line--selected from the scratchpad to the proper line. The added waypoint is displayed on the selected line. When adding a waypoint, the flight plan is searched forward of the point of insertion. When the waypoint is displayed in the flight plan, all the waypoints between the point of insertion and the first appearance of the added waypoint are deleted. When the waypoint is not displayed forward of the inserted point, the flight plan is opened and the new waypoint inserted. Searching forward in the flight plan is restricted to the portion of the flight plan being modified (i.e., either the primary flight plan or the alternate flight plan). Waypoints are deleted using the DEL key. After entering *DELETE* in the scratchpad, the line--selected waypoint is deleted. When the waypoint is deleted, the flight plan is closed and linked together. Waypoints are deleted by entering a waypoint also in the flight plan forward of the point of entry. The pilot deletes both TO and FROM waypoints in some combinations of flight plan changes. In such cases, the FMS shows a CHANGE ACT LEG prompt. The DIRECT--TO function also adds or deletes waypoints. After selecting DIRECT--TO, line--selecting a waypoint deletes all the waypoints before the selected waypoint. The selected waypoint then becomes the TO waypoint. A waypoint in the alternate flight plan is selected from the primary flight plan. When this is done, all the waypoints including the original destination are deleted and the waypoint in the alternate flight plan becomes the TO waypoint. A waypoint is entered into the scratchpad and line--selected to the prompt, making the added waypoint the TO waypoint. Refer to DIRECT--TO on page 10-2. Using the INTERCEPT function gives a means for the flight crew to fly heading vectors to an automatic intercept of a desired course. No waypoints are deleted with the INTERCEPT function. Refer to INTERCEPT on page 10-7.

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Flight Plan 8-20

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV OFFSET -- ATC often issues a clearance consisting of crossing a specified distance before or after a waypoint, at a specific altitude. The FMS is capable of creating a temporary waypoint in the form of a *PDXX for these types of clearances. Refer to Procedure 8--1 for details. Step 1 2 Procedure 8-1 VNAV Offset Definition Define a PLACE. Use the keyboard or line--select the place from the flight plan to the scratchpad.

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Enter the distance to cross from the place. When DRK is the place, the entry is DRK//20. Enter this information into the flight plan either before or after the place (DRK). The FMS automatically places the waypoint on the flight plan at the specified distance. Enter the altitude constraint.

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While on the ground, a new origin is entered after some or all of the flight plan has been defined. When the new origin is already a waypoint in the flight plan, the waypoints earlier than the new origin are deleted. When the new origin is not already a waypoint in the flight plan, the whole flight plan is deleted. Deleting the origin clears the entire flight plan. Changing the database cycle (NAV IDENT page, line select 2R) clears the active flight plan. This rules out any discrepancies between flight plan information and the new database cycle. The database cycle is changed only on the ground.

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Clearing of Flight Plans -- The flight is considered complete when the aircraft is on the ground for 2 minutes. The active flight plan is automatically cleared at flight complete or when power is removed while on the ground or in flight. However, the pilot must confirm the present active flight plan is being replaced. Flight plans are also cleared one waypoint at a time using the DEL key on the MCDU.

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Enter a slash ( / ) to indicate that the next entry is a bearing. When known, enter the bearing. When the bearing is not known, enter another slash ( / ) to indicate that the next entry is a distance.

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Flight Plan 8-21

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CREATING ROUTES
An example of the RTE 1 page before a route has been defined is shown in Figure 8--12.

This page is used to define a route plan by entering a destination (1R) and using any of the following options:
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Manually build a route plan by entering destination (1R) and any of the following: Departure procedures Arrival and approach procedures Missed approach procedures AIRWAY segments Holding patterns Individual waypoints.

Create a flight plan ( see page 8-9 Creating Flight Plans).


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Flight Plan 8-22

Load a route plan from datalink (3L). This is only available when the datalink functionality option has been enabled.

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Call up a stored company route (2R). This is only available when company routes have been enabled and the tailored company route database is loaded in the FMS.

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Figure 8-12 RTE 1/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Calling Up a Company Route


When company routes functionality has been enabled and the company route tailored database is loaded, entry of a recognized company route identifier in 2R loads the origin, destination and all associated procedures and waypoints into the modified or pending route plan. See Figures 8--13 and 8--14 for an example of the resulting pending RTE pages 1 and 2 for an entry of a recognized company route.

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Figure 8-13 RTE 1/3

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When the entry in 2R does not correspond to a recognized company route, the scratchpad message NOT IN DATA BASE is displayed.

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In order to make this company route the active flight plan, the operator must push ACTIVATE in 6R.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Loading a Route From Datalink

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When datalink communications are not successfully established, the message DATA LINK UNAVAILABLE is displayed in the 4L data field and the flight plan request is inhibited.

When airline operational communication (AOC) datalink has been enabled and a company route identifier is entered in 2R, the FPL REQST prompt and FPL REVIEW prompt are displayed on 4L and 3R. When datalink communications have been established, the pilot requests a flight plan update from the datalink source by pushing 4L. Once the flight plan is received, (FPL REQST prompt transitions from SENDING to SEND), the pilot reviews the flight plan by selecting the FPL REVIEW prompt (4R). The pilot is then sent to the DATALINK FPL REVIEW pages to review and activate the uplinked flight plan. (See page 6-43 for further details regarding review and activation of datalink flight plans).

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Figure 8-14 RTE 2/3

Flight Plan 8-24

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Manually Building a Route


When building a route plan, entries are made on the line showing the VIA prompt (1L through 5L). This is shown in Figure 8--15.

The allowable entries are explained in the following paragraph.

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Waypoint -- Individual waypoints are entered in the route plan when the waypoint is defined in either the navigation or customer--tailored (option) database. When the waypoint is not found in either database, the scratchpad message NOT IN DATABASE is displayed. Entry format for a waypoint is the standard 1 to 5--digit alphanumeric entry.

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Figure 8-15 RTE 2/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Entry of individual waypoints are always entered as DIRECT legs, as shown in Figure 8--16 and 8--17.

Figure 8-16 RTE 2/2 - ZUN -

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Figure 8-17 RTE 2/2 - ZUN ACTIVE Flight Plan 8-26 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure Entry -- Any departure, arrival, or approach procedure is entered by typing the procedure name into the scratchpad and entering it on the next VIA entry line (dashes). When there are no transitions attached, the final fix of the procedure is displayed in the TO column. Note that a discontinuity has been inserted following the procedure. See Figures 8--18 and 8--19.

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Figure 8-18 RTE 2/2 - EAGUL3 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 8-19 RTE 2/2 - DISCONTINUITY -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Departure Transition -- When a transition is attached to a departure procedure, the input format is the procedure name followed by a period and the transition name. The final fix of the departure transition is then displayed in the TO column. Note that a discontinuity has been inserted following the procedure. See Figures 8--20 and 8--21. Note that the departure procedure is also selected and entered through the SIDs pages.

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Figure 8-20 RTE 2/2 - EAGUL3.ZUN -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 8-21 RTE 2/2 - DISCONTINUITY EAGUL.3.ZUN Arrival/Approach Transition -- When a transition is attached to an arrival/approach procedure, the input format is the procedure name followed by a period and the transition name. The final fix of the procedure is then displayed in the TO column. Note that the arrival/approach procedure is also selected and entered by accessing the ARRIVAL page using the ARRIVAL prompt adjacent to the DEST display.
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Airway Entries -- Airways are entered into the route plan in a variety of formats. These include airway only (AWY), entry waypoint/airway (WPT.AWY), airway/terminal waypoint (AWY.WPT), entry waypoint/airway/terminal waypoint (WPT.AWY.WPT), and entry waypoint/airway/airway/terminal waypoint (WPT.AWY.AWY.WPT). Note that the entry and terminal waypoints must be existing waypoints on the airway, no modifications to the airways themselves are permitted.

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Flight Plan 8-30

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure 8--2 illustrates the airway entry steps. Step 1 2 Procedure 8-2 Example Procedure to Enter Airways on RTE Pages Initialize PPOS to KPHX. Enter flight plan KPHX--KMSP--KLAX. Select the RTE mode key on the MCDU. See Figure 8--22.

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Figure 8-22 RTE 2/2 - DIRECT -

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Flight Plan 8-31

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 3

Procedure 8-2 Example Procedure to Enter Airways on RTE Pages To activate this route, select the LSK 6R. See Figure 8--23.

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Figure 8-23 RTE 2/2 - KLAX -

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Flight Plan 8-32

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 4

Procedure 8-2 Example Procedure to Enter Airways on RTE Pages Enter the airway information in the format IPL.J18.J19.ZUN at LSK 2L. This results in a Modified Route page, as shown in Figure 8--24.

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Figure 8-24 MOD RTE 2/3

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Flight Plan 8-33

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 5

Procedure 8-2 Example Procedure to Enter Airways on RTE Pages Select LSK 6R to activate this route. See Figure 8--25.

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A HOLD is displayed on the RTE pages when the HOLD is not a part of a defined procedure. To enter a HOLD into the Route plan, the pilot first goes to the HOLD page and defines the HOLD. The HOLD is then dropped into the SCRATCHPAD and the pilot enters it at any LS key representing a DIRECT leg, at a >>DISCONTINUITY<<, or on the dashed VIA entry line. Figures 8--26 and 8--27 illustrate a HOLD at waypoint CHEZZ entered, inserted, and activated on the DIRECT segment at 2L.

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Figure 8-25 MOD RTE 2/3 Page

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Flight Plan 8-34

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 8-26 ACT RTE 2/3

Figure 8-27 ACT RTE 2/3 - HOLD Flight Plan 8-35

Honeywell International Inc. Do not copy without express permission of Honeywell.

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02067.02 02067.03

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Flight Plan Changes to Procedures or Airways


In the flight plan, changes are permitted to be made within a procedure or airway. These changes consists of adding or deleting waypoints, changing altitude and speed constraints, or entering or deleting HOLDs. Once these changes have been activated, (or inserted into the MOD flight plan), the procedures and airways no longer represent the published segments. When this occurs, any pre--existing RTE procedure or airway is broken down and displayed into individual segments on the RTE pages.

LATERAL NAVIGATION (LNAV)

LNAV is the function in the FMS that sends commands to the flight guidance computer to laterally steer the aircraft.

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The FMS must be selected as the navigation source. A minimum of one leg must be defined for LNAV calculations. LNAV is available for all phases of flight.

LNAV is armed while on--ground (when PERF has been initialized). LNAV is engaged at 200 feet actual time over (ATO) or higher.

FO

The distance shown for each leg of the flight plan accounts for the distance traveled due to the change in course from one leg to the next. LNAV uses up to the limits of bank angle to stay within protected airspace. A lateral track alert is given for each waypoint sequence. The alert is given 30 seconds before starting a turn.

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LNAV roll rate is 3_ per second during the en route phase of flight and 5.5_ per second on the approach.

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LNAV bank angles do not exceed 25_ except in holding, procedure turns, patterns, and on arc legs. For these cases, the limit is 30_.

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Flight Plan 8-36

Honeywell International Inc. Do not copy without express permission of Honeywell.

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General LNAV Rules

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

LNAV Submodes
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NOTE:
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The aircraft must be at least 200 feet ATO to capture.

VERTICAL NAVIGATION (VNAV)


VNAV is the function in the FMS that sends vertical commands to the flight guidance computer for vertical control of the aircraft. Using FMS VNAV, the pilot defines vertical profile information that is automatically flown by the aircraft when a VNAV flight director mode is selected. FMS VNAV is used for all phases of flight. Additionally, descents are set up for a path mode (similar to glideslope) to cross waypoints at a specified altitude. The two main areas for display of VNAV information are the ACTIVE FLT PLAN page and PROGRESS page 2.

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One of the requirements of LNAV is to keep the aircraft within protected airspace. This is done by incorporating a model of protected airspace into the FMS. From the model, the FMS determines the bank angle required to stay within the protected airspace boundaries during leg changes. The actual bank angle used is the greater of the pilot--entered bank factor or the bank angle from the protected airspace model.

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LNAV CAPTURE -- The FMS begins lateral steering control when the mode changes from ARM to CAPTURE. The FMS uses a 3_ per second roll rate during en route operations and up to 5.5_ per second on the approach. Banks are planned between 0_ and 23_ with 25_ as a maximum. In holding, procedure turns, orbit patterns, and arc legs, the maximum angle is increased up to 30_.

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LNAV ARM -- When initially selected, LNAV ARM becomes the active mode. LNAV ARM requires that performance has been initialized and is active for any flight phase and while on--ground. While armed, the FMS monitors aircraft position and heading against the active leg. When within the capture zone, the FMS automatically changes from LNAV ARM to LNAV CAPTURE and guides the aircraft to capture the active leg. While in the armed mode, the FMS does not laterally control the aircraft. Normally, the HEADING lateral mode is used to control the aircraft until the FMS changes to LNAV CAPTURE.

Flight Plan 8-37

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS gives an altitude target for display on the electronic display system EDS. This altitude target gives a reference to the flight crew regarding the next FMS altitude constraint that must be met prior to reaching the preselect altitude. This altitude target is given for display during climbs and descents, and following the VTA notifying the crew of TOD. NOTE: This target is not displayed for the crew--entered altitude preselect, or any FMS altitude constraint colocated with the altitude preselect.

VNAV Altitude Hold VNAV Altitude Select VNAV Path VNAV Vertical Glidepath

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VNAV Flight Level Change

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VNAV is armed while on--ground (when PERF has been initialized). VNAV is engaged at 400 feet ATO or higher (note that it is pilot responsibility to verify adequate obstacle clearance prior to permitting VNAV to engage). Climbs are flown using VFLCH only. Descents are flown using VFLCH or VPATH. VNAV never passes through the altitude preselector.
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Flight Plan 8-38

VNAV is available for all phases of flight.

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The FMS must be the selected navigation source and LNAV must be engaged for VPATH to be operational.

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General VNAV Rules

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Flight Director Mode

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VFLCH VALT VASEL VPATH VGP

Table 8-1 Mode Annunciators

Abbreviation

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Table 8--1 lists the VNAV submodes and the abbreviations used in this guide.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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The pilot sets the altitude preselector only to ATC cleared altitudes. VNAV keeps the aircraft as high as possible for as long as possible. VPATH angles are from 1_ to 6_. Path guidance is always followed during VPATH descents unless the FMS transitions to speed reversion. In this condition, the FMS transitions out of VPATH to VFLCH. Refer to Speed Protection on page 8-63 for additional details. Speed protection and LATCHED SPEED are active in VFLCH. Refer to Speed Protection on page 8-63 for additional details. When the altitude preselector is set above (climbs) or below (descents) current altitude and VNAV is engaged, the FMS commands the autopilot to begin a climb (VFLCH) or descent (VFLCH or VPATH). VNAV is engaged by selecting the FMS as the navigation source and selecting the VNAV button on the guidance panel. Electronic flight instrument system (EFIS) annunciates the submode of VNAV. VPATH default descent angle is part of performance initialization. However, after the angle is displayed for each waypoint, the crew can make changes When the altimeter is adjusted to show height above the ground (QFE) rather than sea level, VNAV must not be used. VNAV observes flight plan constraint altitudes. With the altitude preselect set to CRZ or clearance altitude, the FMS VNAV automatically levels off and then sequences all intermediate altitude constraints. A vertical track alert is issued anytime the FMS commands vertical track changes. The alert is issued 60 seconds before changing from level flight to either a climb or descent. When the aircraft is completing a climb or descent, the vertical alert is issued 1000 feet before the level--off altitude. A vertical alert is not issued when the level--off altitude is set on the altitude preselector.

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Flight Plan 8-39

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Submodes
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NOTE:

The aircraft must be at least 400 feet ATO before VNAV is permitted to engage.

VNAV Flight Level Change (VFLCH) -- This mode is vertical flight level change. In this mode, aircraft speed is controlled by the flight guidance computer (FGC) by the pitch of the aircraft. This mode is also referred to as speed on elevator. The speed command is displayed on ACTIVE FLIGHT PLAN page 1 and the guidance panel (when supported). For most operations, the autothrottle is set to climb power rating for climbs and idle for descents. Exceptions are when climbing or descending only a short distance. In this case, the throttle is set to less than climb power or more than idle to avoid abrupt changes. Moving the throttle during VFLCH makes a change in pitch. This changes the vertical speed, but the aircraft speed remains the same. VFLCH is used during all climbs and, unless a path is defined, during descents. When engaging VNAV, VFLCH is set as the active mode when the altitude preselector is above or below the current aircraft altitude and the current flight director mode is not altitude hold. When in other modes of VNAV, a transition to VFLCH is made by setting the altitude preselector to other than current altitude and pushing the FLCH button on the guidance panel.

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While in the armed mode, the FMS does not vertically control the aircraft. Another vertical flight director mode is used to vertically control the aircraft until the FMS transitions out of VNAV ARM.

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There are a few conditions where VNAV ARM remains the active mode for some time. For example, the altitude preselector is set above aircraft altitude and the next constraint altitude is below the aircraft altitude. In this example, VNAV cannot determine whether to climb to the altitude preselector or to descend to the constraint. The net result is that VNAV stays in the ARM mode until the conflict is resolved.

Flight Plan 8-40

Honeywell International Inc. Do not copy without express permission of Honeywell.

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A28- 1146- 179 REV 5 Oct 2009

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VNAV ARM (VNAV) -- When initially selected, VNAV ARM becomes the active mode. VNAV ARM requires that performance has been initialized and is active for any flight phase and while on--ground. When an attempt to arm VNAV is made on--ground before performance has been initialized, the message PERF--VNAV NOT AVAILABLE is displayed in the scratchpad. While armed, the FMS monitors aircraft position and altitude against the altitude preselector and, if any, the next waypoint altitude constraint. From this, the FMS determines when to capture and which VNAV submode is correct.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Altitude Capture (VASEL) -- This mode is the same as altitude capture. It is used to level the aircraft at the VNAV supplied altitude target. The altitude target is either an altitude constraint or the altitude preselector setting. The FGC controls the pitch of the aircraft in order to capture the altitude. The autothrottle controls the speed command shown on the guidance panel. Moving the throttle changes speed. VNAV Altitude Hold (VALT) -- This mode is the same as altitude hold. The FGC controls altitude by controlling pitch. The autothrottle controls the speed command.

FO

During VPATH operations, the autothrottle attempts to maintain the speed command shown on ACTIVE FLT PLAN page 1 or the guidance panel. When the angle is too steep, the throttles are at idle and the aircraft speed can continue to increase. When autothrottles are not engaged, the pilot is responsible for adjusting the throttles to maintain aircraft speed.

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The primary objective during VPATH descents is maintaining the geometric path. To accomplish this, VNAV computes the required vertical speed to maintain the path, then sends the command to the FGC. The FGC adjusts the pitch of the aircraft to maintain the requested vertical speed. During VPATH operations, the aircraft speed is permitted to increase or decrease to maintain the path. VNAV does give speed protection, as described on page 8-63.

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VNAV Path (VPATH) -- This mode is a vertical path. In this mode, VNAV controls the aircraft along a geometric path downward to a waypoint altitude constraint. The path angle is either an FMS--computed value, procedure specified, or pilot--entered. Path descents are identical to instrument landing system (ILS) approaches where the glideslope gives a constant descent angle. VNAV gives the same constant descent angle using barometric altitude to determine the aircraft is on path.

O N

When VNAV is disengaged while in VALT, the flight director mode becomes PITCH HOLD, not altitude hold.

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Flight Plan 8-41

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Early/Late Descent (DES NOW)


A VPATH early or late descent is performed when the DES NOW option is enabled on the airline personality module (APM). The DES NOW prompt is available on the FPLN, RTE, and DESCENT pages when within 50 NM of the TOD as shown in Figure 8--28, Figure 8--29 and Figure 8--30.

Figure 8-28 ACTIVE FLT PLAN - DES NOW -

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Flight Plan 8-42 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 8-29 ACT RTE - DES NOW -

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Figure 8-30 DESCENT - DES NOW -

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Flight Plan 8-43

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When an early descent is initiated by selecting the DES NOW prompt, the VPATH descent profile consists of a fixed 1000 ft/min early descent path and the original predicted path. The FMS descends to a point at which it intersects the original flight plan path. At this point, the FMS automatically performs a transition maneuver to capture the original path. No VTA is provided for the transition maneuver. Bottom--of--descent (BOD), vertical deviation, and the FMS altitude target are all displayed with respect to the original VNAV path. All descent altitude constraints encountered prior to intercepting the original VNAV path is honored as well as the ALT SEL. When a late descent is initiated by selecting the DES NOW prompt, the VPATH descent profile consists of a fixed--angle, late--descent path and the original predicted path. The FMS initially guides to a path 1.5 greater than the original descent path to the point at which it intersects the original flight plan. At this point, the FMS automatically performs a transition maneuver to capture the original path. BOD, vertical deviation, and the FMS altitude target are all displayed with respect to the original VNAV path. All descent altitude constraints encountered prior to intercepting the original VNAV path are honored, as is the ALT SEL.
D

Arming of VGP Mode: The first step towards using the VGP mode is to arm VGP. This is done when the aircraft is within 30 NM of the destination. VGP is armed by selecting the approach (APP) button on the guidance panel. However, the following conditions are necessary for arming the VGP mode.

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Vertical Glide Path Mode (VGP) -- The vertical glide path (VGP) mode, shown in Figure 8--31, permits crew management of the altitude preselector during FMS managed nonprecision approaches. Using standard VNAV during nonprecision approaches, it is necessary to dial the altitude preselector to the minimum descent altitude (MDA) during the final approach segment. When a missed approach is executed, it is necessary to reset the altitude preselector to the missed approach altitude. With the VGP mode, the altitude preselector is set to the missed approach procedure altitude once the VGP mode is engaged. The FMS manages the aircraft on a vertical path to the missed approach point (MAP) regardless of the setting of the altitude preselector. This is similar in concept to glideslope capture for ILS approaches.

FMS is the selected navigation source. Localizer (LOC) preview mode is inactive on the primary flight display (PFD). A nonlocalizer based approach is selected from the navigation database.
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Flight Plan 8-44

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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The aircraft is not in dead reckoning (DR) mode. The aircraft is within 30 NM of the destination. An NDB angle to the MAP exists. Altitude and angle constraint values from the NAV DB have not been changed.

The aircraft, when holding, must be established on the inbound course to the FAF.

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The aircraft is able to capture the final approach slope. With a course reversal hold leg (HF) on the FAF, the aircraft must be established inbound to the FAF (< 0.5nm cross track error and <10 degrees track error on inbound leg) and be exiting the hold.

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TR

Once VGP is engaged, the crew does not need to set the preselector altitude to the MDA. They can dial it to the missed approach altitude. The FMS does not consider the preselector altitude in its computations while in VGP mode. This also means the message, RESET ALT SEL, is suppressed in VGP mode.

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The active waypoint is the FAF or along track distance to the FAF is less than 5 nm

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LNAV is active.

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The VGP mode is armed (by the selection of APP button and meeting the conditions mentioned in the previous section).

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Engagement of VGP mode: The VGP mode is engaged when the following rules are met:

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No vertical direct--to the MAP has been executed.

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When there is an at--altitude constraint on the final approach fix (FAF), the aircraft must be in alt hold at the FAF altitude.

Flight Plan 8-45

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Selection of a RESUME button (when flying a HOLDING pattern).

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The message is self--clearing when the FAF is sequenced.

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The VGP UNAVAILABLE message is displayed when the guidance panel approach button is pushed and the arming criteria previously mentioned is not met.

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VGP mode is automatically canceled when any of the VGP arming conditions (Arming of VGP Mode section) is no longer true. In this case, the aircraft transitions to flight path angle (FPA).

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Flight Plan 8-46

Honeywell International Inc. Do not copy without express permission of Honeywell.

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Selection of APP, HDG, NAV, VNAV, FLCH, ALT, VS or FPA buttons on the guidance panel.

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Canceling VGP Mode: VGP mode is canceled by the crew using any of the following methods:

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Figure 8-31 VGP Operation

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Operation in Flight


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Climb -- All VNAV climbs are flown using VFLCH. Intermediate level offs are entered as waypoint constraints through the MCDU or are set with the altitude preselector. VNAV never flies through the altitude preselector in any VNAV mode. When an intermediate level off is required due to an FMS waypoint altitude constraint, VNAV automatically resumes the climb after passing the waypoint, when the selector is set above the current aircraft altitude. When the selector is not set above the current altitude, VNAV maintains the intermediate altitude when passing the waypoint. In this case, the climb is resumed by setting the altitude preselector higher and pushing VFLCH on the guidance panel.

FO

When in VALT, the flight guidance system (FGS) touch control steering (TCS) function is used to maneuver the aircraft. However, when TCS is released, the aircraft returns to the original VALT altitude only when the deviation from the target altitude is less than 50 ft. When altitude deviation is 50 ft or more, the FMS does not attempt to return to the original altitude target. Automatic changes from cruise are performed for bottom--of--step--climb (BOSC) and TOD points. In both cases, the altitude preselector must be properly set (i.e., above the current altitude for BOSC and below current altitude for TOD). When the altitude preselector remains at the current altitude, the aircraft remains in cruise as the points are passed.

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Cruise is flown by the autopilot in the altitude hold mode (VALT). From cruise, a climb or descent is executed at any time by setting the altitude preselector to the desired altitude and pushing the FLCH button. There is a 2 to 3 second delay before VNAV resets the altitude target to the altitude preselector or next waypoint altitude constraint (whichever is closer), and the flight director changes to VFLCH.

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Cruise -- The initial cruise altitude is entered during performance initialization. When the altitude preselector is set higher than the entered initial cruise altitude, the cruise altitude is adjusted to match the altitude preselector. When the aircraft levels off at the cruise altitude (initial cruise altitude or higher when set on the selector), the FMS enters the cruise phase of flight. The speed command is adjusted to the cruise values.

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Flight Plan 8-47

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Top- -Descent (TOD) -- The TOD is the location at which the -ofaircraft commences a descent. The TOD is displayed on the navigation display (ND), but is always displayed on the PROGRESS pages. There is only one TOD waypoint at a time. For each TOD, a vertical waypoint alert is given and an automatic descent is initiated when the altitude preselector has been selected to a lower altitude. Descent -- Descents are flown as speed descents (VFLCH) or path descents (VPATH). The transition to descent is automatic, assuming the altitude preselector is set lower than the present altitude. One minute before TOD, the vertical track alert is given. On reaching the TOD, VNAV initiates either a VFLCH or VPATH descent.

FO

During path descents, AT OR ABOVE or AT OR BELOW constraints are not treated as AT constraints. VNAV looks further in the flight plan to determine when other constraints exist. If so, VNAV flies a single path that meets all constraints rather than multiple paths that treat each constraint as an AT constraint. After passing the last waypoint with an altitude constraint, VNAV changes from path descent (VPATH) to a speed descent (VFLCH).

VNAV Special Operations


D

Vertical DIRECT-TO -- This function operates much like the lateral DIRECT--TO. Refer to page 10-2 for additional information on vertical DIRECT--TO.
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Flight Plan 8-48

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Path Descent (VPATH) -- A VPATH descent is flown when an altitude constraint is in the descent portion of the active flight plan. The path angle associated with the constraint is either a default angle computed by the FMS, procedure specified, or pilot--entered.

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The pilot initiates a VFLCH descent anytime by setting the altitude preselector to a lower altitude and pushing FLCH on the guidance panel. Following an intermediate level off at the altitude preselector value, the descent is resumed by dialing down the altitude preselector and pushing the FLCH button again on the guidance panel.

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Speed Descent (VFLCH) -- A speed descent is flown when no altitude constraints exist in the flight plan during the descent. The TOD is calculated to place the aircraft at 1500 feet above the destination 10 miles prior to the destination. Also, the TOD is based on any speed constraints in the descent such as slowing to 250 knots below 10,000 feet.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV and Holding Patterns -- There are some special considerations for holding and orbits during VNAV operation. When the holding pattern is entered while in VFLCH, the aircraft remains in VFLCH and continues the climb or descent. When the holding pattern is entered while in VALT, the aircraft remains in VALT. When a present position (PPOS) holding pattern is entered while in a path descent, the aircraft changes to VFLCH while in holding. Path descents are not used during holding pattern operations. When the hold is entered while in VPATH, VNAV changes to VALT. To continue the descent the pilot must manually select VFLCH.

VNAV (VPATH and VFLCH) and Stored Instrument Approaches All stored approach procedures have associated altitude constraints and/or vertical path angles. Changing the altitude constraint and/or the path descent angle is possible once an approach procedure has been activated. However, the crew must verify that all the approach procedure altitude requirements are met. Industry--wide standards for database information are currently inconsistent on many approaches. Some vertical paths are defined at 50 feet above the runway. Others do not arrive at MDA until at the MAP. Some approaches give vertical guidance below the published MDA and some vertical paths differ from the VASI/PAPI angles.

FO

VNAV Operational Scenarios


The operational scenarios are presented as a series of figures showing typical vertical profile segments. Certain points on the figures are labeled with numbers. These numbers are used to describe events and are enclosed in parentheses in the text. Refer to the General VNAV Rules section, page 8-38, when reviewing these scenarios.
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TR

The stored missed approach also contains altitude constraints. Some altitude constraints do not refer to any waypoint. VFLCH is used to fly the missed approach to comply with this type of altitude constraint. During the missed approach, the speed command is the PERFORMANCE INIT missed approach speed until the destination waypoint is changed or flight plan changes are made.

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Flight Plan 8-49

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Climb (VFLCH) The elements of a VNAV climb profile are shown in Figure 8--32.

A VNAV climb profile consists of the following: VNAV is engaged in a VFLCH airspeed climb (1) after takeoff. One thousand feet before reaching the constraint altitude, a VTA is given (2). The flight guidance computer changes to VASEL to capture the altitude constraint (3). The flight guidance computer switches to VALT at the constraint altitude (4).

FO

One minute before the constrained lateral waypoint is reached, a VTA is given (5) indicating an automatic climb begins at the waypoint. The altitude preselector is set higher than the constraint altitude (5). The flight guidance computer switches to VFLCH as the waypoint is passed (6). The flight guidance computer performs a normal level off at the intermediate altitude preselector (7) switching from VFLCH to VASEL to VALT with the normal 1000--foot selector alert.

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Figure 8-32 VNAV Climb Profile

Flight Plan 8-50

Honeywell International Inc. Do not copy without express permission of Honeywell.

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A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

ATC clearance is received to the cruise altitude and the selector is dialed to the cleared altitude (8). The FLCH button is pushed to resume the climb (8). The flight guidance computer performs a normal level off at the cruise altitude (9) switching from VFLCH to VASEL to VALT with the normal 1000--foot selector alert and the speed command changes to the cruise value.

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A VFLCH descent is engaged at any time by using the following: From cruise altitude (1), dial down the altitude preselector to the ATC cleared altitude (2). Push FLCH when already engaged in a VNAV mode or VNAV when not already in VNAV. The flight guidance computer switches to VFLCH and begins a descent (1). One thousand feet before the altitude preselector (2) is reached, the normal altitude alert is given and the flight guidance computer does a normal level off switching from VFLCH to VASEL (3) to VALT (4).
Flight Plan 8-51

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Figure 8-33 VNAV Flight Level Change Descent

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The elements of a VNAV FLCH (IAS or MACH hold) descent profile are shown in Figure 8--33.

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VNAV Flight Level Change Descent (VFLCH)

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

An ATC clearance (5) is received to a lower altitude and the altitude preselector is lowered (6). FLCH is pushed (5) and the aircraft begins a descent. One thousand feet before the altitude preselector (6), the normal altitude alert is given and the flight guidance computer does a normal level off switching from VFLCH to VASEL to VALT (7).
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VNAV Path Descent (VPATH)

Figure 8-34 VNAV Path Descent Profile

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Flight Plan 8-52 A28- 1146- 179 REV 5 Oct 2009
Honeywell International Inc. Do not copy without express permission of Honeywell.

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The elements of a VNAV path descent profile are shown in Figure 8--34.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

A VNAV path descent is engaged from VALT at any time when the altitude preselector has been dialed down before the TOD point is reached. The VNAV path descent mode is used to descend to a new flight level at a calculated or prescribed angle (between 1_ and 6_). The following steps apply: An altitude constraint is entered at a waypoint (1). The FMS calculates an angle and TOD (2) for the path descent. At the TOD, the flight guidance computer switches from VALT to VPATH and begins a descent (2).

Landing gear or flap placard speed VREF.

VNAV tries to satisfy both the altitude preselector and the waypoint constraint altitude. However, VNAV never flies through the altitude preselector.

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VMO/MMO

The VNAV angle is always displayed on MCDU for path descents. The path is always followed except when the aircraft speed approaches the following:

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The flight guidance computer does a normal level off switching from VPATH to VASEL (5) to VALT (1).

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One minute before reaching the TOD, a VTA is given (4) and the vertical deviation scale is displayed on the EFIS. When the altitude preselector is not at a lower altitude, the message RESET ALT SEL? is displayed.

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The altitude preselector is set to the ATC cleared altitude (3).

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Flight Plan 8-53

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Late Path Descent (VPATH) A VNAV late path descent is shown in Figure 8--35.

This scenario can occur when ATC has not given descent clearance by the time the TOD is reached. The steps are as follows:

FO

Push the FLCH button (5) to begin descent. The flight guidance computer transitions to VFLCH to begin the descent. When the aircraft is past the TOD but less than 500 feet from the path when the selector is set lower, the FMS switches directly to VPATH.

The altitude preselector is set (4) to the ATC cleared altitude.

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When past the TOD and more than 500 feet above the path, the flight guidance computer remains in VALT.

AI N

One minute before reaching the TOD, a VTA is given (3) and the vertical deviation scale is displayed on the EFIS. When the altitude preselector is not at a lower altitude, the message RESET ALT SEL? is displayed.

N IN

An altitude constraint is entered at a waypoint (1). The FMS calculates an angle and TOD (2) for the path descent.

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Flight Plan 8-54

Honeywell International Inc. Do not copy without express permission of Honeywell.

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A28- 1146- 179 REV 5 Oct 2009

Figure 8-35 VNAV Late Path Descent

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

When the path is intercepted, the flight guidance computer switches to VPATH (6). The flight guidance computer does a normal level off switching from VPATH to VASEL to VALT (1).
D

VNAV Early Descent to Capture Path (VPATH) An early descent to capture a path is shown in Figure 8--36.

This scenario is typical, should ATC instruct a descent before the established TOD point is reached. The steps are as follows: An altitude constraint is entered at a waypoint (1). The FMS calculates an angle and TOD (2) for the path descent.

FO

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The altitude preselector is set to the ATC cleared altitude (3). Push the FLCH button (4) to begin the descent. The flight guidance computer switches to VFLCH to begin the descent. NOTE: Embraer suggests that a vertical DIRECT--TO is the preferred method of recovering from an early descent.

As the path is approached, the vertical deviation is displayed on the EFIS. When the path is intercepted, the flight guidance computer switches to VPATH (5). The flight guidance computer does a normal level off, switching from VPATH to VASEL to VALT (1).
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Figure 8-36 VNAV Early Descent to Capture Path

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Flight Plan 8-55

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Early Descent Using DIRECT-TO (VPATH) The VNAV early path descent using vertical DIRECT--TO is shown in Figure 8--37.

The following steps apply:

The altitude preselector is set (3) to the ATC cleared altitude (4).

The flight guidance computer does a normal level off, switching from VPATH to VASEL (6) to VALT (1).

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A vertical direct--to is performed (5) to the constrained waypoint (1). The FMS calculates the new angle and the flight guidance computer transitions to VPATH.

N IN

An altitude constraint is entered at a waypoint (1). The FMS calculates an angle and TOD (2) for the path descent.

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Figure 8-37 VNAV Early Path Descent Using Vertical DIRECT-TO

Flight Plan 8-56

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

VNAV Late Descent Using DIRECT-TO (VPATH) A VNAV late path descent using vertical DIRECT--TO is shown in Figure 8--38.

In this scenario, descent clearance is not received before the TOD is reached. The following applies:

FO

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TR

At the TOD (2), the flight guidance computer remains in VALT and remains level through the TOD. The altitude preselector is set (4) to the ATC cleared altitude (5). A vertical direct--to is performed (6) to the constrained waypoint (1). The FMS calculates the angle and the flight guidance computer transitions to VPATH. The flight guidance computer does a normal level off, switching from VPATH to VASEL to VALT (1).

AI N

One minute before reaching the TOD, a VTA is given (3) and the vertical deviation scale is displayed on the EFIS. When the altitude preselector is not at a lower altitude, the message RESET ALT SEL? is displayed.

N IN

An altitude constraint is entered at a waypoint (1). The FMS calculates an angle and TOD (2) for the path descent.

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Figure 8-38 VNAV Late Path Descent Using Vertical DIRECT-TO

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Flight Plan 8-57

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

SPEED COMMAND
The FMS is capable of controlling the aircraft speed during departure, climb, cruise, descent, approach, and go--around. The speed is either controlled automatically or manually. The automatic speed command (FMS) contains two submodes: automatic and waypoint constraint. In the speed command mode (MAN), the pilot enters the desired aircraft speed manually on the guidance control panel. The autothrottle then controls the aircraft to the manually--entered speed. The FMS gives speed protection for FMS modes. This speed protection is designed to prevent the aircraft from flying too slow or too fast. Refer to Speed Protection, on page 8-63, for additional information.

General Speed Command Rules


D

The active speed command, whichever is the lowest value between CAS and MACH, is shown in large characters. The active speed command is also displayed on EFIS.

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Figure 8-39 ACTIVE FLT PLAN 1/7


Flight Plan 8-58 A28- 1146- 179 REV 5 Oct 2009
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A CAS and MACH are both displayed when climbing or descending. Otherwise, the cruise speed command (either CAS or a MACH) is displayed.

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01683.01

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The current speed command is displayed on page 1 of the ACTIVE FLT PLAN. This is shown in Figure 8--39.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Automatic
As the name implies, the automatic speed command mode is the most automated mode. The FMS automatically changes the speed command throughout the flight to accommodate aircraft configuration and phase of flight. This automatically controlled speed command is used by the autopilot or autothrottle. The following speed schedules for the automatic speed command are configured on the PERFORMANCE INIT 1/3 page:
D D D D

Departure

Go--around.

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As the aircraft levels off at the cruise altitude, as defined in the initialization, the speed command changes to cruise. Only one value of CAS or MACH is displayed. The speed command transitions to cruise when the aircraft is in VALT or altitude hold and the aircraft altitude equals the PERFORMANCE INIT cruise altitude. When the aircraft levels off at an altitude below the PERFORMANCE INIT value for cruise altitude, the speed command continues to be the climb speed command. Manually entering the lower cruise altitude on the PERF DATA 1 page is necessary to enable the FMS to transition to the cruise speed command.
Flight Plan 8-59

AI N

Once the aircraft is clear of the departure area, the speed command transitions to the climb speed schedule selected during initialization. The climb speed command is limited by the speed/altitude limit defined during initialization. Once above the speed/altitude limit, the target is the lower value of the CAS/MACH climb speed schedule. Changes to MACH are automatic.

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During departure, the speed command is set to the departure speed schedule selected during initialization. The departure speed schedule is designed to maintain the aircraft speed below the class D airspace speed limit. The default departure area is 4 NM from the departure airport and less than 2500 feet AGL.

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When the FD is in T.O. mode, the FMS generates V2 until V2 is reached, then ramps up to V2 + 10, and then stays at V2 + 10 until the vertical mode is changed.

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The automatic speed command for a typical flight changes as follows:

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Descent D Approach

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Climb D Cruise

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step climbs use the cruise speed command when the altitude changes are 5000 feet or less. Climbs greater than 5000 feet use the climb speed commands.
D

Waypoint Speed Constraint


The FMS gives the ability to cross a waypoint at a specified speed. This is referred to as a waypoint speed constraint. A waypoint speed constraint is retrieved with a procedure (SID/STAR/approach) or is entered by the pilot. Waypoint speed constraints are treated differently by the FMS depending on the phase of flight. Waypoint speed constraints in the climb phase of flight results in the FMS applying the speed constraint to all legs prior to the waypoint. The climb phase of flight is defined as the legs of the flight plan prior to the TOC. When sequencing the waypoint, the FMS attempts to return to the automatic speed schedules when no other waypoint speed constraint exists.

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When the flight director transitions to go--around, the speed command changes to the go--around speed schedule defined during initialization. When the go--around speed command is active, modification of the active flight plan or selection of a new approach results in the FMS transitioning from go--around to the approach speed schedule. When the active flight plan destination is changed while the go--around speed schedule is active, the speed command transitions from go--around to climb speed schedule.

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Flight Plan 8-60

Honeywell International Inc. Do not copy without express permission of Honeywell.

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A28- 1146- 179 REV 5 Oct 2009

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Nearing the destination, the speed command changes to the approach speed schedule defined during initialization. The default values for the transition to approach speed are 15 radial nautical miles from the destination or 5 miles from the first approach waypoint. Lowering the landing gear or flaps also changes the speed command to the approach speed schedule.

LY

When the aircraft begins descending below the cruise altitude, the speed command changes to the descent speed schedule and the descent CAS/MACH target is displayed. The descent speed command is used during any intermediate level offs. When the aircraft nears the speed/altitude limit, the speed command anticipates the speed limit and slows the aircraft prior to reaching the altitude.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Waypoint speed constraints in the cruise or descent phase of flight results in the FMS applying the speed constraint to all legs after the waypoint. As the aircraft approaches the waypoint, the FMS anticipates the speed constraint so that the aircraft crosses the waypoint at the speed constraint. The cruise phase of flight is defined as the legs of the flight plan past the TOC and prior to the TOD. The descent phase of flight is defined as the legs of the flight plan past the TOD. To insert a waypoint speed constraint, follow Procedure 8--3. Step 1 2 Procedure 8-3 Inserting a Waypoint Speed Constraint

Completely initialize the PERFORMANCE INIT pages.

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Flight Plan 8-61

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Enter the speed constraint into the scratchpad followed by a slash ( / ). The entered speed is either a CAS or MACH.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 3

Procedure 8-3 Inserting a Waypoint Speed Constraint Push the right line select key adjacent to the lateral waypoint on the ACTIVE FLT PLAN page. For example, Figure 8--40 shows a speed constraint of 120 knots desired for waypoint FGT. The speed constraint was entered into the scratchpad (e.g., 120/) and then line--select 2R was pushed.

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Step 1 2

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To remove a waypoint speed constraint, follow Procedure 8--4. Procedure 8-4 Removing a Waypoint Speed Constraint Push the DEL key. Push the right line select key adjacent to the lateral waypoint on the ACTIVE FLT PLAN page.

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Figure 8-40 ACTIVE FLT PLAN 5/7

Flight Plan 8-62

Honeywell International Inc. Do not copy without express permission of Honeywell.

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01682.01 A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Speed Protection
The FMS gives two types of speed protection, automatic transition from VPATH to VFLCH (referred to as speed reversion) and latched speed. The FMS automatically transitions from VPATH to VFLCH for the following conditions:
D

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Landing Gear or Flap Placard Speed -- During a VPATH descent, the aircraft speed exceeds the landing gear or flap placard speed by 10 kts.

VREF -- During a VPATH descent and the aircraft speed is less than VREF by 10 kts.

AI N

Speed/altitude limit protection is also given during VFLCH descents. Under these conditions, the FMS slows the aircraft to the speed limit when approaching the altitude associated with the speed limit.

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When autothrottles are not engaged or the aircraft is not equipped with autothrottles, the FMS continues the descent through the speed/altitude limit. The pilot is responsible for controlling the speed of the aircraft to meet the speed/altitude limit.

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Speed/Altitude Limit -- During a VPATH descent with autothrottles engaged, the FMS outputs an altitude target equal to the speed limit altitude when the aircraft speed exceeds the speed constraint (e.g., 250 knots at 10,000 feet) by more than 9 kts. Under these conditions, the FMS levels the aircraft at the speed limit altitude until the aircraft speed is 6 kts greater than the speed limit. The FMS then requests a VFLCH descent down to the altitude preselector request when the aircraft is more than 250 ft. off the vertical profile, otherwise VPATH is requested.

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VMO/MMO -- During a VPATH descent, when CAS becomes greater than VMO +10 kts. The transition is canceled when the airspeed decreases to VMO +2 kts.

Flight Plan 8-63

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The second speed protection is latched speed mode. The FMS enters the latched speed mode during automatic transitions from one submode of VNAV to another. The latched speed mode is also entered when a significant difference is between the actual aircraft speed and the speed command. When entering the latched speed mode, the FMS shows LATCHED at 1R of the ACTIVE FLT PLAN page. This is shown in Figure 8--41.

2. When during descent or climb, the pilot--entered constraint speed exceeds Vmo or Mmo, the pilot--entered speed is deleted and Vmo/Mmo is displayed. Pilot entered speeds in excess of current Vmo/Mmo are converted to Vmo/Mmo.

FO

3. A latched speed occurs at the last BOD when the current speed command is more than 5 knots above the current airspeed. This is also true when the BOD altitude constraint is deleted. 4. A latched speed occurs when the altitude preselector is dialed while in VASEL to a BOD and the current target is greater than 5 knots more than the current speed.
Flight Plan 8-64 A28- 1146- 179 REV 5 Oct 2009
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1. When during altitude capture, changes are made to a speed mode descent and the command speed is not within 5 knots of the current airspeed. The command speed is deleted and the current airspeed is LATCHED and shown as the command speed.

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The latched, speed--protection conditions are as follows:

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Figure 8-41 ACTIVE FLT PLAN 1/7 Page

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01685.01

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

5. When VNAV has transitioned out of VPATH and the current airspeed is not within 5 knots of the speed command. 6. When VNAV is in VPATH and the CAS becomes greater than VMO + 10 knots, VNAV changes to VFLCH and latches to VMO. The LATCHED SPEED mode is removed by entering *DELETE* from the scratchpad to line--select 1R on page 1 of the ACTIVE FLT PLAN.

VNAV APPROACH TEMPERATURE COMPENSATION


VNAV approach temperature compensation is an FMS option function and is not available unless enabled. The following page entries specific to the temperature compensation functionality are not displayed when the VNAV approach temperature compensation function is not enabled. For VNAV approaches, the flight crew has the option of selecting VNAV temperature compensation to assure the FMS meets obstacle clearance standards by the published altitude constraints. The VNAV temp compensation function adjusts all FMS waypoint altitude constraints for the defined approach, approach transitions, and missed approach segments of the flight plan to compensate for nonstandard day temperatures.

D D

OFF (assumes standard day temperature)

FO

HOT/COLD applies temperature compensation when approach is flown in any temperature condition (limited to --50 to 70 degrees DISA). This configuration is an option and must be enabled separately from COLD.

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COLD applies temperature compensation only when approach is flown in COLD conditions (0 to --50 degrees DISA (deviation ISA))

N IN

The flight crew configures the FMS for three states of VNAV approach temperature compensation:

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Flight Plan 8-65

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure 8--5 is an example of the steps necessary for configuring the FMS for the VNAV approach temperature compensation mode. Step 1 2 3 4 Procedure 8-5 FMS Temperature Compensation Configuration Select MAINTENANCE from page 2 of NAV INDEX. Select SETUP from page 2 of FMS X MAINTENANCE.

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Flight Plan 8-66 A28- 1146- 179 REV 5 Oct 2009
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Go to Page 2 of FLIGHT CONFIG pages.

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Select FLIGHT on FMS SETUP.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 5

Procedure 8-5 FMS Temperature Compensation Configuration The FLIGHT CONFIG page layout is shown in Figure 8--42.

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LSK 3L indicates the current temperature compensation mode is OFF and the pilot can choose changes by selecting the LSK 3R.

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Figure 8-42 FLIGHT CONFIG 2/2

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Flight Plan 8-67

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 6

Procedure 8-5 FMS Temperature Compensation Configuration Selecting LSK 3R for changes to the temperature compensation mode shows the TEMP COMP CONFIG page, as in Figure 8--43.

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D

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NOTE:

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Select LSK 2L to set temperature compensation mode to COLD. Select LSK 3L to set the temperature compensation mode to HOT & COLD.

The VNAV approach temperature compensation functionality, as an option, is enabled as COLD only or HOT & COLD. When enabled as COLD, only the previously discussed procedures remain the same with the exception that the HOT & COLD prompt is not available.

AI N

Select LSK 1L to switch OFF temperature compensation mode.

N IN

Figure 8-43 TEMP COMP CONFIG 1/1

Flight Plan 8-68

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01872.04 A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The FMS determines the compensated altitude constraint values automatically once an outside air temperature value has been entered on the LANDING page and an arrival has been strung into the active flight plan. However, pilot confirmation by the MOD flight plan is required before the altitude compensation is applied to the active waypoints. Procedure 8--6 is an example of the steps necessary for defining and activating the VNAV temperature compensation values in the active flight plan. (This procedure assumes an arrival has already been strung into the active flight plan.)

Step 1

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On the LANDING page, enter/verify the correct outside air temperature (OAT) for the destination airport.

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Figure 8-44 LANDING 1/2

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The LANDING 1/2 page, as shown in Figure 8--44, is displayed by pushing the LANDING prompt on the PERF INDEX page.

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Procedure 8-6 Review and Insert Temp Comp Alt Constraints Into FLT Plan

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Flight Plan 8-69

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 2

Procedure 8-6 Review and Insert Temp Comp Alt Constraints Into FLT Plan The --22C TEMP COMP 1/2 page, shown in Figure 8--45, is displayed by pushing the TEMP COMP prompt on the LANDING page.

Note that the temperature compensation is applied only to the altitude constraints from the navigation database. No changes are applied to performance computed values or the pilot--entered constraints.

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The proposed altitudes for each of the arrival flight plan constraints are displayed in reverse video on the MOD TEMP COMP page.

N IN

Figure 8-45 -22C MOD TEMP COMP 1/2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 3

Procedure 8-6 Review and Insert Temp Comp Alt Constraints Into FLT Plan Select INSERT prompt to insert the temperature compensated values into the FLIGHT PLAN. A MOD FLT PLAN page, shown in Figure 8--46, is created with database values of the arrival altitude constraints.

N IN

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Note again that temperature compensated values are displayed in reverse video.

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Figure 8-46 MOD FLT PLAN 6/9

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Flight Plan 8-71

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 4

Procedure 8-6 Review and Insert Temp Comp Alt Constraints Into FLT Plan Select ACTIVATE to apply the changes in the ACTIVE FLIGHT PLAN, as shown in Figure 8--47.

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Figure 8-47 ACTIVE FLT PLAN 6/9

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Flight Plan 8-72

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

The pilot is able to calculate a temperature compensated approach MDA on the last page in the string of the TEMP COMP pages. The last page of the TEMP COMP page is accessed by pushing the NEXT function key when viewing the TEMP COMP page, shown in Figure 8--43, until the last page is displayed. The default page of the MDA TEMP COMP page is shown in Figure 8--48.

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Figure 8-48 MDA TEMP COMP Page

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Flight Plan 8-73

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

LSK 1L is displayed with dashes. LSK 1R is blank when a published approach MDA has not been entered at LSK 1L. The published approach MDA altitude is entered in feet by the pilot at LSK 1L. When a valid entry is made at LSK 1L, an FMS computed COMP MDA is displayed in feet at 1R, as shown in Figure 8--49. Invalid entries are not permitted and attempts to do so are annunciated to the pilot with an INVALID ENTRY scratchpad message. An entry is considered invalid when a number outside the range 0 to 9999 is entered.

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The compensated MDA, when it exists, is displayed opposite the uncompensated MDA at 1R. When an uncompensated MDA does not exist then the compensated MDA field is blank.

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Figure 8-49 -22C TEMP COMP 2/2

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Flight Plan 8-74 A28- 1146- 179 REV 5 Oct 2009
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Procedure 8--7 is an example of the steps necessary for removing existing values of temperature compensated arrival altitude constraints from the active flight plan. Step 1 Procedure 8-7 Remove Temperature Compensation Select the LANDING prompt from the PERF INDEX page to show the LANDING 1/2 page, shown in Figure 8--50.

N IN

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Figure 8-50 LANDING 1/2

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Flight Plan 8-75

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 2

Procedure 8-7 Remove Temperature Compensation Select TEMP COMP on the LANDING page. Select the REMOVE prompt, as shown in Figure 8--51, from the TEMP COMP review page.

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Figure 8-51 -22C TEMP COMP 1/2

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Flight Plan 8-76

Honeywell International Inc. Do not copy without express permission of Honeywell.

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A28- 1146- 179 REV 5 Oct 2009

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 3

Procedure 8-7 Remove Temperature Compensation A MOD FLT PLAN, shown in Figure 8--52, is created with the database values of the arrival altitude constraints.

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Figure 8-52 MOD FLT PLAN 6/9

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Flight Plan 8-77

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step 4

Procedure 8-7 Remove Temperature Compensation Select ACTIVATE to apply the changes in the ACTIVE FLIGHT PLAN page, as shown in Figure 8--53.

FO

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An approach has been activated Valid OAT (on the Landing page) is entered.

The aircraft is within 30 NM of the destination

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The active TEMP COMP CONFIG mode is COLD or HOT and COLD

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The TEMP COMP review page is accessed either through the LANDING page or from the FLIGHT PLAN pages. For the TEMP COMP access prompt to be available on the flight plan pages, the following conditions must be met:

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Figure 8-53 ACTIVE FLT PLAN 6/9

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Flight Plan 8-78

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

CLEARING OF FLIGHT PLANS


Activating a stored flight plan clears the previous active flight plan. Activating a stored flight plan while in flight is permitted, but the pilot is required to confirm the present active flight plan is to be replaced. Whether on the ground or in flight, a stored flight plan or portion of a flight plan is inserted into the active flight plan as a string of waypoints starting at the point of insertion. Flight plans are also cleared one waypoint at a time using the DEL key. While on the ground, entering a new origin after some or all of the flight plan has been defined, is permitted. When the new origin is already a waypoint in the flight plan, the waypoints before the first appearance of the new origin are deleted. When the new origin is not already a waypoint in the flight plan, the whole flight plan is deleted. Deleting the origin clears the entire flight plan. This applies to both active and stored flight plans. Another action performed on the ground that results in clearing the active flight plan is to activate the previously inactive database on the NAV IDENT page of the MCDU. See page 6-1 for additional details.

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Flight Plan 8-79

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Blank Page

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

9.

Progress

INTRODUCTION
This section describes the progress functions of the flight management system (FMS).

PROGRESS PAGES
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1L, 2L, and 3L -- These lines show the distance--to--go (DTG), estimated time en route (ETE), and estimated fuel remaining for the TO and NEXT waypoints and the destination. Pilot--entry of any active flight plan waypoint is permitted at 1L or 2L. DTG, ETE, and estimated fuel remaining is displayed for the entered waypoint. No entry is permitted on 1R, 2R, and 3R.
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Figure 9-1 PROGRESS 1/3

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PROGRESS 1/3 -- Figure 9--1 shows the progress of the flight to the takeoff (TO) waypoint and the destination as well as the current navigation status.

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Progress 9-1

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The PROGRESS pages are accessed by pushing the progress (PROG) function key. These pages summarize important flight parameters and relationships to the flight plan.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

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Figure 9-2 PROGRESS 2/3 1L -- The current speed and altitude targets are displayed on this line. 2L -- The current predicted distance and time to go to the top--of--climb (TOC) is displayed on this line.
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00828.04

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PROGRESS 2/3 -- Figure 9--2 shows the current VNAV commands being transmitted to the flight guidance computer (FGC).

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6L and 6R -- These prompts give access to the NAV 1 and NAV 2 pages. These pages list the ten closest NAVAIDs to the aircraft. Refer to Tuning NAV Radios, on page 6-115, for information on tuning the NAV radios.

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5L and 5R -- These lines show the current navigation mode of the FMS. In this example, the FMS is navigating using global positioning system (GPS) as the primary navigation sensor. The required accuracy of the navigation mode for the current phase of flight is reflected in the required navigation performance (RNP) value (NM). Estimated position of uncertainty (EPU) values indicate estimated navigation accuracy of the current navigation mode (NM). When EPU becomes larger than RNP, UNABLE RNP is displayed in the scratchpad. In addition, the navigation (NAV) radios are tuned to the NAVAID INW (frequency 112.60). Refer to Tuning NAV Radios, on page 6-115, for information on tuning the NAV radios.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

2R -- The current fuel quantity is displayed on this line. 3L -- The current predicted distance and time to go to the TOD is displayed on this line. 3R -- The current aircraft gross weight is displayed on this line. 6L -- This prompt gives access to the RNP (required navigation performance) page. Refer to Section 7, Required Navigation Performance (RNP), for additional information on the RNP page.

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Figure 9-3 PROGRESS 3/3

1L -- The current crosstrack (XTK) error relative to the active leg of the flight plan is displayed on this line. A 0.01 NM resolution is used when the crosstrack error is less than 1 NM. Larger crosstrack errors are displayed using a 0.1 NM resolution. No entry is permitted. 1R -- This line permits pilot--entry of offset. Procedure 9--1 describes how to enter and remove an offset. 2L and 2R -- Aircraft track, drift and heading are displayed on this line. The heading shown is from the high priority heading source. In normal operations, this is (inertial reference system) IRS 1 for FMS 1 and IRS 2 for FMS 2.
Progress 9-3

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PROGRESS 3/3 -- Figure 9--3 shows the PROGRESS 3/3 page.

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6R -- This prompt gives access to the VNAV DATA page.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

3L and 3R -- The FMS computed winds and ground speed are displayed on this line. 6L -- This prompt gives access to the AIR DATA page. Refer to page 9-7 for additional information on the AIR DATA page. 6R -- This prompt gives access to the FLIGHT SUMMARY page. Refer to page 6-184 for additional information on the FLIGHT SUMMARY page.

Figure 9--4 shows the VNAV Data page.

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Figure 9-4 VNAV DATA 1/1

1L -- Shows VNAV figure of merit. 1R -- Shows deviation from path. 2L -- Shows distance and time to top--of--climb. 2R -- Shows top--of--climb altitude.
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

3L -- Shows distance and time to top--of--descent (TOD) and/or bottom--of--descent (BOD). When the next descent path type is smoothing or the aircraft is past the TOD, then BOD is displayed above the TOD. Otherwise, the TOD is displayed above the BOD. When the next descent path type is smoothing, then SMOOTHING is displayed in large cyan font right justified to column 17 of the TOD data. When the aircraft flies past the TOD without descending, PAST is displayed in large green font right justified to column 17 of the TOD data.

6R -- Gives access to PROGRESS page 2.

Lateral Offset

Step Procedure 9-1 Lateral Offset Entry

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Enter the offset by pushing line--select 1R.


NOTE: When a valid offset is active a magenta OFFSET is displayed on the PFD.

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Enter lateral offset into the scratchpad. Enter direction (L or R) and distance in nautical miles.

Select PROGRESS page 3.

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Lateral offsets are entered on the PROGRESS page 3. The entry is described in Procedure 9--1.

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Progress 9-5

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6L -- Gives access to PERFORMANCE INIT page 1.

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3R -- Shows TOD and/or BOD altitude.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Step Procedure 9-1 Lateral Offset Entry 4 The PROGRESS page is shown in Figure 9--5.

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Offsets are automatically canceled for the following: Course changes greater than 90_ D SIDs, STARs, approaches D Patterns D Intercepts.
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An OFFSET CANCEL NEXT WPT message is displayed before offset is automatically canceled. To manually cancel the lateral offset waypoint, push the DEL key and line--select *DELETE* to 1R.

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DETAILS -- Lateral offsets cannot be entered while flying any of the following: D SIDs, STARs, approaches D Patterns D In the terminal area (30 NM from origin, 30 NM from destination) In the polar region.

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Figure 9-5 PROGRESS 3/3

Progress 9-6

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Air Data
The AIR DATA page is shown in Figure 9--6. This page is accessed from PROGRESS page 3/3. The FMS shows and uses the active ADS selected for display on the EFIS. In typical operations, FMS 1 shows and uses ADS 1. FMS 2 shows and uses ADS 2. When the copilot selects ADS 1, FMS 2 shows and uses ADS 1 data. The ADS data source is displayed as part of the title.

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Figure 9-6 AIR DATA 1 1/1

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Progress 9-7

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Blank Page

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Progress 9-8

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

10. Direct/Intercept
INTRODUCTION
This section describes the direct and intercept functions of the flight management system (FMS). The DIRECT and INTERCEPT functions are accessed by up--selecting a waypoint onto 1L on the ACTIVE FLT PLAN page. Three prompts are inserted on the ACTIVE FLT PLAN pages. The three prompts, shown in Figure 10--1, are as follows: 1. CANCEL (6L) 2. Intercept course (INTC CRS) (5R) 3. ACTIVATE (6R).

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Figure 10-1 MOD FLT PLAN 1/4

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Direct/Intercept 10-1

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

LATERAL DIRECT- TO Lateral DIRECT--TO flight plan entries gives the pilot the ability to fly direct to a particular fix or to intercept a course to any waypoint. The fix is part of the active route or is offpath. A lateral DIRECT--TO is accomplished by entering a waypoint in the scratchpad of the ACTIVE FLT PLAN page and upselecting it to 1L. The lateral DIRECT--TO operation is performed either on the ground or in the air. Deleting 1L on the active flight plan page clears the existing flight plan. The following are examples of valid, entered waypoints:
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D D D D D

A valid place/bearing/distance (PBD) waypoint An along--track waypoint A course intersection waypoint.

A latitude/longitude (lat/long) waypoint or lat/long reporting point

DIRECT (1L) -- The FMS provides navigation to fly direct--to the desired waypoint without removing waypoints. A discontinuity is inserted after the desired waypoint followed by the previous waypoint sequence.

NOTE:
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ACTIVE (2L) -- The FMS provides navigation to fly direct--to a waypoint in the active flight plan deleting all preceding waypoints. MISSED APPROACH (3L) -- The FMS provides navigation to fly direct--to a waypoint in the selected missed approach procedure deleting all preceding waypoints. ALTERNATE (4L) -- The FMS provides navigation to fly direct--to a waypoint in the alternate flight plan deleting all preceding waypoints. Not all line select keys (LSKs) (1L--4L) are available when the DIRECT--TO page is displayed. More than one LSK is available when a duplicate waypoint is in the flight plan (i.e., the same waypoint is located in both the missed approach and alternate procedures).
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NOTE:

Direct/Intercept 10-2

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Once an entry is made in 1L and a duplicate waypoint exists, a DIRECT--TO page is displayed, as shown in Figure 10--2 that contains the following:

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Any fix defined in the active or modified flight plan, missed approach, or alternate flight plan excluding conditional legs

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Any waypoint, airport, navigational aid (NAVAID), or navigation database (NDB) contained in the NAV database

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Figure 10-2 DIRECT TO 1/1

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The pilot selects the appropriate flight plan to which the direct--to is applied. The purpose of the DIRECT--TO page is to show the list of direct--to options populated depending on the flight plan areas present in the direct--to waypoint (Active, Missed Approach, or Alternate). The pilot chooses the flight plan area into which the direct--to operation is performed. Once an area is chosen, a modified flight plan is created.

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Direct/Intercept 10-3

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

This MOD FLT PLAN page, shown in Figure 10--3, permits the pilot to review, activate, or cancel changes.

Figure 10-3 MOD FLT PLAN 1/4


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Lateral DIRECT-TO -- To perform a lateral direct--to, a direct--to waypoint is copied to the scratchpad from the flight plan waypoints or entered manually in the scratchpad. The waypoint in the scratchpad is inserted in the flight plan as the TO waypoint on the FLT PLAN page. When the entered waypoint exists in the primary, missed approach, or alternate flight plan, the DIRECT TO page is displayed and provides a selectable prompt for each flight plan in which the waypoint exists. In addition, the DIRECT TO page provides the selectable prompt DIRECT, which inserts the waypoint in the primary flight plan without removing any waypoint in the flight plan between the aircraft and the direct--to waypoint. Once a selection is made on the DIRECT TO page, a modified flight plan is created. The modified flight plan gives the crew the ability to review changes on the FMS map displays prior to actuation. When a direct--to is performed to a waypoint not in the primary, missed approach, or alternate flight plan, the DIRECT TO page is not displayed. The direct--to waypoint is inserted into the primary flight plan and a modified flight plan is immediately created. This operation is identical to the scenario where DIRECT is selected from the DIRECT TO page.

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Direct/Intercept 10-4

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DIRECT-TO Recovery -- Waypoints cannot be recalled when deleted by sequencing, or waypoints deleted when a lateral DIRECT--TO was entered. These waypoints must be entered in the scratchpad and then up--selected to the correct positions in the flight plan. The first waypoint must be entered in 1L and another DIRECT--TO activated.

VERTICAL DIRECT- TO -

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When the pilot selects a vertical DIRECT--TO, all intermediate vertical constraints are removed from the flight plan and the aircraft transitions into a climb/descent mode towards the selected constraint. This is the case when the altitude preselector is positioned correctly. Once an entry has been made, a modified flight plan is created.
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Figure 10-4 ACTIVE FLT PLAN 6/9

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Direct/Intercept 10-5

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A vertical DIRECT--TO is performed by down--selecting the constraint from the right side of the page into the scratchpad and re--entering the constraint (unchanged) into the same data field (line select), as shown in Figure 10--4.

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Airline vertical DIRECT--TO flight plan entries give the pilot the ability to fly direct to a particular altitude prediction at a defined waypoint.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

This MOD FLT PLAN page, shown in Figure 10--5, permits the pilot to review changes and activate or cancel. For CLIMB flight phase, the FMS transitions to vertical flight level change (VFLC) for the DIRECT--TO. For CRUISE/DESCENT phase the FMS transitions to vertical path (VPATH).

A vertical DIRECT--TO is only permitted when the following conditions are met:
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The constraint is compatible with the phase of flight (e.g., climb constraint during CLIMB). The constraint is not to the missed approach. The altitude preselect is positioned to permit the climb/descent.

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When the vertical DIRECT--TO is not permitted for the previously discussed conditions, the scratchpad message INVALID DIRECT--TO is displayed.
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The entered value is an altitude constraint, not a predicted altitude or when airline vertical DIRECT--TO is enabled, the entered value can be a predicted altitude.

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Figure 10-5 MOD FLT PLAN 6/9

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

COURSE INTERCEPT
The FMS gives the ability for the pilot to fly a heading, by way of automatic flight control system (AFCS) heading select, to intercept a pilot--specified course into the pilot--selected waypoint. The course intercept function inserts an extended course leg into the selected TO waypoint and disengages LNAV, when engaged. Heading select mode is flown with LNAV armed until the extended course leg is intercepted. LNAV engagement onto the extended course leg is based on course capture criteria.

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When the waypoint is in the active flight plan, enter the desired waypoint in the scratchpad or use the associated LSK to put the waypoint in the scratchpad, as shown in Figure 10--6. Line--select the waypoint to 1L on page 1. At 5R, the FMS uses the previous inbound course to the waypoint as the default course. Alternatively, the pilot manually enters a new course. Select ACTIVATE at 6R. This completes the intercept.

Figure 10-6 ACTIVE FLT PLAN 1/4


Direct/Intercept 10-7

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When an off--path waypoint is desired, enter the desired waypoint into the scratchpad and line--select the waypoint to 1L on page 1. DIRECT is now displayed as the FROM waypoint in 1L. The intercept field is dashed. Enter a course value (0 to 360 degrees). Select ACTIVATE at 6R. This completes the intercept.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Once the fix is down--selected, DIRECT is displayed at 1L. Now the fix needs to be up--selected to 1L, which places it at 2L. When this occurs, intercept course (INTC CRS) is displayed at 5R with a computed intercept course/radial and the flight plan changes to MOD FLT PLAN as shown in Figure 10--7. On activation of the INTERCEPT, the flight director (FD) drops to basic lateral mode (ROLL). The pilot must manually select the heading mode to begin flying vectors to intercept the entered course into the DIRECT--TO waypoint by turning the heading select (HDG SEL) knob on the FD guidance panel. The LNAV is disengaged when armed while flying the heading selected mode. Arm LNAV for re--engagement when the engagement criteria for the course to a fixed waypoint (CF) leg into the selected waypoint is met.

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Figure 10-7 MOD FLT PLAN 1/3

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NOTE:

At any time, the operation is aborted by selecting cancel at 6L, which returns the original active flight plan.

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Next, select ACTIVATE at 6R, shown in Figure 10--7, to update the flight plan and to return to the active flight plan page, shown in Figure 10--8.

Figure 10-8 ACTIVE FLT PLAN 1/3

When an arc intercept is selected, the arc leg leading into the selected DIRECT--TO waypoint remains in the flight plan. LNAV disengages and heading--select mode is flown with LNAV armed until the arc leg is intercepted. LNAV engagement onto the arc leg is based on course--capture criteria.

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The FMS gives the ability for the pilot to fly a heading, by way of AFCS heading select, to intercept an arc leg. The arc leg to be intercepted is chosen by performing a DIRECT--TO to the waypoint terminating the arc leg. Then, instead of activating the DIRECT--TO to the waypoint, selection of an ARC prompt drops LNAV and a heading--select leg is available for flying an intercept to the arc leg.

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ARC INTERCEPT

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

DIRECT- TO ABEAM POINTS When a lateral direct--to is selected, as shown in Figure 10--9, the ABEAM PTS> prompt is displayed on LSK 4R of the MOD FLT PLAN page. The abeam points function provides the ability for the FMS to compute and identify points abeam of the flight plan waypoints that are removed from the flight plan as a result of a direct--to.

When the ABEAM PTS> prompt has been selected, the FMS examines the active flight plan waypoints between the aircraft and the direct--to fix. The FMS then determines the point abeam of those flight plan waypoints as projected onto the direct--to flight plan leg, and when less than 700 NM, inserts those as PBD waypoints transferring any speed and altitude constraint from the original waypoint. Wind and temperature information is only transferred when the abeam point is less than 100 NM from the original waypoint. The FMS flies direct--to the first abeam point. The abeam points do not alter the path over the ground. The abeam points do have the characteristics of any flight plan waypoint. The abeam points are displayed on the map and MCDU with all the flight plan waypoint data.

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Figure 10-9 MOD FLT PLAN - ABEAM PTS -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

APPROACH INTERCEPT (VECTORS)


The FMS permits vectored--approaches to be executed. Vectored--approach transitions permit intersection of an extended course leg into the flight plan. The extended leg is along the original inbound course to the final approach fix (FAF). When a vectored--approach transition is entered, a FLY VECTORS TO INTERCEPT is included in the flight plan. Vectored--approach transitions are incorporated into the flight plan during preflight or immediately activated during flight. Figure 10--10 shows an approach transition at LSK 3L and an ACT VECTORS selection at LSK 6L for immediate activation during flight.

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Selection of a vectored--approach transition during preflight includes a FLY VECTORS TO INTERCEPT segment into the flight plan immediately prior to the FAF. When sequencing, the fix prior to the FLY VECTORS TO INTERCEPT, LNAV disengages. Heading--select mode is flown and when LNAV is armed, the extended--approach intercept is captured.

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Figure 10-10 ACTIVE FLT PLAN 1/4 - Vector Transition -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

11. Multifunction Control Display Unit (MCDU) Entry Format


INTRODUCTION
This section describes the correct entry format used by the multifunction control display unit (MCDU).

LIST OF ENTRIES AND DEFINITIONS

Table 11--1 lists the requirements for each type of entry. Table 11-1 MCDU Entry Format

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D D D

Entry AGL (Above Ground Level)

Airport Identifiers

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Entry in feet up to 4 digits Leading zeros not required Range from 0 to 9999.

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The flight management system (FMS) uses four--character International Civil Aviation Organization (ICAO) or ICAO--format airport identifiers. When a U.S. airport has a 3--letter identifier in the Jeppesen charts, it is normally prefixed with a K in the database. Alaskan and Hawaiian airports with a 3--letter identifier are normally prefixed with a P. Canadian airports with 3--letter identifiers are normally prefixed with a C. Airports with numbers in the identifier (such as P07) are also included in the navigation database. Any other entry on an airport line is assumed to be a NAVAID, an intersection or a pilot--defined waypoint. Runway data, including SIDs, STARs and approaches are available only with an airport from the Jeppesen database.

Multifunction Control Display Unit (MCDU) Entry Format 11-1

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Format

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NOTE:

Leading zeros and zeros after a decimal are not required.

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Each entry made to the MCDU must be checked for correct syntax or format at the time the entry is line--selected from the scratchpad.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Airway


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Format Entry format is either start.airway.end or airway.end Where: Start = entry waypoint onto airway Airway = airway name End = exit waypoint of airway
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Alternate Destination

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When format airway.end is used, the entry waypoint onto airway must be in active flight plan and airway must be inserted into active flight plan following the waypoint Airway is always followed by a decimal point It is permitted to enter an airway into the active flight plan when the entry and exit waypoint are adjacent waypoints in the flight plan. In this case, enter the airway into the scratchpad (followed by a decimal point) and place it after the entry waypoint in the active flight plan. The name is one to five alphanumeric characters First character cannot be a dash (--).

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Multifunction Control Display Unit (MCDU) Entry Format 11-2

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Altitude (Any Altitude Entry)
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Format Limited to certified ceiling when aircraft database (ACDB) is valid Entry in feet up to five digits. FMS interprets entries of 3 digits as flight level entries in locations requiring an altitude entry Entry in flight levels (FL)

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Bank Factor

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Barometer (BARO) Set

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Call Sign Celsius (CONVERSION page format)

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Clearway

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Multifunction Control Display Unit (MCDU) Entry Format 11-3

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D D D D D D D D D D D D

Angle

Entry in degrees and tenths of degrees. Decimal required only when entering tenths Range from 1.0 to 6.0. Entry is whole degrees Range from 0 to 15. Entry in millibars or inches of mercury (decimal required) Leading zero not required Range from 16.00 to 32.00 (in. Hg), 542 to 1083 (millibars). Valid entries are one to ten characters.

Entry range is from --999.9_ to 999.9_ in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero. Entry in feet up to four digits Range is from 0 to 9999.

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Range from FL000 to FL600, --1300 to 60000 feet.

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Negative altitude permitted Automatic conversion to flight levels above transition altitude

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Company Route Identifier Contingency Fuel
D

Format Entry is 1 to 10 characters. Entry is pounds or kilograms depending on configuration Entry is four to six digits Range is from 1000 to 999999. Entry is one to four digits Range is from 0 to 2359 Leading zeros are not required.

D D D

Date

D D D D

Year is two digits.

Destination

D D D D D

Direct--To Waypoint

AI N

FO

Fahrenheit (CONVERSION page format)

TR

Elevation

Feet (CONVERSION page format) Flight ID

N IN

First character cannot be a dash (--). The name is one to five alphanumeric characters First character cannot be a dash (--). Entry format is identical to the altitude entry format defined on page 11-3.

Entry range is from --999.9_ to 999.9_ in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero. Entry range is from 0 to 999999.9 ft in 0.1 increments (decimal required for tenths). Use one to eight alphanumeric characters.
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Multifunction Control Display Unit (MCDU) Entry Format 11-4

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The name is one to five alphanumeric characters

PU R

Entry in day month year (no spaces) Day is one or two digits Month is three--letter abbreviation

PO

SE

Coordinate Universal Time (UTC)

D D

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Flight Plan Name (Any Entry)
D D D

Format Use six to 10 alphanumeric characters First character cannot be a dash (--) When QABC--QCDF(x) format is used, QABC and QCDF are automatically used as the origin and destination of the stored flight plan. The minimum entry is two digits A decimal is not required when tenths and hundredths are zero Leading digit (1) is not required Range is 108.00 to 117.95 MHz; 133.30 to 134.25 MHz; 134.40 to 135.95 MHz in 0.05 increments. Entry is pounds or kilograms depending on configuration Range is from 0 to 99999. Entry is pounds or kilograms depending on configuration Entry is one to six digits Range is from 0 to 999999. Entry range is from 0 to 999999.9 GAL in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero.

Frequency (NAV)

D D D D

Fuel Flow

N IN

Fuel Weight

AI N

TR

Gallons

FO

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Multifunction Control Display Unit (MCDU) Entry Format 11-5

PU R
D D D D D D D

NOTE: Not all radios are capable of this range.

PO

SE

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Hold Inbound Course/Direction
D D D D

Format Entry of one to three digits is required for course Entry of L or R is for turn direction Slash ( / ) is required when making both entries or turn direction only The range of course is 0 to 360 degrees in increments of 1. The minimum entry is one digit Range is 1.0 to 20.0 NM in 0.1 increments.

Hold Leg Time

D D

Intercept Radial/Course International Standard Atmosphere (ISA) Deviation

AI N

TR

FO

Kilograms (CONVERSION page format)

Kilometers (CONVERSION page format)

N IN

D D

The minimum entry is one digit Range is from 0 to 360 degrees in 1 increments. Entry is degrees, up to two digits and negative sign when required Range is from --59_ to +20_ Celsius. Entry range is from 0 to 999999.9 KG in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero. Entry range is from 0 to 999999.9 KM in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero.
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D D D

Multifunction Control Display Unit (MCDU) Entry Format 11-6

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Instrument Landing System (ILS) Identifier

D D

The minimum entry is one character The maximum entry is four characters.

PU R

The minimum entry is one digit Range is 0.5 to 3.0 minutes in 0.1 increments.

PO

SE

Hold Leg Distance

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Knots (CONVERSION page format)
D

Format Entry range is from 0 to 999.9 KTS in 0.1 increments (decimal required for tenths)

D D D

Latitude/Longitude/ Altitude Constraint

AI N

N IN

Latitude/Longitude

TR

FO

Liters (CONVERSION page format)

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Multifunction Control Display Unit (MCDU) Entry Format 11-7

PU R
D D D D

Entry of both latitude and longitude is made by combining the latitude and longitude entry with no space between (Example: N50W50). Similar to latitude/longitude, but with the addition of an altitude constraint The altitude constraint entry format is identical to the altitude entry format defined on page 11-3. Entry range is from 0 to 999999.9 L in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero.

PO

SE

O N

Latitude

The first character must be N or S Degrees range from 0 to 90 Minutes range is from 0.0 to 59.99 in 0.01 increments Example of entries: Entry Display N0 N0000.00 N1 N0100.00 N12 N1200.00 N123 N1230.00 N1234 N1234.00 N1234.5 N1234.50 N1234.56 N1234.56.

LY

A decimal is not required when tenths position is zero.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Longitude


D D D D

Format The first character must be E or W Range of degrees is from 0 to 180 Range of minutes is from 0 to 59.99 in 0.01 increments Example of entries: Entry Display W0 W00000.00 W1 W00100.00 W12 W01200.00 W123 W12300.00 W1234 W12340.00 W12345 W12345.00 W12345.6 W12345.60 W12345.67 W12345.67.

Meters/Second

AI N

Nautical Miles (CONVERSION page format)

TR

FO

Nondirectional Beacons

N IN

Entry range is from 0 to 999.9 M/S in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero. Entry range is from 0 to 999999.9 NM in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero.

All nondirectional beacons in the NAV database are accessed by appending the NB suffix to the beacon identifier D The required entry is five characters
NOTE: When the NDB also has a waypoint identifier, it is in the NAV database only under the waypoint name.

A decimal is not required when tenths position is zero.

PU R

Meters (CONVERSION page format)

Entry range is from 0 to 999999.9 M in 0.1 increments (decimal required for tenths)

Multifunction Control Display Unit (MCDU) Entry Format 11-8

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

SE

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O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Oceanic Waypoints


D

Format These waypoints are named according to ARINC 424 navigation database specification

D D D D D

N IN

TR

AI N

FO

Offset (lateral)

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Multifunction Control Display Unit (MCDU) Entry Format 11-9

PU R
D D D D D D

Placement of the letter designator (N, S, E, W) in the string of five characters indicates the value of the longitude one--hundredths digit The letter in the last position indicates longitude is less than 100 The letter in the third position indicates longitude is 100 or greater Letters are used for position designation as follows: Letter Lat Lon N North West E North East S South East W South West Examples: N 52 00/W 075 00 = 5275N N 75 00/W 170 00 = 75N70 S 50 00/E 020 00 = 5020S N 50 00/E 020 00 = 5020E S 52 00/W 075 00 = 5275W.

NOTE: All oceanic waypoints cannot be active in the navigation database.

The minimum entry is L or R plus one digit Range is 0.1 to 30.0 NM in 0.1 increments.

PO

SE

Latitude always precedes longitude Only the last two digits of longitude are used

O N

Northern hemisphere uses the letters N or E

LY

Southern hemisphere uses the letters S or W

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Origin


D D

Format The name is one to five alphanumeric characters First character cannot be a dash (--). Entry is in degrees up to two digits and negative sign when required Range is from --80_ to 54_ Celsius Range is from --112_ to 129_ Fahrenheit.

D D D

D D D

TR

Place/Bearing/ Distance/Altitude Constraint (P/B/D/ALT)

AI N

FO

Place/Bearing/Place/ Bearing (P/B/P/B)

N IN

D D

Similar to P/B/D, but with the addition of an altitude constraint The altitude constraint entry format is identical to the altitude entry format defined on page 11-3. Place is any defined waypoint name Bearing entry minimum is one digit Bearing range is from 0 to 360 degrees in 0.1 increments (decimal required for tenths) Bearing is true by placing T after the number (e.g., PXR/090T/30).

D D D

Bearing range is from 0 to 360 degrees in 0.1 increments (decimal required for tenths) Bearing is true by placing T after the number (e.g., PXR/090T/30) Distance range is from 0 to 9999.9 NM in 0.1 increments (decimal required for tenths).

PU R

Multifunction Control Display Unit (MCDU) Entry Format 11-10

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

Place/Bearing/ Distance (P/B/D)

Place is any defined waypoint name Bearing entry minimum is one digit Distance minimum entry is one digit

SE

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O N

LY

Outside Air Temperature

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Place/Bearing/Place/ Bearing/Altitude Constraint (P/B/P/B/ALT) Place//Distance (P//D)
D D

Format Similar to P/B/P/B, but with the addition of an altitude constraint The altitude constraint entry format is identical to the altitude entry format defined on page 11-3.

D D

N IN

Pounds (CONVERSION page format)

Procedure Turn Outbound Dist

AI N

TR

Procedure Turn Outbound Time Procedure Turn Out Angle

FO

Pseudo--Random Noise (PRN)

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Multifunction Control Display Unit (MCDU) Entry Format 11-11

PU R
D D D D D D D D D D D

Place//Distance/ Altitude Constraint (P//D/ALT)

Similar to P//D, but with the addition of an altitude constraint The altitude constraint entry format is identical to the altitude entry format defined on page 11-3. Entry range is from 0 to 999999.9 LB in 0.1 increments (decimal required for tenths) A decimal is not required when tenths position is zero. The minimum entry is one digit Range is 0.1 to Boundary Dist -- 4 NM in 0.1 increments. The minimum entry is one digit Range is 0.1 to (Boundary Dist -- 4 NM)/ground speed in 0.1 increments. The turn out angle is prefixed with the turn out direction L or R The turn out angle range is 20 to 90 degrees in 1 increments. Entry is one or two digits Range is from 1 to 32.

PO

SE

O N

Place is any defined waypoint name Distance entry minimum is one digit Distance range is from 0 to 9999.9 NM in 0.1 increments (decimal required for tenths).

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry QFE/QNH


D D

Format Entry in inches of Mercury, millibars/hectopascals, or millimeters Entry range is from 16.00 to 32.00 in Hg, 542 to 1084 mB, and 407 to 813 mm A decimal is not required when all zeros follow decimal point.

Quadrant

D D

Radial

D D

Radial Distance

D D

FO

Reference Waypoint

TR

Required Navigation Performance

AI N

Radial Inbound and Outbound Radials

Reserve Fuel (Minutes) Reserve Fuel

N IN

Minimum entry of one digit Range from 1.0 to 999.9 NM in 0.1 increments. Minimum entry of one digit Range from 0.0 to 360.0 in 0.1 increments. Entry in tenths. Range .01 to 30.00. The name is from one to five alphanumeric characters First character cannot be a dash (--). Entry is in minutes up to three digits Range is from 0 to 999 minutes. Entry is pounds or kilograms depending on configuration Entry is one to six digits Range is from 0 to 999999.
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D D

D D D D D D D

Multifunction Control Display Unit (MCDU) Entry Format 11-12

Honeywell International Inc. Do not copy without express permission of Honeywell.

PU R

The minimum entry is one digit Range is from 0.0 to 360 in 0.1 increments.

PO

Possible entries are N, NE, E, SE, S, SW, W, NW.

SE

The minimum entry is one alpha character

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Runway Elevation


D D

Format Entry is in feet up to five digits and negative sign when required Range is from --2000 to 19999 feet. Entry is in degrees or runway numbers Range is from 0 to 360, or 00 to 36 runway number.

D D

Runway Identifier

D D D D

Runway Length Runway Slope Runway Stopway

N IN

Runway Threshold

AI N

TR

Specific Weight

FO

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Multifunction Control Display Unit (MCDU) Entry Format 11-13

PU R
D D D D D D D D D

Range for runway number is from 01 to 36. Entry is in feet from 2000 to 16000. Entry can have a minus sign (--) Range is from --2.0% to 2.0%. Entry is in feet up to four digits Range is from 0 to 9999. Entry is in feet up to four digits Range is from 0 to 9999. Entry range is from 1.000 to 9.999 LB/GAL (--.1198 to 1.1982 KG/L) in 0.001 increments (decimal required for tenths) A decimal is not required when all numbers following are zero.

PO

The runway is the runway number with a suffix option of L, R, or C

SE

Entry is Airport.Runway Range for airport name is from 1 to 5 alphanumeric characters

O N

LY

Runway Heading

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Speed (any CAS/MACH entry)
D D D D D

Format Limited to VMO/MMO when aircraft database (ACDB) is valid Minimum entry for CAS is two digits Minimum entry for MACH is decimal plus one digit

Range of CAS is from 75 to 450 kts Range of MACH is from .30 to .95 in 0.01 increments. Minimum entry is two digits Range from 75 to 750 kts.

Speed (any ground speed entry) Step Increment

D D D D D

Entry in feet up to five digits

AI N

Temperature

TR

Temporary Waypoint

FO

N IN

Stopway

D D D D D

Entry is in feet up to four digits Range is from 0 to 9999. Entry is in degrees and negative sign, when required Range from --80_ to 54_ Celsius Range from --112_ to 129_ Fahrenheit.

Active flight plan entries that create temporary waypoints: D Coordinates D Place/Bearing/Distance
D D

Place/Bearing/Place/Bearing

Place/Distance D Intercept function Refer to page 8-3 for additional details about temporary waypoints.

Entries less than 1000 are interpreted as thousands.

PU R

Range is from 0 to 30000 in increments of 1000

Multifunction Control Display Unit (MCDU) Entry Format 11-14

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PO

SE
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O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Threshold VIA.TO


D D

Format Entry is in feet up to four digits Range is from 0 to 9999.

D D D D D D

Waypoint

VOR Identifier

Waypoint Name

N IN

TR

Weight (any weight entry)

AI N

FO

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Multifunction Control Display Unit (MCDU) Entry Format 11-15

PU R
D D D D D

Temporary Waypoint. The minimum entry is one character The maximum entry is three characters. The name is one to five alphanumeric characters First character cannot be a dash (--). Entry is pounds or kilograms depending on configuration Entry is one to six digits Range is from 0 to 999999.

PO

Flight Plan Name.Waypoint Flight Plan Name

SE

The VIA.TO prompt is used in flight planning. A variety of entries are possible with the prompt. The same entries are made to the flight plan without the prompt (such as when adding waypoints). The following is a list of possible entries: D Airway.Waypoint

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 11- (cont) -1 MCDU Entry Format Entry Wind (any wind entry)
D D D D D

Format Entry is made in the form of direction/speed The minimum entry for direction is one digit The minimum entry for speed is one digit The range of direction is 0 to 359 degrees The range of speed is 0 to 250 kts.

D D

Entry is four to six digits

Range is from 1000 to 999999.

FO

TR

AI N

N IN

PU R

Multifunction Control Display Unit (MCDU) Entry Format 11-16

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PO

Zero Fuel Weight (ZFW)

Entry is pounds or kilograms depending on configuration

SE

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O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

12. Messages
INTRODUCTION
This section defines the scratchpad messages associated with the flight management system (FMS). The FMS generates messages that alert the pilot to certain conditions. The messages are displayed in the scratchpad and light the message (MSG) light on the primary flight display (PFD). Any entry already in the scratchpad is placed in a stack. The CLEAR key clears a message and shows the next message or entry from the stack. Correcting whatever caused the message clears some of the messages.

MESSAGE LIST AND DEFINITIONS

Table 12--1 contains an alphabetical list of all messages. The list includes the type of message and a brief explanation of the message.

TR

ACTIVE MODE IS MAG HDG ACTIVE MODE IS TRUE HDG ADC 1 FAILED ADC 2 FAILED

AI N

AIRCRAFT DB SYNCHRONIZED

FO

AIRCRAFT DB REQD The pilot must load an aircraft database before selecting the FULL PERF mode. ALREADY EXISTS ALT CONSTRAINT DELETE
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N IN

Message

PU R

Table 12-1 FMS Message Definition

An attempt has been made to crossload an aircraft database to an FMS where the ACDB already matches. (Not on Load 23) The magnetic heading has been automatically selected. The true heading has been automatically selected. The FMS senses an ADC failure.

A duplicate entry has been entered into a list and is not permitted. This message indicates that an altitude constraint has been automatically deleted from a flight plan waypoint.
Messages 12-1

PO

SE

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message APPROACH CLIMB LIMITED Definition This message is displayed when the landing calculations are approach climb limited.

ATT/HDG 1 FAILED ATT/HDG 2 FAILED BACK COMPLETE BRG/CRS MUST BE IN TRUE

CHECK ALTN FUEL

TR

CHECK ALT CONSTRAINT

FO

CHECK ATT/HDG CONFIG

AI N

CAPTURE DISK IS FULL

N IN

The disk in the data loader is full. The pilot must check altitude constraints for a conflict between type of constraints (CLB or DES) and current flight mode (climbing or descending). This message uses the same logic as the CHECK DEST FUEL message but using the alternate destination predicted fuel instead of the primary destination. More than one input port has been configured with the same ASCB ATT/HDG sensor number.

BUSY--REENTER LAST CHG

This message indicates that a change to the custom database was attempted when the cross--side had locked the custom database for a change it is making.

PU R

The bearing entry must be in true (entered xxxT) because the reference waypoint is outside the coverage of the magnetic variation table.

Messages 12-2

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PO

This message indicates you have returned as far back as possible.

SE

The FMS is no longer receiving heading and attitude data for the identified unit.

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O N

ATC NOT AVAILABLE This message is displayed when air traffic services (ATS) future air navigation system (FANS) datalink is not configured on the aircraft.

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message CHECK BARO SET Definition The aircraft has passed the transition altitude by more than 1,000 feet or is leveling and the baro set has not been adjusted to the proper value. This message is shown during climbs and descents.

CHECK DEST FUEL CHECK DMU CHECK GPS CONFIG

The destination fuel equals zero. The FMS has been waiting for a flight plan from the AFIS DMU for over 60 seconds. More than one input port has been configured with the same GPS sensor number OR multiple GPSs are configured and one of the sensors has an SDI of 0.

CHECK GPS 2 POSITION

TR

CHECK GPS 3 POSITION CHECK IRS CONFIG More than one input port has been configured with the same IRS sensor number OR multiple IRSs are configured and one of the sensors has an SDI of 0.

FO

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AI N

CHECK GPS 1 POSITION

N IN

CHECK GPS POSITION

The position from the identified GPS sensor is more than 10 NM from the FMS position.

PU R

PO

SE

O N

CHECK DATA LOAD (xx)

The attempted data loader operation has failed. The failure reason is indicated by the value xx. (See Table 13--1 for failure codes)

LY
Messages 12-3

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message CHECK IRS POSITION CHECK IRS 1 POSITION CHECK IRS 2 POSITION CHECK IRS 3 POSITION CHECK IRS 4 POSITION CHECK LANDING SPEEDS CHECK LOADED WIND/TEMP Definition The position from the identified IRS sensor is more than 10 NM from the FMS position.

FO

CHECK SPD/ ALTITUDE LIMIT

TR

CHECK ALTN RESERVE FUEL

CHECK SPEED CONSTRAINT

AI N

CHECK RESERVE FUEL

N IN

CHECK RADIO CONFIG

The on--side radio has been configured to an illegal configuration. The planned reserve fuel is equal to or less than the reserve fuel required. This message uses the same logic as the CHECK RESERVE FUEL message but using the alternate destination predicted fuel instead of the primary destination. The upcoming speed and/or altitude constraint must be checked and proper action taken in order to meet the constraints. In cruise or descent in VNAV, the aircraft is approaching a waypoint that has a speed constraint when the FMS predicts that (based on current speed and deceleration) the constraint speed is exceeded.

This message indicates there was a problem with some of the wind/temperature data that was loaded with the flight plan when it was activated.

PU R

Indicates landing speeds have not been entered on the Landing page.

Messages 12-4

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PO

SE
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O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message Definition

CHECK T.O. CONFIG This message indicates the actual takeoff configuration is not as planned by the FMS.

COMPARE FUEL QUANTITY

CONFIG DATA INVALID

CROSSWIND EXCEEDS 28 KTS

AI N

TR

CUSTOM DB SYNCHRONIZED DATA BASE OUT-OF-DATE DATALOADER IN USE DATALOADER UPDATE NEEDED DB TRANSFER ABORTED

FO

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N IN

The FMS fuel quantity, decremented by fuel flow and the sensed fuel quantity, differ by more than 2% of the zero fuel weight (ZFW). Configuration module failed at power--up. Indicates the entered wind, as resolved with runway heading, results in exceeding the crosswind limit. An attempt has been made to crossload a custom database to an FMS where the CDB already matches. On power--up, or on completion of NAV database loading, the NAV database is not current to the date entered in the FMS. Indicates that the dataloader is being used. Indicates that the dataloader needs an update for the requested function. Indicates that transfer of the database has been aborted.
Messages 12-5

PU R

COMPARE FMS POSITIONS

The positions of the FMSs have a difference greater than 5 NM. The systems continue to operate normally.

PO

SE

CHECK *PD PLACEMENT

The waypoint was inserted someplace other than the exact spot indicated by the entry.

O N

CHECK VOR/DME POSITION

The position from the identified VOR/DME is more than 10 NM from the FMS position.

LY

CHECK T.O. SPEEDS

The takeoff Vspeeds are not all entered.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message DB TRANSFER COMPLETE DB TRANSFER IN PROGRESS DISK IS NOT FORMATTED DISK IS WRITE PROTECTED DME 1 FAILED DME 2 FAILED DUPLICATE FLT PLAN NAME END OF FLIGHT PLAN ENDING WPT NOT FOUND ENTERING POLAR REGION EO PERF UNAVAIL Definition Indicates that transfer of the database has been completed. Indicates that transfer of the database is in progress. Indicates that the disk in the data loader needs to be formatted.

Indicates that the disk in the loader is write protected. Indicates that the FMS senses a DME failure for the identified unit. A stored flight plan already exists with the entered flight plan name. Indicates the last defined waypoint. It does not apply to the destination waypoint.

EXCEEDS CEILING ALTITUDE

TR

FO

EXCEEDS CERT CEILING EXCEEDS MAX GROSS WEIGHT EXCEEDS MAX LANDING WT

AI N

N IN

The ending waypoint of an airway or flight plan cannot be found.

The polar region at 85_ North or South has been entered. Indicates that engine out performance is not available. This message is displayed when the cruise altitude exceeds the recommended performance altitude. This message is displayed when the entered altitude is above the certified ceiling for the aircraft. The gross weight exceeds the maximum ramp weight in the aircraft database. The projected landing weight exceeds the maximum landing weight.

PU R

Messages 12-6

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

SE

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O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message EXCEEDS MAX TAKEOFF WEIGHT Definition This message is displayed when takeoff weight exceeds the maximum allowable. In this case, takeoff data is computed at the maximum allowable takeoff weight.

EXCEEDS WIND LIMITS EXITING POLAR REGION FILE NOT FOUND

This message is displayed when the wind limits for takeoff or landing are exceeded.

TR

FMS X ACTIVITY FAILURE

AI N

FLT PATH ANGLE TOO STEEP

FO

FMS POSITIONS DIFFERENT FN NOT AVAILABLE

FPL AUTO LOAD DISABLED

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N IN

FLIGHT PLAN FULL

FLT PLAN RECEIVED

An AFIS flight plan has been received. The flight plan is full and is displayed when the pilot attempts to enter more than 100 waypoints in a flight plan. The VNAV flight path angle exceeds the limit (6 deg.) The FMS showing this message is unable to receive FMS X transmissions. FMS X can be powered down or it may not be producing fresh data on the ASCB. The FMS positions differ by 10 nautical miles or more. This message is displayed when there is no special function defined by or available from the FMS. Automatic loading of the active flight plan to the warm spare FMS has been disabled. This occurs when the warm spare FMS is coupled to the flight director.

PU R

FLT PLAN CHANGED The fix location at which a pattern is defined is different from when it was defined in the stored flight plan.

PO

The requested file is not on the disk.

SE

The aircraft is leaving the polar region at 84_ North or South.

O N

LY
Messages 12-7

EXCEEDS P ALTITUDE LIMIT

This message is displayed when the pressure altitude limit is exceeded.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message FPL CONTAINS INVALID WPT Definition The stored flight plan has undefined or invalid waypoints.

FPL STORAGE FULL The storage area for flight plans is full. FULL PERF UNAVAIL A numerical fault has occurred in the active predictions and the FULL PERF mode is not available. GPS FAILED GPS 1 FAILED GPS 2 FAILED GPS 3 FAILED GPS RAIM ABOVE LIMIT GPS RAIM UNAVAILABLE HIGH PCDR TURN GRD SPD

The RAIM value is above the limit for the current phase of flight.

FO

INTERSECTION NOT PD waypoint does not intersect the active FOUND flight plan. INVALID AIRCRAFT DB INVALID COMPANY DB INVALID CUSTOM DB The aircraft database has been corrupted and has been cleared and initialized. The company route database has been corrupted. Reload the database. The custom DB has been corrupted and has been cleared and initialized.
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Messages 12-8

INDEPENDENT OPERATION

TR

INCREASED DRAG REQUIRED

AI N

HIGH HOLDING GRD The ground speed exceeds the limits for SPD the FAA permitted size of holding pattern. This message is displayed when on a VNAV path and aircraft speed exceeds the target speed by more than 10 knots. The system reverted to independent operation.

N IN

The ground speed exceeds the limit for the defined procedure turn.

RAIM is not being generated by the GPS receiver.

PU R

PO

SE

Indicates that inputs from the identified GPS have failed.

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message INVALID DELETE INVALID DIRECT TO INVALID ENTRY INVALID NAVDB INVALID NOTAM LIST INVALID OBSTACLE ENTRY Definition Indicates invalid entry of the named parameter. Indicates invalid entry of the named parameter. Entry is not in the correct format.

The navigation database is invalid and is not useable. Reload the database.

IRS FAILED IRS 1 FAILED IRS 2 FAILED IRS 3 FAILED IRS 4 FAILED

The FMS senses the identified IRS has failed.

TR

ISA DEV EXCEEDED The entered temperature has caused the ISA deviation to be exceeded at the altitude. LABEL CANNOT BE CHANGED LANDING CLIMB LIMITED LANDING OUT OF LIMITS Indicates that the label specified in the aircraft database is a required label for the aircraft and cannot be changed. This message is displayed when the landing calculations are landing climb limited. This message is displayed anytime the landing calculation is out of limits after the initial calculation.

FO

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AI N

N IN

PU R

The obstacle distance and/or elevation entry causes the limits of a table used in the calculation of obstacle clearance to be exceeded.

PO

SE

Indicates that the NOTAM is invalid and has been cleared.

O N

LY
Messages 12-9

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message LAST LEG Definition The active leg is the last leg of the flight plan and the TO waypoint is not the destination.

NEW SIGMETS AVAIL NEW WINDS AVAIL NEW WX REPORTS AVAIL NO ACTIVE FPL NO CROSSING POINT FOUND

New SIGMETS are available (AFIS).

FO

NO DISK INSTALLED No disk is installed in the data loader. NO FLIGHT PLAN Origin or origin/destination is entered on the FLIGHT PLAN LIST page and there is no flight plan with the same origin or origin/destination. No input is permitted. The DR light is turned on.

NO INPUT ALLOWED NO POSITION SENSORS


Messages 12-10

NO CRS TO ARC INTERCEPT

TR

AI N

N IN

New weather reports are available (AFIS). There is no active flight plan when requesting a flight plan from AFIS. No crossing points are found for the CROSSING POINTS page. No intercept to the arc is found for the input definition.

New winds are available (AFIS).

PU R

NEW MESSAGE AVAIL

A new AFIS message is available.

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

SE

NAV DB SYNCHRONIZED

An attempt has been made to crossload a navigation database to an FMS where the NDB already matches. (Not on Load 23)

A28- 1146- 179 REV 5 Oct 2009

O N

MULTI FMS LOAD UNAVAIL

This message indicates that it is not possible to load the navigational database to all FMSs.

LY

LIST FULL

Entry into a list is not permitted because the list is full.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message NO PRESENT POSITION NO REQUIRED SENSORS NO UPLINK FPL AVAIL NOT A NAVAID Definition An action is requested that requires present position. The DEGRAD light is turned on. An AFIS flight plan has not been received when requesting to load an AFIS flight plan.

NOT AN AIRPORT

NOT IN DATA BASE OAT/ISA LIMIT EXCEEDED OBSTACLE DIST CONFLICT

The pilot requested some data not in the database and cannot be pilot--defined. This message is displayed when the sensed OAT or ISA deviation exceeds the limit. This message indicates that an entry of an obstacle distance is less than an entry of stopway or clearway.

TR

NOT ON INTERCEPT The current course and the entered CRS intercept course to the DIRECT--TO waypoint do not intersect. OFFSET CANCEL OFFSET CANCEL NEXT WPT The offset has been canceled. The offset is canceled at the next waypoint in the flight plan. This message is cleared by pilot--action or is automatically cleared when the offset is canceled. The ground speed is too high to fly the orbit at the defined radius. This message indicates that the initial cruise altitude is above the computed ceiling altitude and performance is being limited to the computed ceiling altitude.
Messages 12-11

FO

ORBIT RADIUS/GS CONFLICT PERF CEILING LIMITED

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AI N

N IN

PU R

An entry was made that required an airport name and other than an airport name was entered.

PO

SE

An entry was made that requires a NAVAID and the entry is other than a NAVAID.

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message PERF--VNAV UNAVAILABLE RADIALS DO NOT INTERSECT PREV NOT ALLOWED RAIM WILL EXCEED LIMIT RE--LOGON TO ATC CENTER REGIONAL NDB ONLY RESET ALT SEL? Definition The pilot requested a performance/VNAV function before sufficient data had been entered.

RUNWAY NOT FOUND

SE PERF UNAVAIL SET IRS MAG HDG SET IRS 1 MAG HDG SET IRS 2 MAG HDG SET IRS 3 MAG HDG SET IRS 4 MAG HDG

TR

FO

SINGLE OPERATION There is a problem between the FMS that precludes full communication between the systems. SINGLE/ INDEPENDENT REQD
Messages 12-12

AI N

RTA UNAVAILABLE AT <XXX>

N IN

The FMS is commanding a change of altitude but the altitude selector has not been reset. The aircraft cannot change altitude until the selector has been reset. The RTA cannot be achieved at a given waypoint. The database does not contain the entered runway at the designated airport. Indicates that single engine performance is not available.

The operating mode needs to be single or independent before accessing the CLEAR CDB page.
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PU R

Loading a worldwide navigation database was attempted on an FMS that accepts a regional NDB only.

PO

SE

RAIM at the time requested, exceeds the limit for the phase of flight.

O N

This message indicates that selection of the previous page is not permitted.

LY

The radials defined for the intercept function do not cross.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message Definition

SINGLE OPERATION There is a problem between the two FMSs that precludes full communication between the two systems.

TO ENTRIES INHIBITED

TO WEIGHT LIMITED

TR

FO

UNABLE HOLD CHANGE UNABLE MANUAL CLOCKSET

AI N

UNABLE NEXT ALT UNABLE OFFSET

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N IN

This message indicates no entries are made to takeoff. This happens when making an entry to takeoff and power has been advanced for takeoff. The current gross weight is between the maximum takeoff weight and the maximum ramp weight for the aircraft and the takeoff gross weight used by the takeoff and landing function has been limited to the maximum takeoff weight for the aircraft. The pilot attempted to change the holding pattern definition while in holding and not on the inbound leg. This message indicates that the FMS time and date is being slaved to outside time and date (e.g., GPS or aircraft) and cannot be changed. The aircraft is unable to meet the altitude constraint. An attempt was made to insert an offset during holding, a STAR, or a SID.
Messages 12-13

PU R

PO

SE

TEMP COMP ACTIVE

The message TEMP COMP ACTIVE is displayed in the MCDU scratchpad simultaneously with the VTA when approaching the first waypoint with temperature compensation. The message is canceled automatically when the waypoint is sequenced.

O N

TAKEOFF OUT OF LIMITS

This message is displayed anytime the takeoff calculation is out of limits after the initial calculation.

LY

STORED FPL PERF UNAVAIL

A numerical fault is in the stored flight plan predictions.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message UNABLE PCDR TURN CHANGE UNABLE *PD PLACEMENT Definition Changing the procedure turn definition is inhibited after sequencing onto the procedure turn.

UNABLE PATH INTERCEPT UNABLE TO SEND DOWNLINK UNABLE TUNE REQUEST UNABLE CBD XLOAD IN PROG USED BY ACTIVE FPL

Indicates that the descent path cannot be intercepted. The FMS has been waiting for a network acknowledge for a linked message for 5 minutes.

FO

USING CURRENT GS/FF V1VR CNST OUT OF BOUNDS VERT DIR OVER MAX ANG

USED BY OFFSIDE ACT FPL

TR

AI N

N IN

The pilot has tried to enter a new waypoint, etc. while the database was in the process of cross loading. The pilot tried to delete a waypoint from storage that is used in the active flight plan. The pilot attempted to delete a waypoint from storage that is used in the offside active flight plan. Indicates the current PERF mode. One of the inputs to the table used to calculate V1VR ratio is outside the limits of the table. The angle computed during a VERTICAL DIRECT TO exceeds the limit. In this case, the angle is set to the maximum limit (6_).
A28- 1146- 179 REV 5 Oct 2009

Messages 12-14

Honeywell International Inc. Do not copy without express permission of Honeywell.

The pilot entered a frequency while the radios were in the manual mode.

PU R

PO

SE

UNABLE MASTER TIME RQST

Indicates that the FMS is not the master of the time and is not able to change the date or time.

O N

UNABLE APPROACH An attempt is made to change the lateral MOD path between the FAF and the MAP.

LY

The PD waypoint has been restricted from placement in the flight plan.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 12- (cont) -1 FMS Message Message VERT DIR UNDER MIN ANG Definition The angle computed during a VERTICAL DIRECT TO is under the limit. In this case, the angle is set to the minimum limit (1_) and descent is started at that time. Vertical navigation performance is unavailable.

VOR 1 FAILED VOR 2 FAILED WAYPOINT NOT FOUND

WIND EXCEEDED AT CRZ ALT

AI N

WHAT--IF PERF UNAVAIL

TR

FO

WPT STORAGE FULL

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N IN

WEIGHT DEFAULT -LBS

Indicates that the weight option has defaulted to pounds. Normally the result of the configuration module being invalid or not read. A numerical fault has occurred in the WHAT--IF predictions. The wind entered at altitude has caused the wind at the cruise altitude to be exceeded. The storage area for pilot--defined waypoints is full.

PU R

The entered waypoint cannot be found. When this results when attempting to enter an airway into a flight plan, the waypoint is not part of the referenced airway.

PO

SE

The FMS senses the identified VOR has failed.

O N

VNAV--PERF UNAVAILABLE

LY
Messages 12-15

VGP UNAVAILABLE

Vertical glidepath is unavailable.

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FO

TR

AI N

N IN

Blank Page

PU R
A28- 1146- 179 REV 5 Oct 2009

Messages 12-16

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

SE

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

13. Maintenance
INTRODUCTION
This section defines the data loader fault codes that are displayed on the multifunction control display unit (MCDU).

01

OPEN CMD NO RESPONSE

02 03 04 05 06 07 08 09

AI N

STATUS CMD NO RESPONSE ILLEGAL DB FILE HEADER READ CMD NO RESPONSE GET 1ST FP RECORD FAILED FP_RECORD TOO LONG NO DISK STATUS CMD OPEN FAILED

N IN

TR

FO

CRC REM NE 0 IS The database disk was produced ILLEGAL improperly, or the data in a file has been modified.*
Maintenance 13-1

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PU R
See 01 See 05

Code

Error Title

Check electrical connections. Either the FMS cannot talk to the data loader (the red drive activity light does not go on) or the FMS does not hear the response from the data loader (the drive light turns on).

The database disk file (db.bn ) is not a legal database file.* The data loader was unable to open and read data on the disk. The data in a flight plan file (sperry.dat) is incorrectly formatted.

No disk is installed in the data loader. The disk does not contain the needed file, or there was a disk read error while attempting to open the file.

PO

Table 13-1 Data Loader Fault Codes

SE
Description

O N

When the MCDU shows a message of CHECK DATA LOAD (XX) after an attempted disk operation, the numeric value in the XX position is interpreted using the data loader fault codes listed in Table 13--1.

LY

DATA LOADER FAULT CODES

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -1 Data Loader Fault Codes Code 0A 0B 0C 0D 0E 0F 10 11 12 13 14 15 16 17 Error Title DB SIZE IN HEADR GT EE SIZE DB SIZE IN HDR NE FILE SIZE DB SIZE OR SERIAL NBR EQ 0 DB SIZE IN HEADER IS ODD SERIAL NUM LOCKOUT NM0 FILE CRC LOCKOUT BAD ZFW VALUE Description The stored FMS database flash memory is too small for the size of the database being downloaded.* See 09*

The FMS serial number authorization file has been corrupted.*

TR

BAD PASSENGERS VALUE BAD INITIAL CRUISE BAD CRUISE SPEED BAD CRUISE WIND BAD CRUISE FUEL FLOW

AI N

BAD CARGO VALUE

FO

N IN

BAD FUEL VALUE The flight plan file contains an illegal fuel value.{ The flight plan file contains an illegal cargo weight value.{ The flight plan file contains an illegal passenger count.{ The flight plan file contains an illegal initial cruise altitude.{ The flight plan file contains an illegal cruise speed.{ The flight plan file contains an illegal cruise wind.{ The flight plan file contains an illegal fuel flow.{

The flight plan file contains an illegal zero fuel weight value.{

PU R

The FMS being downloaded is not authorized to download this NAV database.*

Maintenance 13-2

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

SE

The FMS flash memory size was initialized improperly -- it must be an even number.*

A28- 1146- 179 REV 5 Oct 2009

O N

The FMS contains an illegal serial number, or an incorrect stored FMS flash memory size.*

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -1 Data Loader Fault Codes Code 18 Error Title BAD NUM WAYPOINTS NUM WPTS OUT OF RANGE BAD NUM ALT WPTS NUM ALTS OUT OF RANGE Description The syntax of the waypoint count is illegal or the waypoint count does not match the actual number of waypoints.{ The flight plan file contains a waypoint count less than 2 or greater than 50.{ The flight plan file contains an illegal number of waypoints in the alternate flight plan.{

1A 1B 1C 1D 1E 1F 20 21 22 23 24 25 26

NM0 FILE HEADER LOCKOUT GET IDENT FAILED

GET LATITUDE FAILED

N IN

AI N

GET LONGITUDE FAILED GET SPD CONSTR FAILED GET FL CONSTR FAILED GET SPOT WIND FAILED GET SPOT TEMP FAILED GET METERO FL FAILED DM FIRST GET RECORD FAILED

TR

FO

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PU R

ODD NUM BYTES The data loader transmitted an illegal IN BLOCK data record length.* The database disk contains a serial number file that does not match the database file.* The flight plan file contains an illegal waypoint identifier.{ The flight plan file contains an illegal waypoint latitude.{ The flight plan file contains an illegal waypoint longitude.{ The flight plan file contains an illegal waypoint speed constraint.{ The flight plan file contains an illegal waypoint flight level constraint.{ The flight plan file contains an illegal waypoint spot wind value.{ The flight plan file contains an illegal waypoint temperature value.{ The flight plan file contains an illegal meteorological flight level.{ Unused error code.

PO

The flight plan file contains an illegal number of alternate destinations.{

SE

O N

LY

19

Maintenance 13-3

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -1 Data Loader Fault Codes Code 27 28 29 2A 2B 2C 2D 2E 2F 30 31 32 33 34 35 Error Title DM RECORD GET 80 CHARS READ FILE NOT OPEN READ ATTEMPTED AT EOF COMMAND IN WORK UNKNOWN OP CODE DISK ERROR DURING READ DISK ERROR DURING WRITE DISK WRITE PROTECTED Description A record in the currently open disk file contains more than 80 bytes. A read file command was sent to the data loader before a file was successfully opened. A read file command was sent to the data loader but the current open file does not contain any more data.

An illegal command was sent to the data loader.

DISK IS FULL

AI N

TR

WRITE CMD NO RESPONSE

FO

CLOSE CMD NO RESPONSE STATUS CMD ILLEGAL VALUE DEBUG MONITOR NO RESPONSE DISK IS NOT FORMATTED FORMAT CMD NO RESPONSE

N IN

See 2C

The write protect tab on the disk is preventing the data loader from writing to the disk. There is no more free space on the disk for writing data files. The data loader is not responding to the FMS write request. The data loader is not responding to the FMS open file command. The data loader sent an undecodable status response to the FMS. Unused The inserted disk is not formatted correctly. The data loader did not respond to the FMS format disk command.
A28- 1146- 179 REV 5 Oct 2009

Maintenance 13-4

Honeywell International Inc. Do not copy without express permission of Honeywell.

PU R

A disk read error was encountered. Check the disk for errors and try another disk in the data loader.

PO

SE

Internal status command from data loader should not be seen by an operator.

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -1 Data Loader Fault Codes Code 36 37 38 3A 3B 3C 3D 3E 3F 40 80 81 82 83 Error Title Description

DATALOADER An FMS operation requires a newer UPDATE NEEDED data loader. ILLEGAL CHARS Unused IN READ BUFFER PREV READ BUFFER OVERFLOW ILLEGAL OPEN RO FILE ILLEGAL DIR SIZE RETURNED INCORRECT CUST FILE SIZE WRONG CUST VERSION ON DISK WRONG NAV VERSION ON DISK Internal software error (buffer overflowed) -- probably a software error.

The stored custom database file has been corrupted. The stored custom database file version does not match the current FMS version. The NAV database disk is not compatible with the current FMS version (or the file is corrupted). The stored learning curve data files are not compatible with the current FMS version. The FMS is configured to only accept a regional NDB. Unused In asynchronous download mode, the data loader stopped responding to the FMS. Internal software error. The asynchronous data loader is sending data packets out of sequence. This is due to excessive line noise.

FO

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TR

AI N

WRONG PERF VERSION ON DISK

REGIONAL NDB ONLY ASYNC OPEN CMD NO RESPONSE ASYNC DL STOPPED RESPONDING ASYNC RCV QUE OVERFLOW ASYNC GT10 UNUSED PACKETS

N IN

PU R

PO

Internal software error -- returned directory size is too large.

SE

Unable to open for write access a file that is marked read only.

O N

LY
Maintenance 13-5

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -1 Data Loader Fault Codes Code 84 85 Error Title UNKNOWN ASYNC PACKET NO ASYNC DATA RCVD ASYNC CMD NO RESPONSE Description Internal software error. See 01 (this error number is seen instead of 01 when the FMS has been updated with the new asynchronous download mode) Unused

F1 F2 F3
*

FLASH SETUP ERROR FLASH CHANGE ERASE ERROR FLASH WRITE ERROR

The FMS flash memory devices are defective, or have exceeded their rated erase/write cycles. The FMS flash memory devices are defective, or have exceeded their rated erase/write cycles. The FMS flash memory devices are defective, or have exceeded their rated erase/write cycles.

These codes are associated with the navigation database disks. Contact local Honeywell support for assistance. These codes are associated with errors in flight plan format requirements. Contact the flight plan provider for assistance.

FO

TR

AI N

N IN

PU R

Maintenance 13-6

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

90-9F

ASYNC PACKET CHECK ERRORS

Data errors are being received from the data loader and the retransmit count has been exceeded. This is due to excessive line noise.

SE

87

ASYNC CMD BAD Unused RESPONSE

A28- 1146- 179 REV 5 Oct 2009

O N

86

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

MCDU PARALLAX ADJUSTMENT


The MCDU is adjusted for parallax. This feature is used when the MCDU is mounted in the cockpit such that the pilot does not have a direct viewing angle to the MCDU. When this occurs, the line--select prompts appear out of alignment with the physical line select keys. This is called parallax. Pushing PARALLAX (5R) on the MCDU MAINTENANCE page accesses the PARALLAX ADJUST page. This is shown in Figure 13--1.

N IN

PU R
01686.01

FO

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TR

1L -- Push the UP prompt to vertically adjust the MCDU display upward. 2L Push the LEFT prompt to horizontally adjust the MCDU display to the left.

2R -- Push the RIGHT prompt to horizontally adjust the MCDU display to the right. 6L -- Push the DOWN prompt to vertically adjust the MCDU display downward. 6R -- Pushing the RETURN prompt returns the display to the SYSTEM SETUP 1/1 page or to the last page being viewed when the navigation computer (or performance computer, when installed) is operating. Pushing RETURN also saves the system status for recall on subsequent flights.
Maintenance 13-7

AI N

Figure 13-1 PARALLAX ADJUST 1/1

PO

SE

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

FMS OPERATION MODE PROBLEMS


The FMS is capable of three different operating modes: DUAL, INDEPENDENT, and SINGLE. The FMS attempts to operate in DUAL at all times. When the FMS is unable to operate in DUAL mode, the FMS shows either INDEPENDENT OPERATION or SINGLE OPERATION in the scratchpad. The pilot then goes to the OP MODE PROBLEMS page to view the error message. Table 13--2 lists possible error messages and descriptions. Table 13-2 Operation Mode Problem Messages Resulting Operating Mode for the Differing FMS SINGLE

FO

TR

AI N

N IN

CONFIG PIN

SINGLE

PU R

SW PROGRAM

The software version differs between the FMSs. SINGLE operation is the only operating mode available for the FMS with a different SW load. The configuration pins (or configuration module) required for DUAL and INDEPENDENT operating modes are not identical. The following items are compared between FMSs: S SDI setting discretes S Performance computer installed discrete S Overspeed protection disabled discrete S Version B ASCB discretes S Fuel flow config. discretes S Operational mode discretes S Radio type discretes S Pounds/Kilograms discretes Verify that the configuration settings are identical between FMSs.

Maintenance 13-8

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

Displayed Error

Description

SE
A28- 1146- 179 REV 5 Oct 2009

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -2 Operation Mode Problem Messages Resulting Operating Mode for the Differing FMS INDEPENDENT

Displayed Error CUSTOM DB

Description The custom database is not identical between two FMSs. DUAL is not permitted unless the custom databases are identical. Crossload the custom database from one FMS to the other. The message is removed. Refer to page 6-178 for additional details on crossloading the custom database. The navigation database is not identical between two FMSs. DUAL is not permitted unless the navigation databases are identical. Crossload the custom database from one FMS to the other. The message is then removed. The FMS positions between two FMSs differ by more than 10 NM. DUAL is not permitted unless the positions are within 10 NM. Reinitialize the FMS positions within 10 NM to return to DUAL. Refer to page 6-79 for additional details on position initialization on the ground. Refer to page 6-83 for additional details on updating the FMS position while airborne.

NAV DB

INDEPENDENT

PPOS DIFF

FO

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TR

AI N

N IN

INDEPENDENT

PU R

PO

SE

O N

LY

Maintenance 13-9

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -2 Operation Mode Problem Messages Resulting Operating Mode for the Differing FMS INDEPENDENT

Displayed Error DB CYCLE

Description The selected cycle of the navigation database differ between two FMSs. DUAL is not permitted unless the cycles are identical between two FMSs. Refer to page 6-1 for additional details on how to select the navigation database cycle. The FMSs have attempted to operate in DUAL, or INDEPENDENT. Due to a problem, one FMS is operating in the desired mode while the other FMS continues to operate in a different mode. This could be due to an ASCB problem. Verify that the ASCB is operational and properly connected to the FMS. There is not one unique master FMS within the selected DN pair. This could be due to SDI strapping being identical between the FMS operating pair. Verify the SDI strapping for both FMSs. Internal software fault relating to a power--up problem. When this problem is encountered, please report the problem to Honeywell.

PRIORITY

SINGLE

FO

SYNC ERR 1

TR

AI N

SINGLE

N IN

PU R
Maintenance 13-10

Honeywell International Inc. Do not copy without express permission of Honeywell.

PO

MODE DIFF

SINGLE

SE

A28- 1146- 179 REV 5 Oct 2009

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -2 Operation Mode Problem Messages Resulting Operating Mode for the Differing FMS SINGLE

Displayed Error SYNC ERR 2

Description The FMS attempted to share data with another FMS, but could not. Check whether ASCB is operational. Check whether backplane connections are operational. Otherwise, it can be an internal FMS software fault. When this problem is encountered, please report the problem to Honeywell. DUAL operation is prohibited because excessive transitions to SINGLE operation have occurred within a specified time interval. Verify that the ASCB is operational and properly connected to the FMS. The FMS detects that the ASCB is not operational. DUAL and INDEPENDENT operating modes are not permitted under this condition. Verify that the ASCB is operational and properly connected to the FMS. The inter--system communication database (ESCAPE) is incorrect. The database or FMS software needs to be reloaded.

DUAL INOP

SINGLE

ASCB INOP

TR

FO

ASCB CONFIG

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AI N

N IN

SINGLE

SINGLE

PU R

PO

SE

O N

LY

Maintenance 13-11

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Table 13- (cont) -2 Operation Mode Problem Messages Resulting Operating Mode for the Differing FMS SINGLE

Displayed Error FMS1 INOP

Description The FMS showing this message is unable to receive FMS1 transmissions on the ASCB. Verify that the ASCB is operational and properly connected to the FMS. The FMS showing this message is unable to receive FMS2 transmissions on the ASCB. Verify that the ASCB is operational and properly connected to the FMS.

FO

TR

AI N

N IN

PU R
Maintenance 13-12 A28- 1146- 179 REV 5 Oct 2009
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PO

SE

FMS2 INOP

SINGLE

O N

LY

Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Acronyms and Abbreviations


Acronyms and abbreviations used in this guide are defined as follows: TERMS ACARS ACDB ACFT ACT ADC ADF ADS AFCS AFIS AFN AGL ALRT ALS ALT ALTN ANG AOC AOG AP APM APPR APU ARINC ARP ASCB ASYNC AT ATC ATO ATS ATT ATTCS DEFINITION Aircraft Communications Addressing and Reporting System aircraft database aircraft active air data computer automatic direction finder air data system automatic dependent surveillance automatic flight control system airborne flight information system ATS facilities notification above ground level alert Alamosa VOR alternate altitude alternate angle airline operational communication aircraft on--ground autopilot aircraft personality module approach auxiliary power unit Aeronautical Radio Inc. airport reference point avionics standard communications bus asynchronous autothrottle air traffic control actual time over air traffic services attitude automatic takeoff thrust control system

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS AUTO AVG AWY BAC, BC BARO BITE BOD BOSC BOW BRG BRT C

DEFINITION automatic average airway back course barometric built--in test equipment bottom--of--descent bottom of step climb basic operating weight bearing bright Celsius center climb calibrated airspeed crew alerting system custom database course deviation indicator control display unit certified course to a fixed waypoint change climb clear command control communication compensation configuration constraint Customer Response Center course cruise custom decent decision altitude
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CAS CDB CDI CDU CERT CF CHG CLB CLR CMD CNTRL COMM COMP CONFIG CONSTR CRC CRS CRZ CUST D DA

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS DB DEG DEL DES DESEL DEST DEV DF DGPS DGRAD DIFF DIS, DIST DISA DL DLK DLS DME DMU DR DTG DVV E ECEF EDS EFC EFIS EGPWS ELEV END ENGR ENRT EO EOSID EPR EPU ERR ETA ETD

DEFINITION database degree(s) delete descent deselect destination deviation direction finder differential global positioning system degraded different distance deviation ISA data loader download datalink data loading system distance measuring equipment data management unit dead reckoning distance--to--go Mile High VOR

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East earth--centered earth--fixed electronic display system expect further clearance electronic flight instrument system enhanced ground proximity warning system elevation endurance engineering en route engine out engine out standard instrument departure engine pressure ratio estimated position uncertainty error estimated time of arrival estimated time of departure
Acronyms and Abbreviations Abbrev- 3 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS ETE ETOPS ETP F FAA FAF FANS FCRS FD FF FGC FGS FL FLCH FLT FMS FOM FP, FPL, FPLN FR FREQ ft GAL GCC GEP GNSS GPS GPS--D GRD GS, GSPD H HA HDG HDOP HFOM HIL

DEFINITION estimated time en route extended operations equal time point Fahrenheit flyover Federal Aviation Administration final approach fix future air navigation system front course flight director fuel flow flight guidance computer flight guidance system flight level flight level change flight flight management system figure of merit flight plan from frequency feet/foot

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gallon global customer care gopher VOR global navigation sensor system global positioning system GPS with SBAS ground ground speed hold high altitude heading horizontal dilution of precision horizontal figure of merit high integrity limit
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS HINT HSI IAF IAP IAS ICAO ID IDENT IGS ILS IMC in. Hg INBD INC INFO INIT INOP INTC IOP IRS ISA Jepp

DEFINITION horizontal integrity limit horizontal situation indicator initial approach fix instrument approach procedure indicated airspeed International Civil Aviation Organization identifier identification instrument guidance system instrument landing system instrument meteorological conditions inches of mercury inbound increase information initialization initialize inoperative intercept input/output processor inertial reference system International Standard Atmosphere name of navigation database supplier (Jeppesen) Duluth, Minnesota kilograms kilometer Minneapolis/St. Paul, Minnesota Phoenix, Arizona knots left liters low altitude local area network latitude
Acronyms and Abbreviations Abbrev- 5 -

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KDLH kg, KG KM KMSP KPHX kts, KTS L LA LAN LAT

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS LB/GAL LBS LCD LDA LDG LIM LL LNAV LOC LON LRC LSK M M/S MAG MAN MAP MAU MAX mB MCDU MCW MDA METERO MFD MGT MHz MIN min MLS mm MMO MOD MRC MSG MSL MXR

DEFINITION pounds per gallon pound(s) liquid crystal display landing directional aid landing limit latitude/longitude lateral navigation localizer longitude long--range cruise line select key

meters meters per second magnetic manual missed approach point modularized avionics unit maximum millibars multifunction control display unit Mason City VOR minimum descent altitude meteorological multifunction display management megahertz minimum minute microwave landing system millimeter maximum operating Mach modification modify modular radio cabinet message mean sea level maximum reserve

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS N NAV NAVAID NB NBR ND NDB NM NO NOTAM NT NUM OAT ONL OP OPT ORG OUTBD P P/B P/B/D P/B/D/ALT P/B/P/B P/B/P/B/ALT PC PCDR PCMCIA PD PERF PFD PLN PNR PNS POS
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DEFINITION North navigation navigation aid nondirectional beacon number navigation display non--directional beacon navigation database nautical miles navigation mode number notice to airmen NAVAID tuning number outside air temperature ONeil VOR operation optimum origin outbound

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pressure procedure place/bearing place/bearing/distance place/bearing/distance/altitude place/bearing/place/bearing place/bearing/place/bearing/altitude personal computer procedure Personal Computer Memory Card International Association Place//Distance performance primary flight display plan point of no return primary navigation source position
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS PPOS PRED PREV PRN PROG PSA PT PT NO RET PTS QFE QNH QRH QUAD R RAIM RCVD REF REM REQ, REQD REQST RET, RTN RF RMA RNAV RNG RNP RO RSK RTA RTE RTN RW S SAAAR SBAS SDF

DEFINITION present position predictive previous pseudo--random noise progress preselected altitude procedure turn point of no return points

right receiver autonomous integrity monitor received reference remaining required request return radius to a fix return material authorization area navigation range required navigation performance read only Rattlesnake VOR receiver transmitter antenna route return runway

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South special aircraft and aircrew authorization required satellite based augmentation system simplified directional facility
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Queens Field Elevation (atmosphere pressure) sea level standard atmosphere pressure quick reference handbook quadrant

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS SDI SE SEL SID SP SPD SPEX SRVC STAR SVN SW SYNC T

DEFINITION source destination identifier single engine select selector standard instrument departure space speed spares exchange service standard terminal arrival route satellite vehicle number software synchronization terminal true tune takeoff tactical air navigation true airspeed touch control steering temperature terminal track to a fixed waypoint threshold top--of--climb top--of--descent takeoff/go--around

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T/O, TO TACAN TAS TCS TEMP TERM TF THRSHLD TOC TOD TOGA U UNAVAIL UR UTC V1 V2 Vac VALT Vap

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use unavailable unrestricted universal time coordinated takeoff decision speed minimum takeoff safety speed VPN accelerator card vertical altitude average path velocity
Acronyms and Abbreviations Abbrev- 9 -

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

TERMS VAPP VAR VASEL VASI/PAPI VDOP VERT VFLC, VFLCH VFOM VFS, Vfs VGP VHF VINT VMO VNAV VOR VORTAC VPATH VR VREF Vrf VS, VSPEED VTA

DEFINITION final approach speed variation vertical altitude select visual approach slope indicator/precision approach path indicator vertical dilution of precision vertical vertical flight level change vertical figure of merit final segment climb speed vertical glide path very high frequency vertical integrity limit maximum operating velocity vertical navigation very high frequency omni bearing range combined VOR and TACAN stations vertical path rotation speed reference approach speed visual reference flight vertical speed vertical track alert vertical track annunciator West wind/temperature World Geodetic System worldwide coverage waypoint(s) weight crosstrack Zulu zero fuel weight

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W W/T WGS WORLD3 WPT, WPTS WT XTK

Z ZFW

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index
A
Above ground level (AGL), 11-1 Accessing any FMS function, 3-15 Additional definition of optimum altitude, 5-22 Additional details about (PRN), 6-110 Additional details about ceiling altitude, 5-26 Additional details about cruise altitude, 5-25 Additional details about default descent angle, 5-42 Additional explanation of fuel quantity and fuel flow, 5-75 Air data, 9-7 Air traffic control (ATC), 6-36 Aircraft performance management, 2-2 Airport identifiers, 11-1 Airports, 6-19 Airway, 8-15 Airway entry, 4-14 Alphanumeric keys, 3-3 Alternate destination, 8-7 Alternate flight plan, 4-74 Alternate origin, 8-6 Alternate waypoints, 8-6 Annunciators, 3-15 approach (APPR), 3-17 dead reckoning (DR), 3-15 degraded (DGRAD), 3-16 lateral offset (OFFSET), 3-18 lateral track alert (WPT), 3-17 message (MSG), 3-16 required navigation performance (RNP), 3-18 terminal (TERM), 3-17 vertical track alert (VTA), 3-17 Approach, 4-70, 6-71 Minneapolis, MN ILS 30L, 4-6 Approach intercept (vectors), 10-11 APPROACH MINIMA TYPE page, 7-9 Arc intercept, 10-9 Arrival, 4-57, 6-59 approach, 6-71 Minneapolis, MN KASPR2, 4-5, 6-61 missed approach, 6-76 Automatic, 8-59 Automatic speed command, 8-7 Autotune, 6-120

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Brightness control, 3-19 Build a flight plan by entering waypoints, 8-14 additions and deletions to the flight plan, 8-20 airway, 8-15 clearing of flight plans, 8-21 flight plan names, 8-16 temporary waypoint, 8-14 vertical entries, 8-16 altitude, 8-17 angle, 8-18 constraint type, 8-17 speed, 8-18 vertical speed, 8-18 VNAV offset, 8-21 waypoint, 8-14

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Calling up a company route, 8-23 Clear (CLR) key, 3-5 Clearance revisions, 4-56 Clearing of flight plans, 8-79 Climb, 4-55, 5-37 Climb constraints, 8-7 Color assignments, 3-3 Company route (RTE) key, 3-11 Conversion, 6-123 weight/volume, 6-126 Course intercept, 10-7
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Index (cont)
Creating flight plans, 8-9 build a flight plan by entering waypoints, 8-14 recall stored flight plan, 8-10 store a flight plan and activate, 8-13 Creating routes, 8-22 calling up a company route, 8-23 flight plan changes to procedures or airways, 8-36 loading a route from datalink, 8-24 manually building a route, 8-25 Crossing points, 6-170 crossing radial, 6-173 equal time point, 6-175 latitude/longitude crossing, 6-174 point abeam, 6-172 point of no return, 6-177 present position (PPOS) direct, 6-171 Crossing radial, 6-173 Crossloading custom or aircraft database, 6-178 Cruise, 5-38 Cruise altitude, 8-7 Current ground speed/fuel flow (GS/FF) method, 5-24 Custom database, 6-33 Customer support, 1-4 global customer care (GCC), 1-4 Honeywell online technical publications web site, 1-5 Data loading, 6-183 navigation data base updating, 6-184 Database, 2-2, 6-18 airports, 6-19 FMS database, 6-32 instrument landing systems, 6-29 intersections, 6-30 multiple waypoints, 6-31 NAVAIDs, 6-27 pilot--defined waypoints, 6-31 runways, 6-24 undefined waypoints, 6-32 Datalink, 6-38 datalink address configuration, 6-47 datalink flight plan, 6-39 datalink flight plan review, 6-41 datalink reports, 6-43 datalink winds, 6-44 datalink winds aloft, 6-46 flight plan address, 6-48 position report address, 6-50 winds address, 6-49 Datalink address configuration, 6-47 Datalink flight plan, 6-39 Datalink flight plan review, 6-41 Datalink reports, 6-43 Datalink winds, 6-44 Datalink winds aloft, 6-46 Defining stored flight plans, 6-6 Definition of terms, 8-1 alternate destination, 8-7 alternate origin, 8-6 alternate waypoints, 8-6 automatic speed command, 8-7 climb constraints, 8-7 cruise altitude, 8-7 descent constraints, 8-8 discontinuities, 8-5 Flight plan, 8-1 flight plan capacity, 8-1 FROM waypoint, 8-4

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Data load, 6-178 crossloading custom or aircraft database, 6-178 data loading, 6-183 Data loader fault codes, 13-1
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Index (cont)
Definition of terms (cont) initial cruise altitude, 8-7 leg sequencing, 8-5 modified flight plan, 8-1 modified RTE pages, 8-2 origins and destinations, 8-4 primary/alternate independence, 8-2 RTE pages, 8-2 RTE pages capacity, 8-2 runway extension waypoints, 8-4 speed limit, 8-7 speed schedule, 8-7 temporary waypoints, 8-3 TO waypoint, 8-5 top--of--climb (TOC), 8-7 top--of--descent (TOD), 8-8 VNAV offset waypoints, 8-1 waypoint names, 8-3 Delete key, 3-6 Deleting stored flight plans, 6-9 Departure, 6-51 runways, 6-53 San Jose, CA ALTAM6, 6-52 Departure selection, 4-38 engine--out range (EO RANGE), 4-46 engine--out standard instrument departure (EOSID), 4-43 flight plan discontinuities, 4-42 Descent, 4-56, 5-40 additional details about default descent angle, 5-42 Descent constraints, 8-8 Direct access prompts/function selects, 3-5 Direct--to abeam points, 10-10 Direct/intercept approach intercept (vectors), 10-11 arc intercept, 10-9 course intercept, 10-7 direct--to abeam points, 10-10 introduction, 10-1 lateral direct--to, 10-2 vertical direct--to, 10-5 Discontinuities, 8-5

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Early/late descent (DES NOW), 8-42 En route, 4-56 Engine--out range (EO RANGE), 4-46 Engine--out standard instrument departure (EOSID), 4-43 Equal time point, 6-175

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Failed sensors, 6-157 Fix Info abeam, 6-35 bearing/distance from, 6-34 ETA, DTG, ALT, 6-35 Fix information (INFO), 6-34 Flight complete, 4-74 Flight management system (FMS) FMS product support, 1-3 Honeywell product support, 1-3 introduction, 1-1 system description, 2-1 Flight plan, 8-1 clearing of flight plans, 8-79 creating flight plans, 8-9 build a flight plan by entering waypoints, 8-14 recall stored flight plan, 8-10 store a flight plan and activate, 8-13 creating routes, 8-22 calling up a company route, 8-23 flight plan changes to procedures or airways, 8-36 loading a route from datalink, 8-24
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Index (cont)
Flight plan (cont) creating routes (cont) manually building a route, 8-25 definition of terms, 8-1 early/late descent (DES NOW), 8-42 introduction, 8-1 lateral navigation (LNAV), 8-36 general LNAV rules, 8-36 LNAV submodes, 8-37 speed command, 8-58 automatic, 8-59 general speed command rules, 8-58 speed protection, 8-63 waypoint speed constraint, 8-60 vertical navigation (VNAV), 8-37 general VNAV rules, 8-38 VNAV operation in flight, 8-47 VNAV operational scenarios, 8-49 VNAV special operations, 8-48 VNAV submodes, 8-40 VNAV approach temperature compensation, 8-65 Flight plan (FPL) key, 3-9 Flight plan address, 6-48 Flight plan capacity, 8-1 Flight plan changes to procedures or airways, 8-36 Flight plan discontinuities, 4-42 Flight plan list, 6-4 defining stored flight plans, 6-6 deleting stored flight plans, 6-9 Flight plan names, 8-16 Flight plan select, 6-9 Flight planning, 2-2 Flight summary, 6-184 Flyover pattern, 6-152 FMS database, 6-32 custom database, 6-33 navigation database, 6-32 tailored database, 6-33 FMS operation mode problems, 13-8 FMS position update, 6-83 FMS product support, 1-3 FMS sensor deselection, 7-13 FMS sensor selection, 7-12 FMS sensors, 7-12 FMS sensor deselection, 7-13 FMS sensor selection, 7-12 FMS setup pages, 6-161 FROM waypoint, 8-4 Fuel, reserve, 5-17 Fuel management, 5-74 additional explanation of fuel quantity and fuel flow, 5-75 Full performance method, 5-7 Function keys, 3-6 company route (RTE) key, 3-11 flight plan (FPL) key, 3-9 menu, 3-14 navigation (NAV) key, 3-8 paging (PREV)/(NEXT) keys, 3-9 performance (PERF) key, 3-7 progress (PROG) key, 3-10 radio, 3-13

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General LNAV rules, 8-36 General speed command rules, 8-58 General VNAV rules, 8-38 Global customer care (GCC), 1-4 GPS, Almanac, 6-105

High latitude flying, 6-132 polar region: IRS equipped aircraft, 6-132 Holding pattern, 6-135
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index (cont)
Honeywell online technical publications web site, 1-5 Honeywell product support, 1-3 transfer scratchpad data to line fields, 3-5 List of entries and definitions, 11-1 LNAV, 8-36 LNAV submodes, 8-37 LNAV ARM, 8-37 LNAV capture, 8-37 Loading a route from datalink, 8-24

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In--flight considerations, 7-3 APPROACH MINIMA TYPE page, 7-9 RNP approaches, 7-5 RNP minimums selection, 7-8 RNP scratchpad messages, 7-11 Initial cruise altitude, 8-7 Instrument landing system (ILS), 6-29 Intersections, 6-30 Introduction, customer support, 1-4 global customer care (GCC), 1-4 Honeywell online technical publications web site, 1-5 IRS Align mode, 6-94 Status, 6-94

Landing, 4-70, 5-42 Lateral direct--to, 10-2 Lateral navigation (LNAV), 2-2, 8-36 general LNAV rules, 8-36 LNAV submodes, 8-37 LNAV capture, 8-37 Lateral offset, 9-5 Latitude/longitude crossing, 6-174 Leg sequencing, 8-5 Line select keys, 3-5 direct access prompts/function selects, 3-5 transfer line data to scratchpad, 3-5

Maintenance, 6-154 data loader fault codes, 13-1 failed sensors, 6-157 FMS operation mode problems, 13-8 FMS setup pages, 6-161 introduction, 13-1 MCDU parallax adjustment, 13-7 operating modes, 6-154 return to service, 6-160 true/magnetic selection, 6-159 Manual tuning, 6-123 Manually building a route, 8-25 MCDU display, 3-3 color assignments, 3-3 viewing angle, 3-3 MCDU parallax adjustment, 13-7 Menu function key, 3-14 Message list and definitions, 12-1 Messages introduction, 12-1 message list and definitions, 12-1 Missed approach, 4-73, 6-76 Modified flight plan, 8-1 Modified RTE pages, 8-2 Multifunction control display unit (MCDU), 3-2 accessing any FMS function, 3-15 alphanumeric keys, 3-3 annunciators, 3-15 brightness control, 3-19

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index (cont)
Multifunction control display unit (MCDU) (cont) clear (CLR) key, 3-5 delete (DEL) key, 3-6 function keys, 3-6 line select key (LSK), 3-5 MCDU display, 3-3 scratchpad, 3-4 Multifunction control display unit (MCDU) entry format introduction, 11-1 list of entries and definitions, 11-1 Multiple patterns, 6-153 Multiple waypoints, 6-31 instrument landing systems, 6-29 intersections, 6-30 multiple waypoints, 6-31 NAVAIDs, 6-27 pilot--defined waypoints, 6-31 runways, 6-24 undefined waypoints, 6-32 datalink, 6-38 datalink address configuration, 6-47 datalink flight plan, 6-39 datalink flight plan review, 6-41 datalink reports, 6-43 datalink winds, 6-44 datalink winds aloft, 6-46 flight plan address, 6-48 position report address, 6-50 winds address, 6-49 departures, 6-51 fix information (INFO), 6-34 flight plan list, 6-4 defining stored flight plans, 6-6 deleting stored flight plans, 6-9 flight plan select, 6-9 flight summary, 6-184 FMS database custom database, 6-33 navigation database, 6-32 tailored database, 6-33 high latitude flying, 6-132 polar region: IRS equipped aircraft, 6-132 introduction, 6-1 maintenance, 6-154 failed sensors, 6-157 FMS setup pages, 6-161 operating modes, 6-154 return to service, 6-160 true/magnetic selection, 6-159

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NAV tuning, 6-122 NAVAIDs, 6-27 Navigation air traffic control (ATC), 6-36 arrival, 6-59 approach, 6-71 missed approach, 6-76 conversion, 6-123 crossing points, 6-170 crossing radial, 6-173 equal time point, 6-175 latitude/longitude crossing, 6-174 point abeam, 6-172 point of no return, 6-177 present position (PPOS) direct, 6-171 data load, 6-178 crossloading custom or aircraft database, 6-178 data loading, 6-183 data loading, navigation data base updating, 6-184 database, 6-18 airports, 6-19 FMS database, 6-32

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Index (cont)
Navigation (cont) navigation (NAV) index, 6-3 navigation identification, 6-1 notices to airmen, 6-112 patterns, 6-133 flyover pattern, 6-152 holding pattern, 6-135 multiple patterns, 6-153 pattern definition, 6-133 pattern review, 6-134 procedure turn, 6-149 pilot waypoint list, 6-12 position initialization, 6-79 additional details about pseudo random noise (PRN), 6-110 FMS position update, 6-83 predictive receiver autonomous integrity monitor (RAIM), 6-104 required navigation performance, 6-102 sensor status pages, 6-93 VOR/DME page, 6-111 position sensors, 6-76 sensors being used by the FMS, 6-113 position sensor deselection, 6-114 tuning NAV radios, 6-115 autotune, 6-120 manual tuning, 6-123 NAV tuning, 6-122 Navigation (NAV) index, 6-3 Navigation (NAV) key, 3-8 Navigation data base updating, 6-184 Navigation database, 6-32 Navigation display, 2-3 Navigation identification, 6-1 Navigation mode, 6-76 Notices to airmen, 6-112

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Operating modes, 6-154 dual, 6-154 independent, 6-154 requirements, 6-155 single, 6-154 Operational considerations, 7-1 Operational example alternate flight plan, 4-74 approach, 4-70 arrival, 4-57 climb, 4-55 departure selection, 4-38 engine--out range (EO RANGE), 4-46 engine--out standard instrument departure (EOSID), 4-43 flight plan discontinuities, 4-42 descent, 4-56 en route, 4-56 flight complete, 4-74 introduction, 4-1 KPHX to KMSP flight route, 4-2 landing, 4-70 Minneapolis, MN ILS 30L approach, 4-6 Minneapolis, MN KASPR2 arrival, 4-5 missed approach, 4-73 performance data, 4-35 performance initialization, 4-24 position initialization, 4-9 predeparture, 4-7 power--up, 4-8 route (RTE) planning, 4-11 airway entry, 4-14 waypoint entry, 4-13 takeoff, 4-49 Origins and destinations, 8-4

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index (cont)
P
Paging (PREV)/(NEXT) keys, 3-9 Pattern definition, 6-133 Pattern review, 6-134 Patterns, 6-133 entry geometry, 6-135 flyover pattern, 6-152 formats, 6-133 holding pattern, 6-135 multiple patterns, 6-153 pattern definition, 6-133 pattern review, 6-134 procedure turn, 6-149 Performance climb, 5-37 cruise, 5-38 descent, 5-40 additional details about default descent angle, 5-42 fuel management, 5-74 additional explanation of fuel quantity and fuel flow, 5-75 introduction, 5-1 landing, 5-42 performance data, 5-24 additional details about ceiling altitude, 5-26 additional details about cruise altitude, 5-25 performance index, 5-1 performance index organization, 5-3 performance initialization, 5-4 additional definition of optimum altitude, 5-22 current ground speed/fuel flow (GS/FF) method, 5-24 full performance method, 5-7 pilot speed/fuel flow (SPD/FF) method, 5-23 switching performance methods, 5-24 performance plan, 5-30 recommended entries, 5-33 wind and temperature model blending, 5-32 wind and temperature model entries, 5-33 wind and temperature pages, 5-31 wind and temperature performance planning, 5-34 stored flight plan, 5-60 stored flight plan data, 5-72 stored flight plan performance initialization, 5-60 takeoff, 5-34 WHAT--IF flight plan, 5-44 what--if data, 5-56 what--if performance initialization, 5-44 Performance (PERF) key, 3-7 Performance data, 4-35, 5-24 additional details about ceiling altitude, 5-26 additional details about cruise altitude, 5-25 Performance index, 5-1 performance index organization, 5-3 Performance index organization, 5-3 Performance initialization, 4-24, 5-4 additional definition of optimum altitude, 5-22 current ground speed/fuel flow, 5-4 current ground speed/fuel flow (GS/FF) method, 5-24 full performance, 5-4 full performance method, 5-7 pilot speed/fuel flow, 5-4 pilot speed/fuel flow (SPD/FF) method, 5-23 switching performance methods, 5-24

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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index (cont)
Performance plan, 5-30 recommended entries, 5-33 wind and temperature model blending, 5-32 wind and temperature model entries, 5-33 wind and temperature pages, 5-31 wind and temperature performance planning, 5-34 Pilot speed/fuel flow (SPD/FF) method, 5-23 Pilot waypoint list, 6-12 Pilot--defined waypoints, 6-31 Place/Bearing/Distance (P/B/D), 11-10 Point abeam, 6-172 Point of no return, 6-177 Polar region, IRS equipped aircraft, 6-132 Position initialization, 4-9, 6-79 additional details about pseudo random noise (PRN), 6-110 FMS position update, 6-83 predictive receiver autonomous integrity monitor (RAIM), 6-104 required navigation performance, 6-102 sensor status pages, 6-93 VOR/DME page, 6-111 Position report address, 6-50 Position sensor deselection, 6-114 Position sensors, 6-76 navigation mode, 6-76 Power--up, 4-8 Predeparture, 4-7 power--up, 4-8 Predictive RAIM, 6-104 Preflight considerations, 7-2 Present position (PPOS) direct, 6-171 Primary/alternate independence, 8-2 Procedure turn, 6-149 Hot Springs, AR ILS Rwy 5, 6-148 Progress introduction, 9-1 progress pages, 9-1 air data, 9-7 lateral offset, 9-5 VNAV data, 9-4 Progress (PROG) key, 3-10 Progress pages, 9-1 air data, 9-7 lateral offset, 9-5 VNAV data, 9-4

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Radio function key, 3-13 RAMPX waypoint, 4-9, 6-80 Recall stored flight plan, 8-10 Recommended entries, 5-33 Required navigation performance, 6-102 Low required navigation performance (RNP) -- option FMS sensors, 7-12 FMS sensor deselection, 7-13 FMS sensor selection, 7-12 in--flight considerations, 7-3 APPROACH MINIMA TYPE page, 7-9 RNP approaches, 7-5 RNP minimums selection, 7-8 RNP scratchpad messages, 7-11 introduction, 7-1 operational considerations, 7-1 preflight considerations, 7-2 Return to service, 6-160 Reverse video, 1-1
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index (cont)
RNP approaches, 7-5 RNP minimums selection, 7-8 RNP scratchpad messages, 7-11 Route (RTE) planning, 4-11 airway entry, 4-14 waypoint entry, 4-13 RTE pages, 8-2 RTE pages capacity, 8-2 Runway extension waypoints, 8-4 Runways, 6-24 Stored flight plan performance initialization, 5-60 Switching performance methods, 5-24 System components flight management system (FMS), 3-1 introduction, 3-1 multifunction control display unit (MCDU), 3-2 accessing any FMS function, 3-15 alphanumeric keys, 3-3 annunciators, 3-15 brightness control, 3-19 clear (CLR) key, 3-5 delete (DEL) key, 3-6 function keys, 3-6 line select key (LSK), 3-5 MCDU display, 3-3 scratchpad, 3-4 System description aircraft performance management, 2-2 database, 2-2 flight planning, 2-2 introduction, 2-1 lateral navigation (LNAV), 2-2 navigation, 2-1 navigation display, 2-3 vertical navigation (VNAV), 2-2

Satellite deselection, 6-107 Scratchpad, 3-4 Sensor status pages, 6-93 Sensors being used by the FMS, 6-113 position sensor deselection, 6-114 Speed command, 8-58 automatic, 8-59 general speed command rules, 8-58 speed protection, 8-63 waypoint speed constraint, 8-60 Speed limit, 8-7 Speed protection, 8-63 Speed schedules, 5-7, 8-7 arrival, 5-7 climb, 5-7 cruise, 5-7 departure, 5-7 descent, 5-7 STAR, standard terminal arrival route, 7-1 Step climb, 5-39 Store a flight plan and activate, 8-13 Stored flight plan, 5-60 stored flight plan data, 5-72 stored flight plan performance initialization, 5-60 Stored flight plan data, 5-72

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Tailored database, 6-33 Takeoff, 4-49, 5-34 Temporary waypoint, 8-14 Temporary waypoints, 8-3 TO waypoint, 8-5 Top--of--climb (TOC), 8-7 Top--of--descent (TOD), 8-8 Transfer line data to scratchpad, 3-5 Transfer scratchpad data to line fields, 3-5
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Flight Management System (FMS) for the Embraer 170/175/190/195 and Lineage 1000

Index (cont)
True/magnetic selection, 6-159 Tuning NAV radios, 6-115 autotune, 6-120 manual tuning, 6-123 NAV tuning, 6-122 Viewing angle, 3-3 VNAV approach temperature compensation, 8-65 VNAV data, 9-4 VNAV offset waypoints, 8-1 VNAV operation in flight, 8-47 VNAV operational scenarios, 8-49 VNAV special operations, 8-48 VNAV submodes, 8-40 altitude capture (VASEL), 8-41 vertical glide path mode (VGP), 8-44 VNAV altitude hold (VALT), 8-41 VNAV arm (VNAV) , 8-40 VNAV flight level change (VFLCH), 8-40 VNAV path (VPATH), 8-41 VOR/DME page, 6-111

VASEL, VNAV altitude select, 8-38 Vertical direct--to, 10-5 Vertical entries, 8-16 altitude, 8-17 angle, 8-18 constraint type, 8-17 speed, 8-18 vertical speed, 8-18 Vertical navigation (VNAV), 2-2, 8-37 general VNAV rules, 8-38 VNAV operation in flight, 8-47 VNAV operational scenarios, 8-49 VNAV special operations, 8-48 VNAV submodes, 8-40 altitude capture (VASEL), 8-41 vertical glide path mode (VGP), 8-44 VNAV altitude hold (VALT), 8-41 VNAV arm (VNAV) , 8-40 VNAV flight level change (VFLCH), 8-40 VNAV path (VPATH), 8-41 VGP, VNAV vertical glidepath, 8-38

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Waypoint, 8-14 Waypoint entry, 4-13 Waypoint names, 8-3 Waypoint speed constraint, 8-60 WHAT--IF data, 5-56 WHAT--IF flight plan, 5-44 what--if data, 5-56 what--if performance initialization, 5-44 What--if performance initialization, 5-44 Wind and temperature model blending, 5-32 Wind and temperature model entries, 5-33 Wind and temperature pages, 5-31 Wind and temperature performance planning, 5-34 Winds address, 6-49

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